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British Rail’s Southern Region
KENT COAST CORRIDOR STOCK
4 BEP /4 CEP Units

Contents

1956 Prototype ‘1951-type’
4 CEP Units 7101 - 7104

Prototype ‘1951-type’
4 BEP Units 7001 and 7002

Phase 1 & 2
4 CEP Units 7105 - 7211


Phase 1 & 2
4 BEP Units 7003 - 7022

Prototype Refurbished 4 CEP
Unit 7153

Refurbished 4 CEP
Units 1501 - 1621

Refurbished 4 BEP
Units 2301 - 2307

4 TEP
Units 2701 - 2704

3 CEP
Units 1401 - 1406

Re-bogied
Units 1697 - 1699

3 CEP Units 1530 /1561
/1610 /1613 & 1619

3 CEP Units 1101 to 1118
& 1198, 1199

Renumbered former 4 BEP
Units 2311 - 2317

Renumbered 4 BEP
Units 2321 to 2327

Liveries

In model form

 

The Southern Region of British Railways approved plans to electrify a number of lines in Kent, the work being split into two phases for completion in June 1959 (Phase 1) and June 1961 (Phase 2). This scheme became known as the ‘Kent Coast Electrification Scheme’ and the engineering works for these schemes were extensive.

 

12 Cep on Rochester Curve.jpg

12 CEP formation on Rochester Curve
© BloodandCustard

 

Phase 1 – June 1959

‘Phase 1’ comprised the lines from: Gillingham to Ramsgate via Faversham, Sittingbourne to Sheerness (including the east facing curve onto the branch), Faversham to Dover Marine and various depot lines in the Stewarts Lane area.

Works for ‘Phase 1’ included alteration of the running lines between Shortlands and Bickley to be paired by use rather than direction, the four track section then being extended on from Bickley to Swanley involving some extensive embankment works in the St Mary Cray area where the station was completely rebuilt with two island platforms.

The junctions at Chislehurst were remodelled to allow higher speeds on the spurs and platforms at 35 stations were lengthened. The platform extension works in the cramped site at Chatham resulted in the loss of the loops and a further replacement four track section was built between Rainham and Newington in compensation. The Sheerness line was doubled as far as Swale and a new lifting bridge over the Swale constructed.

The whole route from Victoria to Ramsgate was resignalled with colour light signalling resulting in the abolition of 31 signalboxes, though existing signalling remained in use between Selling and Dover. New signalboxes were built at Shepherds Lane (which also controlled part of the South London line in the Brixton area), Beckenham Junction, Shortlands Jct, Chislehurst Jct (which also controlled the lines from Elmstead Woods to Petts Wood on the Charing Cross - Orpington route), Rochester, Rainham, Sittingbourne (which also controlled the whole of the Sheerness branch) and Faversham.

Most platforms at Victoria were extended to take 14 coach trains, whilst a new electric locomotive depot was built at Stewarts Lane and the carriage shed extended to 14 roads with a further 8 open berthing sidings also electrified. At Ramsgate an inspection shed was built and the existing carriage shed altered to accommodate electric stock whilst further sidings were also laid out.

These works were ready for the new summer timetable in June 1959, the inaugural train running on 15th June. Overall 178 track miles were electrified and the scheme cost around £25,000,000.

 

 

7153 @ Folkestone Harbour copyright BloodandCustard.jpg

CEP unit no. 7153 at Folkestone Harbour
© BloodandCustard

 

Phase 2 – June 1962

‘Phase 2’ included the lines from: Sevenoaks to Ramsgate via Ashford and Dover, Maidstone East to Ashford and on via Canterbury West to Minster, Paddock Wood to Maidstone West and the Folkestone Harbour branch.

Works for ‘phase 2’ were similarly extensive involving the provision of four tracks between Shorncliffe and Folkestone Central.

The stations at Ashford and Folkestone Central were completely rebuilt and a new depot complex constructed at Chart Leacon, just west of Ashford, along with a five road carriage shed at Grove Park. Platforms were lengthened at 40 stations and goods loops were provided at Otford, Lenham and Wrotham.

A new continental freight depot was constructed at Hither Green to replace the cramped facilities at Ewer Street. Not all lines were resignalled; the Maidstone East and Canterbury West lines retaining semaphores, but the main line from Parks Bridge Jct. (Lewisham) to Folkestone was equipped with colour light signalling operated from new boxes at Hither Green, Chislehurst Jct. (though this was provided as part of the ‘phase 1’ scheme and controlled trains on both the ‘Chatham’ and ‘South Eastern’ routes), Orpington, Sevenoaks, Tonbridge, Ashford and Folkestone East. These boxes also controlled existing lines to Mottingham, Bromley North, Otford, Tunbridge Wells Central, Yalding, Hothfield, Wye and Folkestone Harbour. Altogether 33 boxes were abolished and 12 others were reduced to only open occasionally.

The first part of the ‘phase 2’ scheme completed was that between Ramsgate and Dover where test running commenced from late October 1959 and a few passenger trains began running with electric stock from 2nd January 1960. Some electric trains ran from Faversham to Dover (via Ramsgate) 3rd November 1960 following a landslip near Selling.

Electric working in existing steam timings commenced from Charing Cross and Cannon Street to Ramsgate via Dover from 12th June 1961, the Maidstone West branch also being converted at this time, and electric trains began passenger service from Maidstone East to Ashford and on via Canterbury West to Ramsgate from 9th October 1961.

The full electric timetables commenced over the whole area from 18th June 1962, having had to await the completion of much of the resignalling works which was not finished until March/April 1962. Overall this scheme covered the conversion of 132 route miles to electric operation.

 

Power Supplies

Power supplies for these schemes were based on the use of unmanned rectifier substations, nearly all of 2500kw capacity overseen by remote control rooms.

For ‘Phase 1’ power was supplied from the ‘Grid’ at 33,000v at Sittingbourne, Queenborough, Thanet, Canterbury and Folkestone and distributed to 23 substations, there being 13 between Gillingham and Ramsgate, 8 between Faversham and Dover and two on the Sheerness branch, those at Queenborough, Broadstairs and Dover being of 5000kw capacity. All were overseen by a new control room located at Canterbury West.

Arrangements for ‘Phase 2’ were similar with ‘Grid’ inputs at Tunbridge Wells, Folkestone Jct. and Canterbury West supplying 32 substations. There were 16 of these between Sevenoaks and Dover, 4 between Dover and Minster, 2 on the Paddock Wood to Maidstone West line, 5 between Maidstone East and Ashford and a further 5 between Ashford and Canterbury West. The substation at Folkestone Jct. was of 5000kw capacity, the remainder being the standard 2500kw type. A further new control room was built at Paddock Wood and the existing Canterbury West control room was further expanded.

 

New Electric Trains

Virtually all trains on this newly electrified network of lines were to be electric multiple unit stock, though twenty four electric locomotives were also to be built mainly for freight work, but also used on a few boat trains. The rolling stock built for the fast and semi‑fast services were fully gangwayed stock and one hundred and eleven 4-car units classified as 4 CEP were built numbered 7101 ‑ 7211, and a further twenty two units with buffet cars classified 4 BEP were also built numbered 7001 ‑ 7022.

These units were basically an updated BR standard version of the 4 COR and 4 BUF units built in the late 1930s for the two Portsmouth lines electrification schemes, and passenger accommodation was in open saloons in the motor coaches and in compartments in the trailer coaches.

To make full use of the facilities provided in the Kent Coast Electrification scheme, it was decided to provide a number of Motor Luggage Vans (MLVs) mainly to enable the large amounts of luggage to be conveyed on electrically operated Boat Trains between London and the channel ports at Dover Western Docks and Folkestone Harbour. These are covered under British Rail’s Southern Region-Built Motor Luggage Vans.

Two complete prototype 12‑car trains were built during 1956 and entered service on the Central Division for trials from 11th June 1956. These were 4 CEP units 7101 ‑ 7104 and 4 BEP units 7001 and 7002. The class designation was Corridor Electro‑Pneumatic (or Buffet in the case of the 4 BEP units). These prototype units were fitted with ‘1951 type’ electrical equipment with contactor control, and mounted on Mark 2A bogies.

These (and all the subsequent production units) were built at Eastleigh works on underframes manufactured at Ashford,were equipped with electro‑pneumatic brakes in addition to the Westinghouse automatic air brake and had buckeye couplers throughout. All vehicles were 64' 6" long over bodywork being mounted on 63' 5" underframes, were 9' 3" wide and 12' 9" high from running rail level. Each unit was 265' 8½" long, but unit weight varied depending on bogie type fitted and other equipment differences.

A further six pre‑production 4 CEPs 7105 ‑ 7110 were built from August 1958 under HOO 4359 and units 7111 ‑ 7153 were then built along with 4 BEPs 7003 ‑ 7012 for ‘Phase 1’ of the electrification scheme to HOO 4370, all being delivered for service by July 1959. Units ordered for ‘Phase 2’ were 4 CEPs 7154 ‑ 7202 and 4 BEPs 7013 ‑ 7022, 7154 being delivered during September 1960 and through to 7202 by August 1961, 7013 was delivered in January 1961 and by July only the last two (7021 /7022) were not in service with the inauguration of ‘Phase 2’ that month.

A further two 4 CEPs were ordered under HOO 4686, and these appeared as 7203 /7204 in September 1961, whilst a final batch of seven units were built to HOO 5034 in 1963 for the South Western division (though they entered service on the South Eastern) during 1963.

Units 7105 ‑ 7153 and 7003 ‑ 7012 were ‘1957 Phase 1’ units and were mounted on Mark 4 bogies. They were fitted with double glazing of a rather unsatisfactory type which was subsequently removed. Units 7154 ‑ 7204 and 7013 ‑ 7022 were ‘1957 Phase 2’ type units with slight detail differences and built with conduit and wiring for AWS fitment with Westinghouse equipment and (following complaints about poor riding qualities of the earlier batches) these units were mounted on Mark 3B motor and Commonwealth trailer bogies. The final batch of units 7205 ‑ 7211 reverted to Mark 4 motor bogies, though still retaining Commonwealth trailer bogies.

In 1972 these units initially received the BR class designations of Class 414/1 (1951 4 CEP) and 414/2 (1951 4 BEP) and 421/1 (1957 4 CEP) and 421/2 (1957 4 BEP) but these were revised in 1975 to Class 410 (4 BEP) and Class 411 (4 CEP) though the 4 BEPs were later altered again to Class 412.

All units were powered by two EE507 250hp motors to express gear ratio, mounted on the bogie below the cab. The prototype units had EE507D motors with white metal suspension tube bearings, the later units the EE507E variant which had roller bearing suspension tubes. The prototypes were later changed to the latter type, unit 7103 being the last altered about September 1976. The stock built for the Kent Coast electrification was the first to be allocated an electrical code for each vehicle to identify different types and the production 4 CEP and 4 BEP units therefore had these from new, the prototypes also being allocated codes from about 1963.

Details of 4 CEP and 4 BEP vehicles ordered were as follows, with number range, units allocated, HOO (Head Office Order) numbers, LOT numbers, building date, diagram number and Southern Region electrical code, also a subsequent national BR system code.

 

Vehicle Nos.

Unit Nos.

HOO No.

LOT No.

Date built

Vehicle type

Diag. No.

SR Code

BR Code

61033-61040

7101-7104

?

30108

1956

MBSO

402

AB

EB2.73.0A

61041-61044

7001-7002

?

30111

1956

MBSO

402

AB

EB2.73.0A

61229-61240

7105-7110

4359

30449

1958

MBSO

402

AD (odd)
AE (even)

EB2.74.0A
EB2.75.0A

61304-61389

7111-7153

4370

30454

1958/9

MBSO

402

AD (odd)
AE (even)

EB2.74.0A
EB2.75.0A

61390-61409

7003-7012

4370

30454

1959

MBSO

402

AD (odd)
AE (even)

EB2.74.0A
EB2.75.0A

61694-61775

7154-7194

?

30619

1960/1

MBSO

402

AG (even)
AH (odd)

EB2.74.1B
EB2.75.1B

61776-61791

7195-7202

?

30619

1961

MBSO

402

AG-2A (even)
AH (odd)

EB2.74.2B
EB2.75.1B

61792-61811

7013-7022

?

30619

1961

MBSO

402

AG-2A (even)
AH (odd)

EB2.74.2B
EB2.75.1B

61868-61871

7203-7204

4686

30638

1961

MBSO

402

AG-2A (even)
AH (odd)

EB2.74.2B
EB2.75.1B

61948-61961

7205-7211

5034

30708

1962/3

MBSO

402

AG-1A (even)
AH-1A (odd)

EB2.74.1A
EB2.75.1C

69000-69001

7001-7002

?

30113

1957

TB

425*

BG

EN4.60.0A

69002-69011

7003-7012

4370

30457

1959

TB

425*

BL

EN4.61.0A

69012-69020

7013-7021

4658

30622

1961

TB

425*

BL-1A

EN4.61.1B

69021

7022

4658

30622

1961

TB

425*

BL-2B

EN4.61.2C

70033-70036

7101-7104

?

30109

1956

TSK

460

BH

EH2.73.0A

70037-70040

7101-7104

?

30110

1956

TCK

450

BF

EH3.60.0A

70041-70042

7001-7002

?

30112

1956

TCK

450

BF

EH3.60.0A

70043-70044

7203-7204

4686

30639

1961

TCK

450

BM

EH3.61.1B

70229-70234

7105-7110

4359

30450

1958

TSK

460

BK

EH2.73.0A

70235-70240

7105-7110

4359

30451

1958

TCK

450

BJ

EH3.61.0A

70241-70242

7203-7204

4686

30640

1961

TSK

460

BN

EH3.73.1B

70260-70302

7111-7153

4370

30455

1958/9

TSK

460

BK

EH2.73.0A

70303-70345

7111-7153

4370

30456

1958/9

TCK

450

BJ

EH3.61.0A

70346-70355

7003-7012

4370

30456

1959

TCK

450

BJ

EH3.61.0A

70503-70551

7154-7202

?

30620

1960/1

TSK

460

BN

EH2.73.1B

70552-70600

7154-7202

?

30621

1960/1

TCK

450

BM

EH3.61.1B

70601-70610

7013-7022

?

30621

1961

TCK

450

BM

EH3.61.1B

70653-70659

7205-7211

5034

30709

1962/3

TCK

450

BM-1A

EH3.61.2C

70660-70666

7205-7211

5034

30710

1962/3

TSK

460

BN-1A

EH2.73.2C

Notes:

* New as Diagram 19, all revised to Diagram 425 from 2-Sep-61.

