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British Rail Southern Region design
2H, 3H & 3T

(Nos.1101-1133)

7^th August 1965 3H ‘Berkshire’ unit no. 1128
passes Southampton Central signal box

© BloodandCustard

‘Hampshire’, ‘Hastings’ & ‘Berkshire’
Diesel-Electric Multiple-Units

	Contents
1957 2H ‘Hampshire’ units 1101-1118	1958 2H ‘Hastings’ units 1119-1122	1959 3H ‘Hampshire’ units 1123-1126
1962 3H ‘Berkshire’ units 1127-1133	1979 3T units 1401-1404	1979 3H(M) unit 1111
Operations	Oxted Tunnel & Window Bars	Renumbering & Reformations
Liveries	Privatisation	Models

1957-built 2H ‘Hampshire’ units

Nos.1101-1118

During 1957 a batch of eighteen two-car diesel-electric multiple units (DEMU) 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 16^th 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. This batch were not fitted with a wiper on the secondman’s observation light.

In order 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). These wagons were colloquially known as “sewing machines” due to the shape of the cover looking similar to that which fitted the older Singer sewing machines.

Preserved “sewing machine” wagon at St Leonards

© BloodandCustard

Motor Brake Seconds

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.

When introduced none of the seating bays in the motor coaches were designated non-smoking.

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.

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 DTC coaches 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.

When introduced the second-class seating was designated non-smoking as was the first-class compartment immediately adjacent to the lavatory.

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

Having passed under Mount Pleasant Road 3H ‘Hampshire’ unit no. 1117 on the 13.45 Alton to Southampton Terminus service in Sep 1960

© BloodandCustard

Introduction into Service

An almost-complete unit number 1101 was exhibited at the Eastleigh works open day on 7^th August 1957. It commenced its first test running on 12^th 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 16^th 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 no.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 16^th September 1957, though on the first day unit no.1103 was slightly damaged in a collision with a Western Region 6-set at Eastleigh; the following day unit no.1110 being put into traffic as a replacement. All eighteen were in service from 4^th November 1957 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. In general, the basis of operation was a twenty to twenty-five percent acceleration in timings with more frequent trains at regular intervals.

The second phase from 4^th 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 5^th October 1958. Of the eighteen units, seventeen could be in use at any given time. However, as mileages of 70,000 to 75,000 were attained it was necessary to reduce this number to sixteen as tyre-turning became necessary.

The Sunday service on the Fawley branch was operated by 2H units from October 1958, these then being officially diagrammed on this day from 16^th November 1958.

Fuel consumption of these units averaged around 0.4 gallons per train-mile.

In general, the units were based at Eastleigh but a few sets were berthed overnight at Salisbury and Fratton. The new maintenance depot comprised 160ft long building with each track able to take a two-car unit under cover for normal servicing and light maintenance duties; there were also carriage sidings and cleaning stages. At Fratton the units used the existing carriage washer.

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?)

3H ‘Berkshire’ unit no. 1133 about to pass under Borovere lane
(Alton) on the 15.02 service to Southampton (22^nd July 1972).

The inverted black triangle provided an early indication to station and
postal staff that there was no brake van at the other end of the unit.

© BloodandCustard

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 (with its 10” by 12” cylinders) uprated from 500bhp 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 22^nd 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 /1019 & 1031‑1037 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. In order to reduce internal pressure in the crankcase the crankcase breather pipes were carried to a position just under the radiator fan. The bi-metal thermostats were proving inadequate so were replaced by wax-type thermostats.

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 no.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. Often their fitment was accompanied yellow warning panels and 1^st class UIC yellow banding.

3H ‘Hampshire’ unit no. 1102 climbing from Alton on the 25^th April 1964
(at this time its motor coach was equipped with an orange-Vee)

© BloodandCustard

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 13^th 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. This meant the five non-smoking seating bays were adjacent to the driving trailer coaches; that is when the seating was 3 (left) plus 2 (right hand side) as viewed looking down the gangway from the end of the coach.

Overall unit weight was now 118 tons; they were now 199' 6" long and seated 13 first and 218 second class passengers. Units nos.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 12^th 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.

