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SOUTHERN RAILWAY’S
2 HAL UNITS

2-car Half-Lavatory Units

2 HAL
Liveries

 Tin HAL units
2693 to 2700

Additional DTC Vehicles

Stores units
022 & 023

2 PAN units
061 to 066

2 HAL
Models

 

‘GILLINGHAM & MAIDSTONE’ ELECTRIFICATION

In 1939 the Southern Railway's on-going programme of electrification continued with the completion in July of the ‘Gillingham & Maidstone’ extension, this being the final scheme carried out with the financial inducements offered by the Government from 1935. The scheme covered 117 track miles and cost about £1,750,000. In the event, the impending Second World War and aftermath and its effect on the Railway meant that this scheme was to be the last expansion of the Southern's third rail system for just short of 20 years. The lines electrified for this scheme consisted of Gravesend Central to Strood thence on to Maidstone West. This included the spur at Strood round to Rochester Bridge Junction (the Toomer Loop), Swanley to Gillingham and Otford Junction to Maidstone East.

The associated engineering work was extensive and included extension and electrification of further platforms at Holborn Viaduct and Cannon Street, improving clearances on the routes from Cannon Street to Gravesend Central to accommodate 9' wide coaches; the Greenwich, North Kent and Bexleyheath routes being altered.

Platforms were extended to 600' at Strood and the layout altered involving the provision of two new signalboxes, whilst platforms at several other stations were also lengthened to accommodate 8 coach electric trains. The station at Swanley was replaced by a new structure slightly to the west with two 820' island platforms, this being to facilitate the splitting /joining of electric trains into Medway and Maidstone portions. This new station was brought into use on 16th April 1939.

A new signalbox was also provided at Swanley whilst at Gillingham a four-road 820' long inspection shed was built just beyond the station, this also included a carriage washing machine. A new Down Bay was provided at Maidstone East with berthing sidings on the Up side and berthing sidings were also laid out close to Maidstone Barracks. Two Up Goods Loops were provided on the Maidstone West line at Cuxton and Snodland. A completely new station was built at Lullingstone (between Swanley & Eynsford) in anticipation of new housing development, though owing to the outbreak of war this did not take place and the station was never opened.

Power supplies for this scheme were again similar to those of the earlier main line electrifications, power being supplied from the CEGB at Denton (near Gravesend) and Fawkham and distributed through lineside cables to thirteen substations. Five of these were between Gravesend Central and Maidstone West, four between Swanley and Gillingham and four between Otford and Maidstone East. All these were supervised from an enlarged control room at Swanley.

Early in January 1939 a 2 BIL unit was steam hauled from Swanley to Gillingham for shoe clearance tests. A similar trial ran on 19th February 1939 between Gravesend and Cuxton, whilst the Strood to Maidstone West section was covered on 23rd April 1939.

 

NEW ELECTRIC SERVICE

The electrification was ready for trial running to commence from May 1939, many of the new units having been delivered since January 1939 and run-in on existing electrified lines. The full public service began on 2nd July 1939. The first electric train had reached Maidstone West on 14th May 1939 and units 2646 ‑ 2649 were running trials on 17th May 1939.

Electric trains replaced steam services completely from Gravesend Central to Maidstone West and between Otford and Maidstone East, though only intermediate traffic was handled from Swanley to Gillingham with steam trains from the Kent Coast to Victoria continuing to handle the through traffic.

On the Maidstone East route, the through steam trains were altered to provide connections from the electric trains onwards to Ashford, though this route continued to be used for many through Boat Trains to the Channel ports.

As now customary, regular interval services were provided on all routes, though exact patterns were sometimes difficult taking into account the existing steam services to the holiday destinations along the north Kent coast and the Boat Train traffic to Dover and Folkestone.

Off‑peak frequencies provided an hourly service from Victoria calling at Bromley South and Swanley where the train divided into a Maidstone East portion, fast to Otford then all stations, whilst the rear portion called at all stations to Gillingham. Hourly trains also ran from Charing Cross and called at Waterloo, London Bridge, Woolwich Arsenal, Dartford, Gravesend Central and Strood where they too divided, the front portion continuing to Rochester, Chatham and Gillingham, whilst the rear portion ran all stations to Maidstone West.

An existing Cannon Street to Gravesend Central via Sidcup suburban service was extended all stations to Gillingham and provided with a connection at Strood to Maidstone West. The usual business period enhancements were provided, at these times trains also serving Cannon Street and Holborn Viaduct.

An interesting feature of this scheme were the regular advertised weekend excursion trains between Gillingham and Portsmouth, run via Swanley, London Bridge, Norwood Junction, Epsom and Guildford, these probably being put on for the convenience of Naval personnel but available to passengers as well.

These trains were formed of 2 HAL stock when originating from the Gillingham end and 4 COR /4 RES stock from the Portsmouth end, and at the time were the longest through electric train journeys in the country. A few also had portions from Maidstone East attached at Swanley.

 

2 HAL ORDERING

For this extension of electrification to Gillingham and Maidstone, seventy six two-car units known as 2 HAL were constructed at Eastleigh works on new underframes from Lancing. They were ordered on 29th April 1938 to order No. HO 1023, and were similar in general concept to the earlier 2 BIL units but only the driving trailer had a side corridor with lavatory access, hence the classification as only half the unit had lavatory access. Motor coach underframes were order No. 7253, those for the DTCs being 7254.

A further sixteen units were constructed late in 1939 as additional stock for Reading line services, these being ordered on 28th November 1938 to order No. HO 1058. The underframe order numbers for this batch were 7621 (MBTs) and 7622 (DTCs). The units were numbered 2601 to 2692.

 

DRIVING TRAILER COMPOSITE

The driving trailer composites (DTC) were similar in layout to those of the 2 BIL units except that the side corridor was on the opposite side of the coach; that is it was located nearside when the driving trailer was leading whereas it was offside on a 2 BIL when the DTC was leading.

The seating capacity was the same as a 2 BIL DTC with 24 first (4 compartments each 7' 2" wide) and 32 second (also 4 compartments each 6' 3" wide). Along the corridor side a door was provided opposite each compartment sliding door resulting in the window arrangement being alternate large sidelight (L/S/L) and door droplight. Like the 2 BIL units, these L/S/L windows were carried right up to the roofline. The other side of the vehicle had the conventional ¼/drop /¼ window arrangement.

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

This coach was to Diagram No. 2702 and weighed 31 tons 12cwt. The bogie below the cab was fitted with shoegear and weighed 6 tons with a wheelbase of 8' 9". The other bogie was a standard 8' 0" wheelbase one weighing 5¾ tons.

 

MOTOR BRAKE THIRD

The motor brake third (MBT) differed from that of a 2 BIL in that all seating was in seven full compartments each 6' 3" wide with no side corridor, each compartment seating ten. A large 13' 1½" brakevan was provided and the cab was 4' 8½" deep. The four compartments next to the guard’s van were designated non-smoking.

Overall coach capacity was therefore 70 third. This coach was to Diagram No. 2116 and weighed 43 tons 11cwt. The trailer bogie was identical to that at the inner end of the DTC, the motor bogie had an 8' 9" wheelbase and weighed 14¾ tons complete with motors.

 

2 HAL UNITS

Overall unit seating capacity was therefore 102 third and 24 first. The units were the same length as the 2 BIL at 129' 5" and weighed 75 tons 3cwt. Both coaches were 62' 6" long overall with bogie centres at 44' 0". Coaches were coupled with the centre buffer and three link chain arrangement.

The outward appearance of the units was somewhat different from the 2 BIL units in that the unit ends made more use of welded steel panels and the roof ends were domed. The inwards opening cab doors at each end were slightly inset, these doors being flat and not following the body contour of the remainder of the coach. All fixed windows were set as flush as possible with the bodysides and all corners were rounded off to a large radius.

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.

Electrical equipment was similar to the later batches of 2 BIL units with electro‑pneumatic control gear and EE339 motors (2 x 275hp) fitted, whilst all units had the heavier Spencer Moulton buffers as provided on the final batch of 2 BIL units.

However accommodation within these units was to a lower standard than that provided by the 2 BIL sets, with third (later second) class seating on rather thin bench seating with a brown and fawn pattern upholstery, though first class had much deeper lift out cushions. Third class seat backs in the compartments had the top edge shaped in a series of arcs, one for each passenger. Interior wooden surfaces were painted white or grey (rather than varnished) and panelling was covered with cotton fabric. Units 2677 ‑ 2692 had a brighter style of third class upholstery.

 

INTRODUCTION

Many units were run-in on Central Section suburban services prior to public services commencing on 2nd July 1939 on their intended routes. New units were sent to Selhurst for testing prior to introduction to traffic and quite a number were in use on the Brighton line over the Easter holiday period in 1939.

Unit 2627 was displayed at Waterloo to senior management on 20th March 1939, though some units were already in traffic by this date with units 2610 ‑ 2613 running from 24th February 1939 on the 8:23 am Sevenoaks to Cannon Street train displacing an 8 BIL formation. These units were delivered in SR unlined dark green livery but with ‘sunshine’ style lettering and numbering.

Many of the second batch of units commenced wartime service on the East Coast route from Brighton to Seaford and Ore, displacing 2 NOL units for use elsewhere. These units (nos. 2677-2692) were all delivered in November and December 1939 (in a lighter rather ‘brownish‘ green that did not wear well) had been authorised as additional stock for the Reading line, presumably as heavy additional military traffic was expected (particularly in the Aldershot area) and on the lines to Portsmouth, though it is possible that they were initially intended to provide sufficient units to enable the extension of electrification from Sevenoaks to Tunbridge Wells (further development of this scheme being postponed owing to the deteriorating international situation).

