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British Rail Southern Region design
4 BEP & 4 CEP

(7001-7022 & 7101-7211)

Unit no.7211 was the last built and last to remain in all blue livery with full yellow ends. It is seen here emerging from Shakespeare Tunnel heading a Charing Cross to Ramsgate via Dover Priory train circa 1969.

© Chris Wilson collection

Kent Coast Corridor Stock

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

Contents
1956 Prototype ‘1951-type’ 4 CEP Units 7101 - 7104	Prototype ‘1951-type’ 4 BEP Units 7001 and 7002	Phase 1 & 2 4 CEP Units 7105 - 7211	Phase 1 & 2 4 BEP Units 7003 - 7022
Prototype Refurbished 4 CEP Unit 7153	Refurbished 4 CEP Units 1501 - 1621	Refurbished 4 BEP Units 2301 - 2307	4 TEP Units 2701 - 2704
3 CEP Units 1401 - 1406	Re-bogied Units 1697 - 1699	3 CEP Units 1530 /1561 /1610 /1613 & 1619	3 CEP Units 1101 to 1118 & 1198, 1199
Renumbered former 4 BEP Units 2311 - 2317	Renumbered 4 BEP Units 2321 to 2327	Liveries	In model form

Phase 1
June 1959

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

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

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

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

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

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

4 CEP unit no.7153 at Folkestone Harbour
© BloodandCustard

Phase 2
June 1962

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

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

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

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

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

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

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

Power Supplies

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

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

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

New Electric Trains

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

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

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

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

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

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

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

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

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

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

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

Vehicle Nos.	Unit Nos.	HOO No.	LOT No.	Date built	Vehicle type	Diag. No.	SR Code	BR Code
61033-61040	7101-7104	3758	30108	1956	MBSO	402	AB	EB2.73.0A
61041-61044	7001-7002	3759	30111	1956	MBSO	402	AB	EB2.73.0A
61229-61240	7105-7110	4359	30449	1958	MBSO	402	AD (odd) AE (even)	EB2.74.0A EB2.75.0A
61304-61389	7111-7153	4370	30454	1958/9	MBSO	402	AD (odd) AE (even)	EB2.74.0A EB2.75.0A
61390-61409	7003-7012	4370	30454	1959	MBSO	402	AD (odd) AE (even)	EB2.74.0A EB2.75.0A
61694-61775	7154-7194	4658	30619	1960/1	MBSO	402	AG (even) AH (odd)	EB2.74.1B EB2.75.1B
61776-61791	7195-7202	4658	30619	1961	MBSO	402	AG-2A (even) AH (odd)	EB2.74.2B EB2.75.1B
61792-61811	7013-7022	4658	30619	1961	MBSO	402	AG-2A (even) AH (odd)	EB2.74.2B EB2.75.1B
61868-61871	7203-7204	4686	30638	1961	MBSO	402	AG-2A (even) AH (odd)	EB2.74.2B EB2.75.1B
61948-61961	7205-7211	5034	30708	1962/3	MBSO	402	AG-1A (even) AH-1A (odd)	EB2.74.1A EB2.75.1C
69000-69001	7001-7002	3759	30113	1957	TB	425*	BG	EN4.60.0A
69002-69011	7003-7012	4370	30457	1959	TB	425*	BL	EN4.61.0A
69012-69020	7013-7021	4658	30622	1961	TB	425*	BL-1A	EN4.61.1B
69021	7022	4658	30622	1961	TB	425*	BL-2B	EN4.61.2C
70033-70036	7101-7104	3758	30109	1956	TSK	460	BH	EH2.73.0A
70037-70040	7101-7104	3758	30110	1956	TCK	450	BF	EH3.60.0A
70041-70042	7001-7002	3759	30112	1956	TCK	450	BF	EH3.60.0A
70043-70044	7203-7204	4686	30639	1961	TCK	450	BM	EH3.61.1B
70229-70234	7105-7110	4359	30450	1958	TSK	460	BK	EH2.73.0A
70235-70240	7105-7110	4359	30451	1958	TCK	450	BJ	EH3.61.0A
70241-70242	7203-7204	4686	30640	1961	TSK	460	BN	EH3.73.1B
70260-70302	7111-7153	4370	30455	1958/9	TSK	460	BK	EH2.73.0A
70303-70345	7111-7153	4370	30456	1958/9	TCK	450	BJ	EH3.61.0A
70346-70355	7003-7012	4370	30456	1959	TCK	450	BJ	EH3.61.0A
70503-70551	7154-7202	4658	30620	1960/1	TSK	460	BN	EH2.73.1B
70552-70600	7154-7202	4658	30621	1960/1	TCK	450	BM	EH3.61.1B
70601-70610	7013-7022	4658	30621	1961	TCK	450	BM	EH3.61.1B
70653-70659	7205-7211	5034	30709	1962/3	TCK	450	BM-1A	EH3.61.2C
70660-70666	7205-7211	5034	30710	1962/3	TSK	460	BN-1A	EH2.73.2C
Notes: * New as Diagram 19, all revised to Diagram 425 from 2-Sep-61.

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

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

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

12 CEP formation on Rochester Curve
© BloodandCustard

Fleet Refurbishment

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

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

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

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

The units were renumbered as:

411501	to	411505	1956 prototype ‘1951-type’ units
411506	to	411561	Production ‘1957 Phase 1’ units
411562	to	411621	Production ‘1957 Phase 2’ units
412301	to	412307	Production ‘1957 Phase 2’ units
411500			Prototype refurbished unit

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

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

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

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

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

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

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

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

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

Three-Car Units

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

Privatisation

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Motor Coaches

Each motor coach consisted of the driver's cab, this having a gangway through the unit end, the driver sitting to the nearside. Unlike the 4 COR family design, there was an offside forward observation light; the headcode indicator being incorporated into the gangway door, very slightly off-centre. This gave the cab a much more balanced appearance compared to the 4 COR design. However, units nos.7205 to 7211 used the smaller headcodes (as used on later HAP and ex Tyneside emus etc) although the overall box size remained unchanged (thus leaving a wider border across the bottom – i.e. below the glass).

The overall shape of the cab end was very similar to that of all BR Mark 1 coaching stock. Waist level hoses and cables were provided for coupling to other units, these units could couple in multiple with all ‘1951’ and subsequent type stock, subject to certain restrictions. There was an opening (sliding) driver’s sidelight on each side of the cab, with the cab being entered from behind via the guard's brakevan.

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

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

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

Trailer Composite

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

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

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

Connectivity

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

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

Into Service

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

6:49 am	West Worthing to London Bridge.
8:27 am	London Bridge to East Croydon.
8:52 am	East Croydon to Victoria
9:28 am	Victoria to Brighton.
11:8 am	Brighton to Victoria.
12†44 pm	Victoria to Streatham Hill.
4†45 pm	Streatham Hill to London Bridge.
5:43pm	London Bridge to Littlehampton.
7:43pm	Littlehampton to West Worthing.

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

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

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

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

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

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

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

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

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

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

1956 Prototype ‘1951-type’ 4 CEP Units Nos.7101 – 7104
Unit	MBS			TCK	TSK		MBS		Date	As Unit
Diag. No. Code	402 AB			450 BF	460 BH		402 AB
7101 25-Feb-56	61033 61041 61033			70037 70041 70037	70033		61034 61042 61034		9-Mar-82	1503
7102 7-Mar-56	61036 61233^#1			70038 70237^#2	70034		61035		See notes
7103 28-Apr-56	61038 61043			70039 70042	70035		61037		10-Feb-83	1505/4
7104 31-May-56	61040			70040	70036		61039		9-Aug-80	411502
Notes		#1	'Phase 1' MBS, Code AD.			#2		'Phase 1' TCK, Code BJ.

Individual Unit Notes
7101 to 7104

Unit	Notes
7101	Received UIC yellow ‘First-class’ cantrail banding by September 1960. Unit one of the earliest on SR to have yellow warning panels applied to cab ends in Jan‑64. MBS 61034 took two roads shunting at Streatham Hill 7‑May‑63 and slightly damaged, repaired at Chart Leacon. Unit exchanged TSK 70033 with TB 69000 (ex 4 BEP 7001) 23‑Jun‑79 and the three former coaches of 7001 now renumbered as 7101. Unit then ran as 4 BEP 7001 until 29‑Sep‑79 when 69000 removed and stored, being replaced with original 70033 spare since Jul‑79, and unit back to original formation.
7102	Unit mounted on Mark 4 bogies fitted with experimental Girling disc brakes at Lancing Nov‑61 and used for tests between Farnham and Alton, based at Wimbledon Park. Unit was used on a series of runs on the Brighton line between 20-Jan-64 & 24-Jan-64. MBS 61035 damaged when struck by unit 5327 at Stewarts Lane 5‑May‑64 and unit to Eastleigh for repairs 19‑May‑64, released 29‑May‑64. Unit again damaged about Apr-67 with MBS 61035 and TSK 70034 affected (details unknown, possible ‘run-away’ from Preston Park Sidings) and to Eastleigh 18‑Apr‑67 for C4 repair, not released until 23‑Jun‑67 still in green livery with small yellow panel. Later used in traffic along with similarly modified 7103 and 7002 but these trials were completed by about May-68 and all three units were stored out of use at Paddock Wood until c.Aug‑70, (though they all visited Derby in 1969 for a body overhaul, 7102 dated 29‑Oct‑69 and painted blue/grey there) when taken to Chart Leacon and refitted with standard bogies and returned to traffic. Unit damaged by fire at Preston Park sidings 22‑Oct‑75 and 61036 and 70038 both damaged and unit disbanded. 61036 condemned 28‑Aug‑76 and body scrapped at Norwood Yard by 26‑Aug‑76 and the underframe was cut‑up by 24‑Nov‑77, TCK 70038 held damaged for possible use in refurbishment programme and stored at Stewarts Lane, but remains scrapped there c.8‑Jun‑82 by Geo. Morris Ltd. Unit 7102 temporarily reformed from c.Dec‑75 with MBS 61233 and TSK 70237 (both ex.7107) until about Jul‑76 when 61233 and 70237 returned to 7107, though unit ran again in this temporary formation Oct‑76 to 19‑Nov‑76. MBS 61035 and TSK 70034 then both spare, 70034 stored at Wimbledon Park and 61035 used as departmental tractor coach until sent to Swindon for refurbishment 23‑Dec‑82 still as a spare vehicle. 70034 refurbished and replaced buffet car in 4 BEP 7001, refurbished as unit 1501.
7103	Unit mounted on Mark 4 bogies fitted with experimental Girling disc brakes at Eastleigh between 23‑Sep‑63 and 15‑Nov‑63 and used on tests with 7102 also similarly modified (later 4 BEP 7002 also so modified). Unit out of use from c.May‑68 until c.Aug‑70 when standard bogies refitted. Unit sent to Eastleigh 21‑Aug‑68 for C3 overhaul and released 30‑Aug‑68 in blue /grey livery. It was given a body overhaul at Derby dated 5‑Aug‑69. MBS 61038 and TCK 70039 both exchanged with 61043 and 70042 (ex.4 BEP 7002) 15‑Jan‑83 and unit to Swindon for refurbishing 10‑Feb‑83.

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

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

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

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

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

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

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

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

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

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

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

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

Unit	MBS	TCK	TB	MBS	Date	As Unit
Diag. No. Code	402 AB	450 BF	425 BG	402 AB
7001 11-Jul-56^#3	61041 61033 61041	70041 70037 70041	69000 70034^#4 70033^#5	61042 61034 61042	21-Jul-79	411501
7002 25-Jul-56^#6	61043 61038	70042 70039	69001	61044	21-Jun-83	1505

Notes
#3	Buffet car dated 21-Jun-57.
#4	TSK, Diagram 460, Code BH.
#5	TSK, Diagram 460, Code BH.
#6	Buffet car dated 28-Jun-57.

Individual Unit Notes
7001 & 7002

Unit	Notes
7001	Unit completed Jul‑56 but ran as three car until buffet car completed Jul‑57. Buffet car formed into unit by 13‑Jul‑57, on delivery having been incorrectly numbered as 62900, though this was corrected before the unit went into traffic as 4 BEP. As 3-car, unit seated 24 first and 136 second, was 199' 2" long and weighed 111 tons. Unit used briefly on South Eastern division from 27‑Feb‑61 to 20‑Mar‑61. TB 69000 fitted with experimental air-sprung B4 bogies early 1963. Remaining bogies of unit uprated to Mark 4 later in 1963, and TB 69000 had Commonwealth bogies fitted by May‑64 owing to problems with the air-sprung ones caused by deterioration of the rubber parts. Unit exchanged TB 69000 with TSK 70033 (ex.7101) 23‑Jun‑79 and ran as 4 CEP 7101 until 13‑Jul‑79 when 70033 exchanged with 70034 (ex. disbanded 7102) and unit further renumbered 7102 and sent to Swindon for refurbishing 21‑Jul‑79. TSK 70033 stored spare, the reformed 7101 running as 4 BEP 7001 until 29‑Sep‑79 when TB 69000 removed from unit to store and replaced by TSK 70033 (original TSK ex.7101) and unit reverted to 4 CEP 7101. 69000 condemned 9‑Apr‑81 and scrapped at V. Berry, Leicester Nov‑84, moving from Swindon to Tinsley en route for scrapping 27‑Jul‑83.
7002	Unit completed Jul‑56 but ran as three-car until buffet car completed Jul‑57. As 3-car, unit seated 24 first and 136 second, was 199' 2" long and weighed 111 tons. Unit mounted on Mark 4 bogies fitted with experimental Girling disc brakes about Mar-66 and used in passenger service with 7102 and 7103 also similarly modified, though unit stored out of use at Paddock Wood from c.May‑68 until c.Aug‑70 when standard bogies refitted at Chart Leacon, though it visited Derby for a C1 body overhaul and was outshopped 11‑Jul‑69 during this period. MBS 61043 and TCK 70042 both exchanged with 61038 and 70039 (ex.7103) 15‑Jan‑83. TB 69001 removed from unit prior to being sent to Swindon for refurbishing 21‑Jun‑83 as 3-car, 69001 following 4‑Aug‑83 as part of unit 7011 and condemned 9‑Aug‑83 and scrapped at Mayer Newman, Snailwell, moving from Swindon 19‑Nov‑86. It arrived in yard 8‑Dec‑86 and was burnt the following day.

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4 CEP units nos.7006, 7185 & 7147 in Lancing Works 29th February 1964

© Edwin Wilmshurst (Glen Woods collection)

Phase 1 & 2
4 CEP Units 7105 - 7211

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

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

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

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

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

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

Phase 1 Units

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

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

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

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

Phase 2 Units

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

The first passenger use of the ‘Phase 2’ units was on a press special to Dover on 19^th December 1960 when a 12-car train (including unit 7172) was used. Lot numbers for this batch were: MBS 30619, TSK 30620 & TCK 30621. These units were built with conduit and wiring for installation of Westinghouse AWS equipment, though (with the exception of no.7193) this was initially sealed out of use and units were returned to Eastleigh soon after completion to have remaining equipment installed, again still sealed out of use. It was brought into use during 1962.

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

These units were fitted from new with two roof mounted air horns, the earlier units all being delivered with whistles, though they received horns in the early 1960's during overhaul. Phase 2 units were introduced with First-class UIC yellow cantrail bands (these having been applied from phase 1 unit no.7133 onward – outshopped 24^th January 1959).

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

A further two units (nos.7203 & 7204) followed on immediately after this batch, this pair having Lot numbers: MBS 30638, TCK 30639 and TSK 30640. These units were ordered on 13^th October 1959 as replacements for 6 PUL /6 PAN units (nos.3014 & 3032) lost in the Eastbourne collision of 25^th August 1958.

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

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

Stewarts Lane 7155 /7159 /7172

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

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

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

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

A further batch of units 7205 - 7211 were built in 1963, entering service on the SED and displacing a number of earlier ‘phase 1’ units to the Central Division for the Mid‑Sussex line. Their Lot numbers were: MBS 30708, TCK 30709 and TSK 30710, this order being placed 25^th July 1961.

Units 7205 - 7211 again had stretcher windows and were fitted with illuminated toilet signs and had wastepaper bins in the corridors of the trailers. Their AWS equipment was operational from new. These units also had smaller headcode aperture glasses with a blank metal area below the glass

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

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

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

Phase 1 Units to the Central Division

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

Liveries

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

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

From green livery units were painted as follows:

Green with full yellow ends	7193 & 7204
Plain blue with small yellow panels	7106 /7107 /7108 /7110 /7121 /7132 & 7146
Plain blue with yellow ends	7109 /7111 /7119 /7125 /7131 /7133 /7134 /7140 /7142 /7148 /7149 /7175 /7198 & 7211
Straight from green to blue/grey	7105 /7112 /7113 /7114 /7115 /7116 /7117 /7118 /7120 /7122 /7123 /7124 /7126 /7127 /7128 /7129/7130 /7135 /7136 /7137 /7138 /7139 /7141 /7143 /7144 /7145 /7147 /7150 /7151 /7152 /7153 /7154 /7155 /7156 /7157 /7158 /7159 /7160 /7161 /7162 /7163 /7164 /7165 /7166 /7167 /7168 /7169 /7170 /7171 /7172 /7173 /7174 /7176 /7177 /7178 /7179 /7180 /7182 /7183 /7184 /7185 /7186 /7187 /7188 /7189 /7190 /7191 /7192 /7194 /7195 /7196 /7197 /7199 /7200 /7201 /7202 /7203 /7205 /7206 /7207 /7208 /7209 & 7210.

The last unit to run in green with small yellow panel was 7158 in March 1970, the last in blue with small panel was 7146 (Blue /Grey paint date 28^th May 1970 at Eastleigh) and the last in plain blue was 7211 in September 1970.