Release dates for Trailer Seconds from Eastleigh Works
TS	Unit	Released from Eastleigh week ending	Diagram	HOO no.	Lot no.
60650	1101	3-Oct-59	BR672	4514	30542
60651	1102	22-Aug-59	BR672	4514	30542
60652	1103	26-Sep-59	BR672	4514	30542
60653	1104	26-Sep-59	BR672	4514	30542
60654	1105	3-Oct-59	BR672	4514	30542
60655	1106	3-Oct-59	BR672	4514	30542
60656	1107	26-Sep-59	BR672	4514	30542
60657	1108	3-Oct-59	BR672	4514	30542
60658	1109	3-Oct-59	BR672	4514	30542
60659	1110	17-Oct-59	BR672	4514	30542
60660	1111	12-Oct-59	BR672	4514	30542
60661	1112	17-Oct-59	BR672	4514	30542
60662	1113	17-Oct-59	BR672	4514	30542
60663	1114	24-Oct-59	BR672	4514	30542
60664	1115	8-Aug-59	BR672	4514	30542
60665	1116	17-Oct-59	BR672	4514	30542
60666	1117	24-Oct-59	BR672	4514	30542
60667	1118	29-Aug-59	BR672	4514	30542

3H ‘Hampshire’ unit no.1114 climbing from Alton on the 25^th April 1964
Mount Pleasant Road (bridge) is in the background

© BloodandCustard

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 13^th November 1959 five units (nos.1105 /1107 /1111 /1112 /1114) 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 1963-1964 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 no.1119 missed out on this modification. However, there was 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 /1102 /1103 /1104 /1105 /1110 /1111 /1112 also 1121 /1122 were done although it is not certain if 1106 /1107 /1108 /1109 /1113 were fitted at this time. However, but these units were later moved to St Leonards where the equipment was not needed.

3H ‘Hampshire’ unit no.1106 leading 3H ‘Berkshire’ unit no.1129 approaching
Borovere Lane (Alton) en-route to Southampton Terminus in May 1964

© BloodandCustard

Summer 1960-1961 Winchester Chesil

The termination of the summer Saturday services at Winchester City was causing operating difficulties. Although Winchester Chesil had closed on 7^th March 1960 it was reopened for the next two summers from 18^th June 1960 to 10^th September 1960 and 17^th June 1961 to 9^th 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.

Where information on reduction to two-car is known for 1960-on it is included in the individual unit histories.

Back to Top

2H ‘Hastings’ unit no.1122 passing under Borovere Lane (Alton)
on a service from Southampton Central in August 1965

© BloodandCustard

1958-built 2H ‘Hastings’ Units
Nos.1119 - 1122

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 13^th December 1956, though the DTCs were ordered earlier on 16^th May 1956 with all being delivered from June 1958. However, the planned introduction of these units (from 7^th June 1958) had to be postponed as only one unit had been delivered by this date. These units lacked the external lighting trunking along the coach roofs but retained the external water filler pipes on the driving trailers. However, no.1121 gained external lighting trunking when its identity was exchanged with no.1108 in May 1974. Of this batch only no.1119 was not fitted with a wiper on the secondman’s observation light.

As introduced, none of the seating bays in the motor coaches were designated non-smoking; in the driving trailer the second-class seating was designated non-smoking as was the first-class compartment immediately adjacent to the lavatory.

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.

2H ‘Hastings’ unit no.1122 nearing Alton from Southampton Central in September 1965

© BloodandCustard

Release dates for Units from Eastleigh Works
Type	No.	Unit	Released from Eastleigh week ending	Diagram	HOO no.	Lot no.
MBS	60118	1119	7-Jun-58	BR652	4279	30398
DTC	60818	1119	7-Jun-58	BR680	4279	30399
MBS	60119	1120	7-Jun-58	BR652	4279	30398
DTC	60819	1120	7-Jun-58	BR680	4279	30399
MBS	60120	1121	14-Jun-58	BR652	4279	30398
DTC	60820	1121	14-Jun-58	BR680	4279	30399
MBS	60121	1122	14-Jun-58	BR652	4279	30398
DTC	60821	1122	14-Jun-58	BR680	4279	30399

Back to Top

2H ‘Hampshire’ unit no.1118 arriving at Eastleigh on a northbound service in June 1958. Note the early radiator grill.

© BloodandCustard

1959-built 3H ‘Hampshire’ units
Nos.1123 - 1126

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) but retained the external water filler pipes on the driving trailers. All this batch were fitted with a wiper on the secondman’s observation light.