 


The production units featured a ‘series switch’ which protected the electrical equipment from damage when units were ascending the steeply‑graded Folkestone Harbour branch; the prototype units did not have this feature and were therefore not permitted to be the leading unit of a train leaving Folkestone Harbour. For this reason they remained allocated to the Central division and all of the ‘Phase 1’ 4 BEPs and a few ‘Phase 1’ 4 CEPs were allocated to the Central division from January 1963 to displace 4 COR and 4 BUF stock off the Mid‑Sussex line services to Bognor/Portsmouth.

The bulk of the ‘Phase 1’ 4 CEPs and all of the ‘Phase 2’ 4 CEP and 4 BEP units always remained allocated to the South Eastern division, though a few units were loaned from time to time to other divisions for short periods, particularly during the winter months when fewer boat train services were run.

All units were delivered in all‑over green livery, unit 7133 was the first with a yellow cantrail band added above the first class section and smaller headcode numerals and units gained small yellow warning panels on the nose-end door from 1964; 7101 and 7104 having these by January 1964. A few units were painted all‑over blue with small yellow panels in 1966, but most went straight from green livery to blue and grey with full yellow ends. Unit 7121 was the first in blue livery in November 1966, followed shortly after by unit 7003.

 

Fleet Refurbishment

Due to the lack of finance to provide any replacement for the 4 CEP /4 BEP fleet and the presence of blue asbestos insulation in all the production units, a programme of refurbishing the whole fleet was drawn up and the last-built ‘Phase 1’ 4 CEP, 7153, was taken into Eastleigh works during October 1974 for extensive rebuilding, entering service again for evaluation during February 1976.

During refurbishing, the interiors were completely stripped out of all vehicles and all blue asbestos removed at this time. The motor coaches were rebuilt as motor second opens, the former guards van area being removed. The trailer second was rebuilt as a saloon vehicle and the trailer composite now had the guard’s area (located towards the centre of the coach) with first class compartments to one end and a single second class compartment at the other end.

This refurbishing was deemed successful and the whole fleet started to be done at Swindon works from early 1979, though these had many detail differences from the prototype 7153.

A change of catering policy led to only seven buffet cars being refurbished, and fourteen former loco‑hauled second opens were modified to replace the remaining buffet cars which were withdrawn for scrapping. These seven 4 BEPs were allocated to the South Western division for the Portsmouth line services; there now being no buffet units allocated to the South Eastern. The five remaining prototype units were also included in the refurbishing programme.

The units were renumbered as:

 

 

 

 

411501

to

411505

1956 prototype ‘1951-type’ units

 

 

 

 

411506

to

411561

Production ‘1957 Phase 1’ units

 

 

 

 

411562

to

411621

Production ‘1957 Phase 2’ units

 

 

 

 

412301

to

412307

Production ‘1957 Phase 2’ units

 

 

 

 

411500

 

 

Prototype refurbished unit

These units emerged from Swindon works and the batches were numbered upwards (411501 - 411505), upwards (411506 - 411561), downwards (411562 - 411608), upwards (1609 - 1621), this complex arrangement resulting from units not being shopped in any particular order and to keep the various sub-types together numerically and the change of catering policy after the programme had started.

Only units 411501 /411502, 411506 - 411519 and 411598 - 411608 were delivered with the full six-figure numbers, the remainder reverting to four digit numbers using the last four numbers only.

Units remained in blue /grey livery after refurbishing, but from May 1985 started to be repainted into two-tone brown livery. When Network SouthEast livery was adopted for all other units, these units continued to be repainted in the earlier brown livery until most were done before the switch to NSE colours to avoid having three different liveries within the class; all were eventually painted into NSE colours.

Four recently refurbished 4 CEP units had their TSOs temporarily replaced by an unrefurbished 4 BEP buffet car in 1983 and were reclassified as 4 TEP units and numbered 2701 – 2704; these units only being intended as a stop-gap to cover for an asbestos removal programme in the 4 BIG units. All were reformed back to 4 CEP units early in 1986, taking their original numbers and the buffet cars scrapped.

The seven 4 BEP units were modified from late 1988, being fitted with Mark 6 motor bogies and B5 trailer bogies and having the so-called ‘Greyhound’ electrical modification which gave the units a faster rate of acceleration.

Due to accident and fire damage, a few vehicles were scrapped prior to the refurbishment programme, and two spare motor coaches were also refurbished though hardly ever used in traffic units.

Prototype refurbish unit 1500 was withdrawn and its trailer brake composite used to replace a fire damaged vehicle in unit 1547, the remaining three coaches (along with the two spare motor coaches) being then used for departmental service.

Two units were damaged in a collision late in 1992 and reformed to form one good one, the remaining vehicles being withdrawn for scrapping.

Undamaged units started to be withdrawn early in 1993, the five ‘1951’ units being amongst the first to go.

 

Three-Car Units

Six units were reduced to three cars during 1993, the trailer second being removed and the trailer composite downgraded to standard class only, these units being renumbered 1401 - 1406. However, the downgraded TBCs in these units remained marked as first class and the units themselves only had fairly short lives, all being withdrawn from service in June 1994 and after a period in store they were sold for scrapping.

 

Privatisation

Under the privatisation arrangements for BR, all the surviving 4 CEP and 4 BEP fleet of units were allocated to the ownership of the Porterbrook train leasing company, at this time all the 4 CEP units being leased to the South Eastern Train Company which took over the running of the former South Eastern division of the SR, whilst the 4 BEP units were operated by South West Trains who had taken over the former South Western division routes.

Small numbers of further units were withdrawn during 1995 and 1996, many going into storage for a while and twelve units were later sold for scrapping.

Four 4 CEP TSO vehicles were modified for use in DEMU units from May 1995 and a further similar vehicle was also used in the preserved Hastings unit 1001 from mid 1996.

From August 1996 three 4 CEP units were leased to South West Trains.

Three more units were taken from storage and overhauled and fitted with Mark 6 motor bogies and B5 trailer bogies similar to the refurbished 4 BEP units and were numbered downwards as 1697 ‑ 1699 and these were then leased to Network SouthCentral from late 1996, though two initially worked temporarily on South West Trains services for a short while.

Three further units (though not similarly modified or renumbered) were also used by Network SouthCentral late in 1996 and early 1997, all six of these units then being subsequently leased to South West Trains from early 1997.

Further units ‘off lease’ later in 1997 and 1998 from South Eastern were all then taken on by South West Trains and some units began to be repainted into their new livery late in 1997.

Two units were sold to train manufacturers during 1997, unit 1545 to Adtranz and 1620 to GEC Alstom, both being used for development of the traction packages for new stock under development, both units being modified and including the facility to operate from the 25kv AC overhead system.

Five further units were reduced to three cars on Connex South Eastern for the winter timetable in September 1998, these units then being renumbered 1101 – 1105 (though all ran as three cars with their original numbers for a short while). The displaced TSO coaches were stored at Ramsgate before moving to Eastleigh where they were overhauled and used to replace the buffet cars in 4 BIG units working for South West Trains.

A further thirteen units were similarly reduced to three cars on Connex South Eastern for the May 1999 timetable, these being numbered onwards as 1106 ‑ 1118. The displaced trailers from these units were sold, some to preservation groups whilst a few were used for spares. One unit, 1602, repaired after collision damage was repainted into Connex white & yellow livery in mid 1999, this remaining unique as all other units working on Connex South Eastern remained in NSE livery.

Further units were withdrawn on Connex South Eastern in 2002 (both three and four-car versions) and many more in the early months of 2003 with the approaching deadline for any units in traffic beyond 1st April 2003 being fitted with the TPWS ‘Train Protection & Warning System’. It was not originally intended for any CSE 4 CEP units to be fitted, but continuing delays with the delivery programme for new Class 375 units saw this amended and seven units were eventually fitted and remained in traffic into 2004, all others on CSE being withdrawn for scrapping, this including all the 3-car units.

On SWT all their 4 CEP and 4 BEP units were TPWS fitted and remained in traffic into 2004. However, in September 2002 there was a reshuffle and the seven 4 BEP units swapped their buffet cars with TSO vehicles taken from 4 CEP units, the resultant ‘Greyhound’ 4 CEP units being renumbered as 2311 - 2317 and the seven ‘new’ 4 BEP units becoming 2321 - 2327. One of these, unit 2323 soon reverted to its former 4 CEP identity of 1571 following fire damage to the buffet car which was withdrawn, the replacement TSO being taken from another 4 CEP which had been stored out of use. A further 4 BEP lost its buffet car in January 2003 and was reduced to a 3-car and renumbered 1199; this unit being mainly used on the Lymington branch line.

The entry into service of large numbers of new Class 450 ‘Desiro’ units on SWT in late 2003 and early 2004 saw the beginning of withdrawals of units on SWT, the surviving five 4 BEP units all being withdrawn early in 2004 along with a few 4 CEP units. In March further units were displaced and a few were returned to ‘South Eastern Trains’, the new franchise operating the South Eastern lines replacing Connex, these being required for a short term to allow the Class 365 ‘Networker Express’ units to go ‘off lease’ and be transferred to ‘West Anglia /Great Northern’ (WAGN).

The SWT units transferred had their livery slightly modified with the orange band being overpainted white and SWT markings were removed and window bars fitted.

Further withdrawals in April /May 2004 saw the ‘standard’ 4 CEP unit eliminated from SWT services, only the 4 BEP units 2311 - 2317 remaining and one of these (2314) was reduced to a 3-car and renumbered 1198, being used to replace 1199 which was also withdrawn for disposal. The three re-bogied units 1697 - 1699 were also ‘off lease’ to SWT and transferred via a period in store at Chart Leacon to SET, going into traffic in July.

These units (along with seven other ‘standard’ units transferred from SWT) displaced the seven surviving original SET units which were in poorer condition for scrapping. SWT withdrew four of their six surviving units by October 2004, leaving just 2311 and 2315 in traffic there (along with 1198 still working on the Lymington branch). This unit was displaced at the turn of the year by a 3 CIG unit and sold for preservation leaving just 2311 and 2315 running into 2005 and these two were withdrawn in March 2005.

The seven ‘standard’ ex-SWT units on SET were only on short term leases and all were withdrawn for disposal by October 2004, leaving just units 1697 - 1699 remaining in traffic on SET. These three survived into 2005, planned withdrawals being postponed several times and for much of the time they ran on a restricted working of one morning peak train to London and back to Ramsgate /Dover in the evening; this arrangement lasting until July when 1697 and 1699 were withdrawn.

The last surviving 4 CEP unit in traffic was therefore 1698 and this was taken out of traffic on 3rd September 2005 and held for use on a Railtour on 17th September 2005 (running between two 4 VEP units) after which it was sent for disposal having been rendered unusable due to the removal of parts (including from the driving cabs) on the return journey.

 

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1956 Prototype ‘1951-type’
4 CEP Units 7101 - 7104

 

These four units (along with 4 BEPs 7001 and 7002) were the first fully-gangwayed electric multiple unit vehicles ordered by British Railways and had the lowest LOT numbers being ordered on 29th April 1953 along with the first batch of BR type 2 EPB and the ‘Tyneside’ 2 EPB units. They entered service during 1956 allocated to the Central Division and differed from the later units principally by being equipped with ‘1951-type’ control equipment with contactor control and Mark 2A bogies.

Unlike the production ‘1957 type’ units, both motor coaches had identical equipment with each having an MG set and emergency batteries to provide control and lighting current.

All the ‘1951-type’ units had external lighting cables on the roofs; these being absent from the production units giving those a neater appearance.

Another visual difference between the ‘1951-type’ and ‘1957’ units was that the earlier units had their windows mounted from within the coach, giving a more flush fitting exterior than those of the later units where windows were fitted from outside the coach with a consequent window frame.

The interior decor and fittings of these units was very similar to those of contemporary Mark 1 loco‑hauled coaches, with wood veneer panelling, seating units etc. The units were lit by rows of incandescent bulbs, those in the saloon vehicles being situated in a line along the roof each side, rather too close to the luggage racks, leading to many broken bulbs. Second class seating was trimmed in a multi-tint moquette sometimes known as ‘scarlet boomerang’.

 

Motor Coaches

Each motor coach consisted of the driver's cab, this having a gangway through the unit end, the driver sitting to the nearside. Unlike the 4 COR family design, there was an offside observation window; the headcode indicator being incorporated into the gangway door, very slightly off-centre. This gave the cab a much more balanced appearance compared to the 4 COR design. However, the overall shape of the cab end was very similar to that of all BR Mark 1 coaching stock. Waist level hoses and cables were provided for coupling to other units, these units could couple in multiple with all ‘1951’ and subsequent type stock, subject to certain restrictions. There was a sliding cab window on each side of the cab, which was entered from behind via the guard's brakevan.

The guard’s brakevan was 9' 11¾" wide and had a double door on each side, one opening inwards for normal use, the other outwards and used when loading luggage and parcels. A sliding door (on the offside when the cab was leading) led into a passenger entrance vestibule, with a door on each side. Another sliding door then led into the passenger saloon, which was a seven bay saloon with seating arranged 2 x 2 each side of the central gangway and seating 56 second. The centremost bay had side doors each side, and there was a glazed partition between this bay and the three remaining bays towards the inner end of the coach. A further sliding door led into the remaining passenger entrance vestibule.

Motor bogies were fitted with two EE507/4D motors fitted with ‘Express’ gear ratio. This coach weighed 40 tons and was to diagram 402.

  The trailer second consisted of two toilets each side of a short central gangway with led from the adjacent motor coach into a passenger entrance vestibule with an entrance door each side. A side corridor then led the whole length of the coach, with the passenger accommodation in eight compartments, with four‑a‑side seating, each seating eight. There was another full width entrance vestibule at the far end of the coach, and one towards the centre dividing the compartments into two groups of four, both these having an entrance door on each side. The corridor was to the offside when the adjacent motor coach was leading. This coach therefore seated 64 second and weighed 31 tons and was to diagram 460.

 

Trailer Composite

The trailer composite consisted of a side corridor running the full length of the coach with a passenger entrance vestibule with doors both sides situated at each end of the vehicle. Inboard of these vestibules, a toilet was provided at both ends of the coach and there were seven compartments, four first class seating three‑a‑side and three further second class compartments.

These groups of compartments were separated by a full width entrance vestibule with an external door on the compartment side only. There were two further external doors on the corridor side, one opposite the centremost second class compartment, the other opposite the third first class compartment from the coach end. This coach was marshalled with the first class end towards the centre of the unit and the corridor side was the opposite to that of the trailer second.