TOPS & Rebuilding

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

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

Phase 1 4 CEP Units 7105 to 7153
		1			2	Refurbished
Unit	New	MBS	TCK	TSK	MBS	Date	As Unit
Diag. No. Code		402 AD	450 BJ	460 BK	402 AE
7105	16-Aug-58	61229	70235	70229	61230	23-Aug-81	1537
7106	23-Aug-58	61231	70236 70355 70236	70230	61232	21-Jul-83	1561/2
7107	30-Aug-58	61233	70237	70231	61234	17-Feb-81	1531
7108	13-Sep-58	61235	70238 70346 70238	70232	61236	17-Oct-80	1525
7109	13-Sep-58	61237	70239	70233	61238	29-Nov-80	1527
7110	20-Sep-58	61239	70240	70234	61240	8-Nov-80	1526
7111	27-Sep-58	61305	70303	70260	61304	13-Jan-79	411508
7112	4-Oct-58	61307	70304	70261	61306	15-Sep-81	1538
7113	11-Oct-58	61309	70305	70262	61308	10-Oct-80	1524
7114	11-Oct-58	61311	70306 70326	70263 70283	61310	2-Dec-82	1555
7115	18-Oct-58	61313	70307	70264	61312	24-Jun-82	1550
7116	25-Oct-58	61315	70308	70265	61314	2-Feb-82	1544
7117	1-Nov-58	61317	70309	70266	61316	31-May-80	411517
7118	8-Nov-58	61319	70310	70267	61318	26-Apr-80	411516
7119	8-Nov-58	61321	70311	70268	61320	1-Sep-79	411512
7120	15-Nov-58	61323	70312	70269	61322	7-Jan-82	1543
7121	22-Nov-58	61325	70313	70270	61324 61372 61324	3-Aug-82	1551
7122	29-Nov-58	61327	70314	70271	61326	26-Jan-80	411514
7123	29-Nov-58	61329	70315	70272	61328	20-Apr-82	1547
7124	6-Dec-58	61331	70316	70273	61330	27-Jan-81	1530
7125	13-Dec-58	61333	70317	70274	61332	19-Jul-80	411518
7126	13-Dec-58	61335	70318	70275	61334	3-Feb-79	411509
7127	20-Dec-58	61337 61361	70319	70276	61336	11-Apr-83	1558 /2704
7128	20-Dec-58	61339	70320	70277	61338	25-May-82	1549
7129	3-Jan-59	61341 61796^#7	70321	70278 70519^#8 70278	61340 61727^#9 61340	22-Sep-79	411513
7130	10-Jan-59	61343	70322	70279	61342	4-Aug-79	See notes
7131	10-Jan-59	61345	70323	70280	61344	16-Feb-80	411515
7132	17-Jan-59	61347	70324	70281	61346	23-Aug-80	1521/2
7133	24-Jan-59	61349	70325	70282	61348	18-Nov-78	411506
7134	24-Jan-59	61351	70326 70306	70283 70263	61350	19-Oct-82	1553
7135	31-Jan-59	61353	70327	70284	61352	16-Aug-80	1520/1
7136	7-Feb-59	61355	70328	70285	61354	19-Dec-80	1529
7137	14-Feb-59	61357	70329	70286	61356	30-Mar-82	1546
7138	21-Feb-59	61359	70330	70287	61358	2-Mar-82	1545
7139	21-Feb-59	61361 61337	70331	70288	61360	17-Feb-83	1557 /2702
7140	28-Feb-59	61363	70332	70289 70044^#10 70289	61362	16-Dec-78	411507
7141	7-Mar-59	61365	70333	70290	61364	26-May-79	411510
7142	14-Mar-59	61367	70334	70291	61366	4-Aug-79	411511
7143	14-Mar-59	61369	70335	70292	61368	11-Nov-82	1554
7144	21-Mar-59	61371	70336	70293	61370	3-Feb-83	1556 /2701
7145	4-Apr-59	61373	70337	70294	61372 61324 61372	14-Sep-82	1552
7146	11-Apr-59	61375	70338	70295	61374	27-Apr-82	1548
7147	18-Apr-59	61377	70339	70296	61376	21-Apr-83	1559
7148	3-May-59	61379	70340	70297	61378	6-Dec-80	1528
7149	3-May-59	61381	70341	70298	61380	c.9-79	See notes
7150	6-Jun-59	61383	70342	70299	61382	20-Sep-80	1523
7151	13-Jun-59	61385 61870^#11	70343	70300	61384	20-Oct-81	1540
7152	13-Jun-59	61387	70344	70301	61386	19-May-83	1560 /2703
7153	20-Jun-59	61389	70345	70302	61388	1975	1500
Phase 2 4 CEP Units 7154 to 7211
		1			2		Refurbished
Unit	New	MBS	TCK	TSK	MBS	Date	As Unit
Diag. No. Code		402 AG	450 BM	460 BN	402 AH
7154	3-Sep-60	61694	70552	70503	61695	12-May-79	411606
7155	10-Sep-60	61696	70553	70504	61697	10-Feb-81	1590
7156	17-Sep-60	61698	70554	70505	61699	28-Apr-79	411607
7157	17-Sep-60	61700	70555	70506	61701	22-Sep-81	1578
7158	24-Sep-60	61702	70556	70507	61703	9-Dec-82	1614
7159	1-Oct-60	61704	70557	70508	61705	27-Sep-80	1595
7160	1-Oct-60	61706	70558	70509	61707	17-May-80	411599
7161	8-Oct-60	61708	70559	70510	61709	6-Sep-80	1597
7162	28-Jan-61	61710	70560	70511	61711	5-May-81	1585
7163	8-Oct-60	61712	70561	70512	61713	9-Jun-79	411605
7164	15-Oct-60	61714 61792^#12 61714	70562 70601 70562	70513	61715	24-Mar-81	1586
7165	22-Oct-60	61716	70563	70514	61717	13-Sep-80	1596
7166	10-Dec-60	61718	70564	70515	61719	13-Oct-81	1577
7167	12-Nov-60	61720 61409^#13 61720 61729	70565 70520^#14	70516	61721	1-Sep-79	See notes
7168	5-Nov-60	61722	70566	70517	61723	1-Jun-82	1566
7169	12-Nov-60	61724	70567	70518	61725	12-Apr-80	411600
7170	12-Nov-60	61726	70568	70519 70278^#15 70519	61727 61340^#16 61727	19-Jan-82	1573
7171	19-Nov-60	61728	70569	70520 70565^#17	61729 61720	1-Dec-79	See notes
7172	26-Nov-60	61730	70570	70521	61731	17-Nov-80	1593
7173	26-Nov-60	61732	70571	70522	61733	27-Oct-79	411604
7174	3-Dec-60	61734	70572	70523	61735	10-Feb-82	1572
7175	3-Dec-60	61736	70573	70524	61737	5-May-83	2304 /1621
7176	10-Dec-60	61738	70574	70525 70549 70525	61739	9-Mar-82	1570
7177	17-Dec-60	61740	70575	70526	61741 61955^#18 61741	24-Aug-82	1563
7178	17-Dec-60	61742	70576	70527	61743	24-Feb-81	1589
7179	24-Dec-60	61744	70577	70528	61745	21-Sep-82	1609
7180	31-Dec-60	61746	70578	70529	61747	4-Jun-81	1583
7181	31-Dec-60	61748	70579	70530	61749	See notes
7182	7-Jan-61	61750	70580	70531	61751	5-Oct-82	1610
7183	21-Jan-61	61752	70581	70532	61753	3-Nov-81	1584
7184	21-Jan-61	61754	70582	70533	61755	1-Nov-80	1594
7185	4-Feb-61	61756	70583 70589	70534	61757	16-Jul-81	1580
7186	11-Feb-61	61758	70584	70535	61759 61795 61759	28-Oct-82	1611/2
7187	18-Feb-61	61760	70585	70536	61761	25-Nov-82	1613
7188	25-Feb-61	61762	70586	70537	61763	27-Jul-82	1565 /1611
7189	25-Feb-61	61764	70587	70538 70044^#19 70289^#20 70044^#21	61765	10-Mar-81	1587/8
7190	11-Mar-61	61766	70588	70539	61767	6-Apr-82	1568
7191	18-Mar-61	61768	70589 70583	70540	61769	15-Dec-81	1575
7192	18-Mar-61	61770	70590	70541	61771	1-Dec-81	1576
7193	1-Apr-61	61772	70591	70542	61773	18-Aug-81	1579
7194	8-Apr-61	61774	70592	70543	61775	6-Jan-83	2302 /1616
Code		AG-2A
7195	22-Apr-61	61776	70593	70544	61777	8-Mar-80	411601
7196	10-Jun-61	61778	70594	70545	61779	13-Dec-80	1592
7197	17-Jun-61	61780	70595	70546	61781	28-Jun-80	411598
7198	24-Jun-61	61782	70596	70547	61783	23-Mar-82	1569
7199	8-Jul-61	61784	70597	70548	61785	30-Jun-81	1581
7200	8-Jul-61	61786	70598	70549 70525 70549	61787	11-May-82	1567
7201	5-Aug-61	61788	70599	70550	61789	10-Aug-82	1564
7202	12-Aug-61	61790	70600	70551	61791	20-Jan-81	1591
Additional units
7203	2-Sep-61	61868	70043	70241	61869	24-Mar-83	1618 /1562
7204	9-Sep-61	61870	70044	70242	61871	See notes
Code	AG-1A	BM-1A	BN-1A	AH-1A
7205	19-Jan-63	61948	70653	70660	61949	9-Jun-83	1620
7206	2-Feb-63	61950	70654	70661	61951	20-Jan-83	1616 /7
7207	26-Jan-63	61952	70655	70662	61953	14-Apr-83	1619
7208	9-Feb-63	61954	70656	70663	61955 61741^#22 61955	10-Mar-83	2303 /1618
7209	16-Feb-63	61956	70657	70664	61957	16-Dec-82	1615
7210	23-Feb-63	61958	70658	70665	61959	4-Aug-79	See notes
7211	23-Feb-63	61960	70659	70666	61961	24-Feb-79	411608
Notes:
#7	Phase 2’ MBS, Code AG-2A.			#14	TSK, Code BN.
#8	‘Phase 2’ TSK, Code BN			#17	TCK Code BM.
#9	‘Phase 2’ MBS, Code AH.			#18	MBS Code AH-1A.
#10	‘Phase 2’ TCK downgraded to TSK, diagram No. 450 (modified), Code BM‑2B.			#19	TCK downgraded to TSK, diagram No. 450 (modified), Code BM-2B.
#11	‘Phase 2’ MBS, Code AG-2A.			#20	‘Phase 1’ TSK, Code BK.
#12	MBS Code AG-2A.			#21	TCK downgraded to TSK, diagram No. 450 (Modified), Code BM-2B.
#13	‘Phase 1’ MBS, Code AD.			#22	MBS Code AH.

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

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

Unit	Date	Unit	Date	Unit	Date	Unit	Date
7105	-	7106	-	7107	-	7108	-
7109	-	7110	-	7111	Jun-60	7112	-
7113	-	7114	-	7115	-	7116	-
7117	-	7118	-	7119	-	7120	-
7121	-	7122	-	7123	-	7124	-
7125	-	7126	-	7127	-	7128	-
7129	14-Jun-63	7130	-	7131	-	7132	-
7133	-	7134	-	7135	-	7136	-
7137	-	7138	-	7139	-	7140	-
7141	-	7142	-	7143	-	7144	-
7145	-	7146	-	7147	-	7148	-
7149	-	7150	-	7151	-	7152	-
7153	Dec-81	7154	May-62	7155	Jan-62	7156	Apr-62
7157	Mar-62	7158	Mar-62	7159	Apr-62	7160	Apr-62
7161	Apr-62	7162	Aug-62	7163	Apr-62	7164	Apr-62
7165	Jul-62	7166	Jun-62	7167	Oct-62	7168	Jun-62
7169	May-62	7170	Jul-62	7171	Nov-62	7172	Oct-62
7173	Jun-62	7174	Mar-62	7175	Mar-62	7176	Apr-62
7177	Jan-62	7178	Mar-62	7179	Sep-62	7180	Mar-62
7181	Sep-62	7182	May-62	7183	May-62	7184	Apr-62
7185	Jun-62	7186	May-62	7187	Mar-62	7188	Mar-62
7189	Jun-62	7190	Mar-62	7191	Mar-62	7192	Jan-62
7193	7-Apr-61	7194	Jan-62	7195	May-62	7196	Sep-62
7197	Jul-62	7198	Jul-62	7199	May-62	7200	Oct-62
7201	Oct-62	7202	Aug-61	7203	Sep-62	7204	Nov-62
7205	new	7206	new	7207	new	7208	new
7209	new	7210	new	7211	new

Individual Unit Notes
7105 to 7211

Unit	Notes
7105
7106	Unit damaged at Bickley Jul‑59 and back to traffic late 1959 after repairs. Unit in converging collision with 6043 at Ramsgate station 30-Aug-64 and MBS 61232 damaged, to Lancing for overhaul and repair. Unit temporarily exchanged TCK 70236 with 70355 (ex 7012) Jul‑79 whilst water tank repairs carried out on 70355. Reverted Oct‑79.
7107	Unit damaged by fire (in 7102) at Preston Park sidings 22-Oct-75 and MBS 61234 and TSK 70231 damaged. MBS 61233 and TCK 70237 both temporarily to 7102 until 8‑76 when unit reformed to original formation and unit sent to Eastleigh 10-Aug-76. MBS 61233 and TCK 70237 given C3 overhauls and TSK 70231 and MBS 61234 received a C4 repair and unit released 9-Sep-76. Both 61233 and 70237 again to 7102 from Oct‑76 to 19-Nov-76.
7108	Received UIC yellow ‘First-class’ cantrail banding by September 1960. TCK 70328 temporarily exchanged with 70346 (ex.7003) from Dec‑76 to Jan‑77 whilst unit under repair.
7109	Unit damaged in collision with 3055 + 3070 in Back Road at Littlehampton 2-Jan-65, repaired at Selhurst.
7110	Unit damaged early 1960 (details unknown) and to Eastleigh 2-Mar-60 for repair.
7111	Unit derailed at Dover Priory 31-Oct-59 and MBS 61304 damaged in impact with tunnel. This coach and TSK 70260 repaired at Eastleigh, unit out of use in meantime and MBS 61305 used from Apr‑60 coupled with loco‑hauled TSO 1444 for tests in connection with fitting of AWS equipment. Unit reformed to normal by Jun‑60 with both MBSs fitted with AWS, the first SR EMU so equipped.
7112
7113
7114	Unit modified Oct‑61 and one motor coach (which?) fitted with two motor bogies, the other becoming a driving trailer. Unit then used for tests for proposed configuration of forthcoming 4 CIG and 4 BIG units with single motor coach layout. These tests consisted of running solo from Victoria to Faversham and back 28-Oct-61 and the following day with two 2 HAP units (dead) one end, and two MLVs attached to the powered MBS ran Victoria - Canterbury East - Dover - Ashford - Tonbridge - Victoria, to measure coupling stress and other factors in connection with proposed Push/Pull operation on new Bournemouth line stock. Unit reverted to normal when tests completed. Both trailers, TCK 70306 and TSK 70263 defective and exchanged with 70326 and 70283 (ex 7134) Oct‑82.
7115	Unit damaged by fire after hitting oil drums (location and date unknown) and sent to Swindon for refurbishing 24-Jun-82.
7116
7117	All coaches sidescrape damaged when unit run past some contractors equipment at Slade Green 24-Jan-61; unit to Lancing for repair 2-Feb-61 and released 14-Feb-61. Unit damaged in the Marden collision of 4-Jan-69 and sent to Wolverton for repairs along with surviving MBS 61748 (ex 7181). Unit repaired by May‑69.
7118
7119	Unit leading 7152 + 7103 during shunt movement at Streatham Hill 8-Nov-61 which ‘ran away’ with MBS 61321 badly damaged in converging collision with no.3141. Unit repaired at Eastleigh.
7120	Along with an unidentified Phase 1 (batch 2) 2 HAP, unit appeared in 1960 edition of the ‘A Look at Life’ series, the episode being titled ‘Through Glass’. With motorcoach 61323 leading (and sporting headcode 56) the unit was filmed passing through the carriage washer at Grove Park. Minor damage to MBS 61323 when one pair of motor wheels derailed in Ramsgate depot 10-Nov-62, unit due overhaul so sent to Lancing for repairs.
7121	MBS 61324 temporarily exchanged with defective 61372 (ex.7145) from Jan-77 and unit out of use though used as de-icer pilot.
7122
7123
7124
7125
7126	Unit hit in Ramsgate station 20-Jun-62 by goods train being propelled from yard and MBS 61334 slightly damaged, repaired at Ramsgate.
7127	MBS 61337 defective and exchanged with 61361 (ex.7139) Jan-83.
7128
7129	Unit in ’runaway’ collision at Streatham Hill 28-Sep-62 and MBS 61341 and TCK 70321 damaged in collision with buffers near Balham. Damaged coaches to Eastleigh and MBS 61340 and TSK 70278 stored at Micheldever Dec‑62, these also to Eastleigh 9-May-63 for overhaul. Unit fitted with AWS during repairs and released 14-Jun-63. Cab of MBS 61340 slightly damaged when unit left foul at Chart Leacon 21-Feb-64 and 7188 driven past. Unit was repaired at Chart Leacon. Unit (with 7170) damaged by fire at Teynham 3-Sep-70 and MBS 61341 and TCK 70321 damaged and stored initially at Faversham, both sent to Eastleigh 27-Nov-70 for repair. TSK 70278 and MBS 61340 temporarily exchanged with 70519 and 61727 (both damaged ex.7170), these two also arriving at Eastleigh 27-Nov-70 and all under repair until Jul‑71 when misformed 7170 also sent to Eastleigh and both units reformed, 7170 back to normal. MBS 61341 withdrawn 16-Mar-71, the body later being scrapped at Eastleigh by 21-Feb-73 and the underframe stored there and used as a steel carrier until cut‑up c.Feb‑79. Withdrawn 61341 replaced by 61796 (ex.7015) which retained its Commonwealth trailer bogie, and unit released in new formation 6-Aug-71.
7130	Unit (with 7132) damaged by fire at Victoria 1-Mar-79 prior to working 20:40 to Ramsgate and fire spread to adjacent train 7210 + 7856. MBS 61342 burnt and remaining three coaches almost gutted internally. TCK 70322 withdrawn and scrapped at Strawberry Hill Feb‑80 by Smeeth Metal Co. Unit disbanded and MBS 61342 to spare after repairs. Remainder of unit sent to Swindon for refurbishing 4-Aug-79 and split up, MBS 61343 to 1520, TSK 70279 to 411602. MBS 61342 used as departmental ‘Horse’ (with 61035 ex.7102) and sent to Swindon 9-Dec-82 for refurbishing, still as a spare coach.
7131
7132	Unit (with 7130) smoke damaged due to fire in 7130 at Victoria 1-Mar-79, repaired at Stewarts Lane.
7133
7134	Both trailers of unit damaged in derailment between Farningham Road and Swanley 6-Mar-61 and to Eastleigh for repairs after bogie changes in Swanley Engineer’s Siding and lifting at Slade Green. Both trailers, TCK 70326 and TSK 70283 exchanged with defective 70306 and 70263 (ex.7114) and unit then to Swindon for refurbishing 19-Oct-82.
7135
7136	MBS 61354 damaged about July 1967 (details unknown) and unit to Eastleigh 3-Aug-67 for C1 overhaul and repair, released 14-Sep-67 in blue/grey livery.
7137	Unit leading 7132 + 7171 at Cannon Street 16-Apr-64 when in collision with buffers and sent to Lancing for repairs.
7138
7139	MBS 61361 exchanged with defective 61337 (ex 7127) Jan-83 and unit to Swindon for refurbishing 17-Feb-83.
7140	TSK 70289 damaged by fire at Haywards Heath 22-Aug-78 and exchanged with 70044 (ex.7189) Sep‑78. 70044 was downgraded former TCK now seating 56 second and unit seated 24 first and 184 second whilst in this temporary formation. Reverted to normal Nov‑78.
7141	MBS 61364 slightly damaged at Eastbourne 4-Aug-63 when unit leading a 12-car train in collision with 3122 in yard headshunt. MBS 61364 & TSK 70290 damaged late 1965 (details unknown) and unit to Eastleigh for repair and overhaul 8-Dec-65, released 4-Feb-66. All four coaches of unit damaged again early 1967 (details unknown) and unit to Eastleigh 18-Jan-67 for C5 repair, released 19-Apr-67 still in green livery.
7142	Unit delivered to Selhurst for commissioning 14-Mar-59.
7143
7144
7145	Unit (with 7154) damaged in open door collision with 5327 in Penge Tunnel 5-Apr-61 and to Lancing for repairs after a short period stored at Ford. MBS 61372 defective and temporarily exchanged with 61324 (ex.7121) from Jan-77, duration unknown.
7146	Unit had experimental yellow warning panels applied about January 1962, these being the whole gangway end door area. Believed it retained these until entering Eastleigh 8-Dec-66 for C1 overhaul and repainting into blue with yellow warning panels. No.7146 was the last 4 CEP unit to retain blue with small yellow warning panel being repainted blue /grey on 28^th May 1970. Unit slightly damaged in buffer stop collision at Victoria (E) 17-May-63. Unit in use as de-icer pilot during Feb‑82.
7147	Unit fitted with experimental electric parking brake and B5 trailer bogies as prototype for planned 4 CIG /4 BIG units during August 1963 at Lancing and ran various tests, at some stages running with the motors of one MBS removed, but reverted back to normal, probably during C3 overhaul at Eastleigh between 25-Nov-70 and 29-Jan-71. Parking brake applied to wheels of TSK 70296, with emergency hand generator fitted in MBS 61377.
7148
7149	Three coaches of unit damaged by fire near Seasalter 29-Apr-79 and MBS 61381 withdrawn 20-Jun-80. Remains stored at Twickenham by Jan-80, moving to Strawberry Hill 13-Jun-80, later to Shepperton then taken to Slade Green Oct‑80 for bogie recovery prior to further storage at Basingstoke pending disposal. Scrapped by Bird Group, Long Marston Feb‑81. Remainder of unit sent to Swindon for refurbishing and split up: TCK 70341 in Aug‑79 as part of 7130 and to 1522, TSK 70298 in Aug‑79 as part of 7210 and to 411603, MBS 61380 in Sep‑79 as part of 7167 and to 1520.
7150	MBS 61383 slightly damaged when both bogies derailed at Ramsgate 5-Nov-62.
7151	MBS 61385 damaged by fire at Stewarts Lane 9-Apr-71 and to 7004 after repairs at Swindon. Replaced by 61870 (ex withdrawn 7204) with Commonwealth trailer bogie. 61385 released from Swindon to Eastleigh 15-Mar-72 prior to moving to Slade Green to be formed into 7004.
7152	Both motor coaches used with E5003 for some high-speed tests on the Brighton line week-ending 7-Apr-60. MBS 61386 and TSK 70301 derailed on points at Archcliffe Junction 27-Jul-63 then further damaged when struck by passing 5636 on adjacent line. Unit to Micheldever for storage then to Eastleigh 6-Sep-63 for repair and overhaul, released 17-Jan-64.
7153
7154	Brand new unit stored briefly at Micheldever (there 8-Sep-60). Unit (with 7145) damaged in open door collision with 5327 in Penge Tunnel 5-Apr-61 and to Lancing for repairs after a short period stored at Ford.
7155	Delivered to Selhurst by 17-Sep-60 for commissioning. Unit ran with TB 69009 (ex.7010) replacing TSK 70504 shortly after delivery 9‑60 on test trips based at Peckham Rye. TB 69009 fitted with Commonwealth bogies. However, the unit not used in traffic in this formation. TB 69009 transferred to 7168 from 2‑61.
7156	Delivered to Selhurst by 17-Sep-60 for commissioning.
7157	Delivered to Selhurst 20/21-Sep-60 for commissioning.
7158	Unit damaged in collision about October 1966 (details unknown) and to Eastleigh 18-Oct-66 for C3 overhaul and repair, released 15-Nov-66.
7159
7160	Three coaches sidescrape damaged at Sandling 23-Sep-64 when struck by open door on passing van train and unit to Eastleigh 1-Oct-64 for repair to MBS 61706 and trailers 70558 & 70509. Released 21-Oct-64.
7161
7162	Unit completed in sequence early October 1960 but TSK 70511 damaged in the works and unit returned to workshops for repairs. Believed 70511 renumbered 70534 after repair and formed into new unit 7185. Original 70534 renumbered 70511 and included in 7162 when unit finally released 28-Jan-61. On 26^th Nvember 1978 unit no.7162 starred in ‘The Return of the Saint’ series 1 episode 12 ‘Signal Stop’. Aired on ITV, Ian Ogilvy (playing Simon Templar aka The Saint) is filmed boarding the unit at Victoria’s platform 2.
7163
7164	Delivered to Selhurst 18/19-Oct-60 for commissioning. Unit in collision with 7013 at Ramsgate 4-Oct-72 and MBS 61715 damaged. MBS 61714 and TCK 70562 both exchanged with damaged 61792 and 70601 (ex.7013) and unit to Slade Green for repairs 17-Oct-72, then to Eastleigh (still misformed) 31-Jul-73 for C3 overhaul. Unit reverted to original formation at Eastleigh and released in correct formation 31-Aug-73.
7165	MBS 61717 slightly damaged about November 1965 (details unknown) and unit to Eastleigh for repair between 25-Nov-65 and 3-Dec-65.
7166	Unit completed in sequence late Oct-60 but then out-berthed for a while at Micheldever in Nov-60 before returning to Eastleigh works and released late and out of sequence 10-Dec-60. Reason for this delay unknown. TSK 70515 sidescrape damaged in collision with open door on passing van train at Headcorn 24-Nov-64 and to Eastleigh for repair and repaint 29-Dec-64. Released 13-Jan-65 still green but with yellow panels added. Unit damaged in sidelong collision with 5210 at Cannon Street 25-Jun-73 but repaired.
7167	TSK 70516 badly side damaged (possibly at Ramsgate?) 4-Sep-78 and unit out of use. MBS 61720 temporarily exchanged with 61409 (ex.7012) with cab damage. Reverted to normal formation 16-Sep-78. Unit (with 7171) damaged by fire at Charing Cross 7-Feb-79 and MBS 61721 and TSK 70516 both damaged. MBS 61720 and TCK 70565 exchanged with damaged 61729 and TSK 70520 (both ex 7171) and unit to Swindon 1-Sep-79 for refurbishing with two TSKs.
7168	TSK 70517 replaced by TB 69009 (ex.7010 and via 7155) for further testing of Commonwealth bogies based at Peckham Rye. Unit not yet into traffic by this date and used for test run Victoria to Dover 15-Feb-61. Unit then ran in traffic for about a week as 4 BEP before reverting to normal formation and entering traffic as 4 CEP. Unit derailed at Victoria Shed 2-Feb-68 and MBS 61722 and TCK 70566 both slightly damaged. Unit in use as de-icer pilot during Feb‑82.
7169
7170	Unit (with 7129) damaged by fire at Teynham 3-Sep-70 and MBS 61727 and TSK 70519 both damaged and temporarily exchanged with 61340 and 70278 (ex.7129) and unit ran misformed until sent to Eastleigh for C3 overhaul 30-Jun-71 and released 15-Jul-71 back to normal formation.
7171	Unit (with 7167) damaged by fire at Charing Cross 7-Feb-79 and MBS 61729 and TSK 70520 both damaged and exchanged with 61720 and TCK 70565 (both ex.7167) and unit ran temporarily with two TCKs, seating in 70565 being downgraded, this coach seating 56 second and unit total now 24 first and 184 second prior to going to Swindon for refurbishing 1-Dec-79.
7172
7173
7174
7175
7176	Unit left foul in Ramsgate depot 29-Dec-62 and MBS 61739 damaged cab when hit by D6541, sent to Lancing for repair. MBS 61739 and TSK 70525 both derailed on hand points in Victoria Grosvenor Shed 18-Sep-63, repaired at Chart Leacon. Unit damaged in collision with open door on freight train between Sevenoaks and Orpington Jan-78 and TSK 70525 temporarily exchanged with 70549 (ex.7200) and unit out of use for repairs until reverted to normal Apr‑78.
7177	MBS 61741 damaged (where?) and temporarily exchanged with 61955 (ex.7208) Apr‑78 to Jul‑78.
7178	TCK 70576 slightly damaged when unit took two roads in Ramsgate depot 6-Nov-62, lifted at Ramsgate then unit to Lancing for repairs and repaint. MBS 61743 damaged in collision with 7888 at Ashford 15-Apr-75 and unit fitted with some test equipment during repairs and then used on SED prior to moving to SWD Sep‑75 for further testing and then moved to Derby for removal of equipment 21-Oct-75. Unit then returned to Eastleigh for overhaul prior to resuming normal traffic. Unit to Swindon for refurbishing 24-Feb-81 as 5-car including loco-hauled TSO 3916. Unit refurbished in original formation as 1589, TSO 3916 converted to TSO 71626 for unit 1532.
7179
7180	Unit coupled with locomotive E5013 from Oct-63 to Jan-64 and used for wheelslip (on the locomotive) testing, sometimes coupled with up to three further ‘dead’ 4 CEP units in connection with ‘push-pull’ working proposed for the new Bournemouth line stock.
7181	Unit (with 7117) in collision with parcels train near Marden 4-Jan-69 and MBS 61749, TSK 70530 and TCK 70579 all wrecked and withdrawn from 21-May-69. 61749 and 70530 were scrapped on site, 70579 at Swindon works by 18-Dec-71 having been reinstated 26-Apr-69 but withdrawn again 9-May-70. Unit deleted, MBS 61748 to Wolverton for repair (with 7117), released 11-Jun-69 and stored at Chart Leacon until formed into 4 BEP 7015 c.Jul‑70.
7182
7183	TCK 70581 possibly damaged about September 1975? as unit to Eastleigh 29-Oct-75 for C1 overhaul and three coaches released 21-Nov-75 but TCK 70581 not ready until 5-Jan-76.
7184	Unit to Swindon for refurbishing 1-Nov-80 as 5-car including TB 69008 (ex.7009), this coach then withdrawn.
7185	TSK 70534 believed to have been renumbered ex damaged 70511 (ex.7162) prior to unit being completed at Eastleigh 31-Jan-62. TCK 70583 exchanged with fire damaged 70589 (ex.7191) Jul‑81 and unit to Swindon for refurbishing 16-Jul-81.
7186	MBS 61759 temporarily exchanged with damaged 61795 (ex.7014) Sep‑77 and unit stopped for repairs at Slade Green. Reverted 9-Dec-77.
7187	Delivered to Selhurst 21/22-Feb-61 for commissioning.
7188	Three coaches of unit damaged when unit driven past 7129 left standing foul at Chart Leacon 21-Feb-64, MBS 61763, TSK 70537 and TCK 70586 all affected. Unit repaired at Lancing? Unit damaged about July 1967 (details unknown) and MBS 61762, TSK 70537 and TCK 70586 all affected, unit to Eastleigh for C5 repair 3-Aug-67, released 2-Nov-67 still in green livery. TCK 70586 damaged about July 1970 and unit to Eastleigh 10-Aug-70 for C5 repair to this coach, released 1-Sep-70. Unit damaged in collision (with what?) at Ramsgate depot 9-Jun-82 and sent to Swindon for refurbishing 27-Jul-82.
7189	Unit damaged by fire at Ramsgate 22-Oct-70 and TSK 70538 damaged and withdrawn 12-Jun-71. Coach taken to Swindon for stripping and released 15-Mar-72 for return to SR and body break‑up; body scrapped at Stewarts Lane by 1-Dec-73. Replaced by fire damaged TCK 70044 (ex withdrawn 7204) c.Aug‑71 and unit to Swindon for repairs where 70044 downgraded to TSK seating 56 second and unit now seated 24 first and 184 second. This coach now code BM‑2B and design code EH2.74.0A; unit released from Swindon 8-Jun-72. TSK 70044 temporarily exchanged with damaged 70289 (ex.7140) Sep‑78 and unit out of use for repair until reverted to normal formation Nov‑78.
7190	TCK 70588 possibly damaged about December 1975? as unit to Eastleigh 14-Jan-76 for C1 overhaul and three coaches released 13-Feb-76 but TCK 70588 not ready until 8-Oct-76.
7191	TCK 70589 fire damaged and exchanged with 70583 (ex.7185) Jul‑81 prior to 7185 going to Swindon for refurbishing.
7192
7193	Unit fitted from new with AWS equipment as experiment.
7194
7195	Unit slightly damaged about March 1966 (details unknown) and sent to Eastleigh for repair between 5-Apr-66 and released 2-Jun-66.
7196
7197
7198
7199	Unit slightly damaged about December 1968 and to Eastleigh 16-Dec-68 for C1 overhaul and repair. Released 10-Jan-69.
7200	Unit damaged in collision with open door on freight train between Sevenoaks and Orpington Jan-78 and TSK 70549 temporarily exchanged with 70525 (ex.7176) until reverted Apr‑78.
7201
7202	MBS 61790 found to have some impact damage at Ramsgate depot 8-Mar-64, unit sent to Lancing 13-Mar-64 for repair. Unit to Swindon for refurbishing 20-Jan-81 as 6-car including TB 69000 (ex.7001) and loco‑hauled TSO 4381. Refurbished in original formation as 1591, TB 69000 withdrawn and TSO 4381 converted to TSO 71625 for unit 1587.
7203
7204	Unit damaged by fire at Stewarts Lane 9-Apr-71 and MBS 61871 and TSK 70242 both damaged and withdrawn from 12-Jun-71. TSK 70242 sent to Ashford c.Nov‑71 and broken‑up by 19-Feb-72 for spares. MBS 61871 to Swindon for stripping, then returned to Eastleigh 15-Mar-72. Underframe and cab of 61871 stored at Eastleigh and Micheldever. Unit disbanded and TCK 70044 (also fire damaged) transferred to unit 7189 c.Aug‑71 and downgraded to TSK during repairs at Swindon. MBS 61870 to 7151 Apr‑71. Remains of 61871 sent to Swindon for stripping and returned to SR 15-Mar-72 for experimental use and stored at Strawberry Hill by 1979 later moving to Twickenham Jan-80 then to Shepperton 13-Jun-80 and to Slade Green Oct‑80 for bogie recovery prior to further storage at Basingstoke pending disposal. Finally scrapped at V. Berry, Leicester Apr‑90, by road from Southampton Down Yard 1-Apr-90.
7205
7206
7207	Unit was the first of the type to be used for a Royal Train working from Waterloo to Guildford on Wednesday, 30^th October 1964, when HM Queen Elizabeth opened the Women’s Royal Army Corp’s Queen Elizabeth Barracks.
7208	Unit slightly damaged early 1966 (details unknown) and to Eastleigh 10-Feb-66 for repairs to MBS 61954 and both trailers 70656 & 70663. Unit released 18-Feb-66. MBS 61955 slightly damaged about January 1968 (details unknown) and unit to Eastleigh 17-Jan-68 for C3 overhaul and repair. Unit released 14-Feb-68 in blue /grey livery. Unit derailed by fallen chalk at north portal of Sevenoaks Tunnel 26-Feb-78 and MBS 61954 damaged. MBS 61955 temporarily exchanged with damaged 61741 (ex.7177) Apr‑78 and unit out of use for repairs until reverted Jul‑78.
7209
7210	MBS 61958 and TCK 70658 both derailed at Cannon Street 13-Jul-64 due to loose tyre on MBS 61806 (of 7020) and unit to Eastleigh for repairs 27-Jul-64 and released 7-Aug-64. Unit possibly damaged about June 1977 as sent to Eastleigh 4-Jul-77 for C1 overhaul but not released until 17-Mar-78. Unit (with 7856) damaged by fire in adjacent 7130 at Victoria 1-Mar-79 and TCK 70658 withdrawn and scrapped at Strawberry Hill Feb‑80 by Smeeth Metal Co. Remainder of unit sent to Swindon for refurbishing 4-Aug-79 and split up: MBS 61958 to 1588 (then 1602), MBS 61959 to 411602, TSK 70665 to 1522.
7211