As introduced, none of the seating bays in the motor coaches were designated non-smoking; in the driving trailer the second-class seating was designated non-smoking as was the first-class compartment immediately adjacent to the lavatory. In the centre-trailer the non-smoking arrangements were unaltered from the earlier batch, that is when the seating was 3 (left) plus 2 (right hand side) as viewed looking down the gangway from the end of the coach.

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 nos.1101 ‑ 1118 to 3-car). All three Lots were ordered on 13^th October 1958.

Unit number 1123 commenced trials from 14^th 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 2^nd January 1960.

Release dates for Units from Eastleigh Works
Type	No.	Unit	Released from Eastleigh (week ending)	Diagram	HOO no.	Lot no.
MBS	60122	1123	5-Dec-59	BR652	4513	30540
TS	60668	1123	5-Dec-59	BR672	4514	30542
DTC	60822	1123	5-Dec-59	BR679	4513	30541
MBS	60123	1124	5-Dec-59	BR652	4513	30540
TS	60669	1124	5-Dec-59	BR672	4514	30542
DTC	60823	1124	5-Dec-59	BR679	4513	30541
MBS	60124	1125	12-Dec-59	BR652	4513	30540
TS	60670	1125	12-Dec-59	BR672	4514	30542
DTC	60824	1125	12-Dec-59	BR679	4513	30541
MBS	60125	1126	26-Dec-59	BR652	4513	30540
TS	60671	1126	26-Dec-59	BR672	4514	30542
DTC	60825	1126	26-Dec-59	BR679	4513	30541

Back to Top

End of 1978 and early-1979 a short-lived working of 3 car DEMU units into Charing Cross took place for a few weeks. The 08.40 Hastings to Charing Cross was overcrowded into London, just rostered 6L.

By this date Eastleigh based 3H units were replacing the loco-hauled 3-Sets on the Reading - Tonbridge line and one 3H stood spare during the middle of the day at Redhill.

For a few weeks it was rostered to be attached to the rear of 07.24 Reading to Tonbridge (3R) from Redhill at 09.04, at Tonbridge it was rapidly shunted off and put into Platform 2 where the 08.40 ex Hastings then attached to it.

It returned from London on the 10.45 from Charing Cross and was detached at Tonbridge and put onto the front of the 11.46 to Reading to be knocked-off again at Redhill.

In this view taken on Wednesday 27^th December 1978 unit no.1103 is on this duty standing in Platform 2 at Tonbridge with 6L 1016 is being attached to the rear. Note the 'EH' depot code on the Hampshire.

© John Atkinson

The 1962-built 3H ‘Berkshire’ units
Nos. 1127 - 1133

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 26^th 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-type ‘Phase 2’ 1963-build 2 HAP units with smaller headcode panels, slightly tapered windscreens and windows fitted from outside the coach (with a window frame as a result) as well as altered lavatory windows. They lacked both the external lighting trunking and water filler pipes along the coach roofs.

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

As introduced, none of the seating bays in the motor coaches were designated non-smoking; in the driving trailer the second-class seating was designated non-smoking as was the first-class compartment immediately adjacent to the lavatory. In the centre-trailer the non-smoking arrangements were unaltered from the earlier batch, that is when the seating was 3 (left) plus 2 (right hand side) as viewed looking down the gangway from the end of the coach.

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 /1964.

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.

Release dates for Units from Eastleigh Works
Type	No.	Unit	Released from Eastleigh week ending	Diagram	HOO no.	Lot no.
MBS	60145	1127	9-Jun-1962	BR656	4769	30671
TS	60672	1127	9-Jun-1962	BR672	4769	30672
DTC	60826	1127	9-Jun-1962	BR680	4769	30673
MBS	60146	1128	16-Jun-1962	BR656	4769	30671
TS	60673	1128	16-Jun-1962	BR672	4769	30672
DTC	60827	1128	16-Jun-1962	BR680	4769	30673
MBS	60147	1129	16-Jun-1962	BR656	4769	30671
TS	60674	1129	16-Jun-1962	BR672	4769	30672
DTC	60828	1129	16-Jun-1962	BR680	4769	30673
MBS	60148	1130	16-Jun-1962	BR656	4769	30671
TS	60675	1130	16-Jun-1962	BR672	4769	30672
DTC	60829	1130	16-Jun-1962	BR680	4769	30673
MBS	60149	1131	16-Jun-1962	BR656	4769	30671
TS	60676	1131	16-Jun-1962	BR672	4769	30672
DTC	60830	1131	16-Jun-1962	BR680	4769	30673
MBS	60150	1132	30-Jun-1962	BR656	4769	30671
TS	60677	1132	30-Jun-1962	BR672	4769	30672
DTC	60831	1132	30-Jun-1962	BR680	4769	30673
MBS	60151	1133	14-Jul-1962	BR656	4769	30671
TS	60678	1133	14-Jul-1962	BR672	4769	30672
DTC	60832	1133	14-Jul-1962	BR680	4769	30673

