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BRITISH RAIL’S SOUTHERN REGION
HAMPSHIRE, HASTINGS & BERKSHIRE
2H, 3H & 3T DIESEL MULTIPLE-UNITS

 

2H 1115.jpg

Kernow’s model of 1115 – see section on 2H/3H in model form

 

The 1957-built 2H ‘Hampshire’ units

During 1957 a batch of eighteen two-car diesel electric units were constructed at Eastleigh on frames from Ashford for the dieselisation of various services in Hampshire. Numbered 1101 – 1118 they were classified as 2H units and were basically a diesel version of a 2 HAP electric unit which were being built concurrently. Each diesel unit consisted of a motor brake second and a driving trailer composite.

Lot numbers allocated to these vehicles were MBS 30332 and DTC 30333; these having been ordered on 16th November 1955.

Overall 2-car unit length was 133' 3½" and they weighed 88 tons, seating 13 first and 114 second class passengers. The units were mounted on BR Mark 2A bogies and were finished in all over green livery, all entering service between August and October 1957. The two coaches were coupled by buckeye couplers with rubbing plates; not the central buffer and three link chain arrangement used to restrict the overall length of the 2 HAP /EPB units. The external appearance closely resembled the BR ‘1951 type’ 2 HAP and 2 EPB units with external lighting trunking along the coach roofs.

To service these new diesel units a new diesel depot and engine repair shop were established at Eastleigh on a site adjacent to the main works with the engine repair shop taking on all heavy repairs to the 4SRKT engines (including those units allocated to St Leonards). The engines being moved between the depots on four special wagons built for the purpose. Protected by a special cover each wagon could carry a complete engine and generator set (one of these wagons is now preserved by Hastings Diesels Ltd at St Leonards).

 

The Motor Brake Seconds (Motor Coaches)

The motor brake seconds (MBS) consisted of a full width drivers' cab entered via the engine room and fitted with an offside emergency exit door (as in the 6-car ‘Hastings’ units). Situated in the engine room was the English Electric 4SRKT engine and generators, these being identical to those fitted into the 6S & 6L ‘Hastings’ units completed earlier in 1957 at Eastleigh.

This engine powered a motor bogie located at the inner end of the coach (to assist weight distribution) which was fitted with two EE507 motors driving through a suburban gear ratio.

Behind the engine and radiator compartments was the guards' brake, this being 8' 2½" wide and being provided with  access via a side passageway through the engine room to the drivers' cab (as in the 6-car ‘Hastings’ units. However, no access was provided into the adjacent passenger saloon.

The passenger saloon had seating five bays with 3 & 2 person seating either side of the gangway; the ends of the saloon having full width 6-person benches, with side doors to each seating bay the motor brake seconds provided seating for 52 persons; three‑aside seating units being on the offside when the driver’s cab was leading.

Built to Diagram No. 652 the motor coaches were 64' 0" long and weighed 56 tons (split about 32 tons on the leading bogie and 24 tons on the motor bogie). They were similarly equipped to the 6-car ‘Hastings’ motor coaches with battery boxes, fuel tanks, compressor and switchgear cabinets mounted below the underframe between the bogies.

 

The Driving Trailer Composites

The driving trailer composites (DTC) were similar in layout to those used in the 2 HAP electric units (also being built at this time) but instead of having three first-class compartments, the outermost compartment behind the driving cab entrance vestibule was fitted out as a twelve seat second class compartment with no through access to the adjacent first class side corridor. The two remaining compartments were first class, one seating seven and the innermost six persons. Both these compartments had access via the short side (driver’s side) corridor to a lavatory.

The remainder of this coach was to the same layout as the 2 HAP DTCs with a five bay saloon seating 50 and lavatory access via a very short central corridor into the toilet compartment. There was no through access between first and second class. The three‑aside seating units were on the nearside when the cab was leading.

Built to Diagram No. 679 this 64' 0" long coach weighed 32 tons and seated 13 first and 62 second class passengers.

 

Introduction into Service

An almost-complete unit number 1101 was exhibited at the Eastleigh works open day on 7th August 1957. It commenced its first test running on 12th August 1957 with four trips from Eastleigh to Fareham and back; the following day running two trips to Basingstoke. Unit number 1102 began its testing on 16th August with a similar programme (which all subsequent units followed as released from the works).

Early crew training runs took place from Eastleigh onto the Andover Jct. line (6S ‘Hastings’ unit 1005 had been used similarly earlier in May 1957). Nine 2H units had been delivered and commissioned by mid-September 1957 when passenger services were planned to commence.

The first 2H units took over the Portsmouth/Southampton to Salisbury service from 16th September 1957, though on the first day unit 1103 was slightly damaged in a collision with a Western Region 6-set at Eastleigh; the following day unit 1110 being put into traffic as a replacement. All eighteen were in service from 4th November covering the Portsmouth /Southampton to Alton and Andover services.

The first phase of the scheme saw an hourly semi‑fast service from Portsmouth Harbour to Salisbury calling at Portsmouth & Southsea, Fratton, Cosham, Fareham, Netley, Woolston, St Denys, Southampton Central, Romsey, Dunbridge, Dean & Salisbury in a scheduled time of 84 minutes; this comparing with steam timings of about 105 minutes. This service was supplemented by an hourly Portsmouth Harbour to Southampton Central service calling at all stations; this taking 55 minutes reduced from the 70 minutes for steam traction.

The second phase from 4th November 1957 saw further services introduced (all at hourly frequencies) as follows:

Portsmouth Harbour - Eastleigh - Andover Junction

(96 minutes reduced from 130)

Southampton Terminus - Winchester - Alton   

(55 minutes reduced from 77)

Southampton Terminus - Winchester City        

(24 minutes reduced from 35)

These combined services gave a ½ hourly frequency between Southampton and Winchester.

 

Once the 2H units had settled down and despite intensive diagramming, occasionally units were spared for Special Traffic workings; one of the first being unit number 1102 used for a special from Cranleigh to Swindon on 5th October 1958. The Sunday service on the Fawley branch was operated by 2H units from October 1958, these then being officially diagrammed on this day from 16th November 1958.

It is believed that the first Hampshire unit to work from Waterloo was 3H unit number 1116 on the 10:54hrs Waterloo to Salisbury service; the motor coach (sporting an orange Vee) being country end. (Did this run solo?)

 

Initial Modifications

Such was the success of these more-frequent diesel services that overcrowding soon became a problem and the units were taken off the Andover line to augment trains between Southampton and Portsmouth. Consideration was then given to making up all units to three cars by inserting a new trailer second and in readiness for this unit number 1114 had its engine uprated to 600bhp by exchanging the Napier MS100 turbocharger for an MS200 type as well as slight modifications to the fuel delivery system. The modified unit ran tests during week /ending 22nd February 1958 coupled to new 6-car ‘Hastings’ unit 1016.

This proved to be successful so to enable all 2H units to be modified as quickly as possible, the 500bhp engines fitted into the motor coaches of yet to be delivered 6-car ‘Hastings’ units numbers 1018/19/31‑37 were converted, uprated and tested in these coaches prior to being exchanged with an unmodified engine from a 2H unit.

Problems with the bogies (similar to those experienced with the 6-car ‘Hastings’ sets and BR type 2 EPB & 2 HAP units) led to the uprating of the bogies with reinforcement, new side-spring hanger brackets and additional VTR vibro-dampers to Mark 4 standards. This was undertaken at Eastleigh works during 1958 with later built units having these fitted from new. The first units completed were numbers 1103 & 1107.

Following complaints of noise, all the units were fitted with a Burgess ‘straight-through’ silencer from late in 1957; unit number 1113 being the last to be done.

These modification programmes reduced unit availability and alternate Andover line trains were terminated at Eastleigh with steam working beyond.

 

Red Blinds and Whistles

The original headcode blinds did not include red blanks and units carried a tail-lamp. In 1958 trials commenced on some 6-car Hastings sets using red blanks instead of a tail lamp. Once these were accepted from May 1960 the roller blinds on the demus were slowly changed; this included the use of a different (visually more-squat) font. At least one 2H retained the early style headcode blinds into 1962.

Her Majesty’s Railway Inspectorate required the red blanks /tail-lamps to be illuminated for at least 30 minutes after any traction failure and some units such as the 4 SUB units (which were never equipped with a battery backup) ended their working lives still using oil-lit tail-lamps.

Today the preserved Hasting unit 1001 carries a tail-lamp when away from the ‘Southern’ as there have been instances of staff not understanding the red blinds and reporting the train as passing ‘without tail-lamp’.

Around 1963 the whistles started being replaced with two-tone air horns; some retaining their whistles into 1966.

 

Strengthening to 3-Cars

Further strengthening of the Hampshire fleet took place from August 1959 when the first of the trailer second (TS) coaches were completed at Eastleigh (again using underframes from Ashford). Each coach was 63' 6" long and weighed 30 tons; none had roof conduits. The Lot number for these coaches was 30542 (this also included the centre trailers of units 1123 ‑ 1126), this order being placed on 13th October 1958, and these vehicles were to Diagram No. 672.

These coaches consisted of two saloons of five bays each and seated 104 second-class passengers. These coaches were marshalled with the three‑aside seating on the opposite side to those in the MBS & DTC vehicles.

Overall unit weight was now 118 tons, they were now 199' 6" long and seated 13 first and 218 second class passengers. Units 1101 ‑ 1118 were then reclassified as 3H but no renumbering took place. The trailer seconds were not inserted into units in numerical order, but were built with “out of sequence numbers” so that their numbers did run in sequence when all units were correctly augmented.

Trailer number 60650 (the first built) was renumbered as 60664 before entering service on 12th August 1959 in unit number 1115 and spent a short while in unit number 1105 before going back into its ‘correct’ unit number 1115. The actual 60650 came later in the batch.

 

Changes of Gear Ratios

During 1959 and prior to the augmentation to 3-cars, the motor-bogies of unit numbers 1101 ‑ 1118 were removed for use in new 4 EPB units in the 5301 ‑ 5356 batch then being built. These motor-bogies were replaced with new equipped with express gear ratios.

However, the combination of three coaches and the express gear ratios did not prove successful on the steeply graded Winchester to Alton line, particularly with train heating in operation and autumn leaf fall causing wheelslip problems. Accordingly from 13th November 1959 five units (1105 /07 /11 /12 /14) were hastily reduced to 2H again and restricted to this route whilst trials took place with refitting suburban gear ratio.

This was partly successful and initially eight units were reconverted to suburban gear ratio and those reduced to 2H made back up to 3H again. All units were modified back to suburban ratios by February 1961.