This coach also weighed 31 tons and seated 24 first and 24 second and was to diagram 450. Overall weight of these units was therefore 142 tons and they seated 24 first and 200 second.

 

Connectivity

There were four jumper cables coupled between coaches below solebar level on these units, looking at the non-cab end of a motor coach there were (from left hand side) lighting (19 way), control (27 way), heating (4 way), then the gangway, and, on the right hand side power (1 way). Motor coaches had the receptacles, and the trailers had the jumpers.

There was no heating connection where the two trailers were coupled as each was supplied from its adjacent motor coach. The arrangement swapped sides in the TSK or TB vehicle, the ‘cross over coach’ so a unit could not be formed without one of these in the formation without alterations to the jumper connections being made, so temporary arrangements had to be made on the 4 BEP units which ran initially without their buffet cars, and later in units’ lives when some were reduced to 3 CEP.

 

Into Service

The units entered passenger service after a period of test running, from 11th June 1956, working business period trains on the Central section and based at Streatham Hill depot. Their initial workings were as follows, for a 12-car train leaving one unit as spare:

 

6:49 am

West Worthing to London Bridge.

 

8:27 am

London Bridge to East Croydon.

 

8:52 am

East Croydon to Victoria

 

9:28 am

Victoria to Brighton.

 

11:8 am

Brighton to Victoria.

 

12†44 pm

Victoria to Streatham Hill.

 

4†45 pm

Streatham Hill to London Bridge.

 

5:43pm

London Bridge to Littlehampton.

 

7:43pm

Littlehampton to West Worthing.

 

These workings later changed once the two 4 BEP units entered service, as 3-car units from August 1956 and complete with their buffet cars from July 1957.

The units remained allocated to Streatham Hill depot until this closed as a maintenance depot from 10th July 1972, and they then moved to Lovers Walk depot at Brighton.

Following the allocation of further ‘Phase 1’ units to the Central Division in January 1964, the units were used more widely including taking over most of the Mid-Sussex line services to Portsmouth /Bognor Regis.

Due to complaints about rough riding, unit 7101 was equipped throughout with Commonwealth bogies (including experimental motor bogies) during June 1959 and this led to the second batch of 4 CEP units being equipped with these trailer bogies, though the motor bogies were not a success and 7101 reverted to the standard Mark 4 motor bogies, whilst the other units had their Mark 2A bogies modified and upgraded to Mark 4 by the fitting of modified springs and additional dampers (unit 7102 being the first completed in January 1960). Unit 7101 was also fitted with a stretcher window on the non-corridor side of the centremost second class compartment in the TCK.

Lot numbers issued for these vehicles were: MBS 30108, TSK 30109 and TCK 30110. Electrical codes were allocated to each type of vehicle from about 1963.

The initial TOPS class number allocated to these units in 1972 was 414/1 though this was amended to Class 411/1 in 1975.

Early in the units' lives, some overhaul work was carried out at Lancing works and Peckham Rye shops, but following the closure of these workshops, overhauls were carried out at Eastleigh works and running gear overhauls at Chart Leacon. Some unscheduled repairs were also done at Selhurst repair shops from time to time.

These units remained allocated to the Central Division until the commencement of the refurbishing programme when all remaining 4 CEP units were concentrated on the South Eastern Division to cover the units away being rebuilt.

Unit 7104 was repainted blue with small yellow panels in November 1966, the other three going direct from green (with small yellow warning panels) to blue/grey with full yellow ends, unit 7102 being the last prototype unit still in green livery being repainted blue/grey in October 1969.

Unit formations were as follows, with completion dates shown below unit number:

 

1956 Prototype ‘1951-type’
4 CEP Units 7101 – 7104

 

Unit

MBS

TCK

TSK

MBS

Date

As Unit

Diag. No.
Code

402
AB

450
BF

460
BH

402
AB

 

 

7101
25-Feb-56

61033
61041
61033

70037
70041
70037

70033


61034
61042
61034

9-Mar-82

1503

7102
7-Mar-56

61036
61233#[1]

70038
70237#[2]

70034

61035

See notes

 

7103
28-Apr-56

61038
61043

70039
70042

70035

61037

10-Feb-83

1505/4

7104
31-May-56

61040

70040

70036

61039

9-Aug-80

411502

Notes

#1 

'Phase 1' MBS, Code AD.

#2

'Phase 1' TCK, Code BJ.

 

 

Individual Unit Notes
7101 to 7104

 

Unit

Notes

 

7101

Unit one of the earliest on SR to have yellow warning panels applied to cab ends in Jan‑64.

MBS 61034 took two roads shunting at Streatham Hill 7‑May‑63 and slightly damaged, repaired at Chart Leacon.

Unit exchanged TSK 70033 with TB 69000 (ex 4 BEP 7001) 23‑Jun‑79 and the three former coaches of 7001 now renumbered as 7101.

Unit then ran as 4 BEP 7001 until 29‑Sep‑79 when 69000 removed and stored, being replaced with original 70033 spare since Jul‑79, and unit back to original formation.

 

7102

Unit mounted on Mark 4 bogies fitted with experimental Girling disc brakes at Lancing Nov‑61 and used for tests between Farnham and Alton, based at Wimbledon Park. Unit was used on a series of runs on the Brighton line between 20-Jan-64 & 24-Jan-64.

MBS 61035 damaged when struck by unit 5327 at Stewarts Lane 5‑May‑64 and unit to Eastleigh for repairs 19‑5May‑64, released 29‑May‑64.

Unit again damaged about Apr-67 with MBS 61035 and TSK 70034 affected (details unknown, possible ‘run-away’ from Preston Park Sidings) and to Eastleigh 18‑Apr‑67 for C4 repair, not released until 23‑Jun‑67 still in green livery with small yellow panel.

Later used in traffic along with similarly modified 7103 and 7002 but these trials were completed by about May-68 and all three units were stored out of use at Paddock Wood until c.Aug‑70, (though they all visited Derby in 1969 for a body overhaul, 7102 dated 29‑Oct‑69 and painted blue/grey there) when taken to Chart Leacon and refitted with standard bogies and returned to traffic.

Unit damaged by fire at Preston Park sidings 22‑Oct‑75 and 61036 and 70038 both damaged and unit disbanded. 61036 condemned 28‑Aug‑76 and body scrapped at Norwood Yard by 26‑Aug‑76 and the underframe was cut‑up by 24‑Nov‑77, TCK 70038 held damaged for possible use in refurbishment programme and stored at Stewarts Lane, but remains scrapped there c.8‑Jun‑82 by Geo. Morris Ltd.

Unit 7102 temporarily reformed from c.Dec‑75 with MBS 61233 and TSK 70237 (both ex.7107) until about Jul‑76 when 61233 and 70237 returned to 7107, though unit ran again in this temporary formation Oct‑76 to 19‑Nov‑76. MBS 61035 and TSK 70034 then both spare, 70034 stored at Wimbledon Park and 61035 used as departmental tractor coach until sent to Swindon for refurbishment 23‑Dec‑82 still as a spare vehicle. 70034 refurbished and replaced buffet car in 4 BEP 7001, refurbished as unit 1501.

 

7103

Unit mounted on Mark 4 bogies fitted with experimental Girling disc brakes at Eastleigh between 23‑Sep‑63 and 15‑Nov‑63 and used on tests with 7102 also similarly modified (later 4 BEP 7002 also so modified).

Unit out of use from c.May‑68 until c.Aug‑70 when standard bogies refitted.

Unit sent to Eastleigh 21‑Aug‑68 for C3 overhaul and released 30‑Aug‑68 in blue /grey livery.

It was given a body overhaul at Derby dated 5‑Aug‑69.

MBS 61038 and TCK 70039 both exchanged with 61043 and 70042 (ex.4 BEP 7002) 15‑Jan‑83 and unit to Swindon for refurbishing 10‑Feb‑83.

 

Back to top

 

 

Prototype ‘1951-type’
4 BEP Units 7001 and 7002

 

These two 4 BEP units entered service from August 1956, though their buffet cars were not completed until July 1957 and the units ran temporarily as 3 CEP until August that year.

Three of the coaches were identical to those in the 4 CEPs. The TSK was however replaced by a trailer buffet coach, the layout of which was the same as that later used in the ‘Hastings’ 6B diesel sets. At each end, the vehicle was entered from the adjacent coach through a pair of in-swinging gangway doors. The end marshalled adjacent to the motor coach had a small saloon, with two tables, one on each side mounted below the windows. Each table was served by two loose chairs. There was a column‑mounted table for use by drinkers, this saloon adjoining the bar and servery end of the kitchen area, which was located in the centre section of the coach.

At the other end of the coach was a larger three bay saloon, again with three tables each side below the windows, seating being one‑andtwo each side of the central gangway, this saloon seating 17, again in loose chairs.

The buffet had its own motor‑generator set mounted below the underframe to supply power for catering equipment, including a grill, hot cupboard, refrigerator, freezer and bottle cooler. Also below the underframe was a 120 gallon water tank, condenser units for the fridge, freezer and bottle cooler and a battery box; these supplying power to the fridge and freezer when the unit was berthed and cut-out.

There were no external passenger doors to this coach, but each side had a double-opening door opposite the kitchen area for loading of stores etc. and there were two emergency doors, one each side of the small saloon.

This coach weighed 35 tons and seated 21 in unclassified seats and was to diagram 19 in the BR loco-hauled catering vehicle series but was later amended to 425 in the SR EMU number range, officially from 2‑Sep‑61.

Overall weight of these units was 146 tons and they seated 24 first, 136 second and 21 buffet. Lot numbers for these vehicles were: MBS 30111, TCK 30112 and TB 30113, the date of order being the same as for the first four 4 CEP units, 29‑Apr‑53. The buffet cars when delivered had bogies fitted with additional BTR vibro-dampers attached to the base of the sidespring hangers, though the other bogies of the units were later similarly equipped.

The units were mounted on Mark 2A bogies, but complaints about poor riding led to experiments to improve this and 7002 had its trailer bogies uprated to Mark 4 during early 1960 by fitting improved springing and additional dampers. 7001 was likewise modified in late 1963, thought the buffet car had been fitted earlier that year with experimental air-sprung B4 bogies, and eventually the buffet cars on both units were fitted with Commonwealth bogies. These bogies were heavier than the Mark 4 version and each coach weighed about one ton extra when so fitted. Both units were fitted with a stretcher window in the centremost second class compartment of the TCK (as 7101).

Both units went direct from green livery to blue/grey with full yellow ends. These two units spent their whole lives working on the Central Division being based at Streatham Hill then Lovers Walk depots for routine maintenance. Unit 7001 was however loaned to the SED between 27‑Feb‑61 and 20‑Mar‑61 to cover unit 7010 on riding tests.

These units became Class 414/2 under the initial BR TOPS classification system in 1972, this being amended to Class 410/1 in 1975. Both units were refurbished as 4 CEPs, the two buffet cars being withdrawn for scrapping, one being replaced by a ‘1951-type’ TSK (ex.7102) and a loco-hauled TSO converted to replace the other.

 

Prototype ‘1951-type’
4 BEP Units 7001 and 7002

 

Unit

MBS

TCK

TB

MBS

Date

As Unit

Diag. No.
Code

402
AB

450
BF

425
BG

402
AB

 

 

7001
11-Jul-56 [3]

61041
61033
61041

70041
70037

70041

69000
70034
[4]
70033 [5]

61042
61034
61042

21-Jul-79

411501

7002
25-Jul-56 [6]

61043
61038

70042
70039

69001

61044

21-Jun-83

1505

Notes

#3

Buffet car dated 21-Jun-57.

#5

TSK, Diagram 460, Code BH.

 

#4

TSK, Diagram 460, Code BH.

#6

Buffet car dated 28-Jun-57.

 

 

 

 

 

 

 

                                                                                       

 

 

Individual Unit Notes
7001 & 7002

 

Unit

Notes

7001

Unit completed Jul‑56 but ran as three car until buffet car completed Jul‑57. Buffet car formed into unit by 13‑Jul‑57, on delivery having been incorrectly numbered as 62900, though this was corrected before the unit went into traffic as 4 BEP. As 3-car, unit seated 24 first and 136 second, was 199' 2" long and weighed 111 tons.

Unit used briefly on South Eastern division from 27‑Feb‑61 to 20‑Mar‑61.

TB 69000 fitted with experimental air-sprung B4 bogies early 1963. Remaining bogies of unit uprated to Mark 4 later in 1963, and TB 69000 had Commonwealth bogies fitted by May‑64 owing to problems with the air-sprung ones caused by deterioration of the rubber parts.

Unit exchanged TB 69000 with TSK 70033 (ex.7101) 23‑Jun‑79 and ran as 4 CEP 7101 until 13‑Jul‑79 when 70033 exchanged with 70034 (ex disbanded 7102) and unit further renumbered 7102 and sent to Swindon for refurbishing 21‑Jul‑79.

TSK 70033 stored spare, the reformed 7101 running as 4 BEP 7001 until 29‑Sep‑79 when TB 69000 removed from unit to store and replaced by TSK 70033 (original TSK ex.7101) and unit reverted to 4 CEP 7101.

69000 condemned 9‑Apr‑81 and scrapped at V. Berry, Leicester Nov‑84, moving from Swindon to Tinsley en route for scrapping 27‑Jul‑83.

7002

Unit completed Jul‑56 but ran as three car until buffet car completed Jul‑57. As 3-car, unit seated 24 first and 136 second, was 199' 2" long and weighed 111 tons.

Unit mounted on Mark 4 bogies fitted with experimental Girling disc brakes about Mar-66 and used in passenger service with 7102 and 7103 also similarly modified, though unit stored out of use at Paddock Wood from c.May‑68 until c.Aug‑70 when standard bogies refitted at Chart Leacon, though it visited Derby for a C1 body overhaul and was outshopped 11‑Jul‑69 during this period.

MBS 61043 and TCK 70042 both exchanged with 61038 and 70039 (ex.7103) 15‑Jan‑83. TB 69001 removed from unit prior to being sent to Swindon for refurbishing 21‑Jun‑83 as 3-car, 69001 following 4‑Aug‑83 as part of unit 7011 and condemned 9‑Aug‑83 and scrapped at Mayer Newman, Snailwell, moving from Swindon 19‑Nov‑86. It arrived in yard 8‑Dec‑86 and was burnt the following day.