Their use on the East Coast route initially may have been explained because they were fitted with window blinds (needed as part of the ‘blackout’ precautions) which the 2 NOL units lacked at this time.

Units working on the Eastern Section received their routine maintenance at Gillingham, Slade Green and Streatham Hill depots, whilst those working along the East Coast line were based at Lovers Walk depot, Brighton, and those working on the Western Section were dealt with at either Wimbledon Park or Fratton. Like the 2 BIL units, bodywork overhauls were done at Lancing works and electrical and running gear overhauls at Slade Green Repair Shop and Eastleigh works sometimes attended to damaged vehicles.

 

IN SERVICE

Many units suffered some damage from enemy action during the war, but no units were lost completely. One unit was disbanded in 1947, both vehicles being reused in 2 BIL and 4 LAV units. Like the 2 BIL units, the toilet water heaters were all isolated during the war and never reinstated, the hot taps finally being removed in the early 1960's.

The bulk of the units were to be found working on their intended routes on the Eastern Section, where they dominated as 2 BIL units were almost unknown. Formations up to 10 HAL were used on the ‘Chatham’ route from Victoria though Holborn Viaduct could only accommodate 8 coach trains, whilst there were similar restrictions on the ‘South Eastern’ lines from Charing Cross and Cannon Street.

Units rarely ran on their own and as such their diagrams were not much affected by the temporary restriction on two-coach units running alone whilst all were fitted with a brake pressure governor during 1953. A smaller number of others ran in conjunction with 2 BIL units on both the Central and Western Sections.

Third Class accommodation was reclassified as Second Class from June 1956 resulting in the reclassification of vehicle types, the MBT now became a MBS. Units working on the Eastern Section had the first class compartment adjacent to the second class ones downgraded to second from 1955/6 to 1959, amending the capacity of this coach to 18 first and 38 second and the unit totals to 18 first and 108 second, the modified compartment still only seating six, (though which units were involved in this change is unknown and there was possibly a temporary change to the diagram number). The units were joined by a further seven ‘all‑steel’ 2 HALs from 1948 and their duties continued virtually unchanged.

The inauguration of the ‘10 car scheme’ on the South Eastern suburban routes from Charing Cross and Cannon Street enabled some peak hour services from these terminals to be made-up to 10 coaches and formations of 10 HAL or 6 HAL + 4 SUB were then seen.

From mid-1958 the units began to be redeployed to the Central and Western Sections to replace 2 NOL units, thirty six of these then being rebuilt with new ‘SR style’ bodies as 2 HAP units, along with a further thirty one new BR type 2 HAP units which took over all the former 2 HAL duties on the Eastern Section, the displaced 2 HAL units then became common user with the 2 BIL fleet.

An improved service between Victoria and Gatwick Airport was planned to commence from 9th June 1958 using 2 HAL units displaced from the Eastern Section to provide additional capacity between London and the Airport, the 2 HAL unit at the rear of the train being detached at Gatwick Airport and remaining in the platform until attached to the front of a London bound service.

By 14th April 1958, enough 2 HAP units were available to cover the all-day services from Charing Cross to Gillingham and the displaced 2 HALs were stored on the Central Section, about 10 each at Gatwick and Preston Park in readiness for the timetable changes in June. Between the 2nd and 6th of June 1958 test runs were made between Earlswood and Three Bridges with a 2 x 2 HAL formation splitting and joining at Gatwick to familiarise staff with the new arrangements. The bulk of the fleet then operated on the Central and Western Sections from June 1958, the displaced ‘Coastal’ 2 NOL units then moving to the suburban area to cover for ‘Windsor’ 2 NOL units already withdrawn for rebuilding as further 2 HAP units for the first phase of the Kent Coast Electrification scheme.

A further batch of 2 HAP units intended for the inauguration of the Kent Coast ‘phase 1’ electrification scheme in June 1959 were ordered, but not all were ready in time and two 8 HAL trains were borrowed by the Eastern Section for a while and ran through on the newly electrified lines to Ramsgate. Units 2622 /2651 /2655 /2695 were used mainly between Holborn Viaduct and Gillingham on peak hour trains.

On transfer to the Central and Western Sections, many units had their seating improved and all the former first class seating in those which had been downgraded was reinstated. From about 1964 units began to receive small yellow warning panels on cab ends and were also fitted with air horns, whilst UIC yellow cantrail markings appeared above the first class compartments.

 

WITHDRAWAL & DEPARTMENTAL USE

Units started to be withdrawn in 1969 being steadily displaced by new 4 VEP units on main line stopping services and 4 COR units on the Reading line in 1970. The final units were to be found working on the ‘Coastway’ routes from Brighton in conjunction with 2 BILs and all had gone by the end of 1971; the last day in normal service being 29th July 1971 with units 2610 /2623 /2628 /2629 /2641 /2661 /2674 /2679 surviving in traffic (although some motor coaches were converted for departmental use and survived much longer).

Six units were converted for parcels use in December 1969, these then being withdrawn with some vehicles used for departmental units, and a further six were similarly used in December 1970 and were numbered 061 ‑ 066 and classified as 2 PAN. These units were all withdrawn after the Christmas parcels traffic of 1971.

Electrical codes were allocated to these units from about 1963, motor coaches being CD, driving trailers DE. The 2 HAL units were also allocated the Class No. 402 under the BR TOPS system. However, this was not carried on any units prior to their withdrawal. TOPS Class No. 402 also covered the 2 PAN variant. Withdrawn units were all worked to Selhurst for electrical stripping prior to sale to scrap dealers.

 

UNIT FORMATIONS

Unit formations are shown below, together with the withdrawal date and details of the scrap dealer and approximate date of scrapping. A few new ‘paint dates’ are known and shown in full where this is the case.

A system of electrical code letters allocated to each vehicle was introduced in 1963 and the 2 HAL units were included in this, the motor coaches becoming CD whilst the driving trailers were DE; the ‘Tin-HALS’ being CJ /CM and DQ.

 

 

Unit no.

Diag no.

Code

Unit new

MBT

2116

CD

DTC

2702

DE

Withdrawn

Scrapping

Scrapped by

2601

Jan-39

10719

12186

12093 1

12186

4-Apr-70

Aug-70

Milton Metals, Cardiff.

2602

Jan-39

10720

12187

12-Jun-71

Dec-71

A. King Ltd

2603

Jan-39

10721

12188

12-Jun-71

Dec-71

A. King Ltd

2604

Jan-39

10722

12189

See 2 PAN 063

 

 

2605

Jan-39

10723

12190

See 2 PAN 062

 

 

2606

Jan-39

10724

12191

27-Dec-69

May-70

Milton Metals, Briton Ferry.

2607

Jan-39

10725

12192

21-Nov-70

May-71

J. Cashmore Ltd, Newport.

2608

Jan-39

10726

12193

30-Dec-67

See notes

 

2609

Jan-39

10727

12194

13-Sep-69

Oct-70

A. King Ltd

2610

Jan-39

10728

12195

11-Sep-71

Jun-72

A. King Ltd

2611

Feb-39

10729

12196

12146 2

12196

22-Aug-70

Dec-70

J. Cashmore Ltd, Newport.

2612

Feb-39

10730

12197

21-Nov-70

May-71

J. Cashmore Ltd, Newport.

2613

Feb-39

10731

12198

27-Dec-69

See notes

 

2614

Feb-39

10732

12199

10-Jan-70

May-70

J. Cashmore Ltd, Newport.

2615

Feb-39

10733

12200

12-Jun-71

May-73

A. King Ltd

2616

Feb-39

10734

12201

23-Jan-71

Jul-71

Bird Group

2617

Feb-39

10735

12202

20-Sep-69

Jan-70

Bird Group

2618

Feb-39

10736

12203

22-Aug-70

Feb-71

T. J. Thomson Ltd, Stockton.

2619

Feb-39

10737

12204

11-Sep-71

Apr-72

J. McWilliam Ltd, Shettleston.

2620

Feb-39

10738

12205

23-Jan-71

Oct-71

Bird Group, Long Marston.

2621

Feb-39

10739

12206

21-Nov-70

Jul-71

J. Cashmore Ltd, Newport.

2622

Feb-39

10740

12207

26-Apr-69

See notes

 

2623

Feb-39

10741

12208

11-Sep-71

May-72

J. McWilliam Ltd, Shettleston.

2624

Feb-39

10742

12209

27-Dec-69

See notes

 

2625

Feb-39

10743

12210

10-Jan-70

May-70

Armytage Ltd, Sheepbridge.

2626

Feb-39

10744

12211

12051 3

27-Apr-69

Oct-70

A. King Ltd

2627

14-Mar-39

10745

12212

11-Sep-71

Jun-72

A. King Ltd

2628

Mar-39

10746

12213

11-Sep-71

Mar-72

J. McWilliam Ltd, Shettleston.

2629

Mar-39

10747

12214

11-Sep-71

Jan-72

J. Cashmore Ltd, Newport.

2630

Mar-39

10748

12215

4-Apr-70

Jan-71

Milton Metals, Cardiff.

2631

Mar-39

10749

12216

10-Jan-70

May-70

J. Cashmore Ltd, Newport.

2632

23-Mar-39

10750

12217

12-Jun-71

Dec-71

A. King Ltd

2633

Mar-39

10751

12218

12-Jun-71

Dec-71

A. King Ltd

2634

Mar-39

10752

12219

10-Jan-70

May-70

J. Cashmore Ltd, Newport.

2635

Mar-39

10753

12220

27-Dec-69

May-70

Milton Metals, Briton Ferry.