 

Further Modifications

During 1963/4 the odd second class compartment in the driving trailer of the earlier units was stripped of seating to become a luggage compartment, reducing the seating in this coach by twelve to 13 first and 50 second (unit capacity 13 first and 206 second) though St Leonards based 1119 missed out on this modification. These was however no amendment to the Diagram No. which remained 679.

Some of those allocated to Eastleigh depot also had AWS equipment fitted during this overhaul, these units having the second type ‘Baldwin’ equipment fitted, unit numbers 1101 /02 /03 /04 /05 /10 /11 /12 also 1121 /22 were done although it is not certain if 1106 /07 /08 /09 /13 were fitted at this time. However, but these units were later moved to St Leonards where the equipment was not needed.

 

Summer 1960/1 Winchester Chesil

The termination of the summer Saturdays services at Winchester City was causing operating difficulties. Although Winchester Chesil had closed on 7th March 1960 it was reopened for the next two summers from 18th June 1960 to 10th September 1960 and 17th June 1961 to 9th September 1961 to enable the diversion of seven demu services a day from Southampton Terminus.

.

Winter 1960 Reduction to Two-cars

Despite the return to suburban gear ratios units still had some difficulties between Winchester and Alton so from the Winter 1960 timetable this route was again diagrammed to be worked by 2H units; the centre trailers being removed at random from two units at any one time for this service.

 

The 1958-built 2H ‘Hastings’ Units

During 1958 four more 2H units were built for use based at St Leonards depot on the Ashford ‑ Hastings, Appledore ‑ New Romney and Crowhurst ‑ Bexhill West lines although loco-hauled services on these lines didn’t cease until 1961.

These units were ordered as Lots MBS 30398 and DTC 30399; the MBS order being placed on 13th December 1956, though the DTCs were ordered earlier on 16th May 1956 with all being delivered from June 1958. However, the planned introduction of these units (from 7th June 1958) had to be postponed as only one unit had been delivered by this date.

Initially these 2H units were referred to as ‘Hastings’ units. However, this term fell into disuse as they moved back into Hampshire and they too were simply referred to as ‘Hampshire’ units.

 

The 1959-built 3H ‘Hampshire’ units

All units to be augmented were completed by November 1959 and were followed a further batch of new 3H units numbered 1123 – 1126; these entering service as three-car units between December 1959 and February 1960. These ‘1959’units were virtually identical to the earlier units, but they lacked the external lighting trunking along the coach roofs, (as did the new centre trailers in unit numbers 1101 to 1118).

Lot numbers were MBS 30540 and DTC 30541 with the centre trailers being ordered as part of Lot 30542 (which included the new trailers used to augment units 1101 ‑ 1118 to 3-car). All three Lots were ordered on 13th October 1958.

Unit number 1123 commenced trials from 14th December 1959 running two trips to Fareham followed by a trip to Bournemouth West. When all of the 1123 to 1126 batch were available for traffic the remaining steam services on the Portsmouth - Eastleigh - Andover Jct. route were turned-over to diesel operation from 2nd January 1960.

 

The 1962-built 3H ‘Berkshire’ units

The Reading to Salisbury services, the Fawley branch and the hourly Reading to Basingstoke service (with some services continuing on to Southampton Terminus) were to be dieselised during 1962. Accordingly a further batch of 3H units was ordered for these routes.

These were delivered between May and August 1962 as unit numbers 1127 – 1133 to Lot numbers MBS 30671, TS 30672 & DTC 30673; these orders being placed on 26th April 1960. These units had amended diagram numbers; the MBS being to Diagram No. 656, TS retaining Diagram No. 672 and the DTC having Diagram No. 680.

These units had a number of detail differences from the earlier units, principally that the guards' brake was larger at 14' 5½" wide reducing the passenger saloon in the motor-coach to four bays reducing the seating to 42 second class seats.

Bodywork was similar to the 1957 ‘Phase 2’ type 2 HAP units with smaller headcode panels, slightly tapered windscreens and windows fitted from outside the coach with a window frame as a result.

Unit numbers 1127 to 1130 had short sections of guttering above each passenger door whilst units 1131 to 1133 had continuous gutters with downpipes at the cab ends.

These units were fitted new with two-tone warning horns, the earlier units having been delivered with whistles (though these were altered to horns by 1964). They also had wiring and conduits for Westinghouse AWS equipment though this was sealed out of use until 1963/4.

Although they were also classified as 3H these units seated 13 first but only 208 second-class passengers and were referred to as ‘Berkshire’ units to distinguish them from the older sets. However they worked on all routes operated by the earlier ‘Hampshire’ sets.

 

Electrical Classifications

Around 1960 all these units were allocated electrical codes, these being:

MBS                                        Code NA

MBS (units 1123-1126)      Code NA-1A

TS                                            Code TA

DTC                                         Code VA

DTC (units 1123-1126)       Code VA-1A

Unit numbers 1123 to 1126 had slight electrical differences hence the ‘1A’ coding.

The later 1962-built ‘Berkshire’ units had amended diagram numbers:

MBS                                        Code NA-2B

TS                                            Code TA -1A

DTC                                         Code VA-2B

 

Unit Maintenance

Usually at Eastleigh units received major overhauls though latterly some were dealt with at Swindon; most bogie changes took place at Chart Leacon (Ashford). Certain intermediate bodywork attention was also done at Selhurst from time to time and during the 1970s cabs were stripped of blue asbestos insulation at Strawberry Hill.

Around May 1964 unit number 1129 was experimentally fitted with a Dorman 12QTCW V12 engine of 725bhp, but the standard 4SRKT was refitted after about one year.

 

Orange Vees and Inverted Black Triangles

During 1960 the units started to have a large luminous orange ‘Vee’ painted on the cab ends, unit 1102 being the first done. When the yellow warning panels were applied (1964-65) the motor-coach ends received a black triangle instead; unit 1112 being the first about March 1964. Some units were still sporting orange Vees in the last quarter of 1965.

The imperative for the orange ‘Vee’ is believed to come from mail pick-ups at Winchester City following the introduction of 2H /3H units on the Alton to Southampton services. These units only had a brake van at one end (the motor coach) whereas the steam hauled carriage sets had brake vans at each end with the guard riding in the rear.

Postal staff would traditionally be waiting to load mail into the rear of the train but with a 2H/3H unit the only brake van might arrive at the front of the unit. As a consequence this could cause service delays as postal staff had to move the mail along the platform to the front of the train.

Accordingly the orange-Vee would provide an early indication to staff that there was no brake van at the other end of the unit.

As this problem did not exist on the Central Division the 3D ‘East Sussex’ units (latterly referred to as ‘Oxted’ units) were not equipped with orange-Vees.

In terms of the carriage of mail the brake van provision on 2H /3H units wasn’t generous and on later 3H ‘Berkshire’ builds a seating bay was sacrificed to provide a larger baggage area.

With the introduction of small warning panels (trialled on BR(S) in 1962) the first 2-EPB units started received theirs in late 1963 with 1964 seeing a great rush to equip most units; some yellow warning panels were hastily applied in sidings. A decision was made to replace the orange-Vee with a black inverted triangle and that this useful indicator to staff should become standard for all 2 and 3-car demu /emu stock on the BR(S).

 

Liveries

From mid-1966 units started to be painted all over blue; unit number 1103 was the first being outshopped on 5th July 1966. The first few blue units (1103/06/13/14) had yellow warning panels (similar to those of the green units) but subsequent blue units had full yellow ends. Motor coaches still had the small black triangle to denote ‘no brake van at the other end’.

During 1980 units started to be repainted in blue/grey, all eventually being done.

Units started to be repainted into Network South East livery with 205001 in May 1988, all except 205031 being done. Unit number 205029 was returned to all over green livery during August 1992, but with full yellow ends.

NB. There are observations on individual unit liveries included within the unit notes.

 

Original Unit Numbers Dates of Repainting

1101

1-Nov-67

Blue full yellow ends

Aug-82

Blue /grey

Renumbered

205001

 

 

1102

By Nov-67

Blue full yellow ends

Feb-82

Blue /grey

Renumbered

205002

 

 

1103

5-Jul-66

Blue yellow warning panels

30-Oct-68

Blue full yellow ends

Disbanded to 3T

 

 

 

1104

20-Nov-68

Blue full yellow ends

Disbanded to 3T

 

 

 

 

 

1105

By Nov-70

Blue full yellow ends

Apr-82

Blue /grey

Renumbered

205005

 

 

1106

By Dec-66

Blue yellow warning panels

By Nov-69

Blue full yellow ends

c.Nov-80

Blue /grey

Renumbered

205006

1107

20-Feb-68

Blue full yellow ends

c.Aug-82

Blue /grey

Renumbered

205007

 

 

1108

By Oct-70

Blue full yellow ends

By May-81

Blue /grey

Renumbered

205008

 

 

1109

24-Dec-70

Blue full yellow ends

c.Apr-82

Blue /grey

Renumbered

205009

 

 

1110

21-May-68

Blue full yellow ends

Aug-82

Blue /grey

Renumbered

205010

 

 

1111

9-Oct-67

Blue full yellow ends

By May-81

Blue /grey

Renumbered

205101

 

 

1112

11-Mar-69

Blue full yellow ends

Jun-83

Blue /grey

Renumbered

205012

 

 

1113

21-Nov-66

Blue yellow warning panels

19-Dec-69

Blue full yellow ends

c.Dec-80

Blue /grey

Renumbered

206101

1114

9-Jan-67

Blue yellow warning panels

c.2-Apr-69

Blue full yellow ends

Jul-83

Blue /grey

Renumbered

205014

1115

30-Jun-67

Blue full yellow ends

c.May-82

Blue /grey

Renumbered

205015

 

 

1116

5-Dec-67

Blue full yellow ends

c.Nov-81

Blue /grey

Renumbered

205016

 

 

1117

18-Apr-68

Blue full yellow ends

Nov-82

Blue /grey

Renumbered

205017

 

 

1118

10-Oct-67

Blue full yellow ends

c.Jun-81

Blue /grey

Renumbered

205018

 

 

1119

By May-69

Blue full yellow ends

c.May-82

Blue /grey

Renumbered

205019

 

 

1120

By Nov-68

Blue full yellow ends #

Apr-84

Blue /grey

Renumbered

205020

 

# last blue St Leonards unit

1121

c.May-67

Blue full yellow ends

Disbanded to 3T

 

 

 

 

 

1122

26-Jun-68

Blue full yellow ends

Disbanded to 3T

 

 

 

 

 

1123

27-Jun-68

Blue full yellow ends

Aug-82

Blue /grey

Renumbered

205023

 

 

1124

27-Feb-69

Blue full yellow ends

Feb-84

Blue /grey

Renumbered

205024

 

 

1125

19-Aug-69

Blue full yellow ends

Jun-84

Blue /grey

Renumbered

205025

 

 

1126

30-12-68

Blue full yellow ends

c.13-Oct-83

Blue /grey

Renumbered

205026

 

 

1127

By Nov-70

Blue full yellow ends

Dec-80

Blue /grey

Renumbered

205027

 

 

1128

4-Oct-68

Blue full yellow ends

Mar-83

Blue /grey

Renumbered

205028

 

 

1129

24-Mar-71

Blue full yellow ends

Jul-84

Blue /grey

Renumbered

205029

Last green unit?