                  

Back to top

 


Phase 1 & 2
4 CEP Units 7105 - 7211

 

The ‘production’ 4 CEP units were to the same internal layout as the prototype units but the interior decor was updated, the seating units being higher backed, draught screens fitted in saloons by entrance doors and all panelling being Formica rather than wood veneer, the motor coaches having a steel-blue, black and light grey scheme, the trailer first red and the trailer second green.

Electrically the units had ‘1957-type’ equipment with camshaft control replacing the contactor arrangement of the prototype units. As with all ‘1957-type’ 4-car units, only one motor coach was equipped with an MG set and designated the No. 1 end, on these units this was the vehicle coupled to the TCK, being the odd numbered coach on the ‘phase 1’ units and the even numbered one on the ‘phase 2’ sets. The other motor coach, the No. 2 end, carried the emergency batteries.

All the production units were fitted with EE507/12E motors, these being an improved version of the EE507/4D type fitted to the prototype units, with a roller suspension bearing. Other than the first few completed, they also had fibreglass doors.

Units built for phase 1 of the Kent Coast scheme were 7105 - 7153, these entering service in two batches, 7105 - 7110 and 7111 - 7153 between August 1958 and July 1959, up to thirty units being stored for a while between Ardingly and Horsted Keynes, prior to many moving to the newly modernised depot at Stewarts Lane in readiness for the inauguration of electric working in June 1959.

The first batch of six were put straight into traffic on the Central division to release the six prototype units for their first classified overhauls, they then moved to the South Western Division and were used there to release 4 COR and 4 RES units, again for overhaul.

Both batches, along with the first ‘phase 1’ 4 BEP units were ordered on 22nd February 1957, and Lot numbers for the first batch were: MBS 30449, TSK 30450 & TCK 30451, the second batch being: MBS 30454, TSK 30455 & TCK 30456.

 

Phase 1 Units

The first use of one of the production units in passenger service was on 18th September 1958 when unit 7107 formed part of the 5:54pm Victoria to Eastbourne. Commissioned units were then stored at Gatwick, being rotated and kept run-in on the Victoria to Eastbourne service.

Newly completed units were usually steam-hauled to Selhurst, often via the Wimbledon ‑ West Croydon line, some delivery trains also including new 2 HAP units as well. Further deliveries began to be stored on the Ardingly line, by 1st March 1959 units 7105 /10 /11 /16-19 /22 /23 /26-31 /33-37 were here. Units 7126 /30 /31 /35 /37 were then brought into service and at the end of March the following units were in traffic on the Central Section: 4 BEPs 7001 /2, and 4 CEPs 7103 /04 /07 /09 /12 /14 /15 /20 /21 /24 /26 /30 /31 /32 /35 /37. Others by this time were then also stored at Ardingly, Barnham, Bickley, Gatwick, Ford, Selhurst and Stewarts Lane.

A few of the traffic units returned to store as units were rotated to keep them serviceable. Units 7133 /39 /40 were used for tests on the Canterbury East line in May 1959.

The full changeover to electric working for ‘phase 1’ was on Monday 15th June although a few electric trains had run prior to this date, mostly loco-hauled services using the new E5000 class locomotives. However 4 CEPs 7138 /41 /42 were used on a test train from Cannon Street to Ramsgate 3‑Jun‑59 and the inaugural special conveying officials on 9th Jun 1959 used 4 BEP units 7003 /7005 from Victoria to Ramsgate with 7004 coming from Dover and being attached at Faversham. On 15th June 1959 when the service commenced fully, there was a shortfall of five 4 CEP units, units 7148 /7150-53 still not being ready for traffic, but all these were put into use by July.

 

Phase 2 Units

Units 7154 ‑ 7202 were for ‘Phase 2’, being ordered 29th July 1959 and were delivered between August 1960 and July 1961, many again being stored between Ardingly and Horsted Keynes prior to entering traffic and kept run-in on regular driver training trips to Eastbourne.

The first passenger use of the ‘Phase 2’ units was on a press special to Dover on 19th December 1960 when a 12-car train (including unit 7172) was used. Lot numbers for this batch were: MBS 30619, TSK 30620 & TCK 30621. These units were built with conduit and wiring for installation of Westinghouse AWS equipment, though (with the exception of 7193) this was initially sealed out of use and units were returned to Eastleigh soon after completion to have remaining equipment installed, again still sealed out of use. It was brought into use during 1962.

The units had further advances in their electrical equipment resulting in the allocation of different electrical codes from the 'Phase 1' units and the camshaft equipment was turned through 90º to allow easier access for routine maintenance.

These units were fitted from new with two roof mounted air horns, the earlier units all being delivered with whistles, though they received horns in the early 1960's during overhaul.

Some internal panelling was slightly different from the earlier units. Units 7161 ‑ 7189 were fitted with stretcher windows on the non-corridor side of the centremost second class compartment in the TCK, and units 7195 upwards had slight electrical differences to the No. 1 end motor coach.

A further two units 7203/4 followed on immediately after this batch, this pair having Lot numbers: MBS 30638, TCK 30639 and TSK 30640, ordered 13th October 1959.

Many ‘Phase 2’ units were stored after delivery and running-in in readiness for the inauguration of the second part of the Kent Coast electrification scheme from 12th June 1961. Disposition of units during March /April was as follows:

Headcorn (K.E.S. spur) 7154 /7161 /7163

Stewarts Lane 7155 /7159 /7172

Peckham Rye 7168 (tests with buffet car 69009 in formation)

Ardingly ‑ Horsted Keynes 7156 /57 /58 /60 /64 /65 /67 /69 /70 /72 /73 /74 /75 /77 /78 /79 /82 /87 /88

Grove Park 7013 /14 /15 and 7162 /66 /71 /76 /80 /81 /83 with 7184 and 7185 in traffic.

Shortly before the changeover date, most ‘Phase 1’ units were stored out of use and ‘Phase 2’ units used to replace them to ensure units were fully run-in. Some parts of ‘Phase 2’ were ready before the main changeover date, the line from Ramsgate to Dover having the local trains turned over to electric operation (mostly 2 HAP units) from 2nd January 1961, though a diverted boat train had run this way in each direction as early as 3rd November 1960.

A further batch of units 7205 - 7211 were built in 1963, entering service on the SED and displacing a number of earlier ‘phase 1’ units to the Central Division for the Mid‑Sussex line. Their Lot numbers were: MBS 30708, TCK 30709 and TSK 30710, this order being placed 25th July 1961. Units 7205 - 7211 again had stretcher windows and were fitted with illuminated toilet signs and had wastepaper bins in the corridors of the trailers. Their AWS equipment was operational from new.

The ‘Phase 1’ units again had Mark 4 bogies throughout but due to poor riding qualities, the ‘Phase 2’ sets had Mark 3B motor bogies and Commonwealth trailer bogies, altering the unit weight. Motor coaches weighed 42 tons (No 1 end) and 41 tons (No 2 end), TCKs 33 tons and TSKs 32 tons giving a unit total of 147 tons. The final units, 7205 - 7211, reverted to Mark 4 motor bogies.

‘Phase 1’ units had double glazing fitted on the large sidelight windows when new, but condensation problems led to the removal of this and the ‘phase 2’ units were single glazed. Units 7205 upwards had an improved form of double glazing when delivered. Units 7195 - 7202 also featured a different guttering arrangement with downpipes each side close to the driver's sliding windows.

Units were allocated to Ramsgate depot for routine maintenance, though some was also carried out at Stewarts Lane, and major body overhaul took place at Eastleigh. The newly opened Chart Leacon depot near Ashford undertook the overhauls of running gear, bogies and electrical equipment, whilst collision repairs were normally carried out at Slade Green (after 1970), though both Eastleigh and Wolverton were also used, and Lancing prior to the closure of this works.

 

Phase 1 Units to the Central Division

During 1963 a number of ‘Phase 1’ units were transferred to the Central Division to enable the Mid-Sussex line services to Portsmouth and Bognor to be converted to 4 CEP /4 BEP operation, these being based at Streatham Hill depot, though when this closed from 10‑Jul‑72 they were maintained at Lovers Walk, Brighton. Units were also loaned from time to time to the South Western Division, particularly during the winter months when the number required for boat train workings was reduced. They also deputised on suburban services during stock shortages and were diagrammed in conjunction with 2 HAP units on certain trains, and with MLV and TLV luggage vans on boat train workings. Unit 7207 was the first of the type to be used for a Royal Train working from Waterloo to Guildford on 30th September 1964.

 

Liveries

The transition from green to blue & grey livery was complex for this large fleet of units, with units carrying the following liveries between about 1965 and 1970, green with full yellow ends, plain blue with small yellow panel, plain blue with full yellow ends and blue/grey with full yellow ends.

About January 1962 unit 7146 had experimental yellow warning panels applied; these being the whole gangway end door area.

From green livery units were painted as follows:

 

Green with full yellow ends

7193 & 7204

 

Plain blue with small yellow panels

7106 /7107 /7108 /7110 /7121 /7132 & 7146

 

Plain blue with yellow ends

7109 /7111 /7119 /7125 /7131 /7133 /7134 /7140 /7142 /7148 /7149 /7175 /7198 & 7211

 

Straight from green to blue/grey

7105 /7112 /7113 /7114 /7115 /7116 /7117 /7118 /7120 /7122 /7123 /7124 /7126 /7127 /7128 /7129/7130 /7135 /7136 /7137 /7138 /7139 /7141 /7143 /7144 /7145 /7147 /7150 /7151 /7152 /7153 /7154 /7155 /7156 /7157 /7158 /7159 /7160 /7161 /7162 /7163 /7164 /7165 /7166 /7167 /7168 /7169 /7170 /7171 /7172 /7173 /7174 /7176 /7177 /7178 /7179 /7180 /7182 /7183 /7184 /7185 /7186 /7187 /7188 /7189 /7190 /7191 /7192 /7194 /7195 /7196 /7197 /7199 /7200 /7201 /7202 /7203 /7205 /7206 /7207 /7208 /7209 & 7210.

The last unit to run in green with small yellow panel was 7158 in March 1970, the last in blue with small panel was 7146 in May 1970 and the last in plain blue was 7211 in September 1970.

 

TOPS & Rebuilding

These units were allocated the class no. 421/1 in 1972 under the BR TOPS system, this being revised to Class 411/2 in 1975. The last unit to run in old style prior to refurbishing was 7106 on 14th July 1983. Two units were withdrawn after accident and fire damage prior to refurbishing whilst four others damaged by fire not long before the refurbishing programme commenced were refurbished as two units, the remaining damaged coaches being scrapped.

Unit formations were as follows, the new date being the ‘week ending’ release date from Eastleigh works, also the date unit dispatched to Swindon for refurbishment and the new unit identity.

 

Phase 1
4 CEP Units 7105 to 7153

 

 

 

 

1

 

 

2

Refurbished

 

 

Unit

New

MBS

TCK

TSK

MBS

Date

As Unit

 

Diag. No.
Code

 

402
AD

450
BJ

460
BK

402
AE

 

 

 

7105

16-Aug-58

61229

70235

70229

61230

23-Aug-81

1537

 

7106

23-Aug-58

61231

70236
70355

70236

70230

61232

21-Jul-83

1561/2

 

7107

30-Aug-58

61233

70237

70231

61234

17-Feb-81

1531

 

7108

13-Sep-58

61235

70238
70346
70238

70232

61236

17-Oct-80

1525

 

7109

13-Sep-58

61237

70239

70233

61238

29-Nov-80

1527

 

7110

20-Sep-58

61239

70240

70234

61240

8-Nov-80

1526

 

7111

27-Sep-58

61305

70303

70260

61304

13-Jan-79

411508

 

7112

4-Oct-58       

61307

70304

70261

61306

15-Sep-81

1538

 

7113

11-Oct-58

61309

70305

70262

61308

10-Oct-80

1524

 

7114

11-Oct-58

61311

70306
70326

70263
70283

61310

2-Dec-82

1555

 

7115

18-Oct-58

61313

70307

70264

61312

24-Jun-82

1550

 

7116

25-Oct-58

61315

70308

70265

61314

2-Feb-82

1544

 

7117

1-Nov-58

61317

70309

70266

61316

31-May-80

411517

 

7118

8-Nov-58

61319

70310

70267

61318

26-Apr-80

411516

 

7119

8-Nov-58

61321

70311

70268

61320

1-Sep-79

411512

 

7120

15-Nov-58

61323

70312

70269

61322

7-Jan-82

1543

 

7121

22-Nov-58

61325

70313

70270

61324
61372
61324

3-Aug-82

1551

 

7122

29-Nov-58

61327

70314

70271

61326

26-Jan-80

411514

 

7123

29-Nov-58

61329

70315

70272

61328

20-Apr-82

1547

 

7124

6-Dec-58

61331

70316

70273

61330

27-Jan-81

1530

 

7125

13-Dec-58

61333

70317

70274

61332

19-Jul-80

411518

 

7126

13-Dec-58

61335

70318

70275

61334

3-Feb-79

411509

 

7127

20-Dec-58

61337
61361

70319

70276

61336

11-Apr-83

1558 /2704

 

7128

20-Dec-58

61339

70320

70277

61338

25-May-82

1549

 

7129

3-Jan-59

61341
61796 [7]

70321

70278
70519
[8]
70278

61340
61727
[9]
61340

22-Sep-79

411513

 

7130

10-Jan-59

61343

70322

70279

61342

4-Aug-79

See notes

 

7131

10-Jan-59

61345

70323

70280

61344

16-Feb-80

411515

 

7132

17-Jan-59

61347

70324

70281

61346

23-Aug-80

1521/2

 

7133

24-Jan-59

61349

70325

70282

61348

18-Nov-78

411506

 

7134

24-Jan-59

61351

70326
70306

70283
70263

61350

19-Oct-82

1553

 

7135

31-Jan-59

61353

70327

70284

61352

16-Aug-80

1520/1

 

7136

7-Feb-59

61355

70328

70285

61354

19-Dec-80

1529

 

7137

14-Feb-59

61357

70329

70286

61356

30-Mar-82

1546

 

7138

21-Feb-59

61359

70330

70287

61358

2-Mar-82

1545

 

7139

21-Feb-59

61361
61337

70331

70288

61360

17-Feb-83

1557 /2702

 

7140

28-Feb-59

61363

70332

70289
70044 [10]
70289

61362

16-Dec-78

411507

 

7141

7-Mar-59

61365

70333

70290

61364

26-May-79

411510

 

7142

14-Mar-59

61367

70334

70291

61366

4-Aug-79

411511

 

7143

14-Mar-59

61369

70335

70292

61368

11-Nov-82

1554

 

7144

21-Mar-59

61371

70336

70293

61370

3-Feb-83

1556 /2701

 