2636

23-Mar-39

10754

12221

21-Nov-70

Jul-71

J. Cashmore Ltd, Newport.

2637

Apr-39

10755

12222

24-May-69

See notes

 

2638

Apr-39

10756

12223

See 2 PAN 061

 

Armytage Ltd, Sheepbridge.

2639

Apr-39

10757

12224

19-Jul-69

Dec-69

T. J. Thomson Ltd, Stockton.

2640

Apr-39

10758

12225

21-Nov-70

May-71

J. Cashmore Ltd, Newport.

2641

Apr-39

10759

12226

11-Sep-71

Jan-72

 

2642

Apr-39

10760

12227

27-Dec-69

See notes

Armytage Ltd, Sheepbridge.

2643

Apr-39

10761

12228

17-Jan-70

Jun-70

Armytage Ltd, Sheepbridge.

2644

Apr-39

10762

12229

12-Jul-69

See notes

 

2645

May-39

10763

12230

See 2 PAN 064

 

 

2646

May-39

10764

12231

14-Feb-48

See notes

 

2647

May-39

10765

12801

4-Apr-70

Oct-70

Milton Metals, Briton Ferry.

2648

May-39

10766

12802

31-Jan-71

Jul-71

Bird Group

2649

May-39

10767

12803

31-Jan-71

Jul-71

Bird Group

2650

May-39

10768

12804

4-Apr-70

Oct-70

Milton Metals, Briton Ferry.

2651

May-39

10769

12805

11-Oct-69

Jan-70

Bird Group, Long Marston.

2652

May-39

10770

12806

27-Dec-69

May-70

J. Cashmore Ltd, Newport.

2653

May-39

10771

12807

12854 4

12-Jul-69

See notes

 

2654

May-39

10772

12808

23-Jan-71

Sep-71

Bird Group, Long Marston.

2655

May-39

10773

12809

9-May-70

Aug-70

Milton Metals, Briton Ferry.

2656

May-39

10774

12810

12-Jun-71

Nov-71

A. King Ltd, Wymondham.

2657

May-39

10775

12811

17-Jan-70

May-70

J. Cashmore Ltd, Newport.

2658

May-39

10776

12812

17-May-69

Sep-69

Armytage Ltd, Sheepbridge.

2659

May-39

10777

12813

19-Apr-69

See notes

 

2660

Jun-39

10778

12814

21-Nov-70

May-71

J. Cashmore Ltd, Newport.

2661

Jun-39

10779

12815

11-Sep-71

Apr-72

J. McWilliam Ltd, Shettleston.

2662

Jun-39

10780

12816

20-Sep-69

May-70

Bird Group, Long Marston.

2663

Jun-39

10781

12817

3-Jan-70

May-70

Armytage Ltd, Sheepbridge.

2664

Jun-39

10782

12818

10-Jan-70

Jun-70

Armytage Ltd, Sheepbridge.

2665

Jun-39

10783

12819

12-6-71

Sep-71

A. King Ltd, Wymondham.

2666

Jun-39

10784

12820

21-Nov-70

May-71

T. J. Thomson Ltd, Stockton.

2667

Jun-39

10785

12821

23-Jan-71

Aug-71

Bird Group

2668

Jul-39

10786

12822

31-Jan-71

Jul-71

Bird Group

2669

Jul-39

10787

12823

27-Dec-69

See notes

 

2670

Jul-39

10788

12824

13-Sep-69

Oct-70

A. King Ltd, Wymondham.

2671

Jul-39

10789

12825

10-Jan-70

May-70

J. Cashmore Ltd, Newport.

2672

Jul-39

10790

12826

12-Jun-71

May-73

A. King Ltd, Wymondham.

2673

Jul-39

10791

12827

27-Dec-69

May-70

J. Cashmore Ltd

2674

Jul-39

10792

12828

11-Sep-71

Jan-72

J. Cashmore Ltd

2675

Jul-39

10793

12829

21-Nov-70

Jun-71

J. Cashmore Ltd

2676

Jul-39

10794

12830

12-Jun-71

Sep-71

A. King Ltd

2677

Nov-39

10795

12831

12-Jun-71

Nov-71

A. King Ltd

2678

Nov-39

10796

12832

23-Aug-69

Dec-69

Armytage Ltd, Sheepbridge.

2679

Nov-39

10797

12833

11-Sep-71

May-72

J. McWilliam Ltd, Shettleston.

2680

Nov-39

10798

12834

28-Jan-56

See notes

 

2681

Nov-39

10799

12835

9-May-70

Aug-70

Milton Metals, Briton Ferry.

2682

Nov-39

10800

12836

7-Jun-69

Nov-69

Armytage Ltd, Sheepbridge.

2683

Dec-39

10801

12837

31-Jan-71

Sep-71

Bird Group, Long Marston.

2684

Dec-39

10802

12838

15-Jun-71

Sep-71

A. King Ltd

2685

Dec-39

10803

12839

15-Jun-71

Dec-71

A. King Ltd

2686

Dec-39

10804

12840

27-Jun-70

Dec-70

J. Cashmore Ltd, Newport.

2687

Dec-39

10805

12841

23-Jan-71

Oct-71

Bird Group, Long Marston.

2688

Dec-39

10806

12842

12855 5

Aug-69

See notes

 

2689

Dec-39

10807

12843

See 2 PAN 065

 

 

2690

Dec-39

10808

12844

21-Nov-70

Jul-71

Bird Group, Long Marston.

2691

Dec-39

10809

12845

3-Jan-70

May-70

Armytage Ltd, Sheepbridge.

2692

Dec-39

10810

12846

See 2 PAN 066

 

 

 

 

 

1 = 2 BIL DTC diagram 2701, code DA.

2 = 2 BIL DTC diagram 2701, code DA.

3 = 2 BIL DTC diagram 2701, code DA.

4 = ‘All‑Steel’ DTC diagram 2705, code DQ.

5 = ‘All‑Steel’ DTC diagram 2705, code DQ.

                       -

 

Individual Unit Notes 2601 to 2010

2601

Unit damaged (where?) and DTC 12186 exchanged with 2 BIL DTC 12093 (ex 2070) Jun‑56 to Aug‑57. Unit weighed 74 tons 8cwt for duration of this change.

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

2602

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.

2603

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.

2604

Unit withdrawn from passenger service Dec‑70 and partly stripped at Selhurst for parcels use and reclassified as 2 PAN and renumbered 063.

2605

Unit withdrawn from passenger service Dec‑70 and partly stripped at Selhurst for parcels use and reclassified as 2 PAN and renumbered 062.

2606

Unit very badly damaged in collision with rear of steam train at 8:23am at Esher on 28‑Jan‑45 and underframe of DTC 12191 replaced using that of 12152 (ex 2 BIL 2119).

The 7.57pm Waterloo to Portsmouth electric train travelling at about 50mph collided with the rear of the 7.48pm Waterloo to Bournemouth service (12 bogies hauled by N15 steam locomotive 785 Sir Mador de la Porte) which was pulling away (c.20mph) from the Down Fast home signal at Esher.

Both trains were running on clear signals; signalman’s error having admitted two trains into section. One passenger died, nineteen were injured and taken to hospital with eight receiving minor injuries.

The electric train comprised four number two-car units with serious damage concentrated at the trailing end of the first coach and leading end of the second coach. The underframe of the trailing end of the first coach had its headstock buckled and forced in for a distance of 18’; the solebars being crumpled up with it and the bogie being forced about the same distance. The central longitudinal throughout the length of the coach were forced forward distorting all of the cross members (including the headstock).

The underframes of the second coach was undamaged but the floor of the first coach rode up on the floor of the second coach crushing the trailing three compartments in the first coach and the leading three in the second. The driver’s compartment of the first coach was relatively undamaged; the drivers observation lights undamaged! No vehicles derailed and damage to the remaining electric units minor although some bodies shifted /solebars were bent on the locomotive-hauled coaches of the steam train.

Unit partly stripped at Selhurst Nov‑69 for Christmas mail traffic Dec‑69 and withdrawn 27‑Dec‑69. Unit stored partly stripped at Balcombe and after further stripping at Selhurst stored at Norwood Yard until moved for scrapping 9‑May‑70 from there.

2607

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

2608

Unit withdrawn 22‑Jun‑67 after collision damage at Lovers Walk and disbanded 30‑Dec‑67. DTC 12193 to 2 BIL 2123 from Jan‑68. MBS 10726 converted to de-icing motor coach at Stewarts Lane and renumbered DS70268 and to unit 001 from 10‑Feb‑68, formed temporarily with a 2 EPB MBS.

DS70268 renumbered ADB977365 from Oct‑86 and scrapped by Gwent Demolition, Margam May‑93.

2609

MBS 10727 badly damaged in converging collision with 4 LAV 2926 at Brighton 19‑Sep‑61 and stored at Hassocks pending repair at Eastleigh, arriving there 22‑Mar‑63 and released 10‑May‑63.

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.

2610

Following withdrawal unit stored initially at Fratton, moving to Wimbledon Park 27‑Nov‑71 for use in accident exercise. Unit moved to Selhurst for stripping 30‑Nov‑71 then moved to Weymouth for storage. Unit then moved to Brockenhurst 25‑Mar‑72 and sent for scrapping 12‑Jun‑72 but train delayed at Hounslow until 20‑Jun‑72.

2611

Unit damaged by enemy bombing at Victoria 9‑Oct‑40 but repaired.

Unit in collision with 2 BIL 2113 at Wimbledon Park late 1959 and DTC 12196 damaged and exchanged with 12146 (ex 2113) and unit ran in service until 12196 repaired and reverted to original formation Mar‑61. Unit weighed 74 tons 8cwt for duration of this change.