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Phase 1 & 2
4 BEP Units Nos.7003 - 7022

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

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

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

Air-conditioned buffet car in unit 7022
© Unknown (Dave Deadman collection)

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

Lot numbers for these units were:

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

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

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

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

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

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

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

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

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

Phase 1 4 BEP units 7003 to 7012
		1			2	Refurbished
Unit	New	MBS	TCK	TB	MBS	Date	As Unit
Diag. No. Code		402 AD	450 BJ	425 BL	402 AE
7003	21-Mar-59	61391	70346 70238 70346	69002	61390	7-Apr-81	1532
7004	11-Apr-59	61393	70347	69003	61392 61385^#23	22-Apr-81	1533
7005	18-Apr-59	61395	70348	69004	61394	17-Nov-81	1542
7006	25-Apr-59	61397	70349	69005	61396	9-Jun-81	1535
7007	2-May-59	61399	70350	69006	61398	4-Aug-81	1536
7008	2-May-59	61401	70351	69007	61400	6-Oct-81	1539
7009	9-May-59	61403	70352	69008	61402	5-Aug-80	1519
7010	9-May-59	61405	70353	69009	61404	28-May-81	1534
7011	16-May-59	61407	70354	69010	61406	4-Aug-83	1562 /2305 /2701
7012	16-May-59	61409 61720^#24 61409	70355 70236 70355	69011	61408	10-Nov-81	1541
Phase 2 4 BEP units 7013 to 7022
Code	New	AG-2A	BM	BL-1A	AH
7013	14-Jan-61	61792 61714^#25 61792	70601 70562 70601	69012	61793	19-Jan-82	1574 /2304
7014	28-Jan-61	61794	70602	69013	61795 61759 61795	4-Nov-82	1612 /2305
7015	4-Mar-61	61796 61748^#26	70603	69014	61797	18-Jun-81	1582 /2301
7016	25-Mar-61	61798	70604	69015	61799	21-Jun-83	2305 /1561 /2307
7017	15-Apr-61	61800	70605	69016	61801	3-Mar-83	1617 /2306
7018	13-May-61	61802	70606	69017	61803	29-Sep-83	2307 /2704
7019	27-May-61	61804	70607	69018	61805	15-Jun-82	2301 /2303
7020	3-Jun-61	61806	70608	69019	61807	25-Feb-82	1571 /2302
7021	1-Jul-61	61808	70609	69020	61809 61811 61809	22-Sep-83	2306/2703
Code				BL-2B
7022	23-Sep-61	61810	70610	69021	61811 61809 61811	8-Sep-83	1621 /2702
Notes:
#23		No. 1 end MBS Code AD.		#25		MBS Code AG.
#24		‘Phase 2’ MBS Code AG.		#26		MBS Code AG.

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

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

Unit	Date
7013	Dec-62
7014	19-Mar-63
7015	30-May-63
7016	29-Jan-63
7017	13-Sep-63
7018	Nov-62
7019	Dec-62
7020	19-Apr-63
7021	5-Mar-63
7022	10-May-63

Individual Unit Notes
7003 to 7022

Unit	Notes
7003	TB 69002 fitted with Commonwealth bogies Sep‑61. TCK 70346 defective and temporarily exchanged with 70238 (ex.7108) Dec‑76 to Jan-77. Unit to Swindon for refurbishing 7-Apr-81 and TB 69002 withdrawn 9-Apr-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1532.
7004	TB 69003 fitted with Commonwealth bogies May‑61. Unit hit by runaway ballast train at Horsham 8-Jan-72 and MBS 61392 wrecked and broken-up on site by 8-Aug-73. TB 69003 damaged and unit to Slade Green for repairs 22-Jan-72. 61392 replaced by 61385 (ex. fire damage repairs from 7151 and a modified No. 1 end coach and released from Swindon 15-Mar-72 with ‘paint date’ 25-Feb-72). Reformed unit to Eastleigh 28-Jun-72 for C3 overhaul on three coaches and modifications to MBS 61385, released in new permanent formation 8-Aug-72. Unit to Swindon for refurbishing 22-Apr-81 and TB 69003 withdrawn 22-Apr-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1533.
7005	Unit to Swindon for refurbishing 17-Nov-81 and TB 69004 withdrawn 20-Nov-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1542.
7006	Received UIC yellow ‘First-class’ and Red ‘catering’ cantrail banding by September 1960. Unit to Swindon for refurbishing 9-Jun-81 and TB 69005 withdrawn 16-Jun-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1535.
7007	TB 69006 slightly damaged when unit took two roads shunting at Ramsgate depot 16-Jun-62. Unit to Swindon for refurbishing 4-Aug-81 and TB 69006 withdrawn 6-Aug-81 and scrapped at V. Berry, Leicester 11‑84. Remainder of unit refurbished as 1536.
7008	Unit to Swindon for refurbishing 6-Oct-81 and TB 69007 withdrawn 8-Oct-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1539.
7009	Unit damaged at Bickley Jul‑59 and back to traffic late 1959 after repairs. TB 69008 removed from unit Mar‑60 to Jun‑60 and used for bogie tests with Mark 3 bogies marshalled in a loco‑hauled set 883. Coach vacuum piped and hauled on test runs by Schools Class 30920 ‘Rugby’ or 30917 ‘Ardingly’ between Lancing /Hove and London Bridge /New Cross Gate. Remaining three cars of 7009 stored. Received UIC yellow ‘First-class’ and Red ‘catering’ cantrail banding by September 1960. Unit slightly damaged in collision with 2 HAP 6003 at Ashford about May 1963. Unit to Swindon for refurbishing 5-Aug-80 as 3-car and TB 69008 followed 1-Nov-80 (in unit 7184) and withdrawn 9-Apr-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1519.
7010	Buffet 69009 fitted with experimental Commonwealth bogies early 1960. This vehicle removed from unit Aug‑60 and used on test runs formed into 7155, later transferred to 7168 from Feb‑61. Remaining three cars of 7010 out of use. Unit to Swindon for refurbishing 28-May-81 and TB 69009 withdrawn 3-Jun-81 and scrapped at V. Berry, Leicester Nov‑84. Remainder of unit refurbished as 1534.
7011	Received UIC yellow ‘First-class’ and Red ‘catering’ cantrail banding by September 1960. TB 69010 removed from unit at Ramsgate and formed into 4‑TEP 2701 1-Aug-83 and remainder of unit to Swindon for refurbishing 4-Aug-83. Included TB 69001 (ex.7002) from Strawberry Hill to Swindon though this coach condemned at Swindon.
7012	MBS 61409 cab damaged Aug‑78 (where?) and temporarily exchanged with 61720 (ex.7167) until 16-Sep-78. TCK 70355 had split water tank and temporarily exchanged with 70236 (ex.7106) Aug‑79 to Oct‑79. Unit to Swindon for refurbishing 10-Nov-81 and TB 69011 withdrawn 13-Nov-81 and arrived at Mayer Newman, Snailwell for scrapping 8-Feb-85 and burnt that day.
7013	TB 69012 slightly damaged when unit in buffer stop collision in Ramsgate depot 14-Jan-64 and to Lancing for repairs. MBS 61792 and TCK 70601 damaged in collision with 7164 at Ramsgate 4-Oct-72 and both exchanged with 61714 and 70562 (ex.7164). Unit then ran mis-formed until sent to Eastleigh 13-Aug-73 for C3 overhaul and reformed to normal at Eastleigh when released 31-Aug-73. Unit to Swindon 19-Jan-82 for refurbishing. TB 69012 rebuilt and renumbered 69344 for unit 2304. Remainder of unit refurbished as 1574.
7014	Unit to Eastleigh 11-Mar-63 for AWS fitting, released 19-Mar-63. MBS 61795 damaged (where?) and temporarily exchanged with 61759 (ex.7186) Sep‑77 to 9-Dec-77. Unit to Swindon 4-Nov-82 for refurbishing. TB 69013 rebuilt and renumbered 69345 for unit 2305. Remainder of unit refurbished as 1612.
7015	Unit to Eastleigh 20-May-63 for AWS fitting, released 30-May-63. Unit damaged about October 1967 (details unknown) and to Eastleigh 26-Oct-67 for C5 repair. Not released until 2-May-68 still in green livery. Unit in collision with lorry on level crossing at Shalmsford Street near Chartham 15-Jul-70 and MBS 61796 damaged and to Eastleigh 27-Nov-70 for repair and to 7129 6-Aug-71 when released after repairs. Replaced by 61748 (ex. withdrawn 7181). Unit to Swindon 18-Jun-81 for refurbishing. TB 69014 rebuilt and renumbered as 69341 for unit 2301. Remainder of unit refurbished as 1582.
7016	Unit to Eastleigh 14-Jan-63 for AWS fitting, released 29-Jan-63. Unit to Swindon 21-Jun-83 for refurbishing. TB 69015 rebuilt and renumbered 69347 for unit 2307. Motor coaches refurbished for unit 2305, TCK 70604 for unit 1561.
7017	Unit to Eastleigh for overhaul and AWS fitting 16-Aug-63, released 13-Sep-63. Unit to Swindon 3-Mar-83 for refurbishing. TB 69016 rebuilt and renumbered 69346 for unit 2306. Remainder of unit refurbished as 1617.
7018	TB 69017 removed from unit and formed into 4 TEP 2704 from 23-Dec-83. Remainder of unit to Swindon for refurbishing as 2307 29-Sep-83.
7019	Unit to Swindon 15-Jun-82 for refurbishing, as 5-car including loco‑hauled TSO 4062. TB 69018 rebuilt and renumbered 69343 for unit 2303. Remainder of unit refurbished as 2301.
7020	Unit to Eastleigh 1‑Apr-63 for AWS fitting, released 19-Apr-63. Unit slightly damaged in derailment at Cannon Street 13-Jul-64 when MBS 61806 derailed due to a loose tyre. Repaired at Chart Leacon? Unit to Swindon 25-Feb-82 for refurbishing. TB 69019 rebuilt and renumbered 69342 for unit 2302. Remainder of unit refurbished as 1571.
7021	Unit to Eastleigh 18-Feb-63 for AWS fitting, released 5-Mar-63. MBS 61809 damaged (where?) and temporarily exchanged with 61811 (ex 7022) Mar‑79 to Jun‑79. TB 69020 removed from unit and formed into 4 TEP 2703 from 22-Dec-83. Remainder of unit to Swindon for refurbishing as 2306 22-Sep-83.
7022	TB 69021 fitted with experimental air conditioning from new and certain sliding ventilators sealed-up as a result. Unit to Eastleigh 29-Apr-63 for AWS fitting, released 10-May-63. MBS 61811 damaged late 1965 (details unknown) and unit to Eastleigh for repair between 26-Jan-66 and 11-Mar-67. TB 69021 damaged (where?) c.Mar‑79 and MBS 61811 exchanged with damaged 61809 (ex.7021) and unit out of use for repairs at Ramsgate. Reverted to normal formation Jun‑79. TB 69021 removed from unit and formed into 4 TEP 2702 12-Sep-83. Remainder of unit to Swindon for refurbishing as 1621 8-Sep-83.