Last blue Eastleigh unit

1130

19-Aug-70

Blue full yellow ends

c.May-81

Blue /grey

Renumbered

205030

 

 

1131

By Nov-70

Blue full yellow ends

c.Nov-81

Blue /grey

Renumbered

205031

 

 

1132

By Jun-70

Blue full yellow ends

c.Jul-81

Blue /grey

Renumbered

205032

 

 

1133

20-Jan-71

Blue full yellow ends

c.May-81

Blue /grey

Renumbered

205033

 

 

 

3T Units (‘new’ in all-blue)

1401

c.Nov-81

Renumbered

204001

 

 

 

 

 

 

1402

Jun-82

Renumbered

204002

 

 

 

 

 

 

1403

Mar-82

Renumbered

204003

 

 

 

 

 

 

1404

Oct-82

Renumbered

204004

 

 

 

 

 

 

 

Renumbered 3T Units Dates of Repainting

204001

*Oct-86

Blue /grey

Withdrawn

 

 

 

 

 

204002

*May-86

Blue /grey

Withdrawn

 

 

 

 

 

204003

*May-86

Blue /grey

Withdrawn

 

 

 

 

 

204004

*Jun-86

Blue /grey

Withdrawn

 

 

 

 

 

 

Renumbered Units Dates of Repainting

205001

*Aug-86

Blue /grey

11-May-88

NSE

18-Jan-99

Connex

Withdrawn

 

205002

*Aug-86

Blue /grey

Withdrawn

 

 

 

 

 

205005

*Jul-86

Blue /grey

Withdrawn

 

 

 

 

 

205006

*Jul-86

Blue /grey

Withdrawn

 

 

 

 

 

205007

*Oct-86

Blue /grey

Withdrawn

 

 

 

 

 

205008

*Aug-86

Blue /grey

2-Oct-91

NSE (2)

Withdrawn

 

 

 

205009

*Jun-86

Blue /grey

9-Sep-88

NSE (2)

Sep-98

 

Withdrawn

 

205010

*Aug-86

Blue /grey

Withdrawn

 

 

 

 

 

205012

*Aug-86

Blue /grey

c.Jun-88

NSE (2)

9-Oct-98

Connex

Withdrawn

 

205014

*Aug-86

Blue /grey

Withdrawn

 

 

 

 

 

205015

*Aug-86

Blue /grey

14-Aug-89

NSE (2)

Withdrawn

 

 

 

205016

*Aug-86

Blue /grey

26-Jun-89

NSE (2)

Withdrawn

 

 

 

205017

*May-86

Blue /grey

Withdrawn

 

 

 

 

 

205018

*Jun-86

Blue /grey

c.Apr-90

NSE (2)

Withdrawn

 

 

 

205019

*Oct-86

Blue /grey

Withdrawn

 

 

 

 

 

205020

*Aug-86

Blue /grey

Withdrawn

 

 

 

 

 

205023

*Aug-86

Blue /grey

31-Aug-90

NSE (2)

Withdrawn

 

 

 

205024

*Jun-86

Blue /grey

29-Apr-90

NSE (2)

Withdrawn

 

 

 

205025

*Oct-86

Blue /grey

c.Jan-90

NSE (2)

Withdrawn

 

 

 

205026

*Oct-86

Blue /grey

c.Sep-89

NSE (2)

Withdrawn

 

 

 

205027

*Jun-86

Blue /grey

c.Jan-90

NSE (2)

Withdrawn

 

 

 

205028

*May-86

Blue /grey

c.May-90

NSE (2)

1997

Connex

Withdrawn

 

205029

*May-86

Blue /grey

Aug-88

NSE (2)

10-Aug-92

Green full yellow ends

Withdrawn

 

205030

*Oct-86

Blue /grey

20-Feb-89

NSE (2)

Withdrawn

 

 

 

205031

*Oct-86

Blue /grey

Withdrawn

 

 

 

 

 

205032

*Jun-86

Blue /grey

Dec-89

NSE (2)

22-Mar-00

Connex

Withdrawn

 

205033

*Jul-86

Blue /grey

c.Nov-90

NSE (2)

1997

Connex

Withdrawn

 

205101

*Jul-86

Blue /grey

c.Jun-89

NSE (2)

Renumbered

205205

 

 

205205

*Jun-95

NSE (2)

Withdrawn

 

 

 

 

 

206101

*Jun-86

Blue /grey

Withdrawn

 

 

 

 

 

 

Notes:

*          See original unit number for the livery being carried when the unit was renumbered /reformed.

NSE (2)          Network SouthEast (Later version, darker blue, curved upsweeps).

 

 

2H/3H Operations

Unit 1115 was used for trials on the ‘Oxted’ lines from 27th January 1960, returning to Eastleigh from 9th February 1960.

The introduction of the ‘Berkshire’ units saw the hourly Reading - Basingstoke - Southampton Terminus services (during 1961 had been operated by WR mechanical units) incorporate the Winchester – Southampton trains. At this time the Andover – Portsmouth trains were diverted to run via Southampton in an attempt to increase traffic along the Test valley, while the service via Eastleigh was cut back to Romsey.

From Winter 1962/3 diesel trains took over the Fawley branch services and on Sundays operated a Woking – Basingstoke service formerly operated as a steam-hauled train from Waterloo.

From May 1964 unit number 1122 (2H) was transferred to Eastleigh and along with 1103 (which was running as 2H) these units were used for the Mid‑Hants service. In December that year unit number 1121 joined 1122 from the St Leonards fleet and these two 2H units then worked the Mid‑Hants line until closure, though 3H units still appeared occasionally to cover for them.

Tightening up the diagrams on the Netley line (to release units 1114 ‑ 1118 from Eastleigh to St Leonards) enabled dieselisation of the Brighton to Horsham service in May 1964. On 3rd May 1964 these three car units were delivered to Brighton as a 15 car train unit; around this time unit number 1122 was sent to Eastleigh. However, 1115 may have been operating in East Sussex as a 3H on 2nd February 1960.

Closure of the Bexhill West branch on 15th June 1964 followed by the Romsey to Andover line from 15th September 1964 allowed a further exchange of units between St Leonards & Eastleigh in September 1964 and on 19th December 1964 units 1113 & 1121 were exchanged.

As other line closures affected the duties of the units further reallocations took place. The Fawley branch closure on 14th February 1966 and Shoreham to Horsham on 7th March 1966 allowed the Swanage branch service to be worked by 3H units from 5th September 1966; this unit being exchanged each day by means of a Portsmouth – Poole working. Operations into Southampton Terminus ceased with its closure to scheduled passenger trains on 5th September 1966.

The service from Three Bridges to Tunbridge Wells was withdrawn from 2nd January 1967 and the New Romney branch closed on 6th March that year, units were then diagrammed briefly on the Lymington branch from 2nd April 1967 until electrification work was completed 2nd June 1967. During the electrification works units also worked through services from Eastleigh to Weymouth.

With the introduction of electric services from 10th July 1967 the Reading to Southampton stopping service became an electric service from Waterloo with about half the services from Reading reconfigured to work to Salisbury instead. From October 1971 the last of these Reading services was extended through to Yeovil Junction.

Other lines worked by these units to succumb to closure were Polegate to Hailsham from 9th September 1968, Uckfield - Lewes from 23rd February 1969 (though the line was not officially closed until 5th May 1969), Eastleigh – Romsey from 5th May 1969 and the Swanage branch from 1st January 1972.

By 1972 units 1110 ‑ 1112 were also based at St Leonards for Oxted line services, though by 1974 units at St Leonards were 1106‑09 /1112‑20 /1123 with the remainder based at Eastleigh.

The closure of the Mid‑Hants line from Winchester to Alton from 5th February 1973 saw units 1109 and 1121 rendered spare; unit number 1109 was moved to St Leonards and 1121 sent to Bristol for crew training, though it was regularly swapped with others from time to time for maintenance purposes. This training of WR staff allowed the use of these units on the Portsmouth to Bristol route from May 1973 when a regular interval service was introduced; alternate hourly services from Portsmouth terminating at Salisbury. However, complaints about over-crowding and inadequate toilet provision led to this service was revised again from 1st July 1974 with joint operation by both SR & WR stock using 6-car trains wherever possible to alleviate overcrowding. The timings were also extended as the WR mechanical units couldn’t match the demu timings.

May 1973 also saw the Eastleigh – Portsmouth service reduced to an Eastleigh – Fareham shuttle.

The cessation of through workings from Portsmouth to Bristol led to an availability of Hampshire units thus enabling replacement of the loco-hauled trains on the Reading – Tonbridge line.

During 1980 and 1981 additional loco-hauled trains were introduced between Waterloo and Salisbury and most of the Reading – Salisbury demu services were diverted back to Portsmouth.

On the central division most of the Victoria services were diverted to London Bridge from October 1981 while the construction of a new air terminal took place; this diversion affected both diesel and electric operations.

 

TOPS

Under the TOPS classification system the 3H units became Class 205 & the 2H units Class 204. To exchange a 2H & 3H between these depots in May 1974, unit number 1108 lost its centre trailer to 1121 and the units exchanged identities; this being done to keep all AWS fitted units at Eastleigh.

St Leonards based units were found to have insufficient first class accommodation for the Oxted line peak hour trains and the former second class compartment (now a luggage area) was converted to a seven seat first class compartment during 1975/6 on all the 3H units based there. Units involved were 1106 ‑ 1109, 1112 ‑ 1118 and 1123.

The centremost first class compartment had its seating reduced to six by the cutting of a doorway from the end compartment to the side corridor, which was extended past this compartment by new partitions and sliding door to give lavatory access. The first class seating capacity was now 19 with an identical seating layout to those in the 2 HAP units, this being reflected by the change of Diagram No. from 679 to 683.