3H ‘Berkshire’ unit no.1130 entering Romsey station in 1969

© BloodandCustard

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

2H ‘Hampshire’ unit no.1118 (operating a Southampton
Terminus to Alton service) enters Eastleigh station in June 1958
© BloodandCustard

Individual Unit Notes

Original Numbers 1101 - 1133

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. Yellow warning panels add, 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	Yellow warning panels added 5-Aug-64 (unit was previously equipped with orange Vee). 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 4^th 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 air-horns and an inverted black triangle on the DTC. 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 orange Vee & air horns by Mar-61 and 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 no.1115 in place of 60664. Reverted to original formation Dec‑64. DTC 60802 & TS 60652 both used briefly in no.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 no.1104 Feb‑79 to Mar‑79. TS 60652 to 2H no.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. Yellow warning panels added 9-Oct-65. 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 no.1127 in Jun-72 and no.1124 in Jul-72 whilst repairs to the trailers were completed. Unit briefly ran as 2H during Sep‑76 and both trailers used in no.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 no.1122 until c.Jul‑79 when it was placed in no.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 no.1202). Unit then reclassified as 3T and renumbered no.1404 c.17‑Sep‑79.
1105	Unit made up to 3H in Aug‑59 by inclusion of TS 60664 (ex.1115), but this vehicle then returned to no.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 Nov‑64. Orange-Vee by Jul-61; yellow warning panels added Nov-64. DTC 60804 used briefly in no.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	Observed on mid-Hants line May-64 with orange Vee (working with no.1129). 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 33 117 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. Orange-Vee by 24-Jul-61. 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 no.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. Yellow warning panels added 23-Mar-66. During 1975 /1976 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 no.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 no.1015).
1108	MBS 60107 badly damaged in collision with light engine 30480 at Eastleigh w/e 6‑May‑61 but repaired. Yellow warning panels added 7-Feb-64. 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 no.1121) and units swapped identities. Luggage space in DTC 60820 converted to first class seating during 1975 /1976 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 Mar‑63 with 60108 and 60657 formed with 60665 + 60115 (ex.1116). Orange-Vee by Jan-61; yellow warning panels added 18-Dec-63. 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 /1964 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. Yellow warning panels added 9-Oct-65. Unit had air horns by 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. Yellow warning panels added 11-Jun-65. 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 no.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. Yellow warning panels added 11-Jan-64. 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. 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 and may not have received (?) yellow warning panels before repainting into blue with yellow warning panels 21-Nov-66. 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 no.1037 MBS 60044 (then running in 3D no.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 no.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 no.1105 whilst other two coaches undergoing bogie modifications. No.1115 had not yet received an orange Vee in 2-Feb-60 but was carrying one on 3-Nov-63 and again 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. Unit recorded as running as a 2-car 3-Nov-63 and again 26-Apr-64 on Southampton Terminus to Alton services with air horns but the early blinds appeared to have been replaced between these two dates. 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 /1964 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 no.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 no.1119 from Oct‑75 to Aug‑76. After repair MBS 60115 used in no.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. Yellow warning panels added 8-Feb-66. 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. Yellow warning panels added 26-Jan-65. Air horns fitted by 24-Apr-66. Unit ran as 3H Oct‑75 to Aug‑76 with TS 60665 (spare ex. damaged no.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. Believed to be the blue ‘St Leonards’ unit.
1121	Yellow warning panels added 11-Jun-65. It is possible that as a 2H ‘Hastings’ unit no.1121 was never equipped with an orange-Vee. AWS fitted and second-class compartment in DTC 60820 converted to luggage space Jul‑67 and seating reduced to 13 first and 50 second. In May‑74 unit made up to 3H by inclusion of TS 60657 (ex.1108) and units swapped identities, the ‘new’ no.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	Observed running Southampton Central to Alton services 20-Sep-64 without orange Vee; it is always possible this unit was never painted with one. Yellow warning panels added 30-Oct-65. 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 whistle /without orange-Vee in August 1965 and with yellow warning panels 25-Jul-66. It is possible that as a 2H ‘Hastings’ unit no.1122 was never equipped with an orange-Vee. 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 no.1119. Unit disbanded c.Sep‑79 and both coaches reformed with DTS 77508 (ex.3R no.1204) to form ‘new’ 3T unit no.1402.
1123	Yellow warning panels added 31-Jan-63. Second class compartment in DTC 60822 converted to luggage space 30‑Nov‑65 and seating reduced to 13 first and 50 second. Whistles fitted by 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	Orange-Vee by 29-Mar-61; yellow warning panels added 27-Jan-65. 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. Yellow warning panels added 30-Sept-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 no.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. Yellow warning panels added 19-Jul-66. 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. Yellow warning panels added 5-Aug-65. Observed air horns 25-Jul-66. TS 60672 damaged in open-door collision with no.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 no.1130 during Feb‑83, own trailers being formed as part of no.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 no.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). Yellow warning panels added 27-Jan-66. Unit ran briefly as 2H in Jan‑75. TS 60673 used in no.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 no.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. Yellow warning panels added and Dorman engine removed 10-Sep-65. 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 (ex.1318) and then 60115 (ex. damage repairs from no.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. Believed to be the last (original) green unit and last blue Eastleigh unit.
1130	Yellow warning panels added 26-Apr-66. 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 no.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. Yellow warning panels added 7-Apr-66. MBS 60149 damaged in collision with 4 TC unit number 415 (damaging TC’s DTS 76297) 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 no.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	Yellow warning panels added 11-Jun-64. 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 no.1402 during Nov‑83. C1 overhaul including asbestos strip (at Eastleigh ?) Dec‑84, released May‑85. Unit damaged in collision with no.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. Observed in green livery with orange Vee & air horns 2-Feb-64. Yellow warning panels added 27-May-66. 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.
1401
1402	Unit ran with MBS 60151 (ex.1132) during Nov‑83.
1403
1404	Unit ex. works 17‑Sep‑79 as no.1404 formed as 2H as 77503 not ready. Unit made up to 3T c.Nov‑79. Unit in collision with no.6062 at Portsmouth Harbour 26‑Sep‑79. DTC 60803 ran briefly in no.1133 Jan‑82.