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Prototype Refurbished 4 CEP
Unit No.7153

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

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

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

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

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

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

		OLD			NEW
Coach	Type	SR Code	BR Code	Type	SR Code	BR Code
61388	No 2 MBSO	AE	EB2.75.0A	No 2 MSO	AL-1A	EA2.62.0A
61389	No 1 MBSO	AD	EB2.74.0A	No 1 MSO	AK-1A	EA2.61.0A
70302	TSK	BK	EH2.73.0A	TSO	BX-3D	EH2.77.0A
70345	TCK	BJ	EH3.61.0A	TBC	BW-3D	EJ3.60.0A

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

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

	1			2
Unit	MSO	TBC	TSO	MSO	Renumbered
SR Code	AK-1A	BW-3D	BX-3D	AL-1A
BR Code	EA2.61.0A	EJ3.60.0A	EH2.77.0A	EA2.62.0A
7153 (11-Oct-75)	61389	70345	70302	61388	1500 (14-Nov-85)

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Refurbished 4 CEP
Units Nos.1501 - 1621

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

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

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

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

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

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

				OLD			NEW
Vehicle Nos.			Type	SR Code	BR Code	Type	SR Code	BR Code
61033 - 61044			MBSO	AB	EB2.73.0A	No 1 MSO^#A	AO	EA2.63.0A
61033 - 61044			MBSO	AB	EB2.73.0A	No 2 MSO^#B	AO-1A	EA2.63.0A
61229 - 61239	(odd)		No 1 MBSO	AD	EB2.74.0A	No 1 MSO	AK	EA2.64.0A
61230 - 61240	(even)		No 2 MBSO	AE	EB2.75.0A	No 2 MSO	AL	EA2.64.3A
61304 - 61408	(even)		No 2 MBSO	AE	EB2.75.0A	No 2 MSO	AL	EA2.64.3A
61305 - 61409	(odd)		No 1 MBSO	AD	EB2.74.0A	No 1 MSO	AK	EA2.64.0A
61694 - 61774	(even)		No 1 MBSO	AG	EB2.74.1B	No 1 MSO	AM	EA2.64.1A
61776 - 61810	(even)		No 1 MBSO	AG-2A	EB2.74.2B	No 1 MSO	AM	EA2.64.1A
61695 - 61811	(odd)		No 2 MBSO	AH	EB2.75.1B	No 2 MSO	AN	EA2.64.4B
61868 - 61870	(even)		No 1 MBSO	AG-2A	EB2.74.2B	No 1 MSO	AM	EA2.64.1A
61869			No 2 MBSO	AH	EB2.75.1B	No 2 MSO	AN	EA2.64.4B
61948 - 61960	(even)		No 1 MBSO	AG-1A	EB2.74.1A	No 1 MSO	AM-1A	EA2.64.1A
61949 - 61961	(odd)		No 2 MBSO	AH-1A	EB2.75.1C	No 2 MSO	AN-1A	EA2.64.5A
69341 - 69347^#C			TB	BL-1A	EN4.61.1B	TB	BL-3C	EN2.61.0A
70033 - 70036			TSK	BH	EH2.73.0A	TSO	BZ	EH2.82.0A
70037 - 70042			TCK	BF	EH3.60.0A	TBC	BY	EJ3.61.0A
70043 - 70044			TCK	BM	EH3.61.1B	TBC	BW-1A	EJ3.61.1A
70229 - 70234			TSK	BK	EH2.73.0A	TSO	BX	EH2.82.1A
70235 - 70240			TCK	BJ	EH3.61.0A	TBC	BW	EJ3.61.0A
70241			TSK	BN	EH3.73.1B	TSO	BX-1A	EH2.82.2A
70260 - 70302			TSK	BK	EH2.73.0A	TSO	BX	EH2.82.1A
70303 - 70355			TCK	BJ	EH3.61.0A	TBC	BW	EJ3.61.0A
70503 - 70551			TSK	BN	EH2.73.1B	TSO	BX-1A	EH2.82.2A
70552 - 70610			TCK	BM	EH3.61.1B	TBC	BW-1A	EJ3.61.1A
70653 - 70659			TCK	BM-1A	EH3.61.2C	TBC	BW-1B	EJ3.61.1B
70660 - 70666			TSK	BN-1A	EH2.73.2C	TSO	BX-1B	EH2.82.2B
71625 - 71636^#D			TSO	-	-	TSO	BX-4E	EH2.84.0A
71711 - 71712^#D			TSO			TSO	BX-4E	EH2.84.0A
Notes
^#A		Vehicles 61033 /61035 /61040 /61041 /61043 /61044
^#B		Vehicles 61034 /61037 /61038 /61039 /61042
^#C		Converted from 69012-69016 /69018 /69019
^#D		Loco‑hauled conversions.

Of the total of 133 original 4 CEP /4 BEP units, a total of 129 were refurbished (including the prototype 7153) and two spare MSO vehicles were also done, though these were hardly used in traffic, remaining spare as departmental ‘horse’ vehicles and eventually being taken into departmental stock. Due to fire damage to the TBC vehicle of one unit, this coach was removed from prototype 1500 to replace it and the remaining three coaches of 1500 also became departmental stock.

Following refurbishment, all units were outshopped in blue /grey livery, but later many started to be repainted into London & South East two-tone brown livery (known as ‘Jaffa Cake’); 1602 being the first done during March 1985 at Selhurst - though not all were done. Unit 1602 was held for a press launch of the new livery at Rochester on 8^th May 1985.

As the units were now fitted with removable seat covers, they no longer needed to visit main works for periodic retrimming and their body overhauls were therefore all carried out at Selhurst Paint Shop during a C6L overhaul with involved repainting and changing the door locks.

Units did not begin visiting Eastleigh works again until early in 1989 when a cycle of heavier C2 overhauls were commenced. The ‘Jaffa Cake’ livery was altered from about June 1986 with the orange band being edged with a black line along the bottom edge. Altogether 38 units were painted in the first style and a further 65 gained the second style of ‘Jaffa Cake’ colours before repainting was suspended with unit 1619 in September 1988 and all later units started to go into NSE livery.

Units in the first style livery were:

1500 /1502 /1515 /1517 /1518 /1519 /1520 /1521 /1522 /1523 /1524 /1525 /1526 /1527 /1528 /1529 /1530 /1531 /1532 /1533 /1534 /1535 /1536 /1585 /1586 /1587 /1590 /1592 /1593 /1594 /1595 /1596 /1597 /1598 /1599 /1600 /1601 /1602.

Units in the second style livery were:

1503 /1504 /1505 /1510 /1512 /1537 /1538 /1539 /1540 /1541 /1542 /1543 /1544 /1545 /1546 /1547 /1548 /1549 /1550 /1551 /1552 /1553 /1554 /1555 /1556 /1557 /1558 /1559 /1563 /1564 /1565 /1566 /1567 /1568 /1569 /1570 /1571 /1572 /1573 /1574 /1575 /1576 /1577 /1578 /1579 /1580 /1581 /1582 /1583 /1584 /1588 /1589 /1591 /1609 /1610 /1611 /1612 /1613 /1614 /1615 /1616 /1617 /1618 /1619.

Units which went direct from blue /grey to NSE were:

1501 /1506 /1507 /1508 /1509 /1511 /1513 /1514 /1516 /1560 /1561 /1562 /1603 /1604 /1605 /1606 /1607 /1608 /1620 /1621 /2301 /2302 /2303 /2304 /2305 /2307 /2307.

Units 1523 and 1536 both had their first style liveries modified to the second style. Unit 1535 was the last ‘Jaffa Cake’ unit to run in the original scheme in August 1991; the last ‘Jaffa Cake’ livery unit of all being 1589 which went for overhaul at Eastleigh in December 1991. The nineteen units not painted in this livery went directly from blue/grey to NSE, the last running in the original style being unit 1603 called to Selhurst for repainting in February 1990. Unit 1607 was the first painted in NSE livery about July 1988, though some of the 4 BEP units had been so painted earlier.

The electrification of the Tonbridge ‑ Hastings line from May 1986 led to a division of the fleet with units 1517 - 1536 and 1597 - 1602 (all first style ‘Jaffa Cake’ livery units) being allocated to St Leonards depot for use on the Hastings to London service. These units were classified as 4 CEP (H) and had replacement seat coverings, gangway curtains and route branding as the ‘1066 electrics’. Difficulties in keeping them on their booked route following the closure of St Leonards depot in October 1987 led to this distinction being abandoned and they were all reallocated back to Ramsgate from this date. All the ‘Jaffa Cake’ units eventually gained NSE colours.

One unit (1508) was fitted with two additional luggage racks at the inner end of the motor coach on each side of the sliding doors, these coming from former 4 VEG units and this unit was intended to be used on boat trains in connection with the Hoverspeed hovercraft service from Dover.

Unit 1605 had a door cut from the luggage area into the standard class compartment and fittings for a wheelchair installed, with the loss of one seat as a result about April 1985.

Units 1584‑93 /1595 /1596 were fitted with TBL composition brake blocks, with slight alterations to the brake rigging as a result.

The whole batch of refurbished 4 CEP units were allocated to the South Eastern Division (being based at Ramsgate depot) whilst the seven 4 BEP units were based at Fratton depot on the South Western Division for Waterloo ‑ Portsmouth services.

The four temporary 4 TEP buffet units were based at Lovers Walk depot for Central Division use until their reformation back to 4 CEP when they moved back to the South Eastern to cover additional unit requirements following the Hastings line electrification.

4 CEP units were loaned from time to time to the South Western to cover stock shortages, units 1560 /1561 /1562 all running from Fratton from late December 1988 until April 1989 covering the loss of stock in the Clapham Junction accident; whilst units 1588 /1597 /1606 were loaned to Bournemouth depot from February to May 1992 covering the withdrawal of the 6 REP units and 5 WES units being used for driver training on the Portsmouth line. These units usually covered the 06:00 Poole - Waterloo and 16:45 Waterloo - Bournemouth services.

Undamaged units started to be withdrawn early in 1993, and all the former ‘1951-type’ units went at this time, though three coaches of one unit were retained for conversion to departmental route learning saloon 930082. During 1993, six units had their TSO removed and were renumbered 1401 ‑ 1406. These units were for use between Sittingbourne and Sheerness (also Strood and Paddock Wood) and a further four conversions were planned for use on the newly electrified Tonbridge to Redhill route, although this did not take place.

Privatisation

Under the BR privatisation arrangements, all units in traffic after 1^st April 1994 were allocated to the ownership of the Porterbrook train leasing company and are marked (*) against the unit number. Further units were programmed to be withdrawn during 1995, though late delivery of new ‘Networker’ Class 365 units reduced the number withdrawn and some received overhauls instead to remain in traffic.

Four withdrawn units donated their TSO vehicles to DEMU units in May 1995, these being converted at Eastleigh works. A fifth TSO was loaned by Porterbrook to Hastings Diesels Ltd for inclusion in their preserved ‘Hastings’ unit 1001, this coach was converted and repainted in green livery at Chart Leacon in August 1996.

Three units withdrawn and stored in 1995 were overhauled at Eastleigh works and mounted on Mark 6 motor and B5 trailer bogies in similar fashion to the 4 BEP units; these units being renumbered 1699 - 1697 in order downwards on release from works and allocated for use on SouthCentral services from September 1996.

A temporary withdrawal by South West Trains of their whole 4 CIG fleet with wheel bearing problems from 10^th August 1996 led to a number of stored units being reinstated for use on South West Trains services, these being the units intended for use on SouthCentral from September, the modified units 1699/8 both first entering service on South West services, along with unmodified 1568 /1578 /1589. Stored unit 1518 was transferred to Brighton to replace 1578 on driver training duties, though this unit was not fit for passenger service and was withdrawn from 30^th September 1996.

As the 4 CIG units were released back to service, 1578 and 1698 & 1699 were returned to SouthCentral, these being joined for the commencement of 4 CEP workings on 28^th September by units 1533 and 1539 direct from South Eastern service. Unit 1697 followed after release from Eastleigh works.

A further sixteen units were ‘off lease’ on South Eastern from 30^th November 1996. These were stored on the South Eastern for a while, and progressively transferred to South West Trains or for further storage ‘off lease’ at Wimbledon Park and Bournemouth, though a number of units worked briefly in January 1997 on South Eastern services covering a large number of units out of use with snow damage. All these units were subsequently leased by South West Trains and used in traffic. Unit 1538 was the first repainted into Stagecoach livery for South West Trains in May 1997.

South Central reduced their 4 CEP diagrams to three early in 1997 retaining modified units 1697, 1698 & 1699 and returning units 1533 /1539 /1578 ‘off lease’ to Porterbrook; these three all subsequently moving to South West Trains. Two further South Eastern units were ‘off lease’ during December 1997 and units 1565 /1566 moved to SWT in March 1998 following overhaul and repaint into their livery, along with South Central units 1697, 1698 & 1699 which completed their final workings on the Brighton line on 13^th March 1998. Four other South Eastern units, 1550 /1553 /1555 & 1571 were also ‘off lease’ in February 1998 and all moved to SWT during April 1998 still in NSE colours along with a further unit 1517 ‘off lease’ in March 1998.

Five Connex South East (CSE) units (nos. 1530 /1541 /1610 /1613 & 1617) were reduced to three cars by removal of their TSOs at Ramsgate to cover revised diagrams from 28^th September 1998.

Units 1563 /1572 & 1617 were all ‘off lease’ in the latter part of 1998, all three moving to SWT in March 1999 (two for further traffic use) whilst 1572 remained at Bournemouth as a depot shunting unit. Two further units (1527 & 1557) followed in April 1999, again being used in traffic by SWT. However, these four units (nos. 1527 /1557 /1563 & 1617) were all temporarily stored again in May 1999 whilst a decision was made about fitting improved draught proofing around doors (these had been fitted to all the earlier 4 CEP units used by SWT).

A further thirteen CSE units were reduced to 3-cars during May 1999 at Chart Leacon in readiness for amended diagrams for the summer timetable, leaving only twenty-five four-car diagrams remaining on CSE. Unit 1602 was outshopped from Eastleigh after damage repairs in June and was the only unit repainted into Connex livery. Further Connex units began to be withdrawn for disposal during the summer of 2002, and eight units were disposed of for scrap in September.

SWT also reorganised their 4 CEP /4 BEP fleet in September with all seven 4 BEP units losing their buffet cars and exchanging them with a 4 CEP TSO from another unit. The former 4 BEP units were then renumbered from 2301 to 2307 to 2311 to 2317 in order when reformed; whilst the donor 4 CEP units from which the replacement TSO vehicles had been taken became 4 BEP units 2321 to 2327, not in their original order but in the order in which the TB vehicles were inserted into them, these seven vehicles remaining in numerical sequence.

Further introduction to service of Class 375 units on Connex were planned from 23^rd November 2002, increasing the number of diagrams to 35. This reduced the number of 4 CEP diagrams to seven each for both the 4-car and 3-car types, with the intention of retaining ten units of each type to cover these workings.

During the autumn of 2002 several units had been withdrawn as major expenditure became due, these being quickly disposed of for scrapping to Immingham Railfreight Terminal. The numbers of Class 375 units actually available was still insufficient however and more 4 CEP units than planned were retained in service.

4 CEP unit no.1501 stands outside Eastleigh Works after a 'C2' overhaul in early June 1989 showing-off its new NSE paint scheme.

© late Alan Hawes collection

Train Protection & Warning System (TPWS)

SWT were also in trouble with the introduction of their new Class 444 and 450 ‘Desiro’ units running behind schedule. This led to all of their surviving 4 CEP units being fitted with TPWS (Train Protection Warning System) to enable them to remain in traffic beyond March 2003. By February 2003 Connex altered their plans and began fitting seven 4 CEP units with TPWS (units 1562 /1590 /1592 /1593 /1594 /1602 /1615 being done) though none of the three-car units were dealt with. SWT reduced unit 2326 to a three-car formation by removing the former buffet car; the new three-car unit being renumbered 1199 and used on the Lymington branch.

The TPWS deadline of 31^st March 2003 saw three Connex units (1607 /1614 & 1616) taken out of traffic, along with the eleven surviving 3-car units, though this was quickly amended and the three 4-car units were planned to be reinstated and fitted with TPWS to continue in traffic. However, this did not take place and these three units remained stored at Ramsgate until disposed of for scrap.

The start of the Summer timetables from 18^th May 2003 saw no 4 CEP diagrams at all on Connex, though for a further week a 12 CEP was diagrammed for the 06:12 Ramsgate to Charing Cross and 17:35 return. However, all seven surviving units were in regular use covering other diagrams. Four diagrams were temporarily reintroduced from 23^rd June 2003 to cover on-going problems with SDO (Selective Door Opening) operation on the Class 375 units.

On SWT, the introduction of the new ‘Desiro’ Class 450 units began in October 2003 and this allowed for the replacement of the five surviving 4 BEP units by the end of the year, after which 4 CEP units began to be withdrawn for disposal (commencing with 1531); units going to Fratton for limited electrical stripping prior to disposal to Immingham Railfreight Terminal for scrapping. However, a few units were retained in serviceable condition for possible transfer to South Eastern Trains where they replaced a few 4 CIG units withdrawn due to very poor condition and the withdrawal ‘off lease’ of the Class 365 units.

Unit 1550 was transferred early in March, followed by 1517 /1535 & 1555 and then 1539 /1571 and finally 1578. Two other units in poor condition (1553 & 1563) were also withdrawn in early March and stored at Fratton for spares recovery, before moving to Immingham for scrapping. Units 1519 /1544 & 1612 followed in April and further units 1533 /1534 /1565 and 1573 /1581 were withdrawn by May and sent for disposal. This left three-car unit 1199 as the sole ‘standard’ CEP working on SWT alongside the rebogied units 1697 - 1699 and ‘Greyhound’ units 2311 - 2317. However, units 1697 - 1699 were then also transferred to SET from mid-May.

On SET, the influx of units from SWT in better condition than the existing seven survivors saw further withdrawals of these units, with 1593 and 1594 withdrawn at the end of March, unit 1562 being taken out of use in late April with defects, followed quickly by 1590 and 1615 and a few days later by 1602. This left just the green unit 1592 still running of the final seven SET units; this unit was stopped on 13^th May when exams became due and all seven were sent for disposal shortly afterwards.

SWT then withdrew 3-car unit 1199 for disposal during May and reduced unit 2314 to a 3-car formation numbered 1198 to replace it on the Lymington branch. The seven ex. SWT units working on SET were withdrawn, one in July, the others in two batches of three in September and October 2004, thus rendering this large number series of units extinct; though a few of the rebogied units survived on both SET and SWT. Three car unit 1198 was replaced on the Lymington branch by a 3 CIG unit from 24^th December 2004 and later sold for preservation, leaving just three car unit 1512 in use on Network Rail as a depot ‘shunting unit’ at Bournemouth depot. This unit too was replaced by a 3 CIG in June 2005 and sold for scrapping.

Unit formations were as follows (the number of a vehicles' former unit being shown in brackets below, also date of first release from Swindon):

Note: Date shown below unit number was first release from Swindon, some units returned there for rectification, a few more than once, and others were stored on SR prior to commissioning due to congestion at Strawberry Hill and ASLEF strikes, particularly in early to mid-1983.