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

2612

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

2613

Unit partly stripped at Selhurst Nov‑69 and stored at Balcombe 27‑Nov‑69 prior to use for Christmas mails traffic Dec‑69 and withdrawn 27‑Dec‑69. MBS 10731 converted to stores motor coach at Stewarts Lane by May‑70 and renumbered DS70315 and to unit 022. DTC 12198 stored at Gatwick and moved for scrapping from there. 13‑Jun‑70 to Armytage (Sheepbridge) though not delivered to yard until 30‑Sep‑70 and cut-up 30‑Oct‑70.

DS70315 renumbered as ADS70315 Feb‑73 and scrapped by Bird Group, Long Marston Dec‑85.

2614

After stripping unit stored at Gatwick and moved for scrapping 29‑Apr‑70 from there.

2615

Unit withdrawn 12‑Jun‑71 and stored at Gatwick. Moved to Selhurst by Jul‑72 for stripping and sent for scrapping 27‑Sep‑72 to Temple Mills en route, though not cut‑up until May‑73.

2616

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

2617

Unit damaged about May‑66 (details unknown) and to Eastleigh 13‑Jun‑66 for C3 overhaul and repairs, outshopped 17‑Oct‑66.

After stripping unit stored at Gatwick and moved for scrapping 24‑Jan‑70.

2618

DTC 12203 found to have damaged inner headstock at Lovers Walk 21‑Apr‑61, unit sent to Ford pending repairs at Lancing. Unit withdrawn but reinstated c.Feb‑70. After stripping unit stored at Norwood Yard and moved for scrapping 30‑Jan‑71 from there.

2619

Following withdrawal unit stored initially at Ford. After stripping unit stored at Micheldever, moved to Basingstoke 29‑Mar‑72 and moved for scrapping 6‑Aug‑72 from there.

2620

Unit withdrawn but reinstated c.Feb‑70. 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.

2621

After stripping at Selhurst unit hauled to Micheldever 25‑May‑71 for store and moved for scrapping 12‑Jul‑71 from there.

2622

Unit withdrawn 26‑Apr‑69 and to Eastleigh 30-Apr-69. MBS 10740 given C1 overhaul and released 30‑May‑69 formed into ‘new’ 4 SUB 4131 and painted blue. DTC 12207 stored at Micheldever until moved for scrapping at A King (Wymondham) 31‑Jan‑70 from there.

2623

Following withdrawal unit stored initially at Lancing. After stripping unit stored at Weymouth, moving to Brockenhurst 25‑Mar‑72 and on to Basingstoke 3‑May‑72. Unit moved for scrapping 12‑May‑72 from there.

2624

Unit partly stripped at Selhurst Nov‑60 and stored at Balcombe prior to use for Christmas mails traffic Dec‑69 and withdrawn 27‑Dec‑69.

Withdrawn unit used for shoe clearance tests Eastleigh ‑ Romsey ‑ Redbridge 8‑Jan‑70.

MBS 10742 converted to stores motor coach at Stewarts Lane by May‑70 and renumbered DS70316 and to unit 023. DTC 12209 stored at Gatwick and moved for scrapping from there 13‑Jun‑70 to Armytage, Sheepbridge, though not delivered to yard until 16‑Jul‑70 and cut-up 12‑Sep‑70.

DS70316 renumbered ADS70316 Mar‑73 and scrapped by C F Booth, Rotherham Jun‑87.

2625

After stripping unit stored at Gatwick, returning to Norwood Yard Apr‑70 and moved for scrapping 18‑Apr‑70 from there, unit arrived in yard 30‑Apr‑70. DTC 12210 cut-up 8‑May‑70 and MBS 10743 cut-up 21‑May‑70.

2626

DTC 12211 damaged in collision with light engine 82023 at Vauxhall 28‑Sep‑66 (details?), unit reformed with 2 BIL DTC 12051 (ex 2028) from Jan‑67, this vehicle weighing 30 tons 17cwt, reducing overall weight to 74 tons 8cwt.

DTC 12211 formed with fire damaged 2 BIL MBS 10594 and stored at Micheldever until moved to Eastleigh 12‑May‑67, withdrawn 8‑Feb‑69 and scrapped at Eastleigh works by Meon Valley Metals by 20‑Sep‑69.

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.

2627

Following withdrawal unit stored initially at Fratton, moving to Wimbledon Park 27‑Nov‑71 for use in accident exercise. Unit moved to Selhurst for stripping 30‑Nov‑71 then moved to Weymouth for storage. Unit then moved to Brockenhurst 25‑Mar‑72 and sent for scrapping 12‑Jun‑72 but train delayed at Hounslow until 20‑Jun‑72.

2628

Following withdrawal unit stored initially at Lancing. After stripping at Selhurst unit moved to Micheldever 29‑Oct‑71, then stored at Weymouth and on to Basingstoke 25‑Feb‑72. Moved for scrapping 23‑Mar‑72 from there.

2629

Following withdrawal unit stored initially at Ford. After stripping unit stored at Micheldever and moved for scrapping 17‑Jan‑72 from Basingstoke.

2630

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

2631

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

2632

Unit damaged by fire about July 1967 (details unknown) and to Eastleigh 16‑Aug‑67 for C1 overhaul and repair. Released 3‑Nov‑67 in blue livery.

Following withdrawal unit stored initially at Lancing, moving to Selhurst for stripping 17‑Jul‑71. After stripping unit stored at Micheldever then Feltham and moved for scrapping Dec‑71 from there.

2633

Unit damaged by bomb blast at Maidstone Barracks 1‑Oct‑40 but repaired.

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.

2634

Unit in converging collision with 2696 at Streatham Hill 23‑Nov‑61 (details?) and DTC 12219 damaged. Stored briefly at Ford pending repairs at Lancing. After stripping unit stored at Gatwick and moved for scrapping 29‑Apr‑70 from there.

2635

MBS 10753 minor damage at Portsmouth & Southsea 13‑Mar‑64 with small fire under cab.

Unit partly stripped at Selhurst Nov‑69 for Christmas mail traffic Dec‑69 and withdrawn 27‑Dec‑69.

Unit stored partly stripped at Balcombe and after further stripping at Selhurst stored at Norwood Yard until moved for scrapping 9‑May‑70 from there.

2636

After stripping at Selhurst unit hauled to Micheldever 25‑May‑71 for store and moved for scrapping 12‑Jul‑71 from there.

2637

Unit withdrawn 24‑May‑69 and to Eastleigh 9‑Jun‑69.

MBS 10755 given C1 overhaul and released 9‑Aug‑69 formed into ‘new’ 4 SUB 4132 and painted blue.

DTC 12222 stored at Micheldever until moved for scrapping at A King (Wymondham) 31‑Jan‑70 from there.

2638

Unit withdrawn from passenger service Dec‑70 and partly stripped at Selhurst for parcels use and reclassified as 2 PAN and renumbered 061.

2639

Unit damaged by enemy bombing at Victoria 9‑Oct‑40 but repaired.

After stripping unit stored at Gatwick and moved for scrapping 1‑Nov‑69 from there, unit arrived in yard 27‑Nov‑69. DTC 12224 cut-up 2‑Dec‑69 and MBS 10757 cut-up 4‑Dec‑69.

2640

After stripping at Selhurst unit hauled to Micheldever (via Eastleigh) arriving 27‑Jan‑71 and moved for scrapping 15‑May‑71 from there.

2641

Following withdrawal unit stored initially at Ford. After stripping unit stored at Micheldever and moved for scrapping 17‑Jan‑72 from Basingstoke.

2642

Unit used for Christmas mail traffic Dec‑69 and withdrawn 27‑Dec‑69.

MBS 10760 converted to stores motor coach at Stewarts Lane by May‑70, renumbered DS70317 and to unit 023. DTC 12227 stored at Gatwick and moved for scrapping from there 13‑Jun‑70 to Armytage (Sheepbridge) though not delivered to yard until 16‑Jul‑70 and cut-up 11‑Sep‑70.

DS70317 renumbered ADS70317 Mar‑73 and scrapped by C F Booth (Rotherham) Jun‑87, though arrived there by 20‑May‑87.

2643

After stripping unit stored at Gatwick and moved for scrapping, departing from Cricklewood 4‑May‑70, unit arrived in yard 12‑May‑70. MBS 10761 cut-up 29‑May‑70 and DTC 12228 cut-up 5‑Jun‑70.

2644

DTC 12229 damaged about February 1969 (details unknown) and unit to Eastleigh 3‑Mar‑69 and disbanded. MBS 10762.  

2646

Unit damaged by enemy bombing at Eastbourne 11‑Aug‑42 and repaired at Lancing by Nov‑42.

Unit damaged 16‑Nov‑47 in depot collision (where?). Unit to Lancing for repair and disbanded there 14‑Feb‑48, DTC 12231 to 2 BIL 2056, MBT 10764 to 4 LAV 2926.                                                               

2647

Storage details following withdrawal unknown.

2648

After stripping unit moved from Selhurst to Micheldever arriving 5‑Apr‑71 and stored until moved for scrapping 19‑Jul‑71 from there.

2649

After stripping unit moved from Selhurst to Micheldever arriving 5‑Apr‑71 and stored until moved for scrapping 19‑Jul‑71 from there.

2650

Storage details following withdrawal unknown.

2651

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

2652

Unit partly stripped at Selhurst Nov‑69 and stored at Balcombe prior to use for Christmas mail traffic Dec‑69 and withdrawn 27‑Dec‑69. Unit further stripped at stored at Norwood Yard and moved for scrapping 16‑May‑70.