3H ‘Hampshire’ unit no. 1107 waiting to depart from Uckfield station
Alongside a class 33 has arrived hauling a peak-hour service

© BloodandCustard

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.

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2H ‘Hastings’ unit no. 1121 climbing towards Borovere Lane
(Alton) en-route to Southampton Central in August 1965
(note the steel sleepering on the adjacent road)

© BloodandCustard

AWS

During 1985 many of the units based at St Leonards were fitted with simplified AWS leaving just nos.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

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18^th August 2019 preserved 2H ‘Hampshire’ unit no. 1125 approaching
Ropley with the 11:30hrs departure from Alresford to Ropley (only)

© Colin Duff

Liveries

Orange Vees

During 1960 the units started to have a large luminous orange ‘Vee’ painted on the cab ends, unit no.1102 being the first done. When the yellow warning panels were applied (1964-65) the motor-coach ends received a black triangle instead; unit no.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 station /postal 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.

Inverted Black Triangles

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).

Like the orange-Vee the inverted black provided an early indication to station /postal staff that there was no brake van at the other end of the unit.

Sporting a rather grubby orange-Vee 2H ‘Hampshire’
unit no. 1102 nears Alton on the 25^th April 1964
Borovere Lane (bridge) is in the distance

© BloodandCustard

Changes of Livery

From mid-1966 units started to be painted all over blue; unit number 1103 was the first being outshopped on 5^th July 1966. The first few blue units (nos.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 no.205001 in May 1988, all except no.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.

3H ‘Hampshire’ units nos.1106 (blue) and 1124 (green) passing at Romsey station
No.1106 received blue livery on 24-Nov-66 and no.1124 lost its green livery on 27-Feb-69.