Prototype refurbished unit
	1					2
UNIT	MSO		TBC	TSO		MSO		Wdn date	Scrap
Code	AK-1A		BW-3D	BX-3D		AL-1A
1500 (7153)	61389 (7153)		70345 (7153)	70302 (7153)		61388 (7153)		14-May-90	See notes
Former ‘1951’ units
Code	AO		BY	BZ		AO-1A
(41)1501 17-May-80	61041 (7001)		70041 (7001)	70034 (7102)		61042 (7001)		19-Mar-93	Jun-93 G
(41)1502 6-Dec-80	61040 (7104)		70040 (7104)	70036 (7104)		61039 (7104)		20-Jan-93	Jun-93 G
1503 28-Oct-82	61033 (7101)		70037 (7101)	70033 (7101)		61034 (7101)		19-Mar-93	Jun-93 MC
1504 4-Aug-83	61043 (7103)		70042* (7103)	71712^#27 (LH4062)		61037 (7103)		20-May-93	See notes
1505 17-May-84	61044 (7002)		70039 (7002)	70035* (7103)		61038 (7002)		11-Feb-93	See notes
Former 1957 ‘Phase 1’ units
Code	AK		BW	BX		AL
(41)1506 1-Dec-79	61349 (7133) 61314^#28		70325 (7133)	70282 (7133)		61348 (7133)		8-Dec-92	Mar-94 G
(41)1507* 7-Jan-80	61363 (7140)		70332 (7140)	70289 (7140)		61362 (7140)		6-Mar-02	Mar-03 IRT
(41)1508* 12-Jan- 80	61305 (7111)		70303 (7111)	70260 (7111)		61304 (7111)		31-May-95	Jul-95 G
(41)1509* 2-Feb-80	61335 (7126)		70318 (7126)	70275 (7126)		61334 (7126)		1-Dec-02	Dec-02 IRT
(41)1510* 12-Apr-80	61365 (7141)		70333 (7141)	70290 (7141)		61364 (7141)		Renumbered 1106 from 25-May-99
(41)1511* 31-May-80	61367 (7142)		70334 (7142)	70291 (7142)		61366 (7142)		24-Dec-02	Jan-03 IRT
(41)1512* 21-Jun-80	61321 (7119)		70311 (7119)	70268 (7119)		61320 (7119)		8-Mar-02	Aug /Nov-05 IRT
(41)1513* 28-Jun-80	61796^#29(7129) 61035^#30 61796^#31		70321 (7129)	70278 (7129)		61340 (7129)		31-May-95	Jul-95 G
(41)1514* 16-Aug-80	61327 (7122)		70314 (7122)	70271 (7122)		61326 (7122)		21-Jun-95	Jul-95 G
(41)1515* 6-Sep-80	61345 (7131)		70323 (7131)	70280 (7131)		61344 (7131)		19-Apr-96	May-96 G
(41)1516* 11-Oct-80	61319 (7118)		70310 (7118)	70267 (7118)		61318 (7118)		21-Jun-95	Aug-95 G
(41)1517* 1-Nov-80	61317 (7117)		70309 (7117)	70266 (7117)		61316 (7117)		13-Aug-04	Sep-04 IRT
(41)1518* 17-Nov-80	61333 (7125)		70317 (7125)	70274 (7125)		61332 (7125)		30-Sep-96	May-97 EH
(41)1519* 29-Nov-80	61403 (7009)		70352 (7009)	70516^#32 (7167) 70536^#33		61402 (7009)		22-Apr-04	May-04 IRT
1520* 15-Dec-80	61343 (7130)		70327 (7135)	70284 (7135)		61380 (7149)		Renumbered 1107 from 5-May-99
1521 19-Dec-80	61353 (7135)		70324 (7132)	70281 (7132)		61352 (7135)		Renumbered 1401 from Apr-93
1522 9-Jan-81	61347 (7132)		70341 (7149)	70665^#34 (7210)		61346 (7132)		Renumbered 1402 from May-93
1523* 10-Feb-81	61383 (7150)		70342 (7150)	70299 (7150)		61382 (7150)		19-Apr-96	See notes
1524* 24-Feb-81	61309 (7113)		70305 (7113)	70262 (7113)		61308 (7113)		c.27-Nov-95	See notes
1525 10-Mar-81	61235 (7108)		70238 (7108)	70232 (7108)		61236 (7108)		Renumbered 1403 from c.Jul-93
1526 24-Mar-81	61239 (7110)		70240 (7110)	70234 (7110)		61240 (7110)		Renumbered 1404 from c.Jul-93
1527* 7-Apr-81	61237 (7109)		70239 (7109)	70233 (7109)		61238 (7109)		23-Nov-99	May-04 B
1528 28-Apr-81	61379 (7148)		70340 (7148)	70297 (7148)		61378 (7148)		Renumbered 1405 from c.Jul-93
1529 28-May-81	61355 (7136)		70328 (7136)	70285 (7136)		61354 (7136)		Renumbered 1406 from c.Jul-93
1530* 9-Jun-81	61331 (7124)		70316 (7124)	70273 (7124)		61330 (7124)		Renumbered 1101 from 7-Nov-98
1531* 30-Jun-81	61233 (7107)		70237 (7107)	70231 (7107)		61234 (7107)		24-Dec-03	Feb-04 IRT
1532* 15-Sep-81	61391 (7003)		70346 (7003)	71626^#35 (LH3916) 71628^#36		61390 (7003) 61725^#37 61390		c.Aug-97	See notes
1533* 22-Sep-81	61393 (7004)		70347 (7004)	71627^#38 (LH3921)		61385 (7004)		29-Apr-04	Aug-04 IRT
1534* 13-Oct-81	61405 (7010)		70353 (7010)	71628^#39 (LH3844) 71626^#40		61404 (7010)		30-Apr-04	Aug-04 IRT
1535* 3-Nov-81	61397 (7006)		70349 (7006)	71629^#41 (LH3992)		61396 (7006)		6-Jul-04	Aug-04 IRT
1536* 15-Dec-81	61399 (7007)		70350 (7007)	71631^#42 (LH4436)		61398 (7007)		Renumbered 1108 from 11-May-99
1537* 19-Jan-82	61229 (7105)		70235 (7105)	70229 (7105)		61230 (7105)		Renumbered 2325 from 17-Sep-02
1538* 10-Feb-82	61307 (7112)		70304 (7112)	70261 (7112)		61306 (7112) 61372 61306		Renumbered 2327 from 17-Sep-02
1539* 17-Feb-82	61401 (7008)		70351 (7008)	71632^#43 (LH4063)		61400 (7008)		17-Sep-04	Oct-04 IRT
1540* 2-Mar-82	61870^’44 (7151) 61355		70343 (7151)	70300 (7151)		61384 (7151)		Renumbered 1698 from 31-May-95
1541* 23-Mar-82	61409 (7012)		70355 (7012)	71633^#45 (LH4072)		61408 (7012)		Renumbered 1109 from 8-May-99
1542* 30-Mar-82	61395 (7005)		70348 (7005)	71634^#46 (LH4059)		61394 (7005)		11-May-95	Jul-95 G
1543* 27-Apr-82	61323 (7120)		70312 (7120)	70269 (7120) 70297		61322 (7120)		Renumbered 1110 from 27-May-99
1544* 1-Jun-82	61315 (7116)		70308 (7116)	70265 (7116)		61314 (7116) 61349^#47		22-Apr-04	May-04 IRT
1545* 27-Jul-82	61359 (7138)		70330 (7138)	70287 (7138)		61358 (7138)		8-Apr-97	See notes
1546* 24-Aug-82	61357 (7137)		70329 (7137)	70286 (7137)		61356 (7137)		24-Mar-95	Sept-95 MC
1547* 21-Sep-82	61329 (7123)		70588^#48 70315 (7123) 70345^#49 70578^#50	70272 (7123)		61328 (7123)		Renumbered 2326 from 18-Sep-02
1548* 5-Oct-82	61375 (7146)		70338 (7146)	70295 (7146)		61374 (7146)		Renumbered 2322 from 18-Sep-02
1549* 4-Nov-82	61339 (7128)		70320 (7128)	70277 (7128)		61338 (7128)		Renumbered 1111 from 1-May-99
1550* 2-Dec-82	61313 (7115)		70307 (7115)	70264 (7115)		61312 (7115)		15-Aug-04	Aug-04 IRT
1551* 23-Dec-82	61325 (7121)		70313 (7121)	70270 (7121)		61324 (7121)		24-Dec-02	Feb-03 IRT
1552* 10-Feb-83	61373 (7145)		70337 (7145)	70294 (7145)		61372 (7145) 61306 61372		Renumbered 1697 from 7-Jun-95
1553* 3-Mar-83	61351 (7134) 61728^#51		70306 (7134)	70263 (7134)		61350 (7134)		9-Mar-04	Apr-04 IRT
1554* 11-Apr-83	61369 (7143)		70335 (7143)	70292 (7143)		61368 (7143)		Renumbered 1112 from 16-Jul-99
1555* 21-Apr-83	61311 (7114)		70326 (7114)	70283 (7114)		61310 (7114)		13-Aug-04	Sep-04 IRT
1556 21-Jun-83	61371 (7144)		70336 (7144)	70293 (7144)		61370 (7144)		Renumbered 2701 from 1-Aug-83
1556* 10-Feb-86	61371 (7144)		70336 (7144)	70293 (7144)		61370 (7144)		Renumbered 1113 from 25-May-99
1557 21-Jul-83	61337 (7139)		70331 (7139)	70288 (7139)		61360 (7139)		Renumbered 2702 from 12-Sep-83
1557* 2-Mar-86	61337 (7139)		70331 (7139)	70288 (7139)		61360 (7139)		27-Oct-99	Nov-01 IRT
1558 11-Oct-83	61361 (7127)		70319* (7127)	70276 (7127)		61336 (7127)		Renumbered 2704 from 23-Dec-83
1558 9-Mar-86	61361 (7127)		70319* (7127)	70276 (7127)		61336 (7127)		27-Apr-93	Nov-93 MC
1559* 11-Oct-83	61377 (7147)		70339 (7147)	70296 (7147)		61376 (7147)		Renumbered 1114 from 20-May-99
1560 3-Nov-83	61387 (7152)		70344 (7152)	70301 (7152)		61386 (7152)		Renumbered 2703 from 22-Dec-83
1560* 9-Mar-86	61387 (7152)		70344 (7152)	70301 (7152)		61386 (7152)		9-Dec-02	Jan-03 IRT
1561* 6-Dec-83	61231 (7106)		70604^#52 (7016)	70230 (7106) 70663^#53		61232 (7106)		Renumbered 1102 from 3-Nov-98
1562* 20-Dec-83	61407 (7011) 61750^#54 61407		70236 (7106)	70241^#55 (7203) 69346^#56 70241		61406 (7011)		20-Apr-04	Aug-04 IRT
Former 1957 ‘Phase 2’ units
Code	AM		BW-1A	BX-1A		AN
1563* 20-Jan-83	61740 (7177)		70575 (7177)	70526 (7177)		61741 (7177)		12-Mar-04	Apr-04 IRT
1564* 19-Dec-82	61788 (7201)		70599 (7201)	70550 (7201)		61789 (7201)		14-Mar-03	Apr-03 IRT
1565* 6-Jan-83	61762 (7188)		70586 (7188) 70311^#58	71711^#57 (LH3994)		61763 (7188)		28-Apr-04	Jul-04 IRT
1566* 11-Nov-82	61722 (7168)		70566 (7168)	70517 (7168)		61723 (7168)		Renumbered 2324 from 20-Sep-02
1567* 19-Oct-82	61786 (7200)		70598 (7200)	70549 (7200)		61787 (7200)		24-Mar-95	Sep-95 MC
1568* 14-Sep-82	61766 (7190)		70315^#59 70588 (7190)	70539 (7190)		61767 (7190)		Renumbered 2321 from 19-Sep-02
1569* 10-Aug-82	61782 (7198)		70596 (7198)	70547 (7198)		61783 (7198)		4-May-95	Jun /Jul-95 G
1570* 3-Aug-82	61738 (7176)		70574 (7176)	70525 (7176)		61739 (7176)		6-Nov-02	Dec-02 IRT
1571* 24-Jun-82	61806 (7020)		70608 (7020)	71636^#60 (LH4065)		61807 (7020)		Renumbered 2323 from 18-Sep-02
1571* 28-Nov-02	61806 (2323)		70608 (2323)	70289^#61 (1507)		61807 (2323)		20-Sep-04	Oct-04 IRT
1572* 15-Jun-82	61734 (7174)		70572 (7174)	70523 (7174)		61735 (7174)		28-Nov-98	See notes
1573* 25-May-82	61726 (7170)		70568 (7170)	70519 (7170)		61727 (7170)		26-Apr-04	May-04 IRT
1574* 11-May-82	61792 (7013)		70601 (7013)	71635^#62 (LH3990)		61793 (7013)		13-Dec-02	Feb-03 IRT
1575* 20-Apr-82	61768 (7191)		70583 (7185)	70540 (7191)		61769 (7191)		16-Oct-02	Nov-02 IRT
1576* 6-Apr-82	61770 (7192)		70590 (7192)	70541 (7192)		61771 (7192)		12-Aug-02	Oct-02 IRT
1577* 25-Feb-82	61718 (7166)		70564 (7166)	70515 (7166)		61719 (7166)		Renumbered 1115 from 27-Apr-99
1578* 10-Feb-82	61700 (7157)		70555 (7157)	70506 (7157)		61701 (7157)		17-Sep-04	Oct-04 IRT
1579* 19-Jan-82	61772 (7193)		70591 (7193)	70542 (7193) 70281^#63		61773 (7193)		21-Jun-95	May-96 G
1580* 1-Dec-81	61756 (7185)		70589 (7191)	70534 (7185)		61757 (7185) 61745 61757		Renumbered 1116 from 13-May-99
1581* 17-Nov-81	61784 (7199)		70597 (7199)	70548 (7199)		61785 (7199)		26-Apr-04	May-04 IRT
1582* 10-Nov-81	61748 (7015)		70603 (7015)	71630^#64 (LH3988)		61797 (7015)		9-Nov-02	Dec-02 IRT
1583* 13-Oct-81	61746 (7180)		70578 (7180)	70529 (7180)		61747 (7180)		7-Jun-95	see notes
1584* 9-Mar-82	61752 (7183)		70581 (7183)	70532 (7183)		61753 (7183)		1-Nov-02	Dec-02 IRT
1585* 6-Oct-81	61710 (7162)		70560 (7162)	70511 (7162)		61711 (7162)		7-Aug-02	Nov-02 IRT
1586* 25-Aug-81	61714 (7164)		70562 (7164)	70513 (7164)		61715 (7164)		18-Mar-03	May-03 IRT
1587* 18-Aug-81	61764 (7189)		70587 (7189)	71625^#65 (LH4381)		61765 (7189)		14-Oct-02	Nov-02 IRT
1588* 4-Aug-81	61958^#66 (7210) 61720		70044 (7189)	70520 (7171)		61721 (7167)		15-Nov-01	Oct-02 IRT
1589* 16-Jul-81	61742 (7178)		70576 (7178)	70527 (7178)		61743 (7178)		15-Apr-97	See notes
1590* 18-Jun-81	61696 (7155)		70553 (7155)	70504 (7155)		61697 (7155)		1-May-04	Jun-04 IRT
1591* 4-Jun-81	61790 (7202)		70600 (7202)	70551 (7202)		61791 (7202)		29-Aug-02	Nov-02 IRT
1592* 12-May-81	61778 (7196)		70594 (7196)	70545 (7196)		61779 (7196)		14-May-04	Jun-04 IRT
1593* 14-Apr-81	61730 (7172)		70570 (7172)	70521 (7172)		61731 (7172)		26-Mar-04	May-04 IRT
1594* 17-Mar-81	61754 (7184)		70582 (7184)	70533 (7184)		61755 (7184)		26-Mar-04	Apr-04 IRT
1595* 17-Feb-81	61704 (7159)		70557 (7159)	70508 (7159)		61705 (7159)		Renumbered 1117 from 16-Jul-99
1596* 27-Jan-81	61716 (7165)		70563 (7165)	70514 (7165)		61717 (7165)		19-Apr-96	May-96 G
1597* 20-Jan-81	61708 (7161)		70559 (7161)	70510 (7161)		61709 (7161)		Renumbered 1118 from 14-May-99
(41)1598* 8-Nov-80	61780 (7197)		70595 (7197)	70546 (7197)		61781 (7197)		c.17-Sep-95	Apr-96 G
(41)1599* 17-Oct-80	61706 (7160)		70558 (7160)	70509 (7160)		61707 (7160)		10-Jan-03	Jan-03 IRT
(41)1600* 27-Sep-80	61724 (7169)		70567 (7169)	70518 (7169)		61725 (7169) 61390^#67 61725		29-Mar-96	May-96 G
(41)1601* 20-Sep-80	61776 (7195)		70593 (7195)	70544 (7195)		61777 (7195)		31-May-95	Apr-96 G
(41)1602* 23-Aug-80	61720 (7167) 61958^#69		70565 (7167)	70279^#68 (7130)		61959^#70 (7210)		6-May-04	Aug-04 IRT
(41)1603* 19-Jul-80	61728 (7171) 61351^#71		70569 (7171)	70298^#72 (7149)		61729 (7171)		c.19-Sep-95	Apr-96 G
(41)1604* 12-Jul-80	61732 (7173)		70571 (7173)	70522 (7173)		61733 (7173)		c.11-Aug-95	Apr-96 G
(41)1605* 26-Apr-80	61712 (7163)		70561 (7163)	70512 (7163)		61713 (7163)		Renumbered 1699 from 28-Sep-95
(41)1606* 22-Mar-80	61694 (7154)		70552 (7154)	70503 (7154)		61695 (7154)		c.11-Aug-95	May-97 EH
(41)1607* 8-Mar-80	61698 (7156)		70554 (7156)	70505 (7156)		61699 (7156)		27-Mar-03	Jun-03 IRT
(41)1608* 16-Feb-80	61960^#73 (7211)		70659^#74 (7211)	70666^#75 (7211)		61961^#76 (7211)		7-Jun-95	Jul-95 G
1609* 3-Feb-83	61744 (7179)		70577 (7179)	70528 (7179)		61745 (7179) 61757 61745		12-Dec-02	Feb-03 IRT
1610* 17-Feb-83	61750 (7182) 61407^#77 61750		70580 (7182)	70531 (7182)		61751 (7182)		Renumbered 1103 from 22-Nov-98
1611* 10-Mar-83	61758 (7186)		70584 (7186)	70537 (7188)		61759 (7186)		12-Dec-02	Feb-03 IRT
1612* 24-Mar-83	61794 (7014)		70602 (7014)	70535 (7186)		61795 (7014)		22-Apr-04	May-04 IRT
1613* 14-Apr-83	61760 (7187)		70585 (7187)	70536 (7187)		61761 (7187)		Renumbered 1104 from 12-Nov-98
1614* 21-Apr-83	61702 (7158)		70556 (7158)	70507 (7158)		61703 (7158)		29-Mar-03	Jun-03 IRT
1615* 19-May-83	61956^#78 (7209)		70657^#79 (7209)	70664^#80 (7209)		61957^#81 (7209)		7-May-04	Jun-04 IRT
1616* 21-Jun-83	61950^#82 (7206) 61323^#83		70654^#84 (7206) 70042^#85 70654	70543 (7194)		61951^#86 (7206)		16-Mar-03	Jun-03 IRT
1617* 21-Jul-83	61800 (7017)		70605 (7017)	70661^#87 (7206)		61801 (7017)		27-Oct-99	Nov-01 IRT
1618* 8-Sep-83	61868 (7203)		70043 (7203)	70663^#88 (7208) 70230^#89		61869 (7203)		23-Apr-97	c.May-01 MPS
1619* 11-Oct-83	61952^#90 (7207)		70655^#91 (7207)	70662^#92 (7207)		61953^#93 (7207)		Renumbered 1105 from 7-Nov-98
1620* 22-Nov-83	61948^#94 (7205)		70653^#95 (7205) 70654^#96 70653^#97	70660^#98 (7205)		61949^#99 (7205)		18-Jan-93	See notes
1621 12-Mar-84	61810 (7022)		70610 (7022)	70524 (7175)		61811 (7022)		4-May-93	Nov-93 MC
Spares
3-Apr-84	61035^#100 (7102)							Jul-91	See notes
4-Aug-83	61342^#101 (7130)							Jul-91	See notes
Key letter codes for scrap dealers
B EH G IRT MC MPS	Booth, Rotherham. Eastleigh works. Gwent Demolition, Margam. Immingham Railfreight Terminal. M.C. Metal Processors, St Rollox, Glasgow. Mayer Parry, Snailwell.
^#Key
^#27 ^#28 ^#29 ^#30 ^#31 ^#32 ^#33 ^#34 ^#35 ^#36 ^#37 ^#38 ^#39 ^#40 ^#41 ^#42 ^#43 ^#44 ^#45 ^#46 ^#47 ^#48 ^#49 ^#50 ^#51 ^#52 ^#53 ^#54 ^#55 ^#56 ^#57 ^#58 ^#59 ^#60 ^#61 ^#62 ^#63 ^#64		Former loco‑hauled TSO, Code BX-4E. MSO Code AL. Former ‘phase 2’ MSO Code AM. Former ‘1951 type’ MSO, Code AO. Former ‘phase 2’ MSO, Code AM. Former ‘phase 2’ TSO, Code BX-1A. Former ‘phase 2’ TSO, Code BX-1A. Former ‘phase 2’ TSO, Code BX-1B. Former loco‑hauled TSO, Code BX-4E. Former loco‑hauled TSO, Code BX-4E. Former ‘phase 2’ MSO, Code AN. Former loco‑hauled TSO, Code BX-4E. Former loco‑hauled TSO, Code BX-4E. Former loco‑hauled TSO, Code BX-4E. Former loco‑hauled TSO, Code BX-4E. Former loco‑hauled TSO, Code BX-4E. Former loco‑hauled TSO, Code BX-4E. Former ‘phase 2’ MSO, Code AM. Former loco‑hauled TSO, Code BX-4E. Former loco‑hauled TSO, Code BX-4E. Modified ‘No. 1 end’ MSO, Code AK. Former ‘phase 2’ TBC, Code BW-1A. Prototype TBC, Code BW-3D. Former ‘phase 2’ TBC, Code BW-1A. Former ‘phase 2’ MSO, Code AM. Former ‘phase 2’ TBC, Code BW-1A. Former ‘phase 2’ TSO, Code BX-1B. Former ‘phase 2’ MSO, Code AM. Former ‘phase 2’ TSO, Code BX-1A. Buffet car, Code BL-3C. Former ‘phase 1’ TBC, Code BW. Former loco‑hauled TSO, Code BX-4E. Former ‘phase 1’ TBC, Code BW. Former loco‑hauled TSO, Code BX-4E. Former ‘phase 1’ TSO, Code BX. Former loco‑hauled TSO, Code BX-4E. Former ‘phase 1’ TSO, Code BX. Former loco‑hauled TSO, Code BX-4E.			^#65 ^#66 ^#67 ^#68 ^#69 ^#70 ^#71 ^#72 ^#73 ^#74 ^#75 ^#76 ^#77 ^#78 ^#79 ^#80 ^#81 ^#82 ^#83 ^#84 ^#85 ^#86 ^#87 ^#88 ^#89 ^#90 ^#91 ^#92 ^#93 ^#94 ^#95 ^#96 ^#97 ^#98 ^#99 ^#100 ^#101		Former loco‑hauled TSO, Code BX-4E. MSO Code AM-1A. Former ‘phase 1’ MSO, Code AL. MSO Code AM-1A. Former ‘phase 1’ TSO, Code BX. MSO Code AN-1A. Former ‘phase 1’ MSO, Code AK. Former ‘phase 1’ TSO, Code BX. MSO Code AM-1A. TBC Code BW-1B. TSO Code BX-1B. MSO Code AN-1A. Former ‘phase 1’ MSO, Code AK. MSO Code AM-1A. TBC Code BW-1B. TSO Code BX-1B. MSO Code AN-1A. MSO Code AM-1A. Former ‘phase 1’ MSO, Code AK. TBC Code BW-1B. Former ‘1951 type’ TBC, Code BY. MSO Code AN-1A. TSO Code BX-1B. TSO Code BX-1B. Former ‘phase 1’ TSO, Code BX. MSO Code AM-1A. TBC Code BW-1B. TSO Code BX-1B. MSO Code AN-1A. MSO Code AM-1A. TBC Code BW-1B. TBC Code BW-1B. TBC Code BW-1B. TSO Code BX-1B. MSO Code AN-1A. Former ‘1951 type’ MSO, Code AP. Former ‘phase 1’ MSO, Code AL.