7145

4-Apr-59

61373

70337

70294

61372
61324
61372

14-Sep-82

1552

 

7146

11-Apr-59

61375

70338

70295

61374

27-Apr-82

1548

 

7147

18-Apr-59

61377

70339

70296

61376

21-Apr-83

1559

 

7148

3-May-59

61379

70340

70297

61378

6-Dec-80

1528

 

7149

3-May-59

61381

70341

70298

61380

c.9-79

See notes

 

7150

6-Jun-59

61383

70342

70299

61382

20-Sep-80

1523

 

7151

13-Jun-59

61385
61870 [11]

70343

70300

61384

20-Oct-81

1540

 

7152

13-Jun-59

61387

70344

70301

61386

19-May-83

1560 /2703

 

7153

20-Jun-59

61389

70345

70302

61388

1975

1500

 

 

Phase 2
4 CEP Units 7154 to 7211

 

 

 

 

1

 

 

2

Refurbished

 

Unit

New

MBS

TCK

TSK

MBS

Date

As Unit

 

Diag. No.
Code

 

402
AG

450
BM

460
BN

402
AH

 

 

 

7154

3-Sep-60

61694

70552

70503

61695

12-May-79

411606

 

7155

10-Sep-60

61696

70553

70504

61697

10-Feb-81

1590

 

7156

17-Sep-60

61698

70554

70505

61699

28-Apr-79

411607

 

7157

17-Sep-60

61700

70555

70506

61701

22-Sep-81

1578

 

7158

24-Sep-60

61702

70556

70507

61703

9-Dec-82

1614

 

7159

1-Oct-60

61704

70557

70508

61705

27-Sep-80

1595

 

7160

1-Oct-60

61706

70558

70509

61707

17-May-80

411599

 

7161

8-Oct-60

61708

70559

70510

61709

6-Sep-80

1597

 

7162

28-Jan-61

61710

70560

70511

61711

5-May-81

1585

 

7163

8-Oct-60

61712

70561

70512

61713

9-Jun-79

411605

 

7164

15-Oct-60

61714
61792
[12]
61714

70562
70601
70562

70513

61715

24-Mar-81

1586

 

7165

22-Oct-60

61716

70563

70514

61717

13-Sep-80

1596

 

7166

10-Dec-60

61718

70564

70515

61719

13-Oct-81

1577

 

7167

12-Nov-60

61720
61409
[13]
61720
61729

70565
70520 [14]

70516

61721

1-Sep-79

See notes

 

7168

5-Nov-60

61722

70566

70517

61723

1-Jun-82

1566

 

7169

12-Nov-60

61724

70567

70518

61725

12-Apr-80

411600

 

7170

12-Nov-60

61726

70568

70519
70278
[15]
70519

61727
61340 [16]
61727

19-Jan-82

1573

 

7171

19-Nov-60

61728

70569

70520
70565 [17]

61729
61720

1-Dec-79

See notes

 

7172

26-Nov-60

61730

70570

70521

61731

17-Nov-80

1593

 

7173

26-Nov-60

61732

70571

70522

61733

27-Oct-79

411604

 

7174

3-Dec-60

61734

70572

70523

61735

10-Feb-82

1572

 

7175

3-Dec-60

61736

70573

70524

61737

5-May-83

2304 /1621

 

7176

10-Dec-60

61738

70574

70525
70549
70525

61739

9-Mar-82

1570

 

7177

17-Dec-60

61740

70575

70526

61741
61955
[18]
61741

24-Aug-82

1563

 

7178

17-Dec-60

61742

70576

70527

61743

24-Feb-81

1589

 

7179

24-Dec-60

61744

70577

70528

61745

21-Sep-82

1609

 

7180

31-Dec-60

61746

70578

70529

61747

4-Jun-81

1583

 

7181

31-Dec-60

61748

70579

70530

61749

See notes

 

 

7182

7-Jan-61

61750

70580

70531

61751

5-Oct-82

1610

 

7183

21-Jan-61

61752

70581

70532

61753

3-Nov-81

1584

 

7184

21-Jan-61

61754

70582

70533

61755

1-Nov-80

1594

 

7185

4-Feb-61

61756

70583
70589

70534

61757

16-Jul-81

1580

 

7186

11-Feb-61

61758

70584

70535

61759
61795
61759

28-Oct-82

1611/2

 

7187

18-Feb-61

61760

70585

70536

61761

25-Nov-82

1613

 

7188

25-Feb-61

61762

70586

70537

61763

27-Jul-82

1565 /1611

 

7189

25-Feb-61

61764

70587

70538
70044
[19]
70289 [20]
70044 [21]

61765

10-Mar-81

1587/8

 

7190

11-Mar-61

61766

70588

70539

61767

6-Apr-82

1568

 

7191

18-Mar-61

61768

70589
70583

70540

61769

15-Dec-81

1575

 

7192

18-Mar-61

61770

70590

70541

61771

1-Dec-81

1576

 

7193

1-Apr-61

61772

70591

70542

61773

18-Aug-81

1579

 

7194

8-Apr-61

61774

70592

70543

61775

6-Jan-83

2302 /1616

 

Code

 

AG-2A

 

 

 

 

 

 

7195

22-Apr-61

61776

70593

70544

61777

8-Mar-80

411601

 

7196

10-Jun-61

61778

70594

70545

61779

13-Dec-80

1592

 

7197

17-Jun-61

61780

70595

70546

61781

28-Jun-80

411598

 

7198

24-Jun-61

61782

70596

70547

61783

23-Mar-82

1569

 

7199

8-Jul-61

61784

70597

70548

61785

30-Jun-81

1581

 

7200

8-Jul-61

61786

70598

70549
70525
70549

61787

11-May-82

1567

 

7201

5-Aug-61

61788

70599

70550

61789

10-Aug-82

1564

 

7202

12-Aug-61

61790

70600

70551

61791

20-Jan-81

1591

 

 

Additional units

 

 

7203

2-Sep-61

61868

70043

70241

61869

24-Mar-83

1618 /1562

 

7204

9-Sep-61

61870

70044

70242

61871

See notes

 

 

Code

AG-1A

BM-1A

BN-1A

AH-1A

 

 

 

 

7205

19-Jan-63

61948

70653

70660

61949

9-Jun-83

1620

 

7206

2-Feb-63

61950

70654

70661

61951

20-Jan-83

1616 /7

 

7207

26-Jan-63

61952

70655

70662

61953

14-Apr-83

1619

 

7208

9-Feb-63

61954

70656

70663

61955
61741
[22]
61955

10-Mar-83

2303 /1618

 

7209

16-Feb-63

61956

70657

70664

61957

16-Dec-82

1615

 

7210

23-Feb-63

61958

70658

70665

61959

4-Aug-79

See notes

 

7211

23-Feb-63

61960

70659

70666

61961

24-Feb-79

411608

 

 

Notes:

 

 

 

 

 

#9

‘Phase 2’ MBS, Code AH.

#17

TCK Code BM.

 

#10

‘Phase 2’ TCK downgraded to TSK, diagram No. 450 (modified), Code BM‑2B.

#18

MBS Code AH-1A.

 

#11

‘Phase 2’ MBS, Code AG-2A.

#19

TCK downgraded to TSK, diagram No. 450 (modified), Code BM-2B.

 

#12

MBS Code AG-2A.

#20

‘Phase 1’ TSK, Code BK.

 

#13

‘Phase 1’ MBS, Code AD.

#21

TCK downgraded to TSK, diagram No. 450 (Modified), Code BM-2B.

 

#14

TSK, Code BN.

#22

MBS Code AH.

 

 

 

Automatic Warning System (AWS)
4 CEP units 7105 to 7211

AWS equipment was brought into use on these units as follows:

 

Unit

Date

Unit

Date

Unit

Date

Unit

Date

7105

-

7106

-

7107

-

7108

-

7109

-

7110

-

7111

Jun-60

7112

-

7113

-

7114

-

7115

-

7116

-

7117

-

7118

-

7119

-

7120

-

7121

-

7122

-

7123

-

7124

-

7125

-

7126

-

7127

-

7128

-

7129

14-Jun-63

7130

-

7131

-

7132

-

7133

-

7134

-

7135

-

7136

-

7137

-

7138

-

7139

-

7140

-

7141

-

7142

-

7143

-

7144

-

7145

-

7146

-

7147

-

7148

-

7149

-

7150

-

7151

-

7152

-

7153

Dec-81

7154

May-62

7155

Jan-62

7156

Apr-62

7157

Mar-62

7158

Mar-62

7159

Apr-62

7160

Apr-62

7161

Apr-62

7162

Aug-62

7163

Apr-62

7164

Apr-62

7165

Jul-62

7166

Jun-62

7167

Oct-62

7168

Jun-62

7169

May-62

7170

Jul-62

7171

Nov-62

7172

Oct-62

7173

Jun-62

7174

Mar-62

7175

Mar-62

7176

Apr-62

7177

Jan-62

7178

Mar-62

7179

Sep-62

7180

Mar-62

7181

Sep-62

7182

May-62

7183

May-62

7184

Apr-62

7185

Jun-62

7186

May-62

7187

Mar-62

7188

Mar-62

7189

Jun-62

7190

Mar-62

7191

Mar-62

7192

Jan-62

7193

7-Apr-61

7194

Jan-62

7195

May-62

7196

Sep-62

7197

Jul-62

7198

Jul-62

7199

May-62

7200

Oct-62

7201

Oct-62

7202

Aug-61

7203

Sep-62

7204

Nov-62

7205

new

7206

new

7207

new

7208

new

7209

new

7210

new

7211

new

 

 

 

 

Individual Unit Notes
7105 to 7211

 

Unit

Notes

 

7105

 

 

7106

Unit damaged at Bickley Jul‑59 and back to traffic late 1959 after repairs. Unit in converging collision with 6043 at Ramsgate station 30-Aug-64 and MBS 61232 damaged, to Lancing for overhaul and repair. Unit temporarily exchanged TCK 70236 with 70355 (ex 7012) Jul‑79 whilst water tank repairs carried out on 70355. Reverted Oct‑79.

 

7107

Unit damaged by fire (in 7102) at Preston Park sidings 22-Oct-75 and MBS 61234 and TSK 70231 damaged. MBS 61233 and TCK 70237 both temporarily to 7102 until 8‑76 when unit reformed to original formation and unit sent to Eastleigh 10-Aug-76. MBS 61233 and TCK 70237 given C3 overhauls and TSK 70231 and MBS 61234 received a C4 repair and unit released 9-Sep-76. Both 61233 and 70237 again to 7102 from Oct‑76 to 19-Nov-76.

 

7108

TCK 70328 temporarily exchanged with 70346 (ex.7003) from Dec‑76 to Jan‑77 whilst unit under repair.

 

7109

Unit damaged in collision with 3055 + 3070 in Back Road at Littlehampton 2-Jan-65, repaired at Selhurst.

 

7110

Unit damaged early 1960 (details unknown) and to Eastleigh 2-Mar-60 for repair.

 

7111

Unit derailed at Dover Priory 31-Oct-59 and MBS 61304 damaged in impact with tunnel. This coach and TSK 70260 repaired at Eastleigh, unit out of use in meantime and MBS 61305 used from Apr‑60 coupled with loco‑hauled TSO 1444 for tests in connection with fitting of AWS equipment. Unit reformed to normal by Jun‑60 with both MBSs fitted with AWS, the first SR EMU so equipped.

 

7112

 

 

7113

 

 

7114

Unit modified Oct‑61 and one motor coach (which?) fitted with two motor bogies, the other becoming a driving trailer. Unit then used for tests for proposed configuration of forthcoming 4 CIG and 4 BIG units with single motor coach layout. These tests consisted of running solo from Victoria to Faversham and back 28-Oct-61 and the following day with two 2 HAP units (dead) one end, and two MLVs attached to the powered MBS ran Victoria - Canterbury East - Dover - Ashford - Tonbridge - Victoria, to measure coupling stress and other factors in connection with proposed Push/Pull operation on new Bournemouth line stock. Unit reverted to normal when tests completed.

Both trailers, TCK 70306 and TSK 70263 defective and exchanged with 70326 and 70283 (ex 7134) Oct‑82.

 

7115

Unit damaged by fire after hitting oil drums (location and date unknown) and sent to Swindon for refurbishing 24-Jun-82.

 

7116

 

 

7117

All coaches sidescrape damaged when unit run past some contractors equipment at Slade Green 24-Jan-61; unit to Lancing for repair 2-Feb-61 and released 14-Feb-61.

Unit damaged in the Marden collision of 4-Jan-69 and sent to Wolverton for repairs along with surviving MBS 61748 (ex 7181). Unit repaired by May‑69.

 

7118

 

 

7119

Unit leading 7152 + 7103 during shunt movement at Streatham Hill 8-Nov-61 which ‘ran away’ and MBS 61321 badly damaged in converging collision with 3141. Unit repaired at Eastleigh.

 

7120

Minor damage to MBS 61323 when one pair of motor wheels derailed in Ramsgate depot 10-Nov-62, unit due overhaul so sent to Lancing for repairs.

 

7121

MBS 61324 temporarily exchanged with defective 61372 (ex.7145) from Jan-77 and unit out of use though used as de-icer pilot.

 

7122

 

 

7123

 

 

7124

 

 

7125

 

 

7126

Unit hit in Ramsgate station 20-Jun-62 by goods train being propelled from yard and MBS 61334 slightly damaged, repaired at Ramsgate.

 

7127

MBS 61337 defective and exchanged with 61361 (ex.7139) Jan-83.

 

7128

 

 

7129

Unit in ’runaway’ collision at Streatham Hill 28-Sep-62 and MBS 61341 and TCK 70321 damaged in collision with buffers near Balham. Damaged coaches to Eastleigh and MBS 61340 and TSK 70278 stored at Micheldever Dec‑62, these also to Eastleigh 9-May-63 for overhaul. Unit fitted with AWS during repairs and released 14-Jun-63.

Cab of MBS 61340 slightly damaged when unit left foul at Chart Leacon 21-Feb-64 and 7188 driven past. Unit was repaired at Chart Leacon.

Unit (with 7170) damaged by fire at Teynham 3-Sep-70 and MBS 61341 and TCK 70321 damaged and stored initially at Faversham, both sent to Eastleigh 27-Nov-70 for repair. TSK 70278 and MBS 61340 temporarily exchanged with 70519 and 61727 (both damaged ex.7170), these two also arriving at Eastleigh 27-Nov-70 and all under repair until Jul‑71 when misformed 7170 also sent to Eastleigh and both units reformed, 7170 back to normal. MBS 61341 withdrawn 16-Mar-71, the body later being scrapped at Eastleigh by 21-Feb-73 and the underframe stored there and used as a steel carrier until cut‑up c.Feb‑79. Withdrawn 61341 replaced by 61796 (ex.7015) which retained its Commonwealth trailer bogie, and unit released in new formation 6-Aug-71.