Electrical codes were also amended from VA to VA‑3C, though unit 1123 already having a VA‑1A coded DTC received the code VA‑1C. Whilst these conversions were carried out (usually at Selhurst during a C6 overhaul) units often ran temporarily with DTC 60815 of 1116 which was out of service from collision damage at this time.

 

The 1979 conversion - 3T units

From May 1979, four 3R units were disbanded and their driving trailers used to augment the remaining four 2H units to three cars. Again, problems in keeping all AWS fitted units at Eastleigh led to a complex series of reforms involving units 1103/4, 1119/20 & 1201 ‑ 1204. As a result, four 3T units were formed; classified as Class 204 and numbered 1401 ‑ 1404, these replacing the remaining 2H units and were allocated to Eastleigh depot.

The centre trailer in the 3T units was the former 3R DTS vehicle, this coach being a former 2 EPB DTS converted to DEMU operation in November 1964. This coach was formed into the unit with the redundant driving cab marshalled against the driving trailer. It seated 66 second class passengers in a four bay open saloon and two 12 seat compartments towards the centre of the coach. The three former compartments (stripped out in 1964 to form a luggage area) remained, though rarely used now.

Various modifications to the former cab end were made and much equipment removed from this cab rendering it unusable. The yellow ends were repainted plain blue. The electrical code was amended from VC (in 3R format) to VC‑1A.

These 3T units therefore seated 13 first and 168 second and were at first given an operational distinction from the 3H units, though this was later abandoned and the units then interworked with 3H units on all services.

 

The 1979 prototype - 3H(M) unit

During 1979 unit 1111 was taken into Eastleigh works to become the prototype refurbish unit and as a consequence extensively modernised. It emerged for a series of tests during September and was classified as 3H (M), Class 205/1.

Gangways were fitted between the coaches within the unit (but not at cab ends) and false ceilings with fluorescent lighting as well as a public address system were installed throughout.

In the motor coach the passenger saloon was reduced to four bays seating 39 second with the remaining bay being converted as a new guard’s van area (although though this only occupied about half the width of the coach). The former guard’s brake became purely a luggage van with no through access to the remainder of the unit. The motor coach now weighed 56.95 tonnes.

The trailer second (TS) vehicle had the centre partition removed and with the cutting of gangways at the coach ends lost six seats overall, now seating 98 second-class. Its revised weight was 29.97 tonnes.

The Driving Trailer Composite (DTC) was converted to a DTS as the former first class area was altered into a three bay second class saloon seating 28. The two lavatories remained towards the centre of the coach, albeit reconfigured either side of a centre through-gangway permitting access from the new three-bay saloon into the original five-bay saloon. In its modified form this coach now seated 76 second and weighed 32.31 tonnes.

This gave unit number 1111 a total of 213 second class seats and an overall weight of 119.23 tonnes. The lack of any first class accommodation meant that unit 1111 was usually restricted to Ashford ‑ Hastings line duties.

During refurbishment all blue asbestos insulation was removed and various other modifications made to the cabs and control systems, each cab being fitted with new control desks similar to those in 4 VEP electric units. This included an automatic engine starter (which operated when a driver’s key was inserted) and a four-position master controller as opposed to the usual DEMU seven-position type.

The unit was made capable of easy modification to run in multiple with electric units, but as it was used with other DEMUs, this was not possible without alteration to the function of certain control wires. It also had its earlier ‘Baldwin’ AWS replaced by the later simplified type. The codes for modified unit 1111 were MBS MB, TS SE, DTS UA.

However, due to a lack of funds no further units were modified along similar lines to 1111 although many had heavy C1 overhauls in the early 1980s when the blue asbestos insulation was stripped out of many, but not all.

 

Unit Renumbering & Reformations

From June 1986 the units were renumbered into a new scheme with the class number forming part of the unit number; the 3H units becoming 205001 ‑ 205033 (with some gaps), the 3T units 204001 ‑ 204004, and 1111 as 205101.

Following the electrification of the Hastings line in May 1986 certain badly corroded Hampshire coaches were withdrawn and replaced by former Hastings line coaches; unit 1107 receiving ‘Hastings’ motor coach 60037 (ex. 6B unit 1033 but received from 3R unit 1202) in July 1985 before it was in turn replaced by 60022 (ex. 6L number 1015) in April 1986 whilst in the same month unit number 1113 gained motor coach 60044 (ex. 6B number 1037 but received from reformed 3D unit 1319) along with trailer second 60561 (ex. 6B number 1037). As a consequence unit number 1113 was reclassified as Class 206 and numbered 206101.

Original unit formations are shown below, with details of subsequent renumbering.

 

Original Unit number

Date Unit New

MDS

TS

Became
3-car from

DTC

New number

Date number change

2H units made up to 3H during autumn 1959

Diagram no.
Code

652
NA

672
TA

679
VA

 

 

 

 

1101

5-Aug-57

60100

60650

2-Oct-59

60800

205001

Aug-86

1102

7-Aug-57

60101

60651

22-Aug-59

60801

205002

Aug-86

1103

17-Aug-57

60102

60652

25-Sep-59

60802

Disbanded Mar-80

 

1104

23-Aug-57

60103

60653

25-Sep-59

60803

Disbanded Jul-79

 

1105

23-Aug-57

60104

60650
60654

6-Oct-59

60804

205005

Jul-86

1106

28-Aug-57

60105

60655

6-Oct-59

60805

205006

Jul-86

1107

30-Aug-57

60106
60037 [1]
60022 [2]

60656

25-Sep-59

60806

205007

c.Sep-86

1108

6-Sep-57

60107
60120

60657

10-Oct-59

60807
60820

205008

Aug-86

1109

6-Sep-57

60108

60658

16-Oct-59

60808

205009

Jun-86

1110

13-Sep-57

60109

60659

6-Oct-59

60809

205010

Aug-86

1111

20-Sep-57

60110
60132 [3]
60110

60660

18-Sep-59

60810

205101

Jul-86

1112

20-Sep-57

60111

60661

6-Oct-59

60811

205012

Aug-86

1113

27-Sep-57

60112
60044 [4]

60662
60561 [5]

16-Oct-59

60812

206101

Aug-86

1114

2-Oct-57

60113

60663

23-Oct-59

60813

205014

Aug-86

1115

5-Oct-57

60114

60664

8-Aug-59

60814

205015

Aug-86

1116

12-Oct-57

60115

60665

10-Oct-59

60815

205016

Aug-86

1117

19-Oct-57

60116

60666

23-Oct-59

60816

205017

?-86

1118

23-Oct-57

60117

60667

21-Sep-59

60817

205018

Jun-86

 

2H units made up to 3H during 1979

1119

7-Jun-58

60118

60653

Jul-79

60818

205019

c.Sep-86

1120

7-Jun-58

60119

60652

Nov-79

60819

205020

Aug-86

 

2H units made up to 3T during 1979

1121

7-Jun-58

60120

 

60820

 

Disbanded Jul-79

 

1122

7-Jun-58

60121

 

60821

 

Disbanded Jul-79

 

 

Units built as 3H

Diagram no.
Code

652
NA-1A

672
TA

679
VA-1A

 

 

 

 

1123

17-Nov-59

60122
60137 [6]
60122

60668

17-Nov-59

60822

205023

Aug=86

1124

30-Nov-59

60123

60669

30-Nov-59

60823

205024

Jun-86

1125

15-Dec-59

60124

60670

15-Dec-59

60824

205025

c.Sep-86

1126

21-Dec-59

60125

60671

21-Dec-59

60825

205026

c.Sep-86

 

‘Berkshire’ units

Diagram no.
Code

656
NA-2B

672
TA-1A

680
VA-2B

 

 

 

 

1127

14-May-62

60145
60131 [7]
60145

60672

14-May-62

60826

205027

Aug-86

1128

17-May-62

60146

60673

17-May-62

60827

205028

?-86

1129

31-May-62

60147
60143 [8]
60115 [9]
60147

60674

31-May-62

60828

205029

?-86

1130

6-Jun-62

60148

60675

6-Jun-62

60829

205030

c.Sep-86

1131

6-Jun-62

60149

60676

6-Jun-62

60830

205031

c.Sep-86

1132

22-Jun-62

60150

60677

22-Jun-62

60831

205032

Jun-86

1133

29-Jun-62

60151

60678

29-Jun-62

60832

205033

Jul-86

 

3T units formed 1979/80

Diagram no.
Code

652
NA

420
VC-1A

679
VA

 

 

 

 

1401

Formed
c.19-Jul-79

60107
(1121)

77500
(1201)

 

60807
(1121)

204001

c.Sep-86

1402

Formed
c.Sep-79

60121
(1122)

77508
(1204)

 

60821
(1122)

204002

?-86

1403

Formed
Mar-80

60102
(1103)

77507
(1203)

 

60802
(1103)

204003

?-86

1404

Formed
17-Sep-79

60103
(1104)

77503
(1202)

 

60803
(1104)

204004

Jun-86

 

Notes

[1]  = ‘Hastings’ long frame MBS, Diagram 651, Code MA-1A.

2  = ‘Hastings’ long frame MBS, Diagram 651, Code MA-1A.

3  = ‘Oxted’ MBS, Diagram 655, Code NB.

4  = ‘Hastings’ long frame MBS, Diagram 651, Code MA-1A.

5  = ‘Hastings’ long frame TSO, Diagram 671, Code SB-1A.

6  = ‘Oxted’ MBS, Diagram 655, Code NB.

7  = ‘Oxted’ MBS, Diagram 655, Code NB.

8  = ‘Oxted’ MBS, Diagram 655, Code NB.

9  = ‘Hampshire’ MBS, Diagram 652, Code NA.

 

 

Notes
Codes were also altered for DTCs modified with additional first class seating,
becoming:   

New diagram no. 683

DTC

1108 to 1109 and 1112 to 1118

VA-3C

1123

VA-1C

 

Notes
Codes for modified unit 1111:   

 

MBS

TS

DTC

1111

MB

SE

UA

                                                                           

                                     

AWS

During 1985 many of the units based at St Leonards were fitted with simplified AWS leaving just 1107/13/19/20 outstanding.