The fourteen-former loco‑hauled TSO coaches used in the CEP/BEP refurbishing programme all came from Southern Region resources, one Oxted line set being abolished, and the remainder reduced from eight to seven coaches, and others came from the maintenance allocation. Details as below:

Coach	New No.	Built	LOT No.	Frame	Body	To Swindon	To unit	Date ex.
4381	71625	1957	30219	Ashford	Swindon	20-Jan-81	1587	18-Aug-81
3916	71626	1954	30086	Ashford	Eastleigh	24-Feb-81	1532	15-Sep-81
3921	71627	1954	30086	Ashford	Eastleigh	17-Mar-81	1533	22-Sep-81
3844	71628	1954	30054	Ashford	Eastleigh	17-Mar-81	1534	13-Oct-81
3992	71629	1954	30090	York	York	17-Mar-81	1535	3-Nov-81
3988	71630	1954	30090	York	York	17-Mar-81	1582	10-Nov-81
4436	71631	1956	30226	B.R.C.W.	B.R.C.W.	5-Jun-81	1536	15-Dec-81
4063	71632	1956	30149	Ashford	Swindon	5-Jun-81	1539	17-Feb-82
4072	71633	1956	30149	Ashford	Swindon	5-Jun-81	1541	23-Mar-82
4059	71634	1956	30149	Ashford	Swindon	5-Jun-81	1542	30-Mar-82
3990	71635	1954	30090	York	York	5-Jun-81	1574	11-May-82
4065	71636	1956	30149	Ashford	Swindon	5-Jun-81	1571	24-Jun-82
3994	71711	1954	30090	York	York	5-Jun-81	1565	6-Jan-83
4062	71712	1956	30149	Ashford	Swindon	15-Jun-82	1504	4-Aug-83

All had been built with steam heating and vacuum brakes mounted on B1 bogies, but all had been converted to electric heating (the SR 750 volt variant) and fitted with Commonwealth bogies and air brakes whilst still loco-hauled vehicles, thus minimising the alterations required to convert them to EMU trailers. Side buffers were however removed and fixed-head buckeye couplers replaced the previous drophead type. Electrical code BX-4E was allocated after conversion and the new BR design code was EH2.84.0A.