 

7130

Unit (with 7132) damaged by fire at Victoria 1-Mar-79 prior to working 20:40 to Ramsgate and fire spread to adjacent train 7210 + 7856. MBS 61342 burnt and remaining three coaches almost gutted internally. TCK 70322 withdrawn and scrapped at Strawberry Hill Feb‑80 by Smeeth Metal Co. Unit disbanded and MBS 61342 to spare after repairs. Remainder of unit sent to Swindon for refurbishing 4-Aug-79 and split up, MBS 61343 to 1520, TSK 70279 to 411602.

MBS 61342 used as departmental ‘Horse’ (with 61035 ex.7102) and sent to Swindon 9-Dec-82 for refurbishing, still as a spare coach.

 

7131

 

 

7132

Unit (with 7130) smoke damaged due to fire in 7130 at Victoria 1-Mar-79, repaired at Stewarts Lane.

 

7133

 

 

7134

Both trailers of unit damaged in derailment between Farningham Road and Swanley 6-Mar-61 and to Eastleigh for repairs after bogie changes in Swanley Engineer’s Siding and lifting at Slade Green.

Both trailers, TCK 70326 and TSK 70283 exchanged with defective 70306 and 70263 (ex.7114) and unit then to Swindon for refurbishing 19-Oct-82.

 

7135

 

 

7136

MBS 61354 damaged about July 1967 (details unknown) and unit to Eastleigh 3-Aug-67 for C1 overhaul and repair, released 14-Sep-67 in blue/grey livery.

 

7137

Unit leading 7132 + 7171 at Cannon Street 16-Apr-64 when in collision with buffers and sent to Lancing for repairs.

 

7138

 

 

7139

MBS 61361 exchanged with defective 61337 (ex 7127) Jan-83 and unit to Swindon for refurbishing 17-Feb-83.

 

7140

TSK 70289 damaged by fire at Haywards Heath 22-Aug-78 and exchanged with 70044 (ex.7189) Sep‑78. 70044 was downgraded former TCK now seating 56 second and unit seated 24 first and 184 second whilst in this temporary formation. Reverted to normal Nov‑78.

 

7141

MBS 61364 slightly damaged at Eastbourne 4-Aug-63 when unit leading a 12-car train in collision with 3122 in yard headshunt.

MBS 61364 & TSK 70290 damaged late 1965 (details unknown) and unit to Eastleigh for repair and overhaul 8-Dec-65, released 4-Feb-66.

All four coaches of unit damaged again early 1967 (details unknown) and unit to Eastleigh 18-Jan-67 for C5 repair, released 19-Apr-67 still in green livery.

 

7142

Unit delivered to Selhurst for commissioning 14-Mar-59.

 

7143

 

 

7144

 

 

7145

Unit (with 7154) damaged in open door collision with 5327 in Penge Tunnel 5-Apr-61 and to Lancing for repairs after a short period stored at Ford.

MBS 61372 defective and temporarily exchanged with 61324 (ex.7121) from Jan-77, duration unknown.

 

7146

Unit had experimental yellow warning panels applied about January 1962, these being the whole gangway end door area.

Unit slightly damaged in buffer stop collision at Victoria (E) 17-May-63.

Unit in use as de-icer pilot during 2‑82.

 

7147

Unit fitted with experimental electric parking brake and B5 trailer bogies as prototype for planned 4 CIG /4 BIG units during August 1963 at Lancing and ran various tests, at some stages running with the motors of one MBS removed, but reverted back to normal, probably during C3 overhaul at Eastleigh between 25-Nov-70 and 29-Jan-71. Parking brake applied to wheels of TSK 70296, with emergency hand generator fitted in MBS 61377.

 

7148

 

 

7149

Three coaches of unit damaged by fire near Seasalter 29-Apr-79 and MBS 61381 withdrawn 20-Jun-80. Remains stored at Twickenham by Jan-80, moving to Strawberry Hill 13-Jun-80, later to Shepperton then taken to Slade Green Oct‑80 for bogie recovery prior to further storage at Basingstoke pending disposal. Scrapped by Bird Group, Long Marston Feb‑81. Remainder of unit sent to Swindon for refurbishing and split up:

TCK 70341 in Aug‑79 as part of 7130 and to 1522,

TSK 70298 in Aug‑79 as part of 7210 and to 411603,

MBS 61380 in Sep‑79 as part of 7167 and to 1520.

 

7150

MBS 61383 slightly damaged when both bogies derailed at Ramsgate 5-Nov-62.

 

7151

MBS 61385 damaged by fire at Stewarts Lane 9-Apr-71 and to 7004 after repairs at Swindon. Replaced by 61870 (ex withdrawn 7204) with Commonwealth trailer bogie.

61385 released from Swindon to Eastleigh 15-Mar-72 prior to moving to Slade Green to be formed into 7004.

 

7152

Both motor coaches used with E5003 for some high-speed tests on the Brighton line week-ending 7-Apr-60.

MBS 61386 and TSK 70301 derailed on points at Archcliffe Junction 27-Jul-63 then further damaged when struck by passing 5636 on adjacent line. Unit to Micheldever for storage then to Eastleigh 6-Sep-63 for repair and overhaul, released 17-Jan-64.

 

7153

 

 

7154

Brand new unit stored briefly at Micheldever (there 8-Sep-60). Unit (with 7145) damaged in open door collision with 5327 in Penge Tunnel 5-Apr-61 and to Lancing for repairs after a short period stored at Ford.

 

7155

Delivered to Selhurst by 17-Sep-60 for commissioning. Unit ran with TB 69009 (ex.7010) replacing TSK 70504 shortly after delivery 9‑60 on test trips based at Peckham Rye. TB 69009 fitted with Commonwealth bogies. However, the unit not used in traffic in this formation. TB 69009 transferred to 7168 from 2‑61.

 

7156

Delivered to Selhurst by 17-Sep-60 for commissioning.

 

7157

Delivered to Selhurst 20/21-Sep-60 for commissioning.

 

7158

Unit damaged in collision about October 1966 (details unknown) and to Eastleigh 18-Oct-66 for C3 overhaul and repair, released 15-Nov-66.

 

7159

 

 

7160

Three coaches sidescrape damaged at Sandling 23-Sep-64 when struck by open door on passing van train and unit to Eastleigh 1-Oct-64 for repair to MBS 61706 and trailers 70558 & 70509. Released 21-Oct-64.

 

7161

 

 

7162

Unit completed in sequence early October 1960 but TSK 70511 damaged in the works and unit returned to workshops for repairs. Believed 70511 renumbered 70534 after repair and formed into new unit 7185. Original 70534 renumbered 70511 and included in 7162 when unit finally released 28-Jan-61.

 

7163

 

 

7164

Delivered to Selhurst 18/19-Oct-60 for commissioning.

Unit in collision with 7013 at Ramsgate 4-Oct-72 and MBS 61715 damaged. MBS 61714 and TCK 70562 both exchanged with damaged 61792 and 70601 (ex.7013) and unit to Slade Green for repairs 17-Oct-72, then to Eastleigh (still misformed) 31-Jul-73 for C3 overhaul. Unit reverted to original formation at Eastleigh and released in correct formation 31-Aug-73.

 

7165

MBS 61717 slightly damaged about November 1965 (details unknown) and unit to Eastleigh for repair between 25-Nov-65 and 3-Dec-65.

 

7166

Unit completed in sequence late Oct-60 but then out-berthed for a while at Micheldever in Nov-60 before returning to Eastleigh works and released late and out of sequence 10-Dec-60. Reason for this delay unknown.

TSK 70515 sidescrape damaged in collision with open door on passing van train at Headcorn 24-Nov-64 and to Eastleigh for repair and repaint 29-Dec-64. Released 13-Jan-65 still green but with yellow panels added.

Unit damaged in sidelong collision with 5210 at Cannon Street 25-Jun-73 but repaired.

 

7167

TSK 70516 badly side damaged (possibly at Ramsgate?) 4-Sep-78 and unit out of use. MBS 61720 temporarily exchanged with 61409 (ex.7012) with cab damage. Reverted to normal formation 16-Sep-78.

Unit (with 7171) damaged by fire at Charing Cross 7-Feb-79 and MBS 61721 and TSK 70516 both damaged. MBS 61720 and TCK 70565 exchanged with damaged 61729 and TSK 70520 (both ex 7171) and unit to Swindon 1-Sep-79 for refurbishing with two TSKs.

 

7168

TSK 70517 replaced by TB 69009 (ex.7010 and via 7155) for further testing of Commonwealth bogies based at Peckham Rye. Unit not yet into traffic by this date and used for test run Victoria to Dover 15-Feb-61. Unit then ran in traffic for about a week as 4 BEP before reverting to normal formation and entering traffic as 4 CEP.

Unit derailed at Victoria Shed 2-Feb-68 and MBS 61722 and TCK 70566 both slightly damaged.

Unit in use as de-icer pilot during Feb‑82.

 

7169

 

 

7170

Unit (with 7129) damaged by fire at Teynham 3-Sep-70 and MBS 61727 and TSK 70519 both damaged and temporarily exchanged with 61340 and 70278 (ex.7129) and unit ran misformed until sent to Eastleigh for C3 overhaul 30-Jun-71 and released 15-Jul-71 back to normal formation.

 

7171

Unit (with 7167) damaged by fire at Charing Cross 7-Feb-79 and MBS 61729 and TSK 70520 both damaged and exchanged with 61720 and TCK 70565 (both ex.7167) and unit ran temporarily with two TCKs, seating in 70565 being downgraded, this coach seating 56 second and unit total now 24 first and 184 second prior to going to Swindon for refurbishing 1-Dec-79.

 

7172

 

 

7173

 

 

7174

 

 

7175

 

 

7176

Unit left foul in Ramsgate depot 29-Dec-62 and MBS 61739 damaged cab when hit by D6541, sent to Lancing for repair.

MBS 61739 and TSK 70525 both derailed on hand points in Victoria Grosvenor Shed 18-Sep-63, repaired at Chart Leacon.

Unit damaged in collision with open door on freight train between Sevenoaks and Orpington Jan-78 and TSK 70525 temporarily exchanged with 70549 (ex.7200) and unit out of use for repairs until reverted to normal Apr‑78.

 

7177

MBS 61741 damaged (where?) and temporarily exchanged with 61955 (ex.7208) Apr‑78 to Jul‑78.

 

7178

TCK 70576 slightly damaged when unit took two roads in Ramsgate depot 6-Nov-62, lifted at Ramsgate then unit to Lancing for repairs and repaint.

MBS 61743 damaged in collision with 7888 at Ashford 15-Apr-75 and unit fitted with some test equipment during repairs and then used on SED prior to moving to SWD Sep‑75 for further testing and then moved to Derby for removal of equipment 21-Oct-75. Unit then returned to Eastleigh for overhaul prior to resuming normal traffic.

Unit to Swindon for refurbishing 24-Feb-81 as 5-car including loco-hauled TSO 3916. Unit refurbished in original formation as 1589, TSO 3916 converted to TSO 71626 for unit 1532.

 

7179

 

 

7180

Unit coupled with locomotive E5013 from Oct-63 to Jan-64 and used for wheelslip (on the locomotive) testing, sometimes coupled with up to three further ‘dead’ 4 CEP units in connection with ‘push-pull’ working proposed for the new Bournemouth line stock.

 

7181

Unit (with 7117) in collision with parcels train near Marden 4-Jan-69 and MBS 61749, TSK 70530 and TCK 70579 all wrecked and withdrawn from 21-May-69. 61749 and 70530 were scrapped on site, 70579 at Swindon works by 18-Dec-71 having been reinstated 26-Apr-69 but withdrawn again 9-May-70. Unit deleted, MBS 61748 to Wolverton for repair (with 7117), released 11-Jun-69 and stored at Chart Leacon until formed into 4 BEP 7015 c.Jul‑70.

 

7182

 

 

7183

TCK 70581 possibly damaged about September 1975? as unit to Eastleigh 29-Oct-75 for C1 overhaul and three coaches released 21-Nov-75 but TCK 70581 not ready until 5-Jan-76.

 

7184

Unit to Swindon for refurbishing 1-Nov-80 as 5-car including TB 69008 (ex.7009), this coach then withdrawn.

 

7185

TSK 70534 believed to have been renumbered ex damaged 70511 (ex.7162) prior to unit being completed at Eastleigh 31-Jan-62.

TCK 70583 exchanged with fire damaged 70589 (ex.7191) Jul‑81 and unit to Swindon for refurbishing 16-Jul-81.

 

7186

MBS 61759 temporarily exchanged with damaged 61795 (ex.7014) Sep‑77 and unit stopped for repairs at Slade Green. Reverted 9-Dec-77.

 

7187

Delivered to Selhurst 21/22-Feb-61 for commissioning.

 

7188

Three coaches of unit damaged when unit driven past 7129 left standing foul at Chart Leacon 21-Feb-64, MBS 61763, TSK 70537 and TCK 70586 all affected. Unit repaired at Lancing?

Unit damaged about July 1967 (details unknown) and MBS 61762, TSK 70537 and TCK 70586 all affected, unit to Eastleigh for C5 repair 3-Aug-67, released 2-Nov-67 still in green livery.

TCK 70586 damaged about July 1970 and unit to Eastleigh 10-Aug-70 for C5 repair to this coach, released 1-Sep-70.

Unit damaged in collision (with what?) at Ramsgate depot 9-Jun-82 and sent to Swindon for refurbishing 27-Jul-82.

 

7189

Unit damaged by fire at Ramsgate 22-Oct-70 and TSK 70538 damaged and withdrawn 12-Jun-71. Coach taken to Swindon for stripping and released 15-Mar-72 for return to SR and body break‑up; body scrapped at Stewarts Lane by 1-Dec-73. Replaced by fire damaged TCK 70044 (ex withdrawn 7204) c.Aug‑71 and unit to Swindon for repairs where 70044 downgraded to TSK seating 56 second and unit now seated 24 first and 184 second. This coach now code BM‑2B and design code EH2.74.0A; unit released from Swindon 8-Jun-72.

TSK 70044 temporarily exchanged with damaged 70289 (ex.7140) Sep‑78 and unit out of use for repair until reverted to normal formation Nov‑78.