AWS equipment was made operational on these units as follows:-

 

Unit number

Date fitted

Position
May-81

Position
Sep-81

1101

7-Mar-64

EH in use

EH in use

1102

19-Sep-64

EH in use

EH in use

1103

21-Dec-63

now 1403

now 1403

1104

26-Sep-64

now 1404

now 1404

1105

Nov-64

SE isolated

EH in use

1106

Nov-85

SE n/f

SE n/f

1107

Withdrawn

SE n/f

SE n/f

1108

Jun-85

SE n/f

SE n/f

1109

Jul-85

SE n/f

SE n/f

1110

18-Dec-65

SE isolated

SE in use

1111

Jul-65 MBS
24-Dec-65 DTC

SE in use

SE in use

1112

8-Feb-64

SE n/f

SE isolated

1113

Withdrawn

SE n/f

SE n/f

1114

Dec-85

SE n/f

SE n/f

1115

Dec-85
(Operational Sep-87)

SE n/f

SE n/f

1116

Nov-85

SE n/f

SE n/f

1117

Nov-81?

SE n/f

SE isolated

1118

Nov-85

SE n/f

SE n/f

1119

Withdrawn

SE n/f

SE n/f

1120

Withdrawn

SE n/f

SE n/f

1121

Jul-67

now 1401

now 1401

1122

Nov-65

now 1402

now 1402

1123

Oct-85

SE n/f

SE n/f

1124

Apr-65

EH in use

EH in use

1125

Oct-64

EH in use

EH in use

1126

Jan-65

EH in use

EH in use

1127

13-Apr-63

EH in use

EH in use

1128

13-Apr-63

EH in use

EH in use

1129

2-May-64

EH in use

EH in use

1130

?-64

EH in use

EH in use

1131

30-May-64

EH in use

EH in use

1132

13-Jun-64

EH in use

EH in use

1133

?-64

EH in use

EH in use

1401

From ‘new’

EH in use

EH in use

1402

From ‘new’

EH in use

EH in use

1403

From ‘new’

EH in use

EH in use

1404

From ‘new’

EH in use

EH in use

 

Individual Unit Notes – Original Numbers

Notes

During the winter timetables of 1960 to 1963, the Mid‑Hants line from Winchester to Alton was diagrammed for operation with 2H units and the centre trailers were removed at random from two 3H units at any one time; these reforms being of only short term duration were not recorded officially.

St Leonards based units were occasionally temporarily reformed with motor coaches from Hastings or Oxted units, ran as 2H with the centre trailer removed or as second class only with an Oxted or Tadpole DTS due to individual vehicle defects; these again being only short term formations and the unit usually restricted to the Ashford ‑ Hastings line whilst so formed.

 

1101

Unit had received an orange Vee by 4-Feb-61 and yellow warning panels by 9-Sep-66.

AWS fitted and second class compartment in DTC 60800 converted to luggage space 7‑Mar‑64 with seating reduced to 13 first and 50 second.

DTC 60800 slightly damaged in collision (with what?) at Eastleigh Diesel depot late 1964.

Unit ran briefly with DTC 60802 & TS 60652 (ex 1103) 5‑Jul‑74 to 16‑Jul‑74 due to defects, also ran briefly in Apr-1976 with DTC 60804 (ex 1105).

Unit ran with both trailers of 1104 between 16‑Dec‑77 and 31‑Dec‑77.

Unit for C1 overhaul at Swindon including asbestos strip between Aug‑85 and 17‑Feb‑86.

 

1102

AWS fitted and second class compartment in DTC 60801 converted to luggage space 19‑Sep‑64 and seating reduced to 13 first and 50 second.

1102 was used in the comedy film ‘The Great St Trinian’s Train Robbery’ which was released by British Lion Films on 4th April 1966; the railway scenes having been filmed on the Longmoor Military Railway in Hampshire. The unit appeared as in its 3-car formation sporting yellow warning panels and air-horns.

Unit reduced to 2H during 1974 and restored to 3H c.Apr‑75.

Unit to Swindon for C1 overhaul including asbestos strip 7‑Mar‑84, released Aug‑85.

 

1103

AWS fitted and second class compartment in DTC 60802 converted to luggage space 21‑Dec‑63 and seating reduced to 13 first and 50 second. Unit had yellow warning panels by 3-Apr-67.

 

Unit reduced to 2H from May‑64 for Mid‑Hants line and TS 60652 spare, although used for a time in unit 1115 in place of 60664. Reverted to original formation Dec‑64.

DTC 60802 & TS 60652 both used briefly in 1101 5‑Jul‑74 to 16‑Jul‑74 due to defects on 60102.

Unit temporarily reduced to 2H in Jul‑76 for a short period and DTC 60802 defective in Dec‑76 so temporarily exchanged with 60829 (ex.1130) again for a short period.

DTC 60802 also used in 1104 Feb‑79 to Mar‑79.

TS 60652 to 2H 1120 Mar‑80, this unit then reclassified as 3H.

Replaced by DTS (as TS) 77507 (ex disbanded 3R 1203) and unit reclassified as 3T , renumbered 1403 Mar‑80.

 

1104

Unit had received an orange Vee by 9-Feb-61.

AWS fitted and second class compartment in DTC 60803 converted to luggage space 26‑Sep‑64 and seating reduced to 13 first and 50 second.

Observed in green livery with air-horns and orange Vee 25-Mar-65 and green livery with yellow warning panel Jul-67.

Unit damaged in shunting collision (with what?) at Fratton depot c.Sep‑65 and repaired at Eastleigh.

Unit reverted to 2H from Jan‑67 until Jun‑67 and TS 60653 spare.

Unit damaged again in a collision with a Class 35 locomotive at Eastleigh depot early in 1972, the MBS being back in use formed in unit 1127 in Jun-72 and 1124 in Jul-72 whilst repairs to the trailers were completed.

Unit briefly ran as 2H during Sep‑76 and both trailers used in 1101 from 16‑Dec‑77 to 31‑Dec‑77.

DTC 60803 defective and temporarily exchanged with 60804 (ex 1105) Jan‑79 then 60802 (ex 1103) Feb‑79 to Mar‑79 when the unit reverted to back normal. Unit reduced to 2H from May‑79 and in May-79 TS 60653 was temporarily loaned to 2H 1122 until c.Jul‑79 when it was placed in 1119 (this unit being reclassified as 3H).

Unit ran as 2H until about c.Jul‑79 when both coaches to Eastleigh for overhaul and released including DTS (as TS) 77503 (ex. disbanded 3R 1202). Unit then reclassified as 3T and renumbered 1404 c17‑Sep‑79.

 

1105

Unit made up to 3H in Aug‑59 by inclusion of TS 60664 (ex.1115), but this vehicle then returned to 1115 and unit reverted to 2H until Oct‑59 when ‘own’ 60654 was completed. Unit reverted to 2H again Nov‑59 until suburban gear ratio motors refitted early in 1960 when 60654 again formed back into unit.

Second class compartment in DTC 60804 converted to luggage space 19‑Oct‑63 and seating reduced to 13 first and 50 second. AWS fitted 11‑64.

DTC 60804 used briefly in 1101 Apr‑76. TS 60654 slightly damaged at Eastleigh Diesel depot 22‑May‑76 and unit ran as 2H for two days. Unit ran with DTC 60809 (ex 1110) briefly from 3‑Nov‑78 then 60803 (ex 1104) from Jan‑79 whilst 60804 defective.

 

1106

Second class compartment in DTC 60805 converted to luggage space Dec‑66 and seating reduced to 13 first and 50 second. TS 60655 damaged in collision with 33117 at Eastleigh Diesel depot 2‑Apr‑74 and to Slade Green for repairs, unit running as 2H in meantime.

Unit ran temporarily in Oct‑75 with 60815 (ex 1116) whilst 60805 had seating modified; the luggage compartment being converted into first class seating and now seated 19 first and 50 second.

 

1107

Unit reduced to 2H Nov‑59 until suburban gear ratio motors refitted early in 1960 when 60656 again formed back into unit. Second class compartment in DTC 60806 converted to luggage space 10‑Aug‑63 and seating reduced to 13 first and 50 second.

60806 was impounded by the police from Jun‑64 until Dec‑64 following the murder of a schoolgirl in its lavatory at Basingstoke on 29‑Jun‑64. Remaining two coaches ran coupled to another 3H unit as a 5H formation until Aug‑64 when following damage to the DTC of unit 1129 a second class only 4H was formed as follows: 60106 (MBS 1107) + 60656 (TS 1107) + 60674 (TS ex.1129) + 60147 (MBS ex.1129). Unit reverted to booked formation from Dec‑64.

During 1975/6 the luggage space in DTC 60806 was converted to first class seating and DTC now seated 19 first and 50 second.

MBS 60106 condemned 25‑Jul‑85 due to severe roof corrosion and defective door pillars; replaced by ‘long’ Hastings MBS 60037 (ex. disbanded 3R 1206) this coach seating 30 giving a unit total of 19 first and 184 second.

After stripping at St Leonards MBS 60106 was moved for storage at Mountfield 24‑Sep‑85 thence to Chart Leacon 15‑Oct‑85 for further stripping. Coach then stored at Tonbridge by Jun‑86, later moving from Chart Leacon 30‑Jun‑87 for scrapping at Mayer Newman (Snailwell) (burnt 26‑Oct‑87 though frame remains not cut‑up until Sep‑90).

MBS 60037 condemned 7‑Apr‑86 and stored at Mountfield thence to Chart Leacon for stripping 17‑Jul‑87. Moved to Mayer Newman (Snailwell) from Tonbridge 2‑Oct‑87 arriving 16‑Nov‑87 and burnt 18‑Mar‑88. Replaced in unit by similar 60022 (ex. disbanded 6L 1015).

 

1108

MBS 60107 badly damaged in collision with light engine 30480 at Eastleigh w/e 6‑May‑61 but repaired.

Second class compartment in DTC 60807 converted to luggage space 31‑Jul‑65 and seating reduced to 13 first and 50 second. In May‑74 MBS 60107 & DTC 60807 both exchanged with 60120 & 60820 (ex.2H 1121) and units swapped identities. Luggage space in DTC 60820 converted to first class seating during 1975/6 and DTC now seated 19 first and 50 second.

Unit to Eastleigh for C1 overhaul including asbestos strip 8‑Nov‑84 and released 20‑Apr‑85.

 

1109

Unit ran briefly as part of ‘4H’ in 3‑63 with 60108 and 60657 formed with 60665 + 60115 (ex 1116).

Observed in green livery with yellow warning panel 29-May-66.

Second class compartment in DTC 60808 converted to luggage space 2‑Jul‑66 and seating reduced to 13 first and 50 second. Unit temporarily reduced to 2H again from May‑67 to Jun‑67 and TS 60658 spare.

Luggage space in DTC 60808 converted to first class seating Jul‑74 and DTC now seated 19 first and 50 second.