2653

MBT 10771 damaged in collision with 2088 at Littlehampton 30‑Nov‑49 and DTC 12807 to 2 BIL 2088.

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.

MBT 10771 spare after repairs until reformed with new ‘all-steel’ 2 HAL DTC 12854 constructed on underframe of former 2‑BIL DTC 12121 (ex 2088) in early 1951. This vehicle weighed 31 tons reducing overall weight to 74½ tons and overall length now 129' 6".

MBS 10771 damaged in collision at Aldershot Feb‑69 (details?) and unit to Micheldever for store. MBS 10771 to Eastleigh 3‑Mar‑69 and withdrawn 12‑Jul‑69 then formed with damaged DTC 12229 (ex 2644) and both sent for store at Oatlands. Moved for scrapping from Basingstoke to T. J. Thomson (Stockton) 19‑Nov‑69.

DTC 12854 moved from Micheldever to Eastleigh 18‑Mar‑69 for C3 overhaul, released 28‑Mar‑69 formed into 2 BIL 2028 and painted blue.

2654

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.

2655

After stripping unit stored at Norwood Yard and moved for scrapping 8‑Aug‑70 from there.

2656

DTC 12810 derailed and damaged near Greenwich 24‑Jan‑45 after encountering V2 crater. Following withdrawal unit initially stored at Lancing, moving to Selhurst 10‑Jul‑71 for stripping. After stripping unit stored at Micheldever and moved for scrapping 3‑Nov‑71.

2657

Unit out of use for a period c.Jun‑58 damaged, (details unknown).

After stripping unit stored at Gatwick and moved for scrapping 29‑Apr‑70 from there.

2658

Unit ‘ran away’ in West Sidings at Brighton 3‑Dec‑63 and DTC 12812 over buffer stops and damaged, repaired at Selhurst.

After stripping unit stored at Polegate then Guildford and moved for scrapping 9‑Sep‑69 from there, unit arrived in yard 11‑Sep‑69. MBS 10776 cut-up 17‑Sep‑69 and DTC 12812 cut-up 19‑Sep‑69.

2659

Unit withdrawn 19‑Apr‑69 and to Eastleigh 30‑Apr‑69. MBS 10777 given a C1 overhaul and released 30‑May‑69 formed into ‘new’ 4 SUB 4131 and painted blue. DTC 12813 stored at Micheldever until moved for scrapping at A. King Ltd (Wymondham) 31‑Jan‑70 from there.

2660

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

2661

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

2662

After stripping unit stored at Gatwick and moved for scrapping 24‑Jan‑70. Unit became defective en route and detached at Oxford and stored in Hinksey Yard until fit to go forward 29‑Apr‑70.

2663

After stripping unit stored at Gatwick and moved for scrapping, departing from Cricklewood 4‑May‑70 and unit arrived in yard 5‑May‑70. Both coaches cut-up 16‑May‑70.

2664

Unit slightly damaged (where?) and withdrawn 10‑Jan‑70. After stripping unit stored at Gatwick and moved for scrapping, departing from Cricklewood 4‑May‑70, unit arrived in yard 12‑May‑70. MBS 10782 cut-up 3‑Jun‑70 and DTC 12818 cut-up 6‑Jun‑70.

2665

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.

2666

After stripping at Selhurst unit hauled to Micheldever (via Eastleigh) for store arriving 27-Jan-71 and moved for scrapping 15-May-71 from there.

2667

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

2668

After stripping unit moved from Selhurst to Micheldever arriving 5-Apr-71 and stored until moved for scrapping 19-Jul-71 from there.

2669

Unit partly stripped at Selhurst Nov‑69 and stored at Balcombe prior to use for Christmas mail traffic 12‑69 and withdrawn 27-Dec-67.

DTC 12823 stored at Gatwick and moved for scrapping from there 13-Jun-70 to Armytage (Sheepbridge) though not delivered to yard until 30-Sep-70 and cut-up 2-Nov-70.

MBS 10787 converted to stores motor coach at Stewarts Lane by May‑70 and renumbered DS70318 to unit 022.

DS70318 renumbered ADS70318 2‑73 and scrapped by Bird Group (Long Marston) Dec‑85.

2670

Unit to Eastleigh 21-Apr-67 for C6 overhaul and released 2-Jun-67 with yellow ends.

Unit back at Eastleigh 15-Jun-67 for C5 repair (damaged?) and released again 31-Jul-67.

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.

2671

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

2672

Compt. F of MBS 10790 burnt out at Preston Park 30-Aug-62, repaired (at Lancing?).

Unit withdrawn 12-Jun-71 and stored initially at Lancing then Hove. Moved to Selhurst by Jul‑72 for stripping and sent for scrapping 27-Sep-72 to Temple Mills en route, though not cut‑up until May‑73.

2673

Unit partly stripped at Selhurst Nov‑69 and stored at Balcombe prior to use for Christmas mail traffic Dec‑69 and withdrawn 27-Dec-69. Unit further stripped at stored at Norwood Yard and moved for scrapping 16-May-70.

2674

Following withdrawal unit stored initially at Ford. After stripping unit stored at Micheldever and moved for scrapping 17-Jan-72 from Basingstoke.

2675

Unit out of use for a period c.Jun‑58 damaged, (details unknown).

After stripping at Selhurst unit hauled to Micheldever for store arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.

2676

‘A’ compartment in MBT 10794 burnt out by incendiary bomb at Gillingham 29-Jan-44 and repaired at Selhurst depot.

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.

2677

Unit withdrawn but reinstated c.Jan‑71. Following withdrawal unit initially stored at Lancing, moving to Selhurst 10-Jul-71 for stripping. After stripping unit stored at Micheldever and moved for scrapping 3-Nov-71.

2678

After stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there, unit arrived in yard 9-Dec-69. DTC 12832 cut-up 16-Dec-69 and MBS 10796 cut-up 18-Dec-69.

2679

Following withdrawal unit stored initially at Lancing. After stripping at Selhurst unit moved to Micheldever 29-Oct-71, then stored at Weymouth, moving to Brockenhurst 25-Mar-72 and on to Basingstoke 3-May-72. Unit moved for scrapping 12-May-72 from there.

2680

Unit in collision with 4 SUB 4339 at Chatham 5-Jan-56 (details?) and DTC 12834 withdrawn 28-Jan-56, (disposal unknown, cut-up c.Aug‑56).

MBS 10798 stored (slightly damaged) at Hassocks until Apr‑60 then taken to Eastleigh where part of underframe used to repair MBS 10895 of 4 SUB 4355.

Remains of 10798 to Selhurst 28-Jun-60, then to Strawberry Hill 19-Jul-60 and on to Newhaven 25-Jul-60 and cut-up there Aug‑60.

2681

After stripping unit stored at Norwood Yard and moved for scrapping 8-Aug-70 from there.

2682

Unit slightly damaged in siding collision with steam push-pull train at Horsham 29-Sep-62 (details?), lifted at Peckham Rye.

After stripping unit stored at Balcombe and moved for scrapping 27-Sep-69 but train delayed at Norwood Yard and forward 3-Oct-69. Unit became defective and detached at Guildford. After repairs forward in another scrap train 18-Oct-69 and arrived in yard 29-Oct-69. DTC 12836 cut-up 7-Nov-69 and MBS 10800 cut-up 10-Nov-69.

2683

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.

2684

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 10-Jul-71 for store and moved for scrapping 22-Sep-71 from there.

2685

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.

2686

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

2687

MBS 10805 slightly damaged about Apr-68 (where?) and unit to Eastleigh 24-Apr-68 for C3 overhaul and repair, released 29-May-68 in blue livery. 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.

2688

Unit damaged in collision at Ascot 7-Mar-68 (details?) with DTC 12842 withdrawn and scrapped at J. Cashmore Ltd (Newport) 4-Sep-68 having been placed into 4 LAV unit 2930 for moving.

Damaged MBS 10806 stored pending repairs and reformed with ‘all‑steel’ 2 HAL DTC 12855 (ex 2700), this vehicle weighing 31 tons reducing overall weight to 74½ tons and overall length to 129' 6".

Unit to Eastleigh for C1 overhaul and damage repairs 25-Mar-68 and released 23-Jul-68 painted in blue livery.

Unit to Eastleigh 4-Jul-69 and disbanded, DTC 12855 to 2696 and released 25-Oct-69, MBS 10806 to ‘new’ 4 SUB 4132 and released 9-Aug-69.

2689

Unit withdrawn from passenger service Dec‑70 and partly stripped at Selhurst for parcels use and reclassified as 2 PAN and renumbered 065.

2690

After stripping unit moved from Selhurst to Micheldever arriving 5-Apr-71 and stored until moved for scrapping 19-Jul-71 from there.

2691

After stripping unit stored at Gatwick and moved for scrapping, departing from Cricklewood 4-May-70 and unit arrived in yard 5-May-70.

DTC 12845 cut-up 19-May-70 and MBS 10809 cut-up 22-May-70.

2692

Unit withdrawn from passenger service Dec‑70 and partly stripped at Selhurst for parcels use and reclassified as 2 PAN and renumbered 066.

               


ALL-STEEL 2 HAL UNITS

To replace war casualties and collision damaged units 2014 /2102 /2119 /2131 /2646 and as additional stock, a further seven 2 HAL units were ordered to HO 3230 (five units and final two DTCs) and HO 3232 (two MBTs) and built at the end of 1948 numbered 2693 ‑ 2699. Motor coach underframes were ordered to No. 4795 (three units) and 4982 (the remaining four) with all seven DTCs to No. 4797.