 

7190

TCK 70588 possibly damaged about December 1975? as unit to Eastleigh 14-Jan-76 for C1 overhaul and three coaches released 13-Feb-76 but TCK 70588 not ready until 8-Oct-76.

 

7191

TCK 70589 fire damaged and exchanged with 70583 (ex.7185) Jul‑81 prior to 7185 going to Swindon for refurbishing.

 

7192

 

 

7193

Unit fitted from new with AWS equipment as experiment.

 

7194

 

 

7195

Unit slightly damaged about March 1966 (details unknown) and sent to Eastleigh for repair between 5-Apr-66 and released 2-Jun-66.

 

7196

 

 

7197

 

 

7198

 

 

7199

Unit slightly damaged about December 1968 and to Eastleigh 16-Dec-68 for C1 overhaul and repair. Released 10-Jan-69.

 

7200

Unit damaged in collision with open door on freight train between Sevenoaks and Orpington Jan-78 and TSK 70549 temporarily exchanged with 70525 (ex.7176) until reverted Apr‑78.

 

7201

 

 

7202

MBS 61790 found to have some impact damage at Ramsgate depot 8-Mar-64, unit sent to Lancing 13-Mar-64 for repair. Unit to Swindon for refurbishing 20-Jan-81 as 6-car including TB 69000 (ex.7001) and loco‑hauled TSO 4381. Refurbished in original formation as 1591, TB 69000 withdrawn and TSO 4381 converted to TSO 71625 for unit 1587.

 

7203

 

 

7204

Unit damaged by fire at Stewarts Lane 9-Apr-71 and MBS 61871 and TSK 70242 both damaged and withdrawn from 12-Jun-71. TSK 70242 sent to Ashford c.Nov‑71 and broken‑up by 19-Feb-72 for spares. MBS 61871 to Swindon for stripping, then returned to Eastleigh 15-Mar-72.

Underframe and cab of 61871 stored at Eastleigh and Micheldever. Unit disbanded and TCK 70044 (also fire damaged) transferred to unit 7189 c.Aug‑71 and downgraded to TSK during repairs at Swindon. MBS 61870 to 7151 Apr‑71.

Remains of 61871 sent to Swindon for stripping and returned to SR 15-Mar-72 for experimental use and stored at Strawberry Hill by 1979 later moving to Twickenham Jan-80 then to Shepperton 13-Jun-80 and to Slade Green Oct‑80 for bogie recovery prior to further storage at Basingstoke pending disposal.

Finally scrapped at V. Berry, Leicester Apr‑90, by road from Southampton Down Yard 1-Apr-90.

 

7205

 

 

7206

 

 

7207

 

 

7208

Unit slightly damaged early 1966 (details unknown) and to Eastleigh 10-Feb-66 for repairs to MBS 61954 and both trailers 70656 & 70663. Unit released 18-Feb-66.

MBS 61955 slightly damaged about January 1968 (details unknown) and unit to Eastleigh 17-Jan-68 for C3 overhaul and repair. Unit released 14-Feb-68 in blue /grey livery.

Unit derailed by fallen chalk at north portal of Sevenoaks Tunnel 26-Feb-78 and MBS 61954 damaged. MBS 61955 temporarily exchanged with damaged 61741 (ex.7177) Apr‑78 and unit out of use for repairs until reverted Jul‑78.

 

7209

 

 

7210

MBS 61958 and TCK 70658 both derailed at Cannon Street 13-Jul-64 due to loose tyre on MBS 61806 (of 7020) and unit to Eastleigh for repairs 27-Jul-64 and released 7-Aug-64.

Unit possibly damaged about June 1977 as sent to Eastleigh 4-Jul-77 for C1 overhaul but not released until 17-Mar-78.

Unit (with 7856) damaged by fire in adjacent 7130 at Victoria 1-Mar-79 and TCK 70658 withdrawn and scrapped at Strawberry Hill Feb‑80 by Smeeth Metal Co. Remainder of unit sent to Swindon for refurbishing 4-Aug-79 and split up:

MBS 61958 to 1588 (then 1602),

MBS 61959 to 411602,

TSK 70665 to 1522.

 

7211

 

               

Back to top

 


Phase 1 & 2
4 BEP Units 7003 - 7022

 

The ‘production’ 4 BEP units were ordered in two batches, 7003 - 7012 for ‘Phase 1’ of the Kent Coast scheme on 22nd February 1957 and 7013 -7022 for ‘Phase 2’ on 29th July 1959. Units 7003 - 7012 were delivered between March and July 1959 and 7013 was delivered in January 1961 and all except 7021 and 7022 were in service for the inauguration of ‘phase 2’ in June.

The internal layout of these units was again identical to the prototype 4 BEPs 7001 /7002 and again these units had the same style revamped interior designs of the production 4 CEP units. The buffet cars weighed 36 tons and each 4 BEP weighed 146 tons overall. As with the 4 CEP batches, the ‘Phase 1’ units had Mark 4 bogies throughout and the ‘Phase 2’ units had Mark 3B motor and Commonwealth trailer bogies.

The buffet cars on the ‘Phase 1’ units were later fitted with Commonwealth bogies to improve their riding, unit 7010 being altered by about January 1960 and the others from mid 1961. The buffet car of unit 7009 was mounted on Mark 3 bogies in March 1960 as a further experiment, though it was later altered to Commonwealth bogies. The first of the ‘Phase 2’ units entered traffic during March 1961. The final buffet car built for 7022 had experimental air‑conditioning fitted, delaying the entry of that unit to traffic until October 1961.

When new, the buffet cars were to diagram 19 in the BR loco-hauled series, this was later amended to 425 in the SR EMU number range, officially from 2nd September 1961. Units 7013 - 7015 were fitted with a stretcher window in the non‑corridor side of the centremost second class compartment in the TCK.

Lot numbers for these units were:

Phase 1 units, MBS 30454, TCK 30456 & TB 30457,

Phase 2 units, MBS 30619, TCK 30621 & TB 30622.

With the exception of unit 7010 all the ‘Phase 1’ units were ready for the inauguration of the electrification scheme on 15th June 1959, indeed units 7003 /7004 /7005 were all used on inaugural special trains for BRB and local government officials on 9th June. All units were then allocated to Ramsgate depot for routine maintenance, heavier work being undertaken at the same locations as those mentioned for the 4 CEP units.

All the ‘Phase 1’ units were transferred to the Central Division from early January 1964 based at Streatham Hill depot until 10th July 1972, then Lovers Walk and used on the Victoria ‑ Bognor via Horsham route, but later transfers saw some work again on the South Eastern Division. They were allocated to Class 421/2 initially under the BR TOPS classification system in 1972, this being revised to Class 410/2 during 1975.

All the 4 BEP units were delivered in all-over green livery, all later gaining small yellow warning panels on the cab nose end doors. The ‘Phase 2’ units had their AWS equipment brought into use from late 1962, all being completed by September 1963. Most units went directly from green livery to blue /grey with full yellow ends, but units 7003/8 were painted plain blue with small yellow panels late in 1966 whilst units 7007 /7009 /7019 /7020 /7021 were outshopped in all-over blue with full yellow ends during 1967. However, all these eventually gained the standard blue /grey livery during 1970, the last green unit to run being 7016 in December 1969 and the last blue one being 7009 in September 1970.

Units were loaned from time to time to both Central and South Western divisions to cover shortages of buffet units, 7020 covering for 7045 on the Central Division early in 1973 and 7016 covering for 7053 at Fratton in mid-1974. Unit 7004 was re-trimmed throughout in ‘Bournemouth Blue’ moquette during overhaul about November 1974, in place of the customary ‘Trojan’ grey colour.

Upon refurbishment all the ‘phase 1’ units became 4 CEPs; their buffet cars being withdrawn for scrapping (although one saw further use in a 4 TEP unit prior to disposal, the remainder all being stored and stripped, later moving together from Swindon to Tinsley 27th July 1983 en route to scrapping at Vic Berry, Leicester during November 1984).

The ‘phase 2’ units were all reformed, seven of the buffet cars being rebuilt for further use in refurbished 4 BEP units, one being scrapped and three used temporarily in 4 TEP units prior to scrapping. Units 7018 and 7021 were the last unrefurbished 4 CEP /4 BEP units to run, being taken out of traffic in mid-September 1983 and sent to Swindon shortly afterwards.

Unit formations were as follows, with date of trip to Swindon for refurbishment also shown.

 

Phase 1
4 BEP units 7003 to 7012

 

 

 

 

1

 

 

2

Refurbished

 

 

Unit

New

MBS

TCK

TB

MBS

Date

As Unit

 

Diag. No.
Code

 

402
AD

450
BJ

425
BL

402
AE

 

 

 

7003

21-Mar-59

61391

70346
70238
70346

69002

61390

7-Apr-81

1532

 

7004

11-Apr-59

61393

70347

69003

61392
61385 [23]

22-Apr-81

1533

 

7005

18-Apr-59

61395

70348

69004

61394

17-Nov-81

1542

 

7006

25-Apr-59

61397

70349

69005

61396

9-Jun-81

1535

 

7007

2-May-59

61399

70350

69006

61398

4-Aug-81

1536

 

7008

2-May-59

61401

70351

69007

61400

6-Oct-81

1539

 

7009

9-May-59

61403

70352

69008

61402

5-Aug-80

1519

 

7010

9-May-59

61405

70353

69009

61404

28-May-81

1534

 

7011

16-May-59

61407

70354

69010

61406

4-Aug-83

1562
/2305 /2701

 

7012

16-May-59

61409
61720
[24]
61409

70355
70236
70355

69011

61408

10-Nov-81

1541

 

 

Phase 2
4 BEP units 7013 to 7022

 

 

Code

New

AG-2A

BM

BL-1A

AH

 

 

 

7013

14-Jan-61

61792
61714
[25]
61792

70601
70562
70601

69012

61793

19-Jan-82

1574
/2304

 

7014

28-Jan-61

61794

70602

69013

61795
61759
61795

4-Nov-82

1612
/2305

 

7015

4-Mar-61

61796
61748 [26]

70603

69014

61797

18-Jun-81

1582
/2301

 

7016

25-Mar-61

61798

70604

69015

61799

21-Jun-83

2305 /1561 /2307

 

 

7017

15-Apr-61

61800

70605

69016

61801

3-Mar-83

1617 /2306

 

7018

13-May-61

61802

70606

69017

61803

29-Sep-83

2307 /2704

 

7019

27-May-61

61804

70607

69018

61805

15-Jun-82

2301 /2303

 

7020

3-Jun-61

61806

70608

69019

61807

25-Feb-82

1571 /2302

 

7021

1-Jul-61

61808

70609

69020

61809
61811
61809

22-Sep-83

2306/2703

 

Code

 

 

 

BL-2B

 

 

 

 

7022

23-Sep-61

61810

70610

69021

61811
61809
61811

8-Sep-83

1621 /2702

 

 

Notes:

 

 

 

 

#23

No. 1 end MBS Code AD.

#25

MBS Code AG.

 

#24

‘Phase 2’ MBS Code AG.

#26

MBS Code AG.

 

 

 

 

 

 

 

 

 

Automatic Warning System (AWS)
4 BEP Units 7105 to 7122

The AWS equipment was brought into use on these units as follows:

 

Unit

Date

7013

Dec-62

7014

19-Mar-63

7015

30-May-63

7016

29-Jan-63

7017

13-Sep-63

7018

Nov-62

7019

Dec-62

7020

19-Apr-63

7021

5-Mar-63

7022

10-May-63

 

 

Individual Unit Notes
7003 to 7022

Unit

Notes

7003

TB 69002 fitted with Commonwealth bogies Sep‑61.

TCK 70346 defective and temporarily exchanged with 70238 (ex.7108) Dec‑76 to Jan-77.

Unit to Swindon for refurbishing 7-Apr-81 and TB 69002 withdrawn 9-Apr-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1532.

7004

TB 69003 fitted with Commonwealth bogies May‑61.

Unit hit by runaway ballast train at Horsham 8-Jan-72 and MBS 61392 wrecked and broken-up on site by 8-Aug-73. TB 69003 damaged and unit to Slade Green for repairs 22-Jan-72. 61392 replaced by 61385 (ex fire damage repairs from 7151 and a modified No. 1 end coach and released from Swindon 15-Mar-72 with ‘paint date’ 25-Feb-72). Reformed unit to Eastleigh 28-Jun-72 for C3 overhaul on three coaches and modifications to MBS 61385, released in new permanent formation 8-Aug-72.

Unit to Swindon for refurbishing 22-Apr-81 and TB 69003 withdrawn 22-Apr-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1533.

7005

Unit to Swindon for refurbishing 17-Nov-81 and TB 69004 withdrawn 20-Nov-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1542.

7006

Unit to Swindon for refurbishing 9-Jun-81 and TB 69005 withdrawn 16-Jun-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1535.

7007

TB 69006 slightly damaged when unit took two roads shunting at Ramsgate depot 16-Jun-62.

Unit to Swindon for refurbishing 4-Aug-81 and TB 69006 withdrawn 6-Aug-81 and scrapped at V. Berry, Leicester 11‑84. Remainder of unit refurbished as 1536.

7008

Unit to Swindon for refurbishing 6-Oct-81 and TB 69007 withdrawn 8-Oct-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1539.

7009

Unit damaged at Bickley Jul‑59 and back to traffic late 1959 after repairs.

TB 69008 removed from unit Mar‑60 to Jun‑60 and used for bogie tests with Mark 3 bogies marshalled in a loco‑hauled set 883. Coach vacuum piped and hauled on test runs by Schools Class 30920 ‘Rugby’ or 30917 ‘Ardingly’ between Lancing /Hove and London Bridge /New Cross Gate. Remaining three cars of 7009 stored.

Unit slightly damaged in collision with 2 HAP 6003 at Ashford about May 1963.

Unit to Swindon for refurbishing 5-Aug-80 as 3-car and TB 69008 followed 1-Nov-80 (in unit 7184) and withdrawn 9-Apr-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1519.

7010

Buffet 69009 fitted with experimental Commonwealth bogies early 1960. This vehicle removed from unit Aug‑60 and used on test runs formed into 7155, later transferred to 7168 from Feb‑61. Remaining three cars of 7010 out of use.

Unit to Swindon for refurbishing 28-May-81 and TB 69009 withdrawn 3-Jun-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1534.

7011

TB 69010 removed from unit at Ramsgate and formed into 4‑TEP 2701 1-Aug-83 and remainder of unit to Swindon for refurbishing 4-Aug-83. Included TB 69001 (ex.7002) from Strawberry Hill to Swindon though this coach condemned at Swindon.