Unit to Swindon for C1 overhaul including asbestos strip 16‑Nov‑84 and released c.5‑Jul‑85.

 

1110

Second class compartment in DTC 60809 converted to luggage space in 1963/4 and seating reduced to 13 first and 50 second. Unit released from first C1 overhaul 18‑Dec‑65 fitted with AWS and ran temporarily as 2H for most of Jan-66 on Alton service before reverting to 3H.

Unit had air horns and yellow warning panels 29-May-66 and was temporarily reduced to 2H for a short period in Jan‑67.

DTC 60809 exchanged briefly with 60804 (ex 1105) from 3‑Nov‑78 though unit out of use in this formation.

 

1111

Unit reduced to 2H from Nov‑59 until suburban gear ratio motors refitted early in 1960 when TS 60660 again formed into unit. Unit ran with DTC 60827 (ex 1128) for a while about Jul-65 in connection with AWS tests. AWS fitted and second class compartment in DTC 60810 converted to luggage space 24‑Dec‑65 and seating reduced to 13 first and 50 second.

MBS 60110 moved from Eastleigh to St Leonards 16‑Dec‑72 and temporarily exchanged with damaged 3D MBS 60132 (ex 1307) until Jan‑73. In this formation unit seated 13 first and 196 second.

Unit to Eastleigh 4‑May‑78 and extensively modified as prototype refurbished unit and reclassified as 3H (M). Revised seating capacities (all second class) were now MBS 60110 ‑ 39, TSO 60660 ‑ 98, DTS 60810 ‑ 76 giving a unit total of 213.

The first coach released was DTS 60810 which was inspected at Waterloo 7‑Jun‑79, this being followed by TS 60660 worked from Eastleigh to Wimbledon Park between 4 CIG & EPB units 14‑Jun‑79 and MBS 60110 which was released from Eastleigh 20‑Aug‑79 and hauled by unit 1103 to Strawberry Hill where the unit was then formed-up and tested. The complete unit ran on test to Stewarts Lane 30‑Nov‑79 and was also used on tests coupled to a 4 CIG unit on the Shepperton branch 30‑Dec‑79.

With testing completed the unit was released to St Leonards for commissioning 27‑Feb‑80 and entered passenger service soon afterwards. Unit then normally restricted to Ashford ‑ Hastings services due to lack of first class accommodation.

 

1112

Unit reduced to 2H Nov‑59 until suburban gear ratio motors refitted early in 1960 and TS 60661 formed back into unit. AWS fitted and second class compartment in DTC 60811 converted to luggage space 8‑Feb‑64 and seating reduced to 13 first and 50 second.

Unit had yellow warning panels by 9-Sep-66.

This luggage area converted to first class seating Nov‑75 and DTC now seated 19 first and 50 second. Unit ran temporarily with 60815 (ex.1116) replacing 60811 during these seating modifications.

Unit to Eastleigh for C1 overhaul and asbestos strip Mar‑83.

 

1113

Unit briefly exchanged DTC 60812 with 60816 (ex.1117) c. Aug‑59 and also ran for a short while in late 1959 without a silencer, though this was refitted w/e 30‑Oct‑59 when unit was made-up to three coaches.

Observed in green livery with orange Vee 10-Oct-65.

Second class compartment in DTC 60812 converted to luggage space Dec‑66 and seating reduced to 13 first and 50 second.

DTC 60812 temporarily exchanged with 60816 (ex.1117) c.Aug‑70 (possibly due to damage as unit to Swindon misformed).

Unit damaged in collision with 1318 c.May‑75 (where?) and ran for a while formed with 3D MBS 60143 (ex 1318).

The luggage area in DTC 60812 converted to first class seating Mar‑76 and DTC now seated 19 first and 50 second. Unit ran temporarily with 60815 (ex.1116) replacing 60812 during these seating modifications.

Unit damaged in Battersea Park collision with Railair set 31‑May‑85 and withdrawn. Following a period in store at Selhurst depot, it was moved to St Leonards for stripping 27‑Jan‑86. MBS 60112 & TS 60662 both condemned and stored at Mountfield thence to Chart Leacon for bogie recovery 17‑Jul‑87. Moved from Tonbridge to Mayer Newman (Snailwell) for scrapping 2‑Oct‑87 arriving there 16‑Nov‑87. TS 60662 burnt 27‑Nov‑87 and MBS 60112 burnt 21‑Dec‑87.

Unit reinstated from Apr‑86 using two ex.6-car Hastings vehicles from disbanded 5L 1037 MBS 60044 (then running in 3D 1319) & TSO 60561. Unit still numbered 1113 but now reclassified as Class 206. Seating 19 first /140 second and used mainly on Ashford to Hastings route.

When all the units were renumbered this unit became 206101 from Aug‑86.

 

1114

Unit reduced to 2H from Nov‑59 until suburban gear ratio motors refitted early in 1960 when TS 60663 again formed into unit.

Second class compartment in DTC 60813 converted to luggage space in 1963/4 and seating reduced to 13 first and 50 second.

Unit had yellow warning panels by 7-Sep-68.

This luggage area converted to first class seating in Apr‑76 and DTC now seated 19 first and 50 second.

Unit temporarily reduced to 2H from Mar‑71 to Apr‑71 whilst floor repairs made to TS 60663.

 

1115

Unit the first made up to 3H from 12‑Aug‑59 by inclusion of TS 60664, this vehicle having been built as 60650 and renumbered 60664 prior to entering traffic, though 60664 then formed briefly into unit 1105 whilst other two coaches undergoing bogie modifications.

1115 had not yet received an orange Vee in 2-Feb-60 but was carrying one on 30-Oct-66.

Second class compartment in DTC 60814 converted to luggage space 13‑Jul‑63 and seating reduced to 13 first and 50 second. TS 60664 temporarily replaced by 60652 (ex 1103) during autumn 1964.

Luggage area converted to first class seating Sep‑74 and DTC now seated 19 first and 50 second.

Unit given C1 overhaul (at Eastleigh?) including asbestos strip c.Oct‑81, released 13‑Feb‑82.

 

1116

MBS 60115 fitted with drainpipes at cab end early in 1961, (this feature was then included in the last three ‘Berkshire’ units constructed).

Unit ran briefly as part of ‘4H’ in Mar‑63 with 60115 and 60665 formed with 60657 + 60108 (ex.1109).

Second class compartment in DTC 60815 converted to luggage space in 1963/4 and seating reduced to 13 first and 50 second.

Observed in green livery with orange Vee 10-Oct-65.

MBS 60115 damaged in collision with 1310 at Oxted 11‑Dec‑72 and unit out of service for a long period whilst this coach repaired at Slade Green. DTC 60815 used temporarily in other St Leonards based 3H units whilst their own DTCs having the luggage to first class compartment modification at Selhurst. 60815 itself so modified in Jul‑74 now seating 19 first and 50 second. TS 60665 spare, though used in 1119 from 10‑75 to 8‑76.

After repair MBS 60115 used in 1129 from May‑76 until unit reinstated to traffic in original formation Aug‑76.

Unit given C1 overhaul including asbestos strip in early 1980's (details unknown).

 

1117

Unit briefly exchanged DTC 60816 with 60812 (ex.1113) c.Aug‑59. Second class compartment in DTC 60816 converted to luggage space 24‑Aug‑63 and seating reduced to 13 first and 50 second.

Observed with air horns in green livery without yellow warning panel (orange Vee not known) Summer 1965.

This luggage area converted to first class seating Apr‑74 and DTC now seated 19 first and 50 second.

DTC 60816 temporarily exchanged with 60812 (ex.1113) c.Aug‑70 (possibly due to damage to 60816).

 

1118

Unit had not yet received an orange Vee in 30-Apr-60 nor had it received a yellow warning panel 10-Nov-66.

Second class compartment in DTC 60817 converted to luggage space Nov‑67 and seating reduced to 13 first and 50 second.

This luggage space converted to first class seating Jul‑74 and DTC now seated 19 first and 50 second.

Unit ran temporarily with 3D MBS 60143 (ex.1318) late 1975, seating 19 first and 196 second in this temporary formation.

Unit to Eastleigh for C1 overhaul including asbestos strip 5‑Feb‑82, released c.June‑82.

 

1119

Possible unit ran as three car for a while c.Aug-75 with TC 60611 (ex 1312), in this formation seating 37 first and 144 second.

Observed in green livery with air horns and yellow warning panel 24-Apr-66.

Unit ran as 3H Oct‑75 to Aug‑76 with TS 60665 (spare ex. damaged 1116).

Unit made up to 3H in Jul‑79 by inclusion of TS 60653 (ex.1104 via 1122).

Observed in blue /grey livery 10-Aug-82.

 

1120

Second class compartment in DTC 60819 converted to luggage space Jun‑67 and seating reduced to 13 first and 50 second.

Unit ran as three car for a period from Mar‑76 with 3D TC 60617 (ex.1318), in this formation seating 37 first and 144 second.

Unit made up to three car in May‑79 by inclusion of 3D TC 60603 (ex.1304), this being replaced by similar 60612 (ex 1313) from Sep‑79 to 24‑Nov‑79, seating capacity as above.

Unit reclassified as 3H from Nov‑79 by inclusion of TS 60652 (ex.1103).

Unit ran briefly in Dec‑80 with DTC 77509 (ex.1205) replacing 60652.

 

1121

AWS fitted and second class compartment in DTC 60820 converted to luggage space Jul‑67 and seating reduced to 13 first and 50 second.

Observed in Green with yellow warning panel Feb-67.

In May‑74 unit made up to 3H by inclusion of TS 60657 (ex.1108) and units swapped identities, the ‘new’ 1121 now formed of MBS 60107 & DTC 60807.

Unit ran briefly as 3H from St Leonards in Dec‑76 with TS 60670 (ex.1125).

DTC 60807 exchanged briefly in May‑77 with 60821 (ex.1122).

In Jul‑79 2H 1121 disbanded and both coaches reformed with DTS 77500 (ex.3R 1201) to form ‘new’ 3T unit 1401.

 

1122

AWS fitted and second class compartment in DTC 60821 converted to luggage space Nov‑65 and seating reduced to 13 first and 50 second.

Observed in green livery with yellow warning panels 25-Jul-66.

DTC 60821 briefly exchanged with 60823 (ex.1124) from 12‑Nov‑76 to 16‑Nov‑76 and again with 60807 (ex.1121) for a few days in May‑77, though unit out of use both times during these temporary formations.