Individual Unit Notes
1500 to 1621

Unit	Notes
1500	TBC 70345 removed from unit Jan-90 and formed into 1547 to replaced fire‑damaged vehicle. Unit reduced to three cars to run only with another unit as no brakevan, but withdrawn from 14-May-90 and transferred to departmental stock as unit 081. Coaches renumbered into departmental series during 1992 as ADB977397 (61388), ADB977398 (61389). TSO 70302 still nominally a traffic vehicle though stored out of use at Stewarts Lane and allocated to Porterbrook Leasco from 1-Apr-94. Both MSOs to M.C. Metals, Glasgow 18-Jan-96 for scrapping, 977398 cut‑up 19-Jan-96 and 977397 cut‑up 22-Jan-96. TSO 70302 moved Stewarts Lane to Bournemouth 16-May-97 and stored there until sold to the Suburban Electric Railway Association (SERA) at Coventry Airport during mid‑2000. This coach scrapped 1-Nov-06 and remains removed during November.
1501	Renumbered from 411501 to 1501 during C6 overhaul Dec‑84. Unit withdrawn 19-Mar-93 and ran from Ramsgate to Bournemouth for stripping 1-Apr-93. Hauled Bournemouth to Margam for scrapping 22-Apr-93, MSO 61041 cut‑up w/c 28-May-93, other three coaches cut‑up w/c 5-Jun-93.
1502	Renumbered from 411502 to 1502 during C6 overhaul Sep‑85. Unit withdrawn 20-Jan-93 and stored at Ramsgate until ran to Bournemouth for stripping 29-Mar-93; all its lights (windows) having been removed. Hauled Bournemouth to Margam for scrapping 22-Apr-93 and all coaches cut‑up w/c 5-Jun-93.
1503	Unit withdrawn 19-Mar-93 and ran Ramsgate to Bournemouth for stripping 29-Mar-93. Hauled Bournemouth to Margam for scrapping 21-Jun-93, arriving 25-Jun-93. MSO 61033 and TBC 70037 cut‑up 4-Jul-93, TSO 70033 and MSO 61034 cut‑up 5-Jul-93.
1504	Unit withdrawn 20-May-93 and stored initially at Chart Leacon. TSO 71712 moved to Bournemouth 30-Jun-93 between two 2 EPB units for stripping and later scrapped at Gwent Demolition, Margam, moving from Eastleigh 15-Jul-93 and cut‑up w/c 24-Jul-93. Three car 1504 later moved to Eastleigh for storage, and TBC 70042 used for some months as part of 1616 (unit out of use as 'dead load'). Three remaining coaches stored at Eastleigh pending disposal. TBC 70042 allocated to the Porterbrook fleet from 1-Apr-94, though MSOs not so allocated. Both MSOs 61037 and 61043 used for a number of livery experiments at Eastleigh works. Both sold to the BBC for a filming contract and moved by road to the Shackerstone Railway in Leicestershire 16-Jul-96. Both vehicles damaged by fire during filming and remains taken to M.C. Metals, Glasgow 13-Aug-96 for scrapping. TS 70042 was later scrapped at Eastleigh by MRJ Philips May‑97.
1505	Unit withdrawn 11-Feb-93 and transferred to departmental stock for conversion into a ‘route learning’ unit at Selhurst. Only three cars used, with coaches renumbered as follows, 61044 to ADB977861, 70039 to ADB977862 and 61038 to ADB977863. TSO 70035 stored at Selhurst, and allocated to Porterbrook fleet from 1-Apr-94 though not in use. Unit renumbered (930)082, and released for test running 17-Apr-94. Both MSOs had their gangway connections removed from cab ends and replaced by a large central forward observation light. Partitions behind cab also removed along with former inwards opening cab vestibule doors, entry to cab now being via former passenger door one bay further back. Unit also had a number of other electrical modifications such as the fitting of a motor alternator as fitted to more modern sliding door units in connection with driver training. Unit also the first outshopped in the new Connex South Central white and yellow livery in September 1996. TSO 70035 arrived at Immingham Railfreight Terminal for scrapping 25-Sep-03 by road from Selhurst, and cut‑up 26-Feb-04. Unit 930082 out of use in 2004 and all three coaches taken from Selhurst to Immingham Railfreight Terminal by road for scrapping in September 2005. 977861 cut‑up 8-Dec-05, 977862 cut‑up 5-Dec-05 and 977863 cut‑up 22-Nov-05.
1506	Renumbered from 411506 to 1506 c.Feb‑87. Unit in collision with 1544 near London Bridge 25-Nov-92 and trailers 70325 and 70282 both side damaged and unit withdrawn 8-Dec-92. MSO 61349 exchanged with damaged 61314 (ex.1544). Unit moved from Chart Leacon to Eastleigh 22-Jan-93 and damaged unit stored pending disposal. Unit scrapped by Gwent Demolition, Margam, moving from Eastleigh 15-Mar-94, all coaches cut‑up w/c 26-Mar-94.
1507	Renumbered from 411507 to 1507 during C6 overhaul Apr‑84. Unit ‘off lease’ from 30-Nov-96. Re‑leased by SWT from 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 6-Jan-97 and 10-Jan-97. Transferred to SWT 21-Feb-97 and used in traffic. To Chart Leacon for C4 and C6M overhaul 15-Jan-98, released 16-Feb-98 in SWT livery. Stored at Clapham Yard from 6-Mar-02 but hauled to Eastleigh for removal of TSO 70289 7-Nov-02. Remaining three coaches moved to Fratton for storage 29-Nov-02. TB 69346 (ex 2326) put into stored unit at Fratton 27-Jan-03 and unit hauled to Immingham Railfreight Terminal for scrapping as 4-car 5-Mar-03. TSO 70289 reformed into 1571. Coaches cut‑up as follows: TBC 70332 14-Mar-03, MSO 61363 17-Mar-03 and MSO 61362 19-Mar-03.
1508	Unit had four seats removed at inner end of MSO 61305 and replaced by luggage racks ex 4 VEG unit for Hoverspeed traffic during C6 overhaul at Selhurst May‑84. MSO now seated 60 and unit 24 first and 194 second. Unit also renumbered at this time from 411508 to 1508. Unit withdrawn 31-May-95 and scrapped at Gwent Demolition, Margam, moving from Chart Leacon 20-Jun-95, all coaches cut‑up w/c 29-Jul-95.
1509	Renumbered from 411509 to 1509 during C6 overhaul Aug‑84. Unit withdrawn 1-Dec-02 at Ramsgate and hauled to Immingham Railfreight Terminal for scrapping 4-Dec-02. TSO 70275 cut‑up 18-Dec-02, MSOs 61334 and 61335 also TBC 70318 all cut‑up 2-Jan-03.
1510	Renumbered from 411510 to 1510 during C6 overhaul 10‑84. Unit to Chart Leacon 19-May-99 and TSO 70290 removed and stored, unit then renumbered as 3 CEP 1106 and back to traffic 25-May-99. TSO 70290 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and resold to HSBC Rail for spares, later going to EMR at Snailwell for scrapping 3‑01.
1511	Renumbered from 411511 to 1511 during C6 overhaul 12‑84. Unit withdrawn at Ramsgate 24-Dec-02 and hauled to Immingham Railfreight Terminal for scrapping 15-Jan-03. TSO 70291 cut‑up 22-Jan-03, TBC 70334 and MSO 61367 both cut‑up 23-Jan-03 and MSO 61366 cut‑up 28-Jan-03.
1512	Renumbered from 411512 to 1512 during C6 overhaul 11‑84. Unit ‘off lease’ from 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 5-Jan-97 & 20-Jan-97. To Wimbledon Park then Bournemouth for storage 22-Mar-97. Unit to Chart Leacon 26-Sep-97 for C4/C6M overhaul. Released 12-Dec-97 in SWT livery. Stored at Bournemouth depot from 8-Mar-02. TBC 70311 removed from unit c18-Feb-03 and sent to Chart Leacon formed into 5-car unit 1565, and later formed into that unit permanently. Remaining three cars of 1512 stored at Bournemouth where they were in use as a depot ‘horse unit’ for shunting purposes. Unit taken out of use in late May 2005, and all coaches by road to Immingham Railfreight Terminal for scrapping as follows:- MSO 61321 on 7-Jun-05 and cut‑up 14-Nov-05, MSO 61320 on 20-Jun-05 and cut‑up 10-Aug-05 and TSO 70268 on 21-Jun-05 and cut‑up 9-Aug-05.
1513	Renumbered from 411513 to 1513 during C6 overhaul 12‑84. MSO 61796 out of use (snow damage) Feb-87 and temporarily replaced by spare MSO 61035, the only time this vehicle used in traffic. Unit withdrawn 31-May-95 and scrapped at Gwent Demolition, Margam, moving from Chart Leacon 27-Jun-95, all coaches cut‑up w/c 15-Jul-95.
1514	Renumbered from 411514 to 1514 by May‑83. Unit withdrawn 21-Jun-95 and scrapped at Gwent Demolition, Margam, moving from Chart Leacon 27-Jun-95, all coaches cut‑up w/c 15-Jul-95.
1515	Renumbered from 411515 to 1515 during C6 overhaul Apr‑85. Unit withdrawn from 31-Dec-95 and stored at Bournemouth depot. Reinstated and back to traffic Feb-96. Out of use again from 19-Apr-96 and moved from Chart Leacon to Gwent Demolition, Margam for scrapping 14-May-96.
1516	Renumbered from 411516 to 1516 during C6 overhaul Jan‑85. Unit withdrawn 21-Jun-95 and moved from Chart Leacon to Gwent Demolition, Margam 12-Jul-95 for scrapping. All coaches cut‑up w/c 12-Aug-95.
1517	Renumbered from 411517 to 1517 during C6 overhaul c.Apr‑85. Unit out of use Oct‑97 with wiring defects and stored at Ramsgate until ‘off lease’ Mar‑98 and repaired and transferred to SWT 16-Apr-98. Unit moved to Chart Leacon for further SET use 17-Mar-04. Back to SET traffic from 13-Apr-04. Unit ‘off lease’ 16-Aug-04 and withdrawn at Ramsgate 13-Aug-04 (last working 17:58 Victoria to Ashford). Hauled to Immingham Railfreight Terminal for scrapping 19-Aug-04. Coaches cut‑up as follows: MSO 61316 13-Sep-04, MSO 61317 14-Sep-04, TSO 70266 15-Sep-04 and TBC 70309 20-Sep-04.
1518	Renumbered from 411518 to 1518 during C6 overhaul Jul‑85. Unit out of use from 17-Aug-96 and transferred to Brighton for driver training duties though not fit for passenger use. Withdrawn 30-Sep-96 and used for accident exercise in Ore tunnel 23-Nov-96. Stored at Lovers Walk pending disposal and moved to Eastleigh Apr‑97. All coaches scrapped there by contractors MRJ Philips May‑97.
1519	Renumbered from 411519 to 1519 during C6 overhaul Aug‑85. Unit damaged in derailment at Ramsgate depot 16-Oct-95. Repaired and back to traffic Dec‑95. Unit ‘off lease’ 30-Nov-96. Transferred to SWT 10-Dec-96 and re‑leased by them 20-Dec-96 and used in traffic. Unit to Chart Leacon for C6M overhaul 10-Dec-97 and released in SWT livery Feb-98. Unit derailed at Fratton 17-Nov-99 and TSO 70516 damaged in subsequent collision with footbridge. Unit stored damaged at Fratton where 70516 removed and stored with withdrawn unit 1532 as 5-car. Remainder of unit to Eastleigh 13-Dec-99 as 3-car and TSO 70536 (ex.1613) formed into unit as replacement and unit back to traffic Jan-00. TSO 70516 subsequently sold to Cotswold Rail (dealer) and resold to HSBC Rail for spares and stored at Ilford depot until taken for scrapping to EMR Snailwell 25-Jan-03. Unit withdrawn at Fratton 22-Apr-04 (last working 16:26 Waterloo to Portsmouth & Southsea). Hauled to Wembley en route to Immingham Railfreight Terminal for scrapping 28-Apr-04 and on to Immingham 30-Apr-04. MSO 61402, TBC 70352 and TSO 70536 all cut‑up 6-May-04, MSO 61403 cut‑up 11-May-04.
1520	Unit outshopped ex Swindon 15-Dec-80 as 411521 but renumbered 1520 at Strawberry Hill 18-Dec-80 prior to commissioning. Unit to Chart Leacon 5-May-99 and TSO 70284 removed and stored, unit then renumbered as 3 CEP 1107 and back to traffic 14-May-99. TSO 70284 moved to Clapham Yard 19-Aug-99 and subsequently sold to Cotswold Rail (dealer) and resold to Northampton Social Services at Ironside.
1521	Unit ex Swindon still with Mark 4 trailer bogies and numbered 411521 though changed to 1521 at Strawberry Hill during commissioning. Unit in buffer stop collision at Ramsgate 28-Jan-93 and MSO 61352 hanging over viaduct. Repaired at Chart Leacon and TSO 70281 removed and to 1579, unit released early May 1993 as first 3 CEP numbered 1401.
1522	TSO 70665 removed from unit and stored at Eastleigh May‑93 and unit renumbered as 3 CEP 1402. TSO 70665 scrapped by M. C. Metals Glasgow, moving from Eastleigh 3-Nov-93 and cut‑up 7-Nov-93.
1523	Unit ex Swindon still with Mark 4 trailer bogies. Unit withdrawn from 31-Dec-95 and stored at Bournemouth depot. Used in traffic during bad weather on South Western 26-Jan-96. Reinstated and back to traffic Feb-96, but out of use again 19-Apr-96. Moved from Chart Leacon to Gwent Demolition, Margam for scrapping 14-May-96. However, MSO 61383 not scrapped but taken to Derby works by Jul‑96 for tests. This coach subsequently sold to the Suburban Electric Railway Association (SERA) and moved to Coventry Airport for spare part donation 24-Mar-00. Remains finally cut‑up by 6-Apr-06.
1524	Unit ex Swindon still with Mark 4 trailer bogies. Unit out of use Nov‑95 and to Eastleigh for condition exam 27-Nov-95. TSO 70262 removed from unit and stored at Eastleigh, remaining three coaches to Gwent Demolition, Margam for scrapping 3-Apr-96 and cut‑up later that month. TSO 70262 to St Leonards 16-Jul-96 for inclusion in DEMU 201001.
1525	Unit ex Swindon still with Mark 4 trailer bogies. TSO 70232 removed from unit c.Jul‑93 and stored; unit renumbered as 3 CEP 1403. 70232 to Eastleigh for stripping Nov‑93 and officially withdrawn 22-Nov-93. Moved for scrapping to Gwent Demolition, Margam 15-Mar-94, and cut‑up w/c 26-Mar-94.
1526	Unit ex Swindon still with Mark 4 trailer bogies. Slightly damaged in derailment at Strawberry Hill 25-Apr-81 during commissioning. TSO 70234 removed from unit c.Jul‑93 and stored at Eastleigh; unit renumbered as 3 CEP 1404. TSO 70234 moved for scrapping by M. C. Metals, Glasgow 3-Nov-93 and cut‑up 10-Nov-93.
1527	Unit ex Swindon still with Mark 4 trailer bogies. Unit ‘off lease’ from 1-Apr-99 and stored at Ramsgate. Moved to Wimbledon Park 6-May-99 and used in SWT traffic. Unit stored at Bournemouth from 23-Nov-99. Coaches removed by road to C. F. Booth, Rotherham, 61238 and 70233 on 19-Apr-04, 70239 and 61237 on 21-Apr-04. TBC 70239 cut‑up 29-May-04, remainder during Jun‑04.
1528	Unit ex Swindon still with Mark 4 trailer bogies. TSO 70297 removed from unit c.Jul‑93 and to 1543 and unit renumbered as 3 CEP 1405.
1529	TSO 70285 removed from unit and stored Jun‑93; unit renumbered as 3 CEP 1406. 70285 to Eastleigh for stripping Nov‑93 and officially withdrawn 22-Nov-93. Moved for scrapping by Gwent Demolition, Margam 15-Mar-94 and cut‑up w/e 26-Mar-94.
1530	Unit reduced to 3 CEP at Ramsgate Oct‑98 and TSO 70273 stored there until moved to Eastleigh 4-Feb-99. This coach then overhauled and used as part of 4 CIG 1392 from Jul‑99.
1531	Unit ‘off lease’ 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 6-Jan-97 and 13-Jan-97. To Bournemouth depot for storage 27-Mar-97 and to Eastleigh for C3 overhaul 9-Jul-97, released in SWT livery 21-Aug-97. Unit withdrawn at Wimbledon Park 24-Dec-03 (last working 19 42 Poole - Waterloo) and moved to Fratton for stripping 8-Jan-04. Hauled to Immingham Railfreight Terminal for scrapping 10-Feb-04. Coaches cut‑up as follows: MSO 61234 16-Feb-04, TSO 70231 17-Feb-04, TBC 70237 18-Feb-04 & MSO 61233 19-Feb-04.
1532	Unit damaged in open‑door collision with 1600 at St Leonards Warrior Square 6-Aug-86 and MSO 61390 temporarily exchanged with 61725 (ex.1600) for about four weeks, whilst unit repaired. Unit ‘off lease’ 30-Nov-96. Transferred to SWT 18-Dec-96 and re‑leased by them 20-Dec-96 and used in traffic. TSO 71626 exchanged with 71628 (ex.1534) c.Aug‑97 and unit to Chart Leacon for overhaul 12-Aug-97 but stored there due to rotten floors. Returned unoverhauled to Fratton 16-Apr-98 for component recovery. Moved to Eastleigh DCS c7-Aug-98 for storage prior to disposal but returned to Fratton and stripped there. Unit sold to Cotswold Rail (dealer) and removed from Fratton by road. MSO 61391 later resold to Mayer Parry, Snailwell for scrapping c.Aug‑00 (noted at Ilford depot 8-Aug-00). TSO 71628 and TBC 70346 both resold to Lancastrian C&W Heysham for spares. MSO 61390 also sold to HSBC Rail for spares and stored at Ilford depot. TSO 71628 scrapped at Mayer Parry, Snailwell Oct‑00. TBC 70346 later sold for use as the ‘Pilling Restaurant’ at the Elletson Arms PH in Lancashire, but resold early in 2004 and in use as a clubroom at Long Marston airfield by Aug‑04. MSO 61390 moved by road from Ilford depot to Shoeburyness for stripping, then to Booth, Rotherham for scrapping 12-Dec-07 and cut‑up first week of January 2008. TBC 70346 reported as ‘for sale’ by CAR services in April 2009, coach in store at RAF Kineton.
1533	One MSO (which?) damaged when unit hit by derailed 1542 at Faversham 26-Jan-89. Unit transferred to SouthCentral 28-Sep-96. To Chart Leacon for C4 overhaul 6-Mar-97 but returned for storage to Wimbledon Park on release 12-Mar-97. Moved to Bournemouth 19-May-97. To Chart Leacon for C6M overhaul 10-Dec-97 and released in SWT livery. Unit withdrawn at Fratton 29-Apr-04 (last working 08:53 Waterloo to Portsmouth Harbour). Hauled to Eastleigh 4-May-04, and on to Willesden 9-Jun-04, forward to Immingham Railfreight Terminal 11-Jun-04 for scrapping. Coaches cut‑up as follows: TSO 71627 2-Aug-04, MSOs 61385 and 61393 both 3-Aug-04 and TBC 70347 4-Aug-04.
1534	Unit ‘off lease’ 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 5-Jan-97 and 12-Jan-97. Transferred to SWT 21-Feb-97 and used in traffic. TSO 71628 in poor condition and exchanged with 71626 (ex.1532) c.Aug‑97; unit to Eastleigh for C6 and C7 overhaul 19-Aug-97 and released in SWT livery. Unit withdrawn at Fratton 30-Apr-04 (last working 10:38 Waterloo to Portsmouth Harbour). Hauled to Eastleigh 4-May-04 and on to Willesden 9-Jun-04, forward to Immingham Railfreight Terminal 11-Jun-04 for scrapping. Coaches cut‑up as follows: MSO 61404 28-Jul-04, TSO 71626 and TBC 70353 both 4-Aug-04 and MSO 61405 5-Aug-04.
1535	Unit ‘off lease’ 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 5-Jan-97 and 17-Jan-97. Transferred to SWT 12-Mar-97 and used in traffic. To Chart Leacon for C6X overhaul 19-Dec-97 and released in SWT livery. Unit moved to Chart Leacon for further SET use 17-Mar-04. Back to SET traffic from 16-Apr-04. Unit withdrawn at Ramsgate 6-Jul-04 (last working 15:53 Charing Cross to Ramsgate). Hauled to Immingham Railfreight Terminal for scrapping 15-Jul-04. Coaches cut‑up as follows: MSO 61397 28-Jul-04, TBC 70349 5-Aug-04 and MSO 61396 and TSO 71629 both 6-Aug-04.
1536	Unit stored from 9-Dec-98 at Ramsgate but back to traffic Jan-99 to replace damaged 1602. Unit to Chart Leacon 11-May-99 and TSO 71631 removed and stored, unit then renumbered as 3 CEP 1108 and back to traffic 20-May-99. TSO 71631 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and resold to the West Somerset Railway for spares, scrapped at EMR Group, Snailwell Oct‑00.
1537	Unit ‘off lease’ 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 6-Jan-97 and 21-Jan-97. Transferred to SWT 21-Feb-97 and used in traffic. Unit to Fratton for reform 17-Sep-02 and TSO 70229 exchanged with TB 69345 (ex 2305) and unit renumbered 2325.
1538	Unit in collision with 1552 at Ramsgate 9-Dec-83 and MSO 61306 damaged and exchanged with 61372 (ex.1552) until Feb-84 when reverted back. Unit ‘off lease’ 30-Nov-96. Transferred to SWT 10-Dec-96 and re‑leased by them 20-Dec-96. Unit underwent C6M and C7 overhaul at Chart Leacon May‑97 and released in SWT livery 23-May-97. Unit to Fratton for reform 17-Sep-02 and TSO 70261 exchanged with TB 69347 (ex 2307) and unit renumbered 2327.
1539	Unit transferred to SouthCentral 28-Sep-96. Last used 26-Feb-97 and moved to Chart Leacon 22-Apr-97. Released 12-Dec-97 after C6M overhaul in SWT livery. Unit moved to Chart Leacon for further SET use 24-Mar-04. Back to SET traffic from 5-May-04. Unit ‘off lease’ 21-Sep-04. Unit withdrawn at Ramsgate 20-Sep-04 (last working 17:57 Charing Cross to Ramsgate). Hauled to Immingham Railfreight Terminal 23-Sep-04 for scrapping. MSO 61400 and TSO 71632 both cut‑up 5-Oct-04, MSO 61401 and TBC 70351 both cut‑up 6-Oct-04.
	Unit 1540 at Featherby Road Level Crossing in 1985 (crossing abolished – now Yokosuka Way underbridge) © Motorman Blakeman
1540	MSO 61870 exchanged with 61355 (ex. withdrawn 1406) Jun‑94. Unit withdrawn 31-May-95 and stored at Ludgershall. To Eastleigh for overhaul 28-Feb-96 and released 16-Aug-96 renumbered as 1698.
1541	Unit to Chart Leacon 8-May-99 and TSO 71633 removed and stored, unit then renumbered as 3 CEP 1109 and back to traffic 14-May-99. TSO 71633 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and resold to the West Somerset Railway for spares, scrapped at Mayer Parry, Snailwell Oct‑00.
1542	MSO 61394 damaged in derailment and sidescrape with 1533 at Faversham 26-Jan-89 and ran with blue /grey MSO 61342 (ex spare) whilst remainder of unit in ‘Jaffa‑Cake’ livery. Reverted back Mar‑89. Unit withdrawn 11-May-95 and to Eastleigh for removal of TSO 71634 for inclusion in 3H (M) unit 205205. Remaining three coaches to Gwent Demolition, Margam for scrapping 8-Jun-95 and all cut‑up w/c 8-Jul-95.
1543	TSO 70269 withdrawn c.Jul‑93 and stored and replaced by 70297 (ex.1528). TSO 70269 to Eastleigh for stripping Nov‑93 and officially withdrawn 22-Nov-93; moved for scrapping by Gwent Demolition, Margam 15-Mar-94 and cut‑up w/c 26-Mar-94. Unit to Chart Leacon 27-May-99 and TSO 70297 removed and stored; unit then renumbered as 3 CEP 1110 and back to traffic 7-Jun-99. TSO 70297 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and stored at Ilford depot until taken to Snailwell for scrapping c.25-Jan-03.
1544	Unit in collision with 1506 near London Bridge 25-Nov-92 and MSO 61314 damaged and exchanged with 61349 (ex.1506). Unit ‘off lease’ 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 6-Jan-97 and 17-Jan-97. Transferred to SWT 22-Mar-97 and used in traffic and to Chart Leacon for C4 /C6M overhaul 26-Sep-97 and released in SWT livery. Unit withdrawn at Fratton 22-Apr-04 (last working 15:53 Waterloo to Portsmouth Harbour). Hauled to Wembley en route to Immingham Railfreight Terminal for scrapping 28-Apr-04 and on to Immingham 30-Apr-04. Coaches scrapped as follows: MSO 61315 13-May-04, TBC 70308 and MSO 61349 both 17-May-04 and TSO 70265 19-May-04.
1545	Due to defects TSO 70287 removed from unit for a few weeks from Dec‑88 until 2-Feb-89 and unit ran as 3 CEP usually on Strood to Paddock Wood services. Unit ‘off lease’ from 8-Apr-97 and to Chart Leacon for removal of TSO 70287. Remaining three coaches by road to Crewe for modifications including fitting of pantograph to TBC in connection with new LTS stock prototype tests. 70287 subsequently also moved to Crewe Adtranz, whilst the remaining three cars were shipped to the ABB works at Vasteras in Sweden for modifications. TSO 70287 moved to Old Dalby for ‘Cup & Cone’ crash tests late in 1998 and scrapped at MC Metals, Glasgow 25-Apr-99. Coaches in Sweden broken‑up during 2002.
1546	Unit withdrawn 24-Mar-95 and to Eastleigh for removal of TSO 70286 for inclusion in 3D unit 207201. Remaining three cars to Derby 12-Apr-95 then on to MC Metals, Glasgow for scrapping 20-Jun-95. MSO 61356 and TBC 70329 both cut‑up 8-Sep-95, MSO 61357 cut‑up 12-Sep-95.
1547	Unit delivered ex Swindon with TBC 70588 and this exchanged with 70315 (ex.1568) prior to unit entering service. TBC 70315 seriously damaged by fire after arson attack near Headcorn 6-Jan-90 and withdrawn. Replaced by TBC 70345 (ex.1500) the non‑standard prototype refurbish conversion with first class style seating in the standard class compartment. 70315 scrapped by V. Berry, Leicester, arriving there 19-May-90. Unit ‘off lease’ 30-Nov-96. Unit underwent C6M and C7 overhaul at Eastleigh May‑97 and non‑standard 70345 removed and replaced by 70578 (ex. store from withdrawn 1583); unit released 21-May-97 in SWT livery. TBC 70345 subsequently sold to Cotswold Rail (dealer) and resold to the Suburban Electric Railway Association (SERA) at Coventry Airport. Unit to Fratton for reform 18-Sep-02 and TSO 70272 exchanged with TB 69346 (ex.2306) and unit renumbered 2326. TSO 70345 resold from SERA to a private buyer at Sutton Bridge, Lincolnshire, moving 10-Apr-07. Noted there at ‘Hydraulic House’ painted maroon on 22-Jan-11.
1548	Unit ‘off lease’ 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 6-Jan-97 and 12-Jan-97. To Wimbledon Park for storage 29-Mar-97. Moved to Bournemouth 19-May-97 and to Chart Leacon for C6M overhaul 28-Oct-97 and released 16-Jan-98 in SWT livery. Unit to Fratton for reform 18-Sep-02 and TSO 70295 exchanged with TB 69342 (ex.2302) and unit renumbered 2322.
1549	Unit to Chart Leacon 1-May-99 and TSO 70277 removed and stored, unit then renumbered as 3 CEP 1111 and back to traffic 14-May-99. TSO 70277 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and moved to Ilford depot for spares recovery, and scrapped at EMR Group, Snailwell Oct‑00.
1550	Unit ‘off lease’ 3-Feb-98 and transferred to SWT 1-Apr-98. Unit stored at Bournemouth 18-Jan-04 (last run 13:10 Waterloo to Basingstoke 16-Jan-04). Moved to Fratton for further storage 4-Feb-04. Unit to Chart Leacon 24-Feb-04, released 10-Mar-04 and to Ramsgate for further use on South Eastern Trains. Back to SET traffic from 1-Apr-04. Unit ‘off lease’ 16-Aug-04 and withdrawn at Ramsgate 15-Aug-04 (last working 08:24 Charing Cross to Ramsgate). Unit hauled to Immingham Railfreight Terminal for scrapping 19-Aug-04. Coaches cut‑up as follows:- TSO 70264 1-Sep-04, TBC 70307 2-Sep-04, MSO 61313 3-Sep-04 and MSO 61312 10-Sep-04.
1551	Unit slightly damaged in ‘runaway’ with 3544 at Grove Park 16-Dec-94 and in collision with 466028. nit withdrawn at Ramsgate 24-Dec-02 and hauled to Immingham Railfreight Terminal for scrapping 8-Jan-03. Coaches cut‑up as follows: TSO 70270 10-Feb-03, TBC 70313 11-Feb-02, MSO 61325 20-Feb-03 and MSO 61324 4-Mar-03.
1552	Unit in collision with 1538 at Ramsgate 9-Dec-83 and TBC 70337 almost overturned and damaged. MSO 61372 exchanged with damaged 61306 (ex.1538) whilst repairs completed by Feb-84 when reverted back. Unit withdrawn 7-Jun-95 and stored at Ludgershall. To Eastleigh for overhaul 28-Feb-96 and released 16-Oct-96 renumbered as 1697.
1553	Unit in collision with 1603 at Ramsgate depot Oct‑95 and MSO 61351 damaged and exchanged with 61728 (ex.1603). Unit then running with two No. 1 end MSOs. Unit ‘off lease’ 4-Feb-98 and transferred to SWT 1-Apr-98. MSO 61728 derailed at Farnham 18-Feb-02 and unit then stored at Clapham Yard from c.24-Mar-02 but back to traffic 24-Jun-02. Stored again at Clapham Yard from 5-Jul-02. Unit loco‑hauled to Chart Leacon 18-Oct-02 for overhaul and TPWS fitting, and back to traffic 9-Nov-02. Unit defective at Ash Vale 9-Mar-04 on 07:25 Waterloo to Alton and hauled to Fratton and withdrawn. Stored for spares recovery before hauled to Immingham Railfreight Terminal for scrapping 30-Mar-04. TSO 70306 cut‑up 6-Apr-04 and other three all on 8-Apr-04.
1554	Unit to Chart Leacon 16-Jul-99 and TSO 70292 removed and stored, unit then renumbered as 3 CEP 1112 and back to traffic 21-Jul-99. TSO 70292 moved to Eastleigh and overhauled and used as part of 4 CIG 1398 from Sep‑99.
1555	Unit ‘off lease’ 3-Feb-98 and stored at Chart Leacon. Transferred to SWT 27-Apr-98. Unit moved to Chart Leacon for further SET use 17-Mar-04. Back to SET traffic from 20-Apr-04. Unit ‘off lease’ 16-Aug-04 and withdrawn at Ramsgate 13-Aug-04 (last working 21:00 Charing Cross to Ramsgate). Unit hauled to Immingham Railfreight Terminal for scrapping 19-Aug-04. MSO 61311 cut‑up 7-Sep-04, both trailers 70283 and 70326 cut‑up 8-Sep-04 and MSO 61310 cut‑up 9-Sep-04.