These units were to a revised design as the coaches were of ‘all‑steel’ construction and were similar in appearance to the 4 SUB units being built at this time. The design of unit ends in particular was different and the coaches had rounded rather than flat sides enabling six-a-side seating in each compartment.

 

MOTOR BRAKE THIRDS

The layout of the motor coaches was identical to the earlier units, but due to this additional seating space, each compartment now seated 12 and the coach total was raised from 70 to 84. The width of the compartments in this coach was slightly reduced, resulting in a larger guard's brake of 14' 2½" compared with 13' 1½" of the older sets. The four compartments next to the guard’s van were designated non-smoking.

This larger luggage area resulted in these units being principally used on Gatwick Airport portions of trains from Victoria from 9th June 1958, where the greater luggage space came in useful. This vehicle was to Diagram No. 2127.

 

DRIVING TRAILER COMPOSITES

The driving trailer internal layout reverted to that of the 2 BIL units with the side corridor on the offside when the DTC was leading. There was also a locked door at the cab end of this corridor giving access to the cab. The seating capacity of this vehicle was unchanged from those of the 2 BIL and earlier 2 HAL DTCs at 24 first and 32 second. In the middle of the coach two first-class and the immediately adjacent second-class compartment were designated non-smoking. This vehicle was to diagram No. 2705.

The unit total was therefore 116 third and 24 first and the units were 1" longer than the originals at 129' 6" The motor brake thirds weighed 42 tons and the driving trailers 31 tons giving a unit total of 73 tons. Electrical codes for these vehicles were allocated from about 1963.

 

INTO SERVICE

These units entered service on the Eastern Section running alongside the earlier units and were therefore maintained at Gillingham, Slade Green and Streatham Hill. Although completed under British Railways ownership, all entered traffic in ‘SR style’ malachite green livery with ‘sunshine’ lettering, gaining BR(S) green at their first body overhauls at Lancing. Electrical and running gear overhauls were dealt with at Slade Green Repair Shops. Although these were delivered post-nationalisation the unit number was initially prefixed with a small ‘s’.

With a shortage of brass hinges the secondman’s observation light was fixed necessitating the provision of external grab rails on the cab front and step-plates above the buffers in order for the driver to be able to change the route indicator stencils.

Third Class was reclassified as Second from June 1956, the MBTs then being classified as MBSs. The units were displaced from the Eastern Section from May 1958 by new 2 HAP unit deliveries, then moving to the Central Section and taking up duties mainly as the Gatwick Airport portions of trains from Victoria, then being based at Streatham Hill for routine maintenance.

Units did however sometimes stray further south and appeared from time to time along the coastal routes between Portsmouth and Hastings. Like the earlier units, yellow panels, UIC yellow cantrail markings and air horns were added in the mid 1960's and all units eventually gained blue livery with full yellow ends, units 2693 and 2695 having full yellow ends whilst still green.

Units usually carried Victoria - Gatwick sideboards, these being replaced by larger ones with BUA markings from early 1965. They were later displaced from the Gatwick Airport duties by more modern stock and spent their last few years working anywhere where 2 BIL and 2 HAL units were diagrammed. One unit was withdrawn in April 1970 and the MBS used in a 4 SUB unit, the remainder were all condemned in 1971 and following withdrawal had electrical equipment stripped at Selhurst prior to sale and disposal for scrapping. Units 2694 /2695 /2698 /2699 survived in traffic until the last day of normal 2 BIL /2 HAL operation on the West Coastway line from Brighton.

Due to its non‑standard motor coach (which had EE507 motors, seated 82 and weighed 39 tons) unit 2700 seated 114 third and 24 first and weighed 70 tons. This unit was initially restricted to work only on the Eastern Section where it always ran with other units as it was only fitted with one periscope. It was modified to standard during 1957 and disbanded in April 1968 when the MBS was reformed into a 4 SUB unit and the DTC used to replace a damaged vehicle in one of the earlier units.

 

Unit no.

Diag no.

Code

Built

MBT

2127

CJ

DTC

2705

DQ

Withdrawn

Scrapping

Scrapped by

2693

 

10811

12847

7-70

See notes

 

2694

 

10812

12848

11-9-71

5-72 

J. McWilliam Ltd, Shettleston.

2695

 

10813

12849

11-9-71

1-72

J. Cashmore Ltd, Newport.

2696

 

10814

12850

12855

12-6-71

11-71

A. King Ltd

2697

 

10815

11309

12851

12-6-71

10-71

A. King Ltd

2698

 

10816

12852

11-9-71

5-72 

J. McWilliam Ltd

2699

 

10817

(Saloon)

12853

11-9-71

3-72 

J. McWilliam Ltd

Diag. No

Code

 

2126

CM

 

 

 

 

2700

1954?

12664

12855

3-68

See notes

 

                                                                                                                          

 

Individual Unit Notes 2693 to 2700

2693

Unit disbanded Jul‑70 and to Micheldever 27‑Jul‑70 for storage where MBS 10811 formed into 4 SUB 4364.

DTC 12847 withdrawn 9‑Oct‑71 but retained as a runner for other condemned centre-buffer type stock. Remained in use as such until scrapped by Marple & Gillott (Attercliffe) moving from Norwood Yard formed with 14014 (ex 5007) 5‑Apr‑83.

2694

Following withdrawal unit stored initially at Lancing. After stripping at Selhurst unit moved to Micheldever 29‑Oct‑71, then stored at Weymouth, moving to Brockenhurst 25‑Mar‑72 and on to Basingstoke 3-May-72. Unit moved for scrapping 12-May-72 from there.

2695

Following withdrawal unit stored initially at Ford. After stripping unit stored at Micheldever and moved for scrapping 17‑Jan‑72 from Basingstoke.

2696

Unit in converging collision with 2634 at Streatham Hill 23‑Nov‑61 (details?) and DTC 12850 damaged. Stored briefly at Ford pending repairs at Lancing.

Unit in collision with goods train at Balham Jct. 15-May-69 (details?) and side of DTC 12850 ripped out. 2 BIL unit number 2080 was also damaged. Unit to Micheldever for store and this coach withdrawn 21‑Jun‑69 and stored at Micheldever until moved for scrapping by A. King (Wymondham) 31‑Jan‑70.

MBS 10814 to Eastleigh 4‑Jul‑69 for C5 repair, released 25‑Oct‑69 formed with DTC 12855 (ex 2700 but via 2688). Following withdrawal unit initially stored at Lancing, moving to Selhurst 10‑Jul‑71 for stripping. After stripping unit hauled to Micheldever for store and moved for scrapping 3‑Nov‑71.

2697

Unit withdrawn 12‑Jun‑71 and MBS 10815 to 4 SUB 4625. Unit reformed at Selhurst with fire damaged MBS 11309 (ex 4625) and unit then to Micheldever and Feltham, moving for scrapping 15‑Sep‑71 from there.

2698

Following withdrawal unit stored initially at Lancing. After stripping at Selhurst unit moved to Micheldever 29‑Oct‑71, then stored at Weymouth, moving to Brockenhurst 25‑Mar‑72 and on to Basingstoke 3-May-72. Unit moved for scrapping 12-May-72 from there.

2699

Following withdrawal unit stored initially at Lancing. After stripping unit stored at Weymouth and on to Basingstoke 25‑Feb-­72 and moved for scrapping 23‑Mar‑72 from there.

2700

DTC 12855 built on underframe of former 2 BIL DTC 12037 (ex 2014). MBS 12664 from 4 SUB 4590. Unit formed Jul‑54 and disbanded 3‑68. DTC 12855 to ‘1939‑type’ 2 HAL 2688, MBS 12664 stored spare, sent to Eastleigh 16‑Aug‑68 for C3 overhaul and released 18‑Apr‑69 in blue livery formed into to 4 SUB 4369.

              

ADDITIONAL DTC VEHICLES

Built for earlier 2 BIL and 2 HAL Units

A further 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 two 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.

 

Back to top


 

STORES UNITS

2-car Stores Units 022 ‑ 023

The Southern Region had three specially converted electric units which were used by the Chief Mechanical & Electrical Engineer’s Department (CM&EE) to convey stores and spare parts between workshops and depots. Units 022 and 023 were converted from 2 HAL stock at Stewarts Lane officially to stock on 2nd May 1970; unit 024 was ex-SUB stock.

Unit 022’s painting date was 28th April 1970 and 023 was 5th May 1970; both appearing in blue with yellow ends with unit receiving Olive Green by March 1982.

The last stores train was on 15‑Aug‑89; unit 019 being last in use. Unit 019 was withdrawn Jun‑91.

 

 

Individual Unit Notes ex.HAL 022 & 023 also ex.SUB 024

022

MBS 10731 (ex.HAL 2613) converted to stores motor coach and renumbered DS70315.

MBS 10787 (ex.HAL 2669) converted to stores motor coach and renumbered DS70318.

Replaced by unit 019 from 6‑Jan‑83 unit 022 was withdrawn 18‑Mar‑83 and stored at Andover for disposal from 20‑Oct‑83. Andover to Clapham Yard 23‑Jul‑84. Not scrapped until Apr‑86 though arrived at Bird Group, Long Marston Dec‑85 having moved from Clapham Yard to Honeybourne 12‑Dec‑85.

023

MBS 10742 (ex.HAL 2624) converted to stores motor coach and renumbered DS70316.

MBS 10760 (ex.HAL 2642) converted to stores motor coach and renumbered DS70317.

Unit 023 damaged in buffer stop collision at Lovers Walk 7‑Jan‑73 and repaired at Selhurst by 20‑Jan‑73.