7012

MBS 61409 cab damaged Aug‑78 (where?) and temporarily exchanged with 61720 (ex.7167) until 16-Sep-78.

TCK 70355 had split water tank and temporarily exchanged with 70236 (ex.7106) Aug‑79 to Oct‑79.

Unit to Swindon for refurbishing 10-Nov-81 and TB 69011 withdrawn 13-Nov-81 and arrived at Mayer Newman, Snailwell for scrapping 8-Feb-85 and burnt that day.

7013

TB 69012 slightly damaged when unit in buffer stop collision in Ramsgate depot 14-Jan-64 and to Lancing for repairs.

MBS 61792 and TCK 70601 damaged in collision with 7164 at Ramsgate 4-Oct-72 and both exchanged with 61714 and 70562 (ex.7164). Unit then ran misformed until sent to Eastleigh 13-Aug-73 for C3 overhaul and reformed to normal at Eastleigh when released 31-Aug-73.

Unit to Swindon 19-Jan-82 for refurbishing. TB 69012 rebuilt and renumbered 69344 for unit 2304. Remainder of unit refurbished as 1574.

7014

Unit to Eastleigh 11-Mar-63 for AWS fitting, released 19-Mar-63.

MBS 61795 damaged (where?) and temporarily exchanged with 61759 (ex.7186) Sep‑77 to 9-Dec-77.

Unit to Swindon 4-Nov-82 for refurbishing. TB 69013 rebuilt and renumbered 69345 for unit 2305. Remainder of unit refurbished as 1612.

7015

Unit to Eastleigh 20-May-63 for AWS fitting, released 30-May-63.

Unit damaged about October 1967 (details unknown) and to Eastleigh 26-Oct-67 for C5 repair. Not released until 2-May-68 still in green livery.

Unit in collision with lorry on level crossing at Shalmsford Street near Chartham 15-Jul-70 and MBS 61796 damaged and to Eastleigh 27-Nov-70 for repair and to 7129 6-Aug-71 when released after repairs. Replaced by 61748 (ex withdrawn 7181).

Unit to Swindon 18-Jun-81 for refurbishing. TB 69014 rebuilt and renumbered as 69341 for unit 2301. Remainder of unit refurbished as 1582.

7016

Unit to Eastleigh 14-Jan-63 for AWS fitting, released 29-Jan-63.

Unit to Swindon 21-Jun-83 for refurbishing. TB 69015 rebuilt and renumbered 69347 for unit 2307. Motor coaches refurbished for unit 2305, TCK 70604 for unit 1561.

7017

Unit to Eastleigh for overhaul and AWS fitting 16-Aug-63, released 13-Sep-63.

Unit to Swindon 3-Mar-83 for refurbishing. TB 69016 rebuilt and renumbered 69346 for unit 2306. Remainder of unit refurbished as 1617.

7018

TB 69017 removed from unit and formed into 4 TEP 2704 from 23-Dec-83. Remainder of unit to Swindon for refurbishing as 2307 29-Sep-83.

7019

Unit to Swindon 15-Jun-82 for refurbishing, as 5-car including loco‑hauled TSO 4062. TB 69018 rebuilt and renumbered 69343 for unit 2303. Remainder of unit refurbished as 2301.

7020

Unit to Eastleigh 1‑Apr-­63 for AWS fitting, released 19-Apr-63.

Unit slightly damaged in derailment at Cannon Street 13-Jul-64 when MBS 61806 derailed due to a loose tyre. Repaired at Chart Leacon?

Unit to Swindon 25-Feb-82 for refurbishing. TB 69019 rebuilt and renumbered 69342 for unit 2302. Remainder of unit refurbished as 1571.

7021

Unit to Eastleigh 18-Feb-63 for AWS fitting, released 5-Mar-63.

MBS 61809 damaged (where?) and temporarily exchanged with 61811 (ex 7022) Mar‑79 to Jun‑79.

TB 69020 removed from unit and formed into 4 TEP 2703 from 22-Dec-83. Remainder of unit to Swindon for refurbishing as 2306 22-Sep-83.

7022

TB 69021 fitted with experimental air conditioning from new and certain sliding ventilators sealed-up as a result. Unit to Eastleigh 29-Apr-63 for AWS fitting, released 10-May-63.

MBS 61811 damaged late 1965 (details unknown) and unit to Eastleigh for repair between 26-Jan-66 and 11-Mar-67.

TB 69021 damaged (where?) c.Mar‑79 and MBS 61811 exchanged with damaged 61809 (ex.7021) and unit out of use for repairs at Ramsgate. Reverted to normal formation Jun‑79.

TB 69021 removed from unit and formed into 4 TEP 2702 12-Sep-83. Remainder of unit to Swindon for refurbishing as 1621 8-Sep-83.

               

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Prototype Refurbished 4 CEP Unit 7153

 

The final ‘phase 1’ unit, 4 CEP 7153, was taken into Eastleigh works on 7th October 1974 and became the prototype unit for the refurbishing of the whole 4 CEP /4 BEP fleet. These units (except the ‘1951-type’ sets) all contained blue asbestos insulation which had to be removed requiring extensive stripping out of the interiors and the opportunity was taken to rebuild the unit with more up to date interior fittings and relocate the guard's accommodation in one of the centre coaches as in later Southern units.

Each motor coach was rebuilt as a driving motor second and the former guard's brakevan area removed. A new full width driver's entrance vestibule was provided immediately behind the cab, separated from the passenger area by a sliding door, then a single bay saloon seating 8. The previous entrance vestibule remained, though now with glazed partitions each side and no sliding doors. The remainder of the coach was a seven bay saloon as before with side doors to the centremost bay and a full width entrance vestibule at the far end. This coach now seated 64 and weighed 44 tons (No. 1 end) or 43 tons (No. 2 end).

The former TSK had the interior completely stripped out apart from the two toilets at the end adjacent to the DMS and was now an entirely open coach. There was now a full width entrance vestibule at each end with sliding door access to the saloon. The seating was now in an eight bay saloon also seating 64. There were side doors and an entrance vestibule in the centre of the coach, with glazed partitions but no sliding doors. This coach now weighed 34 tons.

The former TCK was extensively altered, the vestibule and toilets at each end remaining along with the four first class compartments. The outermost second class compartment also remained, though now fitted with first class style seating and only seating 6. The remaining two former second class compartments towards the centre of the coach were stripped out and the guard's brake located here adjacent to the centre passenger entrance vestibule. The luggage area took up the space of the original centremost second class compartment, and was separated, like the guard's brake by sliding doors from the corridor. Double outwards opening doors were fitted each side of the luggage area, and a single inwards opening door each side of the guard's brake. This coach was now classified as trailer brake composite and weighed 36 tons and seated 24 first and 6 second. Overall unit weight was now 156 tons and seating 24 first and 198 second. Throughout the unit, all seating was now of the Inter‑City type with removable covers for easy cleaning.

False ceilings with fluorescent lighting and a PA system were also installed, and double glazing refitted throughout the unit at all large sidelights. The sliding ventilators above were retained. The unit was also remounted on Commonwealth bogies and the gangway connections slightly modified. All interior panelling was replaced with easy‑toclean laminates, any wood surfaces being eliminated. The cabs were also refurbished and fitted with a ‘1963 type’ driver's control desk and AWS, the electrical equipment being updated also to be similar to ‘1963 stock’. Windscreen washers were also fitted along with high‑impact laminated windscreens.

Electrical codes and BR design codes were altered, but no new diagram numbers were issued as these were superseded and incorporated in the BR code, the revised codes being as follows:

 

 

 

OLD

 

 

NEW

 

Coach

Type

SR Code

BR Code

Type

SR Code

BR Code

61388

No 2 MBSO

AE

EB2.75.0A

No 2 MSO

AL-1A

EA2.62.0A

61389

No 1 MBSO

AD

EB2.74.0A

No 1 MSO

AK-1A

EA2.61.0A

70302

TSK

BK

EH2.73.0A

TSO

BX-3D

EH2.77.0A

70345

TCK

BJ

EH3.61.0A

TBC

BW-3D

EJ3.60.0A

 

The unit was also reclassified as Class 411/3 at this time.


The unit was released from Eastleigh works 11th October 1975 in blue /grey livery and moved to Strawberry Hill between 6022 & 6023 14th October 1975 and ran some test runs (again between 6022 & 6023) on 2nd November 1975 including a trip to Hampton Court. It was ready for inspection and a press launch at Waterloo on 10th November 1975, and returned to Eastleigh 14-Nov-75 for some modifications, being released again 20th November 1975 and ran a further inspection trip from Stewarts Lane to Beckenham Jct for SED officials later that day. The unit entered service 1st December 1975 but failed the following day and was out of use at Strawberry Hill for some weeks, going back into traffic after further testing from 9th February 1976. It was not initially renumbered, but later was renumbered 1500 from 14-Nov-85 during C2 overhaul at Eastleigh when it also received the ‘Jaffa Cake’ two tone brown L&SE livery.

 

 

1

 

 

2

 

Unit

MSO

TBC

TSO

MSO

Renumbered

SR Code

AK-1A

BW-3D

BX-3D

AL-1A

 

BR Code

EA2.61.0A

EJ3.60.0A

EH2.77.0A

EA2.62.0A

 

7153
(11-Oct-75)

61389

70345

70302

61388

1500
(14-Nov-85)

 

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Refurbished 4 CEP Units 1501 - 1621

 

Following a period of trial running with 7153, authorisation was given for the refurbishment of the whole 4 CEP /4 BEP fleet in a programme starting in November 1978. This work was done at Swindon works and was planned to take about 12 weeks for each unit, one being sent each week, but shortages of materials often meant that units were away for longer, some of the original ‘1951-type’ units taking up to 8 months. The five remaining ‘1951-type’ units would become units 411501 - 411505, their buffet cars being withdrawn. The ‘Phase 1’ 4 CEPs would be 411506 - 411552 and the ‘Phase 2’ units 411553 - 411608.

Changes of plan about the number of 4 BEP units to retain buffet cars led to alterations to this, and all the ‘Phase 1’ 4 BEPs were refurbished as 4 CEPs, their buffet cars being withdrawn. Only seven of the ‘Phase 2’ 4 BEPs had their buffet cars refurbished, one was withdrawn and the remaining three (along with one ‘Phase 1’ car) being used unrefurbished in otherwise refurbished 4 CEPs as temporary 4 TEP units to cover an asbestos removal programme in buffet cars of 4 BIG units, these coaches then being scrapped. To replace the withdrawn buffet cars, fourteen former loco-hauled TSO coaches were also refurbished in identical fashion to the TSKs and otherwise modified as EMU vehicles, these coaches being virtually indistinguishable from the genuine 4 CEP /4 BEP TSKs as converted; though they had slightly different rainstrips on the roofs. As a result, ‘phase 1’ units appeared as 411506 to 411562 and ‘Phase 2’ units as 411563 - 411621. The remaining seven 4 BEP units were renumbered 412301 to 412307.

Six figure unit numbers were only applied to the first few units done, 411501 /411502, 411506 to 411519, 411598 to 411608; all others only having the last four digits on the cab ends. The ‘Phase 2’ units were delivered in reverse numerical order downwards from 411608 to 1563, then upwards 1609 - 1621. Units were shopped as they became due for overhaul, and not in any numerical sequence. The first unit dealt with (7133) went to Swindon during November 1978 and entered traffic in its new form as unit 1506 13th December 1979. The last unrefurbished units went to Swindon in October 1983, and all were in service by June 1984.

The units retained the internal layout of the prototype unit 7153> However, there were many detail differences, the main one being the complete replacement of the large side windows with new double glazed units with tinted glass and a hopper ventilator above replacing the former sliding arrangement. Internal panelling was also different, with white bodyside and orange end panel colours in passenger saloons and a yellow colour used in vestibules. The heavy sliding doors at coach ends within the unit were also removed, leading to complaints of noise and draughts.

All units were planned to be mounted on Commonwealth trailer bogies, this involved converting the ‘1951-type’ and ‘Phase 1’ units, though a shortage of these bogies led to a few former ‘Phase 1’ units initially running with Mark 4 unpowered bogies, though all were subsequently converted. Many of these bogies were recovered from withdrawn 2 HAP units. Units now weighed 155 tons and seated 24 first and 198 second. Following refurbishing, the original ‘1951-type’ units became Class 411/4 and the ‘1957’ units became Class 411/5.

Electrical codes and BR design codes were completely revised on refurbishing as follows:

 

 

 

 

OLD

 

 

NEW

 

Vehicle Nos.

 

Type

SR Code

BR Code

Type

SR Code

BR Code

61033 - 61044

 

MBSO

AB

EB2.73.0A

No 1 MSO#A

AO

EA2.63.0A

61033 - 61044

 

MBSO

AB

EB2.73.0A

No 2 MSO#B

AO-1A

EA2.63.0A

61229 - 61239

(odd)

No 1 MBSO

AD

EB2.74.0A

No 1 MSO

AK

EA2.64.0A

61230 - 61240

(even)

No 2 MBSO

AE

EB2.75.0A

No 2 MSO

AL

EA2.64.3A

61304 - 61408

(even)

No 2 MBSO

AE

EB2.75.0A

No 2 MSO

AL

EA2.64.3A

61305 - 61409

(odd)

No 1 MBSO

AD

EB2.74.0A

No 1 MSO

AK

EA2.64.0A

61694 - 61774

(even)

No 1 MBSO

AG

EB2.74.1B

No 1 MSO

AM

EA2.64.1A

61776 - 61810

(even)

No 1 MBSO

AG-2A

EB2.74.2B

No 1 MSO

AM

EA2.64.1A

61695 - 61811

(odd)

No 2 MBSO

AH

EB2.75.1B

No 2 MSO

AN

EA2.64.4B

61868 - 61870

(even)

No 1 MBSO

AG-2A

EB2.74.2B

No 1 MSO

AM

EA2.64.1A

61869

 

No 2 MBSO

AH

EB2.75.1B

No 2 MSO

AN

EA2.64.4B

61948 - 61960

(even)

No 1 MBSO

AG-1A

EB2.74.1A

No 1 MSO

AM-1A

EA2.64.1A

61949 - 61961

(odd)

No 2 MBSO

AH-1A

EB2.75.1C

No 2 MSO

AN-1A

EA2.64.5A

69341 - 69347#C

 

TB

BL-1A

EN4.61.1B

TB

BL-3C

EN2.61.0A

70033 - 70036

 

TSK

BH

EH2.73.0A