Unit made up to 3H May‑79 with TS 60653 (ex.1104) until Jul‑79 when 60653 to intended 1119.

Unit disbanded c.Sep‑79 and both coaches reformed with DTS 77508 (ex.3R 1204) to form ‘new’ 3T unit 1402.

 

1123

Second class compartment in DTC 60822 converted to luggage space 30‑Nov‑65 and seating reduced to 13 first and 50 second.

Observed in green livery with whistles and yellow warning panel 20-Aug-66.

This luggage space converted to first class seating Mar‑76 and DTC now seated 19 first and 50 second.

60822 temporarily replaced by 60815 (ex.1116) during these seating modifications. MBS 60122 temporarily replaced by 3D MBS 60137 (ex.1312) during early 1976, reverted to normal about May-76. Unit seated 19 first and 196 second for duration of this change.

Unit to Eastleigh for C1 overhaul including asbestos strip early 1982, released 7‑Aug‑82.

 

1124

Second class compartment in DTC 60823 converted to luggage space 8‑Jun‑63 and seating reduced to 13 first and 50 second. AWS equipment fitted Apr‑65.

Observed in green livery with yellow warning panels 21-Feb-67.

Unit temporarily reduced to 2H from Jan‑67 until Jun‑67 and TS 60669 spare.

DTC 60823 defective and exchanged with 60821 (ex.1122) from 12‑Nov‑76 to 16‑Nov‑76.

Unit to Eastleigh for C1 overhaul including asbestos strip 18‑Aug‑83, released c.2‑Feb‑84.

 

1125

Second class compartment in DTC 60824 converted to luggage space 11‑May‑63 and seating reduced to 13 first and 50 second.

No yellow warning panel 22-Aug-64. AWS equipment fitted Oct‑64.

TS 60670 defective Aug‑76 and unit ran as 2H until made up to three cars with TS 60673 (ex.1128). Back to 2H again Oct‑76 to Dec‑76 when 60670 returned to unit, having been used briefly in unit 1122.

Unit to Eastleigh for C1 overhaul including asbestos strip 14‑Nov‑83, released Jun‑84.

 

1126

Second class compartment in DTC 60825 converted to luggage space 1‑Jun‑63 and seating reduced to 13 first and 50 second. AWS equipment fitted Jan‑65.

Unit ran as 2H between 19‑Jun‑71 and c.Aug‑71 whilst TS 60671 under repair.

Unit again reduced to 2H 18‑Aug‑74 to 29‑Aug‑74 whilst vandalism damage to TS 60671 was repaired.

DTC 60825 defective Nov‑84 and temporarily exchanged with 60828 (ex.1129).

Unit to Eastleigh for C1 overhaul including asbestos strip 16‑May‑83, released c.13‑Oct‑83.

 

1127

AWS equipment made operational from 13‑Apr‑63.

Observed in green livery with air horns and yellow warning panel 25-Jul-66.

TS 60672 damaged in open-door collision with 1104 at Fareham Dec‑72 and ran as 2H for a while whilst repairs completed. MBS 60145 damaged (where?) c.Dec‑79 and to Slade Green for repairs. Unit ran with 3D MBS 60131 (ex.1306) until reverted to normal from 17‑Feb‑80.

Unit ran with both trailers of 1130 during Feb‑83, own trailers being formed as part of 1130 at this time.

Unit to Swindon for C1 overhaul including asbestos strip 19‑Apr‑85, released Oct‑85.

 

1128

AWS equipment made operational from 13‑Apr‑63. DTC 60827 used temporarily in 1111 during July 1965 in connection with AWS tests.

Observed in green livery with orange Vee Summer 1962 and on 22-Jun-63 (with air horns).

Unit ran briefly as 2H in Jan‑75. TS 60673 used in 1125 Aug‑76 to Oct‑76 and unit out of use.

Unit ran briefly as 2H in May‑80.

Unit to Eastleigh for C1 overhaul including asbestos strip 13‑Dec‑82, released Mar‑83.

 

1129

AWS equipment made operational from 2‑May‑64 and Dorman engine installed at this time. DTC 60828 damaged in collision with tender of 75066 at Eastleigh 21‑Sep‑64 and remaining two coaches formed with MBS & TS of 1107 as second class only 4H was formed as follows: 60106 (MBS 1107) + 60656 (TS 1107) + 60674 (TS ex.1129) + 60147 (MBS ex.1129). Unit reverted to booked formation from Dec‑64.

Unit temporarily reduced to 2H May‑67 to Jun‑67 and TS 60674 spare.

Unit damaged in collision with DMMU B486 at Eastleigh Diesel depot May‑75 and repaired at Selhurst.

MBS 60147 damaged in collision with derailed tank wagon near Bursledon 4‑Oct‑75 and sent to Slade Green for repairs 26‑Feb‑76. Temporarily replaced by 3D MBS 60143 (ex1318) and then 60115 (ex damage repairs from 1116) from early 1976. Seating capacity unchanged with 60143, altered to 13 first and 218 second with 60115. Reverted to original formation c.10‑Aug‑76.

TS 60674 damaged early 1978 sent to Slade Green for repairs with unit running as 2H from 25‑Jan‑78 to Apr‑78.

Unit reduced to 2H from mid Oct‑84 to 3‑Nov‑84 then DTC 60828 temporarily exchanged with 60825 (ex.1126) though unit out of use.

Unit to Swindon for C1 overhaul including asbestos strip Jan-86, released May‑86.

 

1130

MBS 60148 derailed and damaged after hitting cattle near Itchen Abbas 28‑Dec‑72 and replaced by 3D MBS 60132 (ex.1307) for a few days whilst 60148 repaired.

Unit defective and DTC 60829 temporarily exchanged with 60802 (ex.1103) Dec‑76.

MBS 60148 defective and both trailers temporarily exchanged with those of 1127 during Feb‑83.

Unit to Swindon for C1 overhaul including asbestos strip Oct‑85, released May‑86.

 

1131

AWS made operational from 30‑May‑64.

MBS 60149 damaged in collision with 4 TC unit number 415 at Portsmouth & Southsea 27‑Nov‑71 but repaired.

Unit ran with MBS 60146 (ex.1128) 9‑May‑75 to 14‑May‑75. Both trailers briefly exchanged with 1111 Mar‑77 and unit ran for short periods as 2H in Jul‑78 and again Jun‑83.

Unit to Swindon for C1 overhaul including asbestos strip Jun‑85, released Jan‑86.

 

1132

AWS made operational from 13‑Jun‑64. Unit reduced to 2H from Jan‑67 to Jun‑67 and TS 60677 spare.

Unit ran as 2H again from c.1‑Sep‑81 to 15‑Sep‑81. MBS 60151 used in unit 1402 during Nov‑83.

C1 overhaul including asbestos strip (at Eastleigh ?) Dec‑84, released May‑85.

Unit damaged in collision with 7817 at Portsmouth Harbour 13‑Sep‑85 but repaired.

 

1133

Second class compartment in DTC 60832 converted to luggage space (date unknown) and seating reduced to 13 first and 50 second.

Ran with DTC 60803 (ex 1404) briefly Jan‑82.

Unit to Eastleigh for C1 overhaul including asbestos strip 21‑May‑84, released c.Dec‑84.

 

1402

Unit ran with MBS 60151 (ex.1132) during Nov‑83.

 

1404

Unit ex works 17‑Sep‑79 as 1404 formed as 2H as 77503 not ready.

Unit made up to 3T c.Nov‑79.

Unit in collision with 6062 at Portsmouth Harbour 26‑Sep‑79.

DTC 60803 ran briefly in 1133 Jan‑82.

 

Oxted Tunnel

From May 1989 units allocated to Selhurst had the droplight opening restricted to about four inches due to an issue or window bars fitted surrounding tight clearances at the north portal of Oxted tunnel.

The 4 VEP units were similar fitted; these also had to have the gangways between units locked out of use whilst passing through the tunnel in order to prevent access to the droplights of the intermediate driving cab vestibules. Window bars were fitted over the droplights of alternate doors and to those doors with no interior handles.

The restriction at Oxted tunnel came about through a scheme to improve the alignment (and therefore raise the linespeed) at the northern portal; indeed the scheme improved the clearances to the tunnel wall.

Unfortunately when this was presented to Her Majesty’s Railway Inspectorate for approval the response was electrification constituted significant works and so the clearances should conform to the ‘blue book’.

Oxted tunnel was the Central Division’s longest so singling was not practical and slab-tracking prohibitively expensive. Although considered ‘passenger unfriendly’ restricted openings and window bars were the only solution.

Hampshire Units Following the 1986 Renumbering

The electrification of the East Grinstead line in October 1987 led to the withdrawal (for scrapping) of most units still containing blue asbestos insulation, all the hybrid formation units going at this time along with all four 3T units. The three units still without AWS equipment (205007/19/20) were also withdrawn.

Units remaining at St Leonards depot were all transferred to Selhurst from this date.

The four 3T units were replaced by four 3D ‘Oxted’ units allocated to Eastleigh for the first time.

The May 1990 timetable change saw a reduction in DEMU diagrams at Eastleigh and units 205025 to 205027 were transferred to St Leonards. From 8th July 1991 new Class 155 ‘Sprinters’ took over the Salisbury - Southampton stopping trains and units 205028 & 205031 also followed to St Leonards. The only DEMU diagrams left on the SWD were now on the Salisbury - Reading route (some diagrams ran further west to Yeovil Jct) and the Kensington Olympia shuttle was also now provided from this fleet, a late evening Waterloo - Salisbury train being diagrammed for DEMU to circulate units for maintenance.

During 1993 a programme to convert the restricted opening droplights to alternate windows with full opening and bars was underway due to problems with interior temperatures during hot weather, though this was never completed leaving some unit retaining the initial arrangement.

Units had also been receiving fluorescent lighting and public address (PA) equipment during normal overhauls at Eastleigh and all survivors except 205008 & 205027 were done. A few other units with accident damage or body corrosion had been withdrawn from time to time and the centre trailers of units 205101 & 205015 removed; these units being reduced to 2H for use on the Ashford to Hastings service early in 1993.

Further timetable changes along with the introduction of Class 159 units at Salisbury led to virtually all remaining DEMU work at Eastleigh being removed, the final unit based there (205031) being withdrawn in July 1993; all remaining units then being maintained at Selhurst for Uckfield and Ashford ‑ Hastings line duties.

Following withdrawal and after a period in storage for component recovery, most units were disposed of for scrapping at Mayer Newman, Snailwell; many were not sold as complete units.