Unit withdrawn after failing 6‑Feb‑85 and officially withdrawn 1‑Jun‑85. Stored at Fratton, moved to Stewarts Lane 6‑May‑86 before being dispatched to Tinsley with ‘Instruction Unit’ 055 8‑May‑86. 023 noted at Tinsley en route to C. F. Booth, Rotherham Apr‑87.

024

Both MBS of 4 SUB unit 4378 hauled Clapham Jct - Slade Green 17‑Jun‑72 for conversion to Stores unit 024. In use from 3‑Mar‑73. Painted into Olive Green livery by early 1982. Withdrawn for disposal 1‑Jun‑85. Sent to Sheffield for disposal Dec‑89 and arrived in Marple & Gillott yard at Attercliffe Mar‑90 (cut that month).

 

 

 

Stores unit cycles commence 16th May 1970

(worked by ex-HAL stock units 022 & 023)

Eastleigh

 

 

dep

18†10

Tuesday

Stewart’s Lane

arr

20†00

dep

11†55

Wednesday

Hither Green DD

arr

12†25

dep

xx†xx

Thursday

Chart Leacon (Ashford)

arr

13†57

dep

12†40

Friday

Ramsgate

arr

13†30

dep

13†05

Saturday

Slade Green

arr

14†38

dep

12†22

Monday

Eastleigh

arr

14†35

dep

18†10

Tuesday

Clapham Yard

arr

19†41

dep

12†10

Thursday

Wimbledon Park

arr

12†32

dep

14†00

Friday

Selhurst

arr

?

dep

12†06

Saturday

Lover’s Walk (Brighton)

arr

?

dep

12†15

Monday

Fratton

arr

14†18

dep

11†53

Tuesday*

Eastleigh

arr

12†29

 

 

* Loco-hauled

Units maintained at Eastleigh and exchanged duties on Tuesdays

 

 

 

Revised Timings from January 1973

Schedule ‘1’
(worked by ex-HAL stock unit 022)

Chart Leacon (Ashford)

 

 

dep

13†05

Monday

Stewarts Lane

arr

14†40

dep

13†16

Tuesday

Slade Green

arr

13†54

dep

11†10

Wednesday

Selhurst

arr

12†23

dep

20†12

then

Eastleigh

arr

22†35

dep

18†10

Friday

Stewarts Lane

arr

20†02

dep

11†40

Saturday

Chart Leacon (Ashford)

arr

?

 

 

 

 

Schedule ‘2’
(worked by ex-HAL stock unit 023)

Lovers Walk

 

 

dep

05†54

Monday

Fratton

arr

07†21

dep

01†12

Tuesday *

Eastleigh

arr

02†01

dep

18†20

Wednesday

Clapham Yard

arr

19†41

dep

12†08

Thursday

Wimbledon Park

arr

12†21

dep

14†00

Friday

Selhurst

arr

14†30

dep

12†06

Saturday

Lovers Walk

arr

13†31

 

 

* Loco-hauled

This was later further revised with unit running from Wimbledon park to Selhurst late on Thursday evening, then on Friday running from Selhurst to New Cross Gate. The Saturday trip to Lovers Walk then started from New Cross Gate.

 

Schedule ‘3’
(worked by ex-SUB stock unit 024)

Slade Green

 

 

dep

11†35

Monday

Eastleigh Works

arr

14†35

dep

18†10

Tuesday

Stewarts Lane

arr

20†09

dep

11†55

Wednesday

Hither Green

arr

12†25

dep

10†55

Thursday

Orpington

arr

11†11

dep

12†40

then

Chart Leacon (Ashford)

arr

13†50

dep

12†40

Friday

Ramsgate

arr

13+30

dep

13†05

Saturday

Slade Green

arr

14†38

 

 

 

This cycle covered by de-icer prior to 024 being ready.

 

 

 

Stores Timings for 1981-1982

Service ‘A’
(worked by ex-HAL stock unit 023)

Eastleigh Works

 

 

dep

18:04

Wednesday

East Wimbledon

arr

19:45

dep

14:00

Thursday

Selhurst

arr

14:35

dep

11:05

Friday

New Cross Gate

arr

11:20

dep

12:05

Saturday

Lover’s Walk (Brighton)

arr

13:21

dep

05:50

Monday

Fratton

arr

07:14

dep

23:13

Monday*

Eastleigh Works

arr

23:53

 

 

* Loco-hauled

 

Service ‘B’
(worked by ex-HAL stock unit 022)

Eastleigh Works

 

 

dep

18:04

Tuesday

Stewarts Lane

arr

20:09

dep

11:55

Wednesday

Hither Green

arr

12:27

dep

10:55

Thursday

Chart Leacon (Ashford)

arr

13:47

dep

11:00

Friday

Ramsgate

arr

11:45

dep

06:05

Saturday

Slade Green

arr

08:28

dep

11:10

Monday

Eastleigh Works

arr

14:30

 

 

 

 

Service ‘C’
(worked by ex-SUB stock unit 024)

Eastleigh Works

 

 

dep

18:04

Friday

Stewarts Lane

arr

20:09

dep

11:40

Saturday

Chart Leacon (Ashford)

arr

13:14

dep

12:50

Monday

Hither Green

arr

14:22

dep

10:35

Tuesday

Slade Green

arr

11:43

dep

11:05

Wednesday

Selhurst

arr

12:09

dep

20:39

Wednesday

Eastleigh Works

arr

22:43

 

 

 

 

 

Back to top

 

 

 

2 PAN UNITS

2-car Parcels and Newspaper Units 061 ‑ 066

It was usual practise each year to utilise a number of units due for works overhauls for the conveyance of Christmas mails and parcels traffic in the weeks leading up to Christmas, these units then proceeding to works early in the new year for overhaul. This avoided the soiling of upholstery in otherwise good units.

During December 1970, six 2 HAL units were modified more extensively than normal for this work, having their seats, luggage racks and heaters removed, also the exterior commode handles. These units were renumbered 061 ‑ 066 and used for the mails traffic in Dec‑70.

Unit 066 was green with full yellow ends, the others were all in blue livery Units 061 /063 /064 were then used as de-icer pilots early in 1971 whilst 062 use in use as a shunting unit at Wimbledon Park by Mar-71. All were then stored out of use, 061 ‑ 064 moving from Wimbledon Park to Oatlands sidings 30‑Jun‑71 and 065 /066 at Hove for most of 1971, when all were again to be used for the 1971 mails season.

The units at Oatlands were moved to Selhurst 10‑Nov‑71 to be made serviceable. However unit 062 was not used due to being damaged (where?), though the other five did operate; units 061 and 063 on the SWD and 064 ‑ 066 on the Central Division. Units 061 and 063 returned from Wimbledon Park to Selhurst 28‑Dec‑71 and all six were then withdrawn from 1‑Jan‑72, stripped at Selhurst and sold for disposal, units 061 /063 being stored at Shalford from 14‑Jan‑72 after stripping at Selhurst whilst 064 /065 /066 were stored at Lancing until moved to Selhurst for stripping 25‑Apr‑72. 061 /063 were moved from Shalford to Basingstoke 31-May-72 and moved for scrapping 7‑Jun‑72 from there. Units 064 /065 /066 were moved from Selhurst to Clapham Jct 10‑Jun‑72 and on to Salisbury 17‑Jun‑72, being moved for scrapping 19‑Jun‑72 from there.

Unit formations were as follows, with details of scrap dealers also shown and each unit’s previous identity.

 

Unit no.

Diag no.

Code

Formed

MBS

2116

CD

DTC

2702

DE

ex Unit

Scrapping

Scrapped by

061

Dec-70

10756

12223

2638

Jun-72

J. McWilliam Ltd, Shettleston.

062

Dec-70

10723

12190

2605

See notes

 

063

Dec-70

10722

12189

2604

Jun-72

J. McWilliam Ltd, Shettleston.

064

Dec-70

10763

12230

2645

Jul-72

J. Cashmore Ltd, Newport.

065

Dec-70

10807

12843

2689

Jul-72

J. Cashmore Ltd, Newport.

066

Dec-70

10810

12846

2692

Jul-72

J. Cashmore Ltd, Newport.

                                                                                                                          

 

Individual Unit Notes 061 to 066

061

Blue liveried unit used as a de-icer pilot early in 1971. Scrapped Jun-72 by J. McWilliam Ltd, Shettleston.

062

Not used in 1971 as both coaches damaged. MBS 10723 was scrapped at Birds (Long Marston) as part of 4 SUB 4383, moving from Basingstoke 16‑Feb‑73. DTC 12190 was moved to Stewarts Lane for storage and broken‑up there by 28‑Oct‑72.

063

Blue liveried unit used as a de-icer pilot early in 1971. Scrapped Jun-72 by J. McWilliam Ltd, Shettleston.

064

Blue liveried unit used as a de-icer pilot early in 1971. Scrapped Jul-72 by J. Cashmore Ltd, Newport.

065

Blue liveried unit used as a de-icer pilot early in 1971. Scrapped Jul-72 by J. Cashmore Ltd, Newport.

066

As 2692 the unit received full yellow ends 7-Jun-67 whilst in green livery and remained in that livery.

 

Back to top

 

 

2 HAL LIVERIES

SR LIVERIES

Units nos. 2601 to 2676 were delivered between January and July 1939 in SR unlined dark green livery but with ‘sunshine’ style lettering and numbering even though malachite livery was already being used on other SR passenger vehicles.

Units nos. 2677-2692 were all delivered in November and December 1939 in a lighter rather ‘brownish‘ green that did not wear well. [Does anyone know the background behind this livery /decision?]