1556	Unit delivered from Swindon to Richmond 21-Jun-83 but flood damaged whilst in store there and returned to Swindon 21-Jul-83. Unit to Chart Leacon 25-May-99 and TSO 70293 removed and stored; unit then renumbered as 3 CEP 1113 and back to traffic 31-May-99. TSO 70293 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and resold to HSBC Rail for spares, remained stored at Ilford depot until moved by road to Booth, Rotherham for scrapping, arrived 15-Aug-11.
1557	Unit ‘off lease’ 2-Apr-99 and stored at Ramsgate. Moved to Wimbledon Park 6-May-99 and used in SWT traffic. Unit stored out of use at Clapham Yard from 27-Oct-99. Hauled to Immingham Railfreight Terminal for scrapping 7-May-01. Coaches cut‑up as follows: MSO 61360 9-Nov-01, MSO 61337 13-Nov-01, TSO 70288 14-Nov-01 and TBC 70331 16-Nov-01.
1558	Unit withdrawn 27-Apr-93 and stored at Eastleigh CS. TSO 70319 removed from unit at Eastleigh and remaining three coaches moved for scrapping at M. C. Metals, Glasgow 3-Nov-93. MSO 61361 cut‑up 8-Nov-93, TBC 70276 cut‑up 11-Nov-93 and MSO 61336 cut‑up 12-Nov-93. TSO 70319 allocated to Porterbrook fleet from 1-Apr-94 though not in use. This coach sold to the BBC for a filming contract and moved by road to the Shackerstone Railway in Leicestershire 16-Jul-96. Vehicle damaged by fire during filming and remains taken by road to M.C. Metals, Glasgow for scrapping 23-Aug-96.
1559	Unit slightly damaged in collision with MLV 9006 at Ramsgate 6-Dec-91. Unit to Chart Leacon 22-May-99 and TSO 70296 removed and stored, unit then renumbered as 3 CEP 1114 and back to traffic 3-Jun-99. TSO 70296 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and resold to Northampton Social Services at Ironstone.
1560	Unit withdrawn May‑93 and stored at Victoria (Eastern Shed), but reinstated to traffic Sep‑93. Unit withdrawn at Ramsgate 9-Dec-02. Hauled to Immingham Railfreight Terminal for scrapping 18-Dec-02. Coaches cut‑up as follows: TSO 70301 7-Jan-03, TBC 70344 8-Jan-03, MSO 61387 10-Jan-03 and MSO 61386 22-Jan-03.
1561	Unit damaged (where?) late September 1990 and to Eastleigh for repairs, released 22-Oct-90. Unit withdrawn 20-May-93 and stored at Chart Leacon, but reinstated to traffic 9‑93. TSO 70230 exchanged with 70663 (ex. stored 1618) c.Jul‑98 due to poor condition. Unit reduced to 3 CEP at Ramsgate Oct‑98 and TSO 70663 stored there until moved to Eastleigh 4-Feb-99. This coach then overhauled and used as part of 4 CIG unit 1394 from Jun‑99.
1562	MSO 61407 damaged Apr‑85 and exchanged with 61750 (ex.1610) until reverted Aug‑85. Unit temporarily renumbered 2308 and reclassified as 4 BEP from 20-Feb-89 and TSK 70241 replaced by TB 69346 (ex.2306). Three coaches in NSE livery, buffet still blue/grey. Reverted to booked formation mid-April. Unit withdrawn 20-May-93 and stored at Chart Leacon but reinstated to traffic Sep‑93. Unit withdrawn at Ramsgate 20-Apr-04 (last working 05:56 Maidstone East to Ramsgate). Hauled to Wembley 11-May-04 and forward to Immingham Railfreight Terminal 7-Jun-04 for scrapping. Coaches cut‑up as follows: TBC 70236 and TSO 70241 both 26-Aug-04, MSO 61407 1-Sep-04 and MSO 61406 2-Sep-04.
1563	Unit stored from 10-Dec-98 at Ramsgate and ‘off lease’. Moved to SWT 8-Mar-99 and used in traffic. Unit withdrawn at Fratton 12-Mar-04 for spares recovery, (last working 10:38 Waterloo to Portsmouth Harbour). Hauled to Immingham Railfreight Terminal for scrapping 30-Mar-04. MSO 61741 cut‑up 8-Apr-04, TSO 70526 cut‑up 20-Apr-04 and MSO 61740 & TBC 70575 both cut‑up 22-Apr-04.
1564	Unit withdrawn at Ramsgate 14-Mar-03 and hauled to Immingham Railfreight Terminal for scrapping 26-Mar-03. Coaches cut‑up as follows: MSO 61788 8-Apr-03, TSO 70550 and TBC 70599 both 9-Apr-03 and MSO 61789 10-Apr-03.
1565	Unit ‘off lease’ 16-Dec-97 and overhauled at Chart Leacon. Transferred to SWT 12-Mar-98. Unit to Chart Leacon 23-Jan-03, and released 11-Feb-03 in original formation, but returned again to Chart Leacon 18-Feb-03 believed formed as 5-car including TBC 70311 (ex.1512), removed from this stored unit at Bournemouth. Unit released from Chart Leacon again 4-Mar-03 still formed as 5-car and sent to Eastleigh works by 18-Mar-03 where own 70586 removed with a twisted underframe and unit now formed as 4-car including TBC 70311. Unit back to traffic in new formation 8-Apr-03. TBC 70586 stored in Fratton Old Yard by April 2003 until moved to Derby by road 30-Apr-03 for investigation into the underframe deformation and then moved to Immingham Railfreight Terminal 1-May-03 and cut‑up 19-May-03. Unit withdrawn at Fratton 28-Apr-04, (last working 18:15 Waterloo to Portsmouth Harbour). Hauled to Eastleigh 4-May-04 and on to Willesden 9-Jun-04, forward to Immingham Railfreight Terminal 11-Jun-04 for scrapping. Coaches cut‑up as follows: MSO 61763 27-Jul-04, TBC 70311 and TSO 71711 both 30-Jul-04 and MSO 61762 2-Aug-04.
1566	Unit ‘off lease’ 16-Dec-97 and overhauled at Chart Leacon. Transferred to SWT 12-Mar-98. Unit to Fratton for reform 20-Sep-02 and TSO 70517 exchanged with TB 69344 (ex 2304) and unit renumbered 2324.
1567	Unit withdrawn 24-Mar-95 and to Eastleigh for removal of TSO 70549 for inclusion in 3D unit 207202. Remaining three cars to Derby 12-Apr-95 and on to MC Metals, Glasgow for scrapping 20-Jun-95, MSO 61787 cut‑up 12-Sep-95, MSO 61786 cut‑up 13-Sep-95 and TBC 70598 cut‑up 28-Sep-95.
1568	Unit ex Swindon with TBC 70315 and ran until 1547 delivered when exchanged 70315 with 70588 (ex.1547). Unit withdrawn 14-Jun-95 and stored at Ludgershall. To Chart Leacon for possible reinstatement 14-Feb-96. Moved to Selhurst 14-Jun-96. Unit to Fratton for traffic 11-Aug-96 but repainted into a unique white/blue livery at Fratton, with the red areas of the former NSE livery overpainted blue, this as a result of removing graffiti damage. Unit back to South Western traffic Aug‑96. Unit underwent C4 and C6 overhaul at Chart Leacon and released 4-Jul-97 in SWT livery. Unit to Wimbledon Park for reform 19-Sep-02 and TSO 70539 exchanged with TB 69341 (ex.2301) and unit renumbered 2321.
1569	Unit withdrawn 4-May-95 and to Eastleigh for removal of TSO 70547 for inclusion in 3D unit 207203. Remaining three coaches to Gwent Demolition, Margam for scrapping 8-Jun-95, MSO 61783 and TBC 70596 both cut‑up w/c 17-Jun-95, MSO 61782 cut‑up w/c 8-Jul-95.
1570	Unit withdrawn 6-Nov-02 at Ramsgate, though used for an empty trip to Ashford and back 11-Nov-02. Hauled to Immingham Railfreight Terminal for scrapping 20-Nov-02. Coaches cut‑up as follows: MSO 61739 28-Nov-02, TSO 70525 5-Dec-02, TBC 70574 9-Dec-02 and MSO 61738 12-Dec-02.
1571	Unit ‘off lease’ 2-Feb-98 and transferred to SWT 16-Apr-98. Unit to Fratton for reform 18-Sep-02 and TSO 71636 exchanged with TB 69343 (ex.2303) and unit renumbered 2323. Unit reformed again at Eastleigh 28-Nov-02 using three original coaches of former 1571 back from unit 2323 disbanded after fire damage to TB 69343, this coach being replaced by TSO 70289 (ex.1507). Unit back to traffic as 4 CEP once again from c.10-Dec-02. Moved to Chart Leacon for further SET use 19-Mar-04 and back to SET traffic from 20-Apr-04. Unit ‘off lease’ 21-Sep-04, and withdrawn at Ramsgate that day (last working 17:19 Charing Cross to Tunbridge Wells 20-Sep-04). Hauled to Immingham Railfreight Terminal 23-Sep-04 for scrapping. MSO 61807 and TSO 70289 both cut‑up 7-Oct-04, MSO 61806 and TBC 70608 both cut‑up 8-Oct-04.
1572	Unit stored from 28-Nov-98 at Ramsgate and ‘off lease’. Moved to SWT 8-Mar-99 and stored at Bournemouth from 16-Mar-99. Both MSOs used as depot ‘shunting horse’. TBC 70572 and TSO 70523 both sold to Cotswold Rail (dealer) and subsequently scrapped at EMR Group, Snailwell c.Mar‑01. Both MSOs later formed with MLV 68002 between them for shunting use at Bournemouth Depot, but this ‘unit’ out of use by early 2003. Both MSOs moved by road from Bournemouth to C. F. Booth, Rotherham for scrapping, 61735 on 23-Apr-04 and 61734 on 27-Apr-04. 61735 cut‑up 29-May-04, 61734 cut‑up during Jun‑04.
1573	Unit ‘off lease’ 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 6-Jan-97 and 17-Jan-97. To Bournemouth depot for storage 27-Mar-97, but back to traffic 5‑97. To Chart Leacon for C6M and C7 overhaul 11-Nov-97 and released 22-Dec-97 in SWT livery. Unit withdrawn at Wimbledon Park 26-Apr-04 (last working 09:31 Alton to Waterloo). Moved to Fratton 10-May-04 and hauled to Immingham Railfreight Terminal for scrapping 12/13-May-04. Coaches cut‑up as follows: MSO 61726 and TBC 70568 both 25-May-04, MSO 61727 26-May-04 and TSO 70519 28-May-04.
1574	Unit withdrawn at Ramsgate 13-Dec-02. Hauled to Immingham Railfreight Terminal for scrapping 18-Dec-02. Coaches cut‑up as follows: TSO 71635 10-Jan-03, MSO 61793 15-Jan-03, TBC 70601 5-Feb-03 and MSO 61792 7-Feb-03.
1575	Unit last used in traffic 14-Oct-02 and ran ECS Ramsgate to Grove Park and back 16-Oct-02. Hauled to Immingham Railfreight Terminal for scrapping 30-Oct-02. MSO 61769 and TSO 70540 both cut‑up 14-Nov-02, TBC 70583 cut‑up 15-Nov-02 and MSO 61768 cut‑up 28-Nov-02.
1576	Unit out of use with corroded door pillars from 12-Aug-02. Stripped at Ramsgate depot and to Immingham Railfreight Terminal for scrapping 10-Sep-02. Coaches cut‑up as follows: TSO 70541 and TBC 70590 both 16-Sep-02, MSO 61770 1-Oct-02 and MSO 61771 8-Oct-02.
1577	Unit to Chart Leacon 27-Apr-99 and TSO 70515 removed and stored, unit then renumbered as 3 CEP 1115 and back to traffic 8-May-99. TSO 70515 moved to Eastleigh and overhauled and used as part of 4 CIG 1397 from Aug‑99.
1578	Unit stored at Chart Leacon from 21-Jun-95 but reinstated to traffic from 7-Nov-95 to replace damaged 1519. Returned to store at Chart Leacon 19-Apr-96. Moved to Selhurst 14-Jun-96. Released for driver training at Brighton Jul‑96 but then transferred to South West Trains for passenger use from 10-Aug-96 until returned to SouthCentral 28-Sep-96. Last used by CSC Jan-97 and moved to Chart Leacon for C4 and C6M overhaul 22-Apr-97 and released 30-May-97 in SWT livery. Unit to Chart Leacon 23-Apr-04 for further SET use. Back to SET traffic 26-May-04. Unit ‘off lease’ 21-Sep-04, and withdrawn at Ramsgate 17-Sep-04 (last working 17:57 Charing Cross to Ramsgate). Hauled to Immingham Railfreight Terminal 23-Sep-04 for scrapping. Both trailers 70506 and 70555 cut‑up 4-Oct-04, MSO 61701 cut‑up 12-Oct-04 and MSO 61700 cut‑up 13-Oct-04.
1579	TSO 70542 withdrawn 12-May-93 and stored at Eastleigh and replaced by 70281 (ex.1521). 70542 moved for scrapping to M. C. Metals, Glasgow 3-Nov-93 and cut‑up 9-Nov-93. Unit withdrawn 21-Jun-95 and stored at Chart Leacon. Hauled from Ramsgate to Gwent Demolition, Margam for scrapping 15-May-96.
1580	MSO 61757 temporarily exchanged with 61745 (ex.1609) Jun‑83 (reason unknown) and unit out of use for repairs. Unit to Chart Leacon 13-May-99 and TSO 70534 removed and stored. Unit then renumbered as 3 CEP 1116 and back to traffic 24-May-99. TSO 70534 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and resold to HSBC Rail for spares, stored at Ilford Depot until taken to EMR Snailwell for scrapping 25-Jan-03.
1581	Unit ‘off lease’ 30-Nov-96. Transferred to SWT 10-Dec-96 and re‑leased by them 20-Dec-96 and used in traffic. To Chart Leacon for C4 and C6M overhaul 7-Jul-97 and released in SWT livery. Unit stored at Clapham Yard from 9-Mar-02, but back to traffic by 24-Jun-02. Unit stored again at Clapham Yard from 14-Jul-02, doorlocks out of date. Unit moved to Eastleigh 31-Jul-02 and released after some repair work 24-Sep-02 and back to traffic 26-Sep-02. Unit withdrawn at Wimbledon Park 26-Apr-04 (last working 09:31 Alton to Waterloo). Moved to Fratton 10-May-04 and hauled to Immingham Railfreight Terminal for scrapping 12/13-May-04. Coaches cut‑up as follows: TBC 70597 26-May-04, MSO 61785 and TSO 70548 both 27-May-04 and MSO 61784 28-May-04.
1582	Unit out of service with electrical defect 9-Nov-02 and withdrawn at Ramsgate. Unit hauled to Immingham Railfreight Terminal for scrapping 4-Dec-02. Coaches cut‑up as follows:- MSO 61748 and TBC 70603 both 12-Dec-02, TSO 71630 16-Dec-02 and MSO 61797 2-Jan-03.
1583	Unit withdrawn 7-Jun-95 and stored at Ludgershall. Moved to Eastleigh for condition exam 28-Feb-96. TBC 70578 removed from unit and stored at Eastleigh, remaining three coaches to Gwent Demolition, Margam for scrapping 3-Apr-96 and all cut‑up by 7-May-96. 70578 overhauled as part of unit 1547 from May‑97.
1584	Unit withdrawn 1-Nov-02 at Ramsgate. Hauled to Immingham Railfreight Terminal for scrapping 20-Nov-02. Coaches cut‑up as follows: MSO 61752 28-Nov-02, TBC 70581 2-Dec-02, TSO 70532 3-Dec-02 and MSO 61753 4-Dec-02.
1585	MSO 61710 damaged in shunting collision at Ramsgate 29-Oct-82 and repaired at Chart Leacon. MSO 61711 slightly damaged when unit in collision with a skip lorry in Ashford Down Sidings 9-Feb-00. Unit out of use with corroded door pillars from 7-Aug-02. Stripped at Ramsgate depot and to Immingham Railfreight Terminal for scrapping 18-Sep-02. Coaches cut‑up as follows: TBC 70560 15-Oct-02, MSO 61711 and TSO 70511 both 16-Oct-02 and MSO 61710 4-Nov-02.
1586	Unit withdrawn at Ramsgate 18-Mar-03 and hauled to Immingham Railfreight Terminal for scrapping 26-Mar-03. Coaches cut‑up as follows: TSO 70513 2-Apr-03, MSO 61715 and TBC 70562 both 3-Apr-03 and MSO 61714 6-May-03.
1587	Unit ‘off lease’ 30-Nov-96. Re‑leased by Connex South Eastern via C6M and C7 overhaul at Chart Leacon and back to traffic 9-Apr-97. Unit withdrawn at Ramsgate 14-Oct-02 and hauled to Immingham Railfreight Terminal for scrapping 30-Oct-02. Coaches cut‑up as follows: TSO 71625 7-Nov-02, MSO 61765 11-Nov-02, TBC 70587 12-Nov-02 and MSO 61764 13-Nov-02.
1588	Unit delivered ex Swindon with MSO 61958 and this exchanged with 61720 (ex.1602) prior to unit entering service. MSO 61721 cab damaged in collision with fallen tree near Deal 8-Nov-01 and unit stored at Ramsgate for use as spares donor. Unit to Immingham Railfreight Terminal for scrapping 10-Sep-02. Coaches cut‑up as follows: TSO 70520 16-Sep-02, TBC 70044 20-Sep-02, MSO 61720 2-Oct-02 and MSO 61721 8-Oct-02.
1589	Unit withdrawn 14-Jun-95 and stored at Ludgershall. To Chart Leacon for possible reinstatement 14-Feb-96. Moved to Selhurst 14-Jun-96. Unit to Fratton for traffic 11-Aug-96 and back to South Western service after repairs by 19-Aug-96. To Chart Leacon for C6M and C7 overhaul 15-Apr-97 but this not commenced and unit stored with some parts stripped as unpopular with SWT traincrew due to fitment of TBL brake blocks. Moved to Ludgershall for storage prior to disposal c.20-Aug-98, but returned to Eastleigh early 1999. TSO 70527 then overhauled and used as part of 4 CIG 1393 from Jul‑99. Remaining three coaches still stored at Eastleigh. MSO 61743 sold to the Dartmoor Railway (Meldon Quarry) without motors as driving trailer for use in push-pull train with 4 BIG buffet car 69310. Coach restored to green livery by c3‑00. MSO 61742 and TBC 70576 both subsequently sold to Cotswold Rail (dealer). TBC 70576 resold to Leicester Museums art and records service at Snibston Discovery Park and MSO 61742 joined 61743 at the Dartmoor Railway. TBC 70576 restored to green livery and slightly modified with air horns on one end by May 2004, used occasionally push-pulled by a steam loco on a short demonstration line at Snibston. MSO 61743 restored to blue/grey livery by May 2011 and into use again early in 2013, whilst 61742 remained unrestored as a source of spare parts. 61743 used with TSO 70508 and later 70273 as an air braked push-pull train.
1590	Unit withdrawn at Ramsgate 1-May-04 (last working 21:24 Charing Cross to Ramsgate). Moved to Ashford for storage 6-May-04. Back to Ramsgate 24-May-04 and hauled to Wembley 25-May-04 and forward to Immingham Railfreight Terminal 7-Jun-04 for scrapping. Coaches cut‑up as follows: MSO 61696 18-Jun-04, TSO 70504 22-Jun-04, MSO 61697 23-Jun-04 & TBC 70553 29-Jun-04.
1591	Unit out of use from 29-Aug-02 and stripped at Ramsgate depot. Hauled to Immingham Railfreight Terminal for scrapping 25-Sep-02. Coaches cut‑up as follows: MSO 61791 4-Oct-02, TSO 70551 and TBC 70660 both 23-Oct-02 and MSO 61790 6-Nov-02.
1592	MSO 61778 damaged in sidescrape (with what?) at Ramsgate, (date?). Unit repainted into near original green livery (though with full yellow ends) at Ramsgate during August 2001 for use on railtour to Weymouth 18-Aug-01. Unit stopped at Ashford 14-May-04 (last working 22:30 Charing Cross to Canterbury West) and moved to Ramsgate for stripping 24-May-04. Hauled to Wembley 25-May-04 and forward to Immingham Railfreight Terminal 7-Jun-04 for scrapping. Coaches cut‑up as follows: TBC 70594 16-Jun-04, MSO 61779 and TSO 70549 both 17-Jun-04 and MSO 61778 22-Jun-04.
1593	Unit withdrawn at Ramsgate 26-Mar-04 (last working 17:30 Cannon Street to Broadstairs which terminated at Rochester owing to an incident ahead). Hauled to Immingham Railfreight Terminal for scrapping 6-Apr-04. Coaches cut‑up as follows: MSO 61730 and TSO 70521 both 18-May-04, MSO 61731 and TBC 70570 both 20-May-04.
1594	Unit derailed on trap points at Chart Leacon 27-Nov-81 and MSO 61755 cab badly damaged in subsequent collision with bridge abutment and repaired at Slade Green by Oct‑82. MSO 61755 again side damaged in collision with 1609 at Ramsgate depot Jun‑83. Unit withdrawn at Ramsgate 26-Mar-04 (last working 08.55 Charing Cross to Ramsgate). Hauled to Immingham Railfreight Terminal for scrapping 6-Apr-04. Coaches cut‑up as follows: MSO 61755 and TBC 70582 both 28-Apr-04, MSO 61754 29-Apr-04 and TSO 70533 30-Apr-04.
1595	Unit (with 7188) damaged in collision with 6164 at Ramsgate depot 9-Jun-82 and returned to Swindon 1-Jul-82 for repairs. TSO 70508 damaged in collision with stores unit 018 at Stewarts Lane 27-Mar-89 and to Selhurst for repairs. Unit ran briefly in Jun /Jul‑89 as 3-car only. Unit to Chart Leacon 16-Jul-99 and TSO 70508 removed and stored, unit then renumbered as 3 CEP 1117 and back to traffic 20-Jul-99. TSO 70508 moved to Eastleigh and overhauled and used as part of 4 CIG 1399 from Sep‑99.
1596	Unit withdrawn c.28-Sep-95 and stored at Bournemouth depot. Used briefly in traffic on South Western 8-Dec-95. Reinstated and back to traffic Feb-96, but out of use again 19-Apr-96. Moved from Chart Leacon to Gwent Demolition, Margam for scrapping 14-May-96.
1597	Unit to Chart Leacon 14-May-99 and TSO 70510 removed and stored, unit then renumbered as 3 CEP 1118 and back to traffic 27-May-99. TSO 70510 moved to Clapham Yard 19-Aug-99. Subsequently sold to Cotswold Rail (dealer) and then to the Northampton Ironstone Railway Trust, arriving there 30-Sep-00.
1598	Renumbered from 411598 to 1598 during C6 overhaul 6‑85. Unit withdrawn c.17-Sep-95 and stored at Bournemouth depot. To Chart Leacon for stripping Feb-96, and to Gwent Demolition, Margam for scrapping 25-Apr-96.
1599	Renumbered from 411599 to 1599 during C6 overhaul Jul‑85. Unit withdrawn at Ramsgate from 10-Jan-03 and hauled to Immingham Railfreight Terminal for scrapping 15-Jan-03. Coaches cut‑up as follows: MSO 61707 and TBC 70558 both 27-Jan-03, TSO 70509 28-Jan-03 and MSO 61706 29-Jan-03.
1600	Renumbered from 411600 to 1600 by Feb-84. Unit damaged in open‑door collision with 1532 at St Leonards Warrior Square 6-Aug-86 and damaged MSO 61725 exchanged with 61390 (ex.1532) for about four weeks. Unit withdrawn c.11-Dec-95 and stored at Bournemouth depot. Reinstated and back to traffic Feb-96, but stored again at Ramsgate from 29-Mar-96. Hauled from Ramsgate to Gwent Demolition, Margam for scrapping 15-May-96.
1601	Renumbered from 411601 to 1601 during C6 overhaul May‑85. Unit withdrawn 31-May-95 and stored at Ludgershall. To Chart Leacon for stripping 14-Feb-96, and to Gwent Demolition, Margam for scrapping 25-Apr-96.
1602	Unit ex Swindon 23-Aug-80 with MSO 61720 and ran until 1588 delivered when exchanged 61720 with 61958 (ex.1588) 4-Aug-81. Renumbered from 411602 to 1602 during C6 overhaul Apr‑85 and was the first 4 CEP painted in 'Jaffa Cake' livery. Unit damaged in sidelong collision with 319449 and 319426 at Spa Road 8-Jan-99 and stored at Grove Park pending repairs. Moved to Slade Green for bogie repairs then to Eastleigh for body repairs 21-Mar-99. Released from Eastleigh 2-Jun-99 and was the only 4 CEP repainted into Connex livery. Unit withdrawn at Ramsgate 6-May-04 (last working 17:49 Victoria - Broadstairs). Hauled to Wembley 11-May-04 and forward to Immingham Railfreight Terminal 7-Jun-04 for scrapping. Coaches cut‑up as follows: TBC 70565 25-Aug-04, MSO 61958 26-Aug-04, TSO 70279 27-Aug-04 and MSO 61959 1-Sep-04.
1603	Renumbered from 411603 to 1603 during C6 overhaul Mar‑85. Unit in collision with 1553 at Ramsgate depot Oct‑95 and MSO 61729 damaged. MSO 61728 exchanged with damaged 61351 (ex.1553) and unit stored out of use with two No. 2 end MSOs. Moved from Chart Leacon to Gwent Demolition, Margam for scrapping 2-Apr-96. All coaches cut‑up later that month.
1604	Renumbered from 411604 to 1604 during C6 overhaul Feb-85. Unit withdrawn c.11-Aug-95 and stored at Chart Leacon. To Gwent Demolition, Margam for scrapping 2-Apr-96. All coaches cut‑up later that month.
1605	Renumbered from 411605 to 1605 during C6 overhaul Nov-84. One seat lost in standard class compartment in TBC c.Apr‑85 when doorway cut from adjacent van area as experiment for disabled access. Unit withdrawn c.28-Sep-95 and to Eastleigh for condition exam 7-Dec-95. Unit overhauled and fitted with Mark 6 motor and B5 trailer bogies as fitted to the 4 BEP units, and renumbered 1699.
1606	Renumbered from 411606 to 1606 during C6 overhaul Nov‑84. Unit withdrawn c.11-Aug-95 and stored at Chart Leacon, then Ramsgate pending disposal. To Eastleigh for scrapping 7-Jan-97. All coaches scrapped there by contractors MRJ Philips May‑97.
1607	Renumbered from 411607 to 1607 during C6 overhaul May‑83. Unit damaged in derailment at Ramsgate Aug‑89 but repaired. Unit withdrawn 27-Mar-03 but stored pending fitting with TPWS, though this was not carried out. Hauled to Immingham Railfreight Terminal for scrapping 11-Jun-03. Coaches cut‑up as follows: MSO 61699 and TSO 70505 both 18-Jun-03, MSO 61698 and TBC 70554 both 19-Jun-03.
1608	Renumbered from 411608 to 1608 during C6 overhaul Sep‑84. Unit withdrawn 7-Jun-95 and moved from Chart Leacon for scrapping at Gwent Demolition, Margam 27-Jun-95. MSO 61961 cut‑up w/c 15-Jul-95, other three w/c 22-Jul-95.
1609	MSO 61745 slightly damaged in ‘runaway’ collision with 1594 at Ramsgate depot Jun‑83. Temporarily exchanged with 61757 (ex.1580). Unit withdrawn at Ramsgate 12-Dec-02 and moved to Slade Green for storage 21-Dec-02. Returned to Ramsgate 6-Jan-03 and hauled to Immingham Railfreight Terminal for scrapping 8-Jan-03. Coaches cut‑up as follows: TBC 70577 16-Jan-03, TSO 70528 17-Jan-03, MSO 61744 23-Jan-03 and MSO 61745 12-Feb-03.
1610	MSO 61751 and TBC 70580 damaged (where?) Apr‑85. MSO 61750 exchanged with damaged 61407 (ex.1562) and these three coaches moved to Slade Green for repairs 15-Jul-85, these completed Aug‑85 when reverted to original formation. Unit reduced to 3 CEP at Ramsgate Sep‑98 and TSO 70531 stored there until moved to Eastleigh 4-Feb-99. This coach then overhauled and modified for use in 4 CIG unit 1396 from Jul‑99.
1611	Unit withdrawn at Ramsgate 12-Dec-02 and moved to Slade Green for storage 21-Dec-02. Returned to Ramsgate 6-Jan-03 and hauled to Immingham Railfreight Terminal for scrapping 8-Jan-03. Coaches cut‑up as follows: TBC 70584 14-Jan-03, TSO 70537 16-Jan-03, MSO 61759 6-Feb-03 and MSO 61758 13-Feb-03.
1612	Unit ‘off lease’ 30-Nov-96. Re‑leased by SWT 20-Dec-96 but used by South Eastern due to a number of units snow damaged between 5-Jan-97 and 14-Jan-97. To Bournemouth depot for storage 27-Mar-97 but back to traffic 7‑97. To Chart Leacon for C6M and C7 overhaul 10-Feb-98 and released in SWT livery. Unit withdrawn at Fratton 22-Apr-04 (last working 20:00 Waterloo to Portsmouth Harbour). Hauled to Wembley en route to Immingham Railfreight Terminal for scrapping 28-Apr-04 and on to Immingham 30-Apr-04. Coaches cut‑up as follows: TSO 70535 11-May-04, MSO 61794 12-May-04, TBC 70602 14-May-04 and MSO 61795 19-May-04.
1613	Unit reduced to 3 CEP at Ramsgate Sep‑98 and TSO 70536 stored there until moved to Eastleigh 4-Feb-99. This coach then overhauled and into SWT livery and formed into unit 1519 from Jan-00.
1614	Unit not fitted with TPWS and withdrawn 29-Mar-03 but stored pending fitting with TPWS, though this was not carried out. Hauled to Immingham Railfreight Terminal for scrapping 11-Jun-03. Coaches cut‑up as follows: MSO 61703 and TSO 70507 both 20-Jun-03, MSO 61702 and TBC 70556 both 23-Jun-03.
1615	Unit withdrawn at Ramsgate 7-May-04 (last working 17:49 Victoria to Broadstairs). Hauled to Wembley 11-May-04 and forward to Immingham Railfreight Terminal 7-Jun-04 for scrapping. Coaches cut‑up as follows: MSO 61956 29-Jun-04, TBC 70657 and TSO 70664 both 30-Jun-04 and MSO 61957 1-Jul-04.
1616	Unit withdrawn 29-Mar-93 and used as ‘dead load’ for Class 73 driver training trips based at Eastleigh. TBC 70654 ran as part of ‘test unit’ 1620 for some months and replaced in 1616 by 70042 (ex.1504). Reinstated c.Jan‑94 in original formation. MSO 61950 damaged in sidescrape with 930011 at Ramsgate depot 30-Aug-02 and exchanged c.23-Sep-02 with 61323 (ex.1110) and unit back to traffic 1-Oct-02. Unit withdrawn 16-Mar-03 at Ramsgate but stored pending fitting with TPWS, though this was not carried out. Hauled to Immingham Railfreight Terminal for scrapping 11-Jun-03. Coaches cut‑up as follows: MSO 61323 23-Jun-03, TBC 70654 24-Jun-03, TSO 70543 25-Jun-03 and MSO 61951 26-Jun-03.
1617	Unit slightly damaged in collision with 3584 in Ashford sidings Jul‑97. Unit stored from 20-Oct-98 at Ramsgate and ‘off lease’. Moved to SWT 8-Mar-99 and used in traffic. Unit stored out of use at Clapham Yard from 27-Oct-99. Hauled to Immingham Railfreight Terminal for scrapping 7-May-01. Coaches cut‑up as follows: MSO 61801 6-Nov-01, MSO 61800 7-Nov-01, TSO 70661 8-Nov-01 and TBC 70605 20-Nov-01.
1618	Unit withdrawn 29-Mar-93 and used as ‘dead load’ for Class 73 driver training trips based at Eastleigh. Reinstated to traffic c.Aug‑93. MSO 61869 badly damaged by fire at Snowdown 23-Apr-97 and unit stored out of use at Ramsgate. Sold early in 1998 to Connex South Eastern as source of spare parts pending disposal. TSO 70663 exchanged with 70230 (ex.1561) c.Jul‑98 due to poor condition of 70230. This coach offered for disposal c.Apr‑00. Whole unit subsequently sold to Cotswold Rail (dealer) but still stored at Ramsgate. MBS 61868 and TSO 70230 removed by road 16-May-01, other two followed soon after, and all scrapped at EMR Group, Snailwell May