© BloodandCustard

Liveries of Original Units
Nos.1101 - 1133

Unit	Green yellow warning panels	Blue yellow warning panels	Blue full yellow ends	Blue /Grey	Renumbered
1101	c.6-Mar-64		1-Nov-67	Aug-82	205001
1102	No record located		By Nov-67	Feb-82	205002
1103	No record located	5-Jul-66	30-Oct-68	Disbanded to 3T
1104	9-Oct-65		20-Nov-68	Disbanded to 3T
1105	Nov-64		By Nov-70	Apr-82	205005
1106	Believed not	24-Nov-66	By Nov-69	c.Nov-80	205006
1107	23-Mar-66		20-Feb-68	c.Aug-82	205007
1108	7-Feb-64		By Oct-70	By May-81	205008
1109	c.18-Dec-63		24-Dec-70	c.Apr-82	205009
1110	18-Dec-65		21-May-68	Aug-82	205010
1111	11-Jun-65		9-Oct-67	By May-81	205101
1112	31-Jan-64		11-Mar-69	Jun-83	205012
1113	Believed not	21-Nov-66	19-Dec-69	c.Dec-80	206101
1114	Believed not	9-Jan-67	c.2-Apr-69	Jul-83	205014
1115	No record located		30-Jun-67	c.May-82	205015
1116	No record located		5-Dec-67	c.Nov-81	205016
1117	8-Feb-66		18-Apr-68	Nov-82	205017
1118	No record located		10-Oct-67	c.Jun-81	205018
1119	26-Jan-65		By May-69	c.May-82	205019
1120	No record located		By Nov-68	Apr-84	205020
1121	11-Jun-65		c.May-67	Disbanded to 3T
1122	30-Oct-65		26-Jun-68	Disbanded to 3T
1123	22-Feb-66		27-Jun-68	Aug-82	205023
1124	c.27-Jan-65		27-Feb-69	Feb-84	205024
1125	c.30-Sep-64		19-Aug-69	Jun-84	205025
1126	19-Jul-66		30-12-68	c.13-Oct-83	205026
1127	5-Apr-65		By Nov-70	Dec-80	205027
1128	27-Jan-66		4-Oct-68	Mar-83	205028
1129	10-Sep-65		24-Mar-71	Jul-84	205029
1130	26-Apr-66		19-Aug-70	c.May-81	205030
1131	7-Apr-66		By Nov-70	c.Nov-81	205031
1132	c.11-Jun-64		By Jun-70	c.Jul-81	205032
1133	27-May-66		20-Jan-71	c.May-81	205033

Renumbered Units Dates of Repainting

No.	Blue /Grey	NSE (early)^#1	NSE (late)^#2	Connex	Green full yellow ends	Renumbered
205001	*Aug-86	11-May-88		18-Jan-99		Withdrawn
205002	*Aug-86					Withdrawn
205005	*Jul-86					Withdrawn
205006	*Jul-86					Withdrawn
205007	*Oct-86					Withdrawn
205008	*Aug-86		2-Oct-91			Withdrawn
205009	*Jun-86		9-Sep-88			Withdrawn
205010	*Aug-86					Withdrawn
205012	*Aug-86		c.Jun-88	9-Oct-98		Withdrawn
205014	*Aug-86					Withdrawn
205015	*Aug-86		14-Aug-89			Withdrawn
205016	*Aug-86		26-Jun-89			Withdrawn
205017	*May-86					Withdrawn
205018	*Jun-86		c.Apr-90			Withdrawn
205019	*Oct-86					Withdrawn
205020	*Aug-86					Withdrawn
205023	*Aug-86		31-Aug-90			Withdrawn
205024	*Jun-86		29-Apr-90			Withdrawn
205025	*Oct-86		c.Jan-90			Withdrawn
205026	*Oct-86		c.Sep-89			Withdrawn
205027	*Jun-86		c.Jan-90			Withdrawn
205028	*May-86		c.May-90	1997		Withdrawn
205029	*May-86		Aug-88		10-Aug-92	Withdrawn
205030	*Oct-86		20-Feb-89			Withdrawn
205031	*Oct-86					Withdrawn
205032	*Jun-86		Dec-89	22-Mar-00		Withdrawn
205033	*Jul-86		c.Nov-90	1997		Withdrawn
205101	*Jul-86		c.Jun-89			205205
205205			*Jun-95			Withdrawn
206101	*Jun-86					Withdrawn
Notes
*	See original unit number for the livery being carried when the unit was renumbered /reformed.
^#1	Network SouthEast (First version, lighter blue, angled upsweeps).
^#2	Network SouthEast (Later version, darker blue, curved upsweeps).