Although ‘Tin-HAL’ units 2693 – 2699 were completed under British Railways ownership, all entered traffic in ‘SR style’ malachite green livery with ‘sunshine’ lettering, gaining BR(S) green at their first body overhauls at Lancing.

 

BR(S) LIVERIES

Dates from repainting from SR to BR livery are still being researched.

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; 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.

Full-yellow ends appeared before rail blue livery; these being applied whilst in-works with dates recorded. Units gaining full yellow ends whilst still green were as follows:

2601 /2603 /2610 /2611 /2612 /2614 /2618 /2620 /2643 /2648 /2649 /2653 /2654 /2655 /2656 /2657 /2659 /2661 /2663 /2666 /2667 /2668 /2670 /2671 /2684 /2691 /2692.

Units started to be repainted into blue livery with yellow ends from September 1967 with units 2607and 2619 being the first (neither had full yellow ends in green livery). Although many were painted blue, a number were withdrawn still in green livery.

Units painted blue with full yellow ends were:

2602 /2603 /2604 /2605 /2607 /2610 /2615 /2616 /2619 /2621 /2623 /2624 /2626  /2627 /2628 /2629 /2632 /2633 /2636 /2638 /2640 /2641 /2645 /2647 /2656 /2658 /2660 /2661 /2664 /2665 /2672 /2674 /2675 /2676 /2677 /2679 /2683 /2684 /2685 /2686 /2687 /2688 /2689 /2690.

 

First Batch

 

Unit

Green yellow panel

Green full yellow end

Blue yellow panel

Blue full yellow end

Notes

 

2601

Jan-64

May-67

Withdrawn

 

 

 

2602

19-Jan-67

No

No

By Nov-70

 

 

2603

n/k

4-Jul-67

No

28-Feb-70

 

 

2604

6-May-65

No

No

Feb-68

Became 063

 

2605

n/k

No

No

18-Nov-68

Became 062

 

2606

14-Jun-65

Withdrawn

No

No

 

 

2607

26-Nov-64

No

No

13-Sep-67

 

 

2608

26-Mar-65

Withdrawn

 

 

 

 

2609

26-May-65

Withdrawn

 

 

 

 

2610

n/k

22-Aug-67

No

22-Dec-69

 

 

2611

n/k

2-May-67

Withdrawn

 

 

 

2612

n/k

14-Jun-67

Withdrawn

 

 

 

2613

19-Aug-65

Withdrawn

 

 

 

 

2614

n/k

27-Apr-67

Withdrawn

 

 

 

2615

23-Jun-65

No

No

Dec-67

 

 

2616

By 1967

No

No

15-Feb-68

 

 

2617

17-Oct-66

Withdrawn

 

 

 

 

2618

n/k

27-Jul-67

Withdrawn

 

 

 

2619

24-Mar-64

No

No

11-Sep-67

 

 

2620

14-Jul-66

27-Jul-67

Withdrawn

 

 

 

2621

n/k

No

No

14-Feb-68

 

 

2622

n/k

Withdrawn

 

 

 

 

2623

10-Sep-65

No

No

1-Aug-68

 

 

2624

n/k

Withdrawn

 

 

 

 

2625

4-Nov-66

Withdrawn

 

 

 

 

2626

24-Mar-66

No

No

2-May-68

 

 

2627

n/k

No

No

28-Oct-68

 

 

2628

5-Aug-65

No

No

17-Oct-67

 

 

2629

19-Jan-67

No

No

Nov-69

 

 

2630

27-Jan-67

Withdrawn

 

 

 

 

2631

23-Sep-65

Withdrawn

 

 

 

 

2632

n/k

No

No

18-Sep-67

 

 

2633

24-Dec-65

No

No

30-May-68

 

 

2634

5-Dec-66

Withdrawn

 

 

 

 

2635

21-Oct-66

Withdrawn

 

 

 

 

2636

22-Jun-66

No

No

11-Dec-67

 

 

2637

8-Jun-65

Withdrawn

 

 

 

 

2638

n/k

No

No

17-Nov-67

Became 061

 

2639

2-Jul-65

Withdrawn

 

 

 

 

2640

26-May-65

No

No

10-Jan-68

 

 

2641

n/k

No

No

14-Oct-68

 

 

2642

24-Mar-66

Withdrawn

 

 

 

 

2643

n/k

4-May-67

Withdrawn

 

 

 

2644

n/k

Withdrawn

 

 

 

 

2645

9-Apr-65

No

No

Oct-67

Became 064

 

2646

Disbanded

 

 

 

Disbanded 14-Feb-48

 

2647

30-Mar-65

No

No

26-Jul-67

 

 

2648

n/k

5-Apr-67

Withdrawn

 

 

 

2649

n/k

26-Jul-67

Withdrawn

 

 

 

2650

Feb-64

Withdrawn

 

 

 

 

2651

15-May-66

Withdrawn

 

 

 

 

2652

31-Jan-67

Withdrawn

 

 

 

 

2653

n/k

4-Jul-67

Withdrawn

 

 

 

2654

n/k

Yes

Withdrawn

 

 

 

2655

n/k

2-Apr-67

Withdrawn

 

 

 

2656

Jun-64

31-Jan-67

No

c.Oct-69

 

 

2657

n/k

24-Apr-67

Withdrawn

 

 

 

2658

n/k

No

No

By Oct-69

 

 

2659

n/k

Yes

Withdrawn

 

 

 

2660

15-Apr-65

No

No

28-Dec-67

 

 

2661

n/k

26-Mar-67

No

By Jul-70

 

 

2662

9-Aug-65

Withdrawn

 

 

 

 

2663

n/k

17-Feb-67

Withdrawn

 

 

 

2664

n/k

Yes

No

By Oct-69

 

 

2665

16-Dec-66

No

No

By Oct-69

 

 

2666

n/k

8-Mar-67

Withdrawn

 

 

 

2667

n/k

14-Mar-67

Withdrawn

 

 

 

2668

n/k

Yes

Withdrawn

 

 

 

2669

17-Aug-66

Withdrawn

 

 

 

 

2670

n/k

Yes

Withdrawn

 

 

 

2671

n/k

14-Aug-67

Withdrawn

 

 

 

2672

21-Oct-66

No

No

28-Feb-70

 

 

2673

1-Apr-66

Withdrawn

 

 

 

 

2674

21-Apr-66

No

No

By Oct-69

 

 

2675

Apr-64

No

No

25-Jan-68

 

 

2676

n/k

No

No

24-Jul-69

 

 

2677

n/k

No

No

19-Jun-68

 

 

Second Batch

 

Unit

Green yellow panel

Green full yellow end

Blue yellow panel

Blue full yellow end

Notes

 

2678

5-Dec-66

Withdrawn

 

 

 

 

2679

18-Oct-66

No

No

By Feb-70

 

 

2680

Withdrawn

 

 

 

Withdrawn 28-Jan-56

 

2681

4-Sep-65

Withdrawn

 

 

 

 

2682

n/k

Withdrawn

 

 

 

 

2683

n/k

No

No

By Oct-67

 

 

2684

n/k

Yes

No

By Mar-70

 

 

2685

7-Mar-66

No

No

20-Jun-69

 

 

2686

7-May-65

No

No

By Apr-68

 

 

2687

6-Jun-66

No

No

17-May-68

 

 

2688

n/k

No

No

1-Sep-68

 

 

2689

n/k

No

No

27-Sep-67

Became 065

 

2690

n/k

No

No

6-Dec-67

 

 

2691

n/k

Yes

Withdrawn

 

 

 

2692

n/k

7-Jun-67

No

No

Became 066

‘Tin’-HALS

 

Unit

Green yellow panel

Green full yellow end

Blue yellow panel

Blue full yellow end

Notes

 

2693

n/k

17-Feb-67

No

17-Nov-69

 

 

2694

n/k

No

No

9-Apr-68

 

 

2695

n/k

5-Apr-67

No

28-Nov-69

 

 

2696

28-Sep-65

No

No

13-Dec-67

 

 

2697

2-Jun-66

No

No

2-Apr-68

 

 

2698

Oct-64

No

No

4-Oct-67

 

 

2699

n/k

No

No

10-Apr-68

 

 

2700

26-Oct-66

No

No

No

MBS 12664 formed into to 4 SUB 4369 in blue livery 18‑Apr‑69.

 

Back to top

 

 

2 HALS IN MODEL FORM

Prior to the Hornby model Ian Kirk (now sold by DC Kits) produced a plastic kit of the 2 BIL with Branchlines making a conversion kit into the 2 HAL. Various kits are also available for the Tin-Hals including AJAY /Southern Region Models models who produced resin-based kits of the Tin-HAL including hybrid versions.

For its 2014 range Hornby produced SR unit 2653 in its May 1939 olive livery (no lining /sunshine lettering) and two BR(S) liveried versions (units 2630 & 2639) with yellow warning panels.

 

Unit

Catalogue

Livery

Notes

2630

(R3290A)

BR(S) green

Unit 2630 received its yellow warning panel on 27th January 1967 and probably the UIC yellow cantrail band at the same time. Unit withdrawn on 4th April 1970 still in this livery.

2639

(R3290)

BR(S) green

Unit 2639 received its yellow warning panel on 2nd July 1965 and probably the UIC yellow cantrail band at the same time. Unit withdrawn on 19th July 1969 still in this livery.

2653

(R3260)

SR olive

Built May 1939. Unit reformed with 2 BIL DTC (following a collision at Littlehampton) 30th November 1949.

 

 

 

 

Forty-four units made it into all-blue livery; the first appearing in 1967 with most being painted in 1968 /1969. No doubt Hornby will be considering this livery.

 

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

 

 

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

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

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

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

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

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

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