 

Hampshire Units into Privatisation

Units remaining in traffic on 1st April 1994 were all allocated to the ownership of the Porterbrook train leasing company under the BR privatisation arrangements and marked ‘P’ against the unit number.

3H(M) 205101 had been reduced to a two car from January 1993 and the TS vehicle converted to a Sandite trailer (being taken into departmental stock). However, this unit reverted to three cars again from June 1995 with the inclusion of a former 4 CEP TSO vehicle converted for DEMU operation; this vehicle actually being a former loco‑hauled TSO converted to EMU use in March 1982 during the 4 CEP refurbishing. At this time 205101 was renumbered as 205205.

The motor coaches of withdrawn units 205027 & 205031 also entered departmental stock, running as Sandite unit 951069 coupled each end of the former TS vehicle from 205101. This unit was outshopped in NSE livery, only the former blue/grey coach from 205031 being fully repainted. However, during 1997 the unit was overhauled at Chart Leacon and turned out in the new Railtrack brown based livery; it was renumbered 930301 at this time.

The only surviving single de-icing car (ex 4 SUB augmentation trailer) was modified to run with DEMU stock and on 6th June 1998 ran a trial trip formed into unit 930301 in place of the DEMU Sandite trailer. This unit was then available as a standby De‑Icing unit, extending its regular season of use.

In 1997 units 205028 and 205033 were both repainted into the Connex Yellow /White livery during overhauls at Eastleigh, and 205009 was similarly treated in September 1998. Unit 205205 was sent to Eastleigh in July 1998 for engine repair and overhaul and was also released in Connex Livery, returning to Selhurst depot in October 1998 where the ex-CEP trailer was removed and stored and the unit re-entered service as a two car once again.

Unit number 205012 was also reduced to two cars in October 1998 following lengthy repairs to its door pillars, though the TS was not repaired and 205024 was similarly reduced in January 1999 although the TS initially remained as a serviceable spare.

Three car unit number 205001 was sent for overhaul at Eastleigh December 1998 and was released as a two-car on 18th January 1999 in Connex livery, the trailer coach (TS) remained at Eastleigh having not been overhauled.

Unit number 205025 was also reduced to two cars from April 1998, having been out of traffic since November 1998 with extensive body repairs to the motor coach. This unit remained in NSE livery and the trailer (TS) was stored unserviceable at Selhurst.

Now reduced to two cars these four units were then reclassified as Class 205/1 and were intended for use on the all-day Oxted to Uckfield shuttle services with the remaining three car units (Class 205/0) being mostly used on the through Uckfield to London peak-hour services.

Unit 205205 was also reclassified, running as Class 205/3 when formed with the ex CEP trailer in the formation but in the winter months as Class 205/2 when running as a two car unit without the ex-Cep trailer. Unit 205024 suffered a serious engine failure in June 1999 and was not repaired; all the coaches remaining at Selhurst for use as spare parts donors. The final unit remaining in NSE livery (205032) was taken in for repainting at Selhurst depot from 22nd March 2000.

Early in 2001 a number of units were out of traffic following the discovery of cracks in the wheel centres of some wheelsets. Unit 205001 was out of use from April to June 2001 whilst unit 205033 (which was out of traffic for an engine defect) had most of its wheelsets removed for use in other units. As a consequence 205033 wasn’t put back into traffic until mid-December 2001 after an engine change at St Leonards.

Defects in the wiring of former CEP trailer 71634 (in unit 205205) saw this coach removed from the unit in January 2001 and stored at Selhurst depot; the unit now running as 2H and restricted to the Uckfield line. Unit 205025 was subsequently out of use for about 8 weeks in the spring of 2001 following damage to one cab after collision with a fallen tree near Three Oaks.

 

TPWS

All units surviving in traffic beyond 31st March 2003 were required to be fitted with ‘Train Protection Warning System’ or TPWS, this being an enhanced form of AWS equipment to prevent trains overrunning red signals. Units began to be fitted by contractors at Selhurst as late as March 2003. However, during this work there were some problems following the exposure of blue asbestos material in one cab of unit 205028. Accordingly all units had to be inspected resulting in an inability to meet the TPWS deadline. As a consequence there was a short period during April 2003 where the two Uckfield line peak hour trains (am London Bridge up, am Victoria up, pm London Bridge down, pm Victoria down) had to be temporarily revised until sufficient units could be fitted.

 

170s & Last Mainline Operations

In the latter part of 2003 the delivery of the first batch of the six two-car Class 170 units to Selhurst marked the beginning of the end for the DEMU units. One new 170 unit began operation on the Uckfield line in December and the whole of the Oxted - Uckfield shuttles were turned over to Class 170 operation from 1st March 2004, though the peak‑hour through trains to & from London remained DEMU operated. This allowed withdrawal of two units; 205012 with poor bodywork and 205025 which was due for a bogie overhaul.

From May 2004 further Class 170 diagrams on the Ashford - Hastings line saw most DEMU operation on that line finish, though units made odd appearances there until July. From August, the remaining 3H units were those mostly used on the two through Uckfield - London workings each weekday morning and evening with the two-car units being held in reserve. However, 205205 was taken out of traffic at the end of July 2004 with a generator defect, leaving only 205001 as a two-car, this being regularly used in place of three-car units.

Unit 205018 was last used on 17th August 2004 and 205033 was out-of-use early in September, leaving just units 205001/09/28/32 serviceable. From Monday 27th September 2004, the Uckfield line peak hour trains were diagrammed for six-car Class 171 formations, whilst the Oxted - Uckfield shuttles went over to four-number class 171 units. However, at this stage none of the two‑car 170 units had had their couplers changed to the Dellner type to enable them to run with the four-car Class 171 units, so the DEMU units remained in service for another week. The 170s were re-designated class 171 after conversion to Dellner couplings.

 

 

New Number

MBS

TS

DTC

Original number

Withdrawal

3T units, Class 204

 

Diagram no.
Code

652
NA

420
VC-1A

679
VA

 

 

204001

60107

77500
77503

60807
60802

1121 (TS 1201)

17-Aug-87

204002

60121

77508

60821

1122 (TS 1204)

9-Nov-87

204003

60102

77507

60802
60803

1103 (TS 1203)

5-Oct-87

204004

60103

77503
77500

60803
60807

1104 (TS 1202)

19-Nov-87

 

‘Hampshire’ units, Class 205/0
Units with two first and luggage compartment in DTC

Diagram no.
Code

652
NA

672
TA

679
VA

 

 

205001 P

60100 [10]
60154

60650
-
60658
-
60678 [11]
-

60800
60808 [12]
60800

1101

9-12-04

205002

60101 [13]
60155

60651
60657

60801
60813 [14]
60801
60814 [15]
60801
60820 [16]

1102

2-Sep-91

205005

60104

60654

60804

1105

31-Aug-87

Units with three first compartments in DTC

Diagram no.
Code

652
NA

672
TA

683
VA-3C

 

 

205006

60105

60655

60805

1106

5-Oct-87

205007

60022 [17]

60656

60806

1107

5-Oct-87

Units with three first compartments in DTC

Diagram no.
Code

652
NA

672
TA

683
VA-3C

 

 

205008 P

60120
60120

60657
60651

60820
60801 [18]
60826 [19]

1108

7-Apr-94

205009 P

60108

60658
-
60658

60808
60800 [20]
60808

1109

9-Dec-04

Unit with two first and luggage compartment in DTC

Diagram no.
Code

652
NA

672
TA

679
VA

 

 

205010

60109

60659

60809

1110

5-Oct-87

Units with three first compartments in DTC

Diagram no.
Code

652
NA

672
TA

679
VA-3C

 

 

205012 P

60111

60661
60811
60663
60661
-

60801 [21]
60811

1112

6-Feb-04

205014

60113

60663
60668
60661
60663

60813
60822 [22]
60811
60813

1114

15-May-88

205015 P

60114

60664
-

60814
60801 [23]
60814

1115

9-Jun-93

205016 P

60115

60665

60815

1116

9-Jun-93

205017

60116

60666

60816

1117

5-Oct-87

205018

60117

60667
60674 [24]       

60817
60828 [25]

1118

17-Aug-04

Unit with two first and one second compartment in DTC

Diagram no.
Code

652
NA

672
TA

680
VA-3B

 

 

205019

60118

60653

60818

1119

31-Aug-87

Unit with two first and luggage compartment in DTC

Diagram no.
Code

652
NA

672
TA

679
VA

 

 

205020

60119

60652

60819

1120

5-10-87

Unit with three first compartments in DTC

Diagram no.
Code

652
NA-1A

672
TA

683
VA-1C

 

 

205023 P

60122

60668
60663
60668
60669
60668

60822
60801 [26]
60822
60823 [27]
60822

1123

19-Mar-94

Units with two first and luggage compartment in DTC

Diagram no.
Code

652
NA-1A

672
TA

679
VA-1A

 

 

205024 P

60123

60669
60668
60669
-

60823
60822 [28]
60823

1124

22-June-99

205025 P

60124

60670
60678 [29]

60824

1125

17-Feb-04

205026

60125

60671

60825

1126

26-Nov-90

 

‘Berkshire’ units, Class 205/0

Diagram no.
Code

656
NA-2B

672
TA-1A

680
VA-2B

 

 

205027 P

60145

60672

60826
60801 [30]

1127

Jun-94

205028 P

60146
60142 [31]
60146

60673

60827

1128

10-Nov-04

205029 P

60147

60674
60609 [32]       
60674
60667

60828
60909 [33]
60828
60817

1129

7-Jan-95

205030

60148

60675

60829

1130

29-Aug-92

205031 P

60149

60676

60830

1131

14-Jul-93

205032 P

60150
60146
60150

60677

60831

1132

25-Nov-04

205033 P

60151

60678
_
60678

60832

1133

27-Nov-04


Facelifted ‘3H (M)’ unit, Class 205/1

Code

MB

SE

UA

 

 

205101 P

60110

60660
-

60810

1111

Renumbered
205205
12-Apr-95

Code

MB

BX-4E

UA

 

 

205205 P

60110

71634 [34]
­-
71634 [35]
-
71634 [36]
-

60810

205101

26-Jul-04

Unit reformed with two ‘Hastings’ vehicles, DTC three first compartments, Class 206/1

Diagram no.
Code

651
MA-1A

671
SB-1A

683
VA-3C

 

 

206101

60044

60561

60812

1113

5-10-87

                                     

Notes

10 = Renumbered 60154 6‑89.

11 = DTC Diagram 683, Code VA‑5E.

12 = TS Code TA‑3C.

13 = Renumbered 60155 6‑89.

14