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Against the feint backdrop of the Cathedral spire, Tuesday, 6^th May 1980 saw 3T unit no.1404 berthed in the West End Bay platform at Salisbury between duties. An unidentified Class 47 is passing with a stone train empties heading back to Westbury whilst 50027 'Lion' is heading a Waterloo to Exeter train. Behind the DEMU is 4 TC unit no.418, probably undergoing a 'heavy clean'.

Unit no.1404 was formed in November 1979 with two coaches of old 3H unit no.1104 and the DTS 77503 from disbanded 3R no.1202 inserted between them. It appears to be carrying a '2T' designation below the 'Class 204' sticker on the cab end; it had run as a 2-car from September 1979 to November 1979.

© John Atkinson

3T Units ‘New’ (in all-blue livery)
No.	Date	Renumbered
1401	c.Nov-81	204001
1402	Jun-82	204002
1403	Mar-82	204003
1404	Oct-82	204004

Renumbered 3T Units Dates of Repainting
No.	Date	Livery	Fate
204001	*Oct-86	Blue /grey	Withdrawn
204002	*May-86	Blue /grey	Withdrawn
204003	*May-86	Blue /grey	Withdrawn
204004	*Jun-86	Blue /grey	Withdrawn

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3H ‘Hampshire’ unit no. 1126 nearing Alton on the 25^th April 1964
The field is now a housing estate!

© BloodandCustard

2H /3H unit Operations

Unit no.1115 was used for trials on the ‘Oxted’ lines from 27^th January 1960, returning to Eastleigh from 9^th 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 /63 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 no.1103 (which was running as 2H) these units were used for the Mid‑Hants service. In December that year unit number 1121 joined no.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 nos.1114 ‑ 1118 from Eastleigh to St Leonards) enabled dieselisation of the Brighton to Horsham service in May 1964. On 3^rd 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.

2H ‘Hastings’ unit no.1121 on the 11.53 Alton to Southampton service 9^th January 1966
Note the house behind the motor coach; built since the photograph was taken of no.1117 in Sep 1960
© BloodandCustard

Unit no.1115 was used for trials on East Sussex lines (as a 3H) seen at Oxted on 27^th January 1960 returning to Eastleigh 9^th February 1960; this was understood to be for timing trials in advance of ordering the new 3D units.

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

As other line closures affected the duties of the units, further reallocations took place. The Fawley branch closure on 14^th February 1966 and Shoreham to Horsham on 7^th March 1966 allowed the Swanage branch service to be worked by 3H units from 5^th 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 5^th September 1966.

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

With the introduction of electric services from 10^th 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 9^th September 1968, Uckfield - Lewes from 23^rd February 1969 (though the line was not officially closed until 5^th May 1969), Eastleigh – Romsey from 5^th May 1969 and the Swanage branch from 1^st January 1972.

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

The closure of the Mid‑Hants line from Winchester to Alton from 5^th February 1973 saw units nos.1109 and 1121 rendered spare; unit number 1109 was moved to St Leonards and number 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 1^st 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.

08.40 ex. Hastings with its 'Hampshire' attachment running into Waterloo East on Wednesday 7^th June 1978 with unit no.1116 on the front. This was a Central Division unit so something had gone awry!

© John Atkinson

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 no.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 nos.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 no.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 no.1116 which was out of service from collision damage at this time.

A fairly unusual appearance of a 3T unit working on the Oxted lines. In this view taken on Thursday, 18 April 1985 unit no.1403 is seen near Crowhurst Brickworks (between Lingfield and Hurst Green) with an East Grinstead to Victoria train.

Memories have long-forgotten why the unit was over on the 'Central', although it had been outshopped from Selhurst Paint Shop on 1^st March 1985 in its second coat of blue /grey and so probably did not return ‘home’ between these dates.

© John Atkinson

3T & 3H(M) unit Operations

The 1979 conversion - 3T units nos.1401-1404

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 nos.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.

3T unit no.1404
© BloodandCustard

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 vehicles had external roof-mounted lighting trunking.

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.

3T unit no.1401 arriving at Southampton Central from Salisbury
© BloodandCustard

1979 prototype - 3H(M) unit 1111

During 1979, unit no.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 no.1111 was usually restricted to Ashford ‑ Hastings line duties.

Unit no.1111 had its earlier ‘Baldwin’ AWS replaced by the later simplified type. The codes for the modified unit were MBS MB, TS SE, DTS UA.

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; BR(S) diesel-electric units could only work in multiple with other diesel-electric units.

In terms of the conversion no.1111 had been rewired and fitted with a four-notch controller so it could be configured to run in multiple with electric units instead of diesel units.  The complete unit ran on test to Stewarts Lane 30^th November 79 and was also used on tests coupled to a 4 CIG unit on the Shepperton branch 30^th December 1979.

However, Southern Region’s CM&EE could only do one or other. So, the plan was to modify all the 2H /3H fleet as they went through works and leave the connections set as “multiple to Diesel only”. Only when the whole fleet had been through works would the units be switched over to the “EMU” method of operation. 
Due to a lack of funds no further units were modified and so this fleet conversion did not come to fruition although many units (but not all) did have heavy C1 overhauls in the early 1980s when the blue asbestos insulation was stripped out.

With testing completed the unit was released to St Leonards for commissioning 27^th February 1980 and entered passenger service. However, unit no.1111 (and in its subsequent no.205101 numbering) was unpopular on the Hastings – Ashford line as the four-notch controller was much less controllable than the seven-notch variant it replaced, particularly on Ham Street bank in the Autumn.  It could also be somewhat unpredictable when working in multiple with a seven-notch unit.

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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 nos.205001 ‑ 205033 (with some gaps), the 3T units nos.204001 ‑ 204004, and no.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 no.1107 receiving ‘Hastings’ motor coach 60037 (ex. 6B unit no.1033 but received from 3R unit no.1202) in July 1985 before it was in turn replaced by 60022 (ex. 6L number no.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 no.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.

Running as a 3-car ‘Hastings’ unit no.1119 enters Hastings from Ashford

© BloodandCustard

Original Unit No.	Date Unit New	MDS	TS	Became 3-car from	DTC	New No.	Date No. change
Diagram no. Code	652 NA	672 TA	679 VA
2H units made up to 3H during autumn 1959
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

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Devoid of unit end number, a 2H unit entering Alresford (from Itchen Abbas) in 1971. This is not believed to be unit no.1119 which had neither roof-mounted lighting conduit or secondman’s wiper as there appears to be a wiper drive visible above the secondman’s observation light.

Around this time both unit nos.1121 and 1122 were running around minus their secondman’s wiper. However, contemporary photographs appear to also shew no.1121 with a mis-angled air-horn – as can be seen above. At present the verdict remains open but the unit is most likely to be no.1121!

© BloodandCustard

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 8^th 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.

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Oxted Tunnel
Restricted Openings & Window Bars

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.

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18^th August 2019 preserved 2H ‘Hampshire’ unit no. 1125
arriving at Ropley station

© Colin Duff

Hampshire Units into Privatisation

Units remaining in traffic on 1^st 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 6^th 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 18^th 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 22^nd 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.

18^th August 2019 preserved 2H ‘Hampshire’ unit no. 1125
calls at Medstead and Four Marks station

© Colin Duff

TPWS

All units surviving in traffic beyond 31^st 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 when 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.

‘Berkshire’ 3H unit number 205030 departing from
Southampton Central with a Portsmouth & Southsea service

© BloodandCustard

170s & Last Mainline Operations

In the latter part of 2003, the delivery of the first batch of the new diesel trains; 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 1^st 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 17^th August 2004 and 205033 was out-of-use early in September, leaving just units 205001 /09 /28 /32 serviceable. From Monday 27^th 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 170 units 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 ^1 60154	60650 - 60658 - 60678 ^3 -	60800 60808 ^2 60800	1101	9-12-04
205002	60101 ^4 60155	60651 60657	60801 60813 ^5 60801 60814 ^6 60801 60820 ^7	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 ^8	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 ^9 60826 ^10	1108	7-Apr-94
205009 P	60108	60658 - 60658	60808 60800 ^11 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 ^12 60811	1112	6-Feb-04
205014	60113	60663 60668 60661 60663	60813 60822 ^13 60811 60813	1114	15-May-88
205015 P	60114	60664 -	60814 60801 ^14 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 ^15	60817 60828 ^16	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-Oct-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 ^17 60822 60823 ^18 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 ^19 60823	1124	22-June-99
205025 P	60124	60670 60678 ^20	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 ^21	1127	Jun-94
205028 P	60146 60142 ^22 60146	60673	60827	1128	10-Nov-04
205029 P	60147	60674 60609 ^23 60674 60667	60828 60909 ^24 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 ^25 - 71634 ^26	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-Oct-87

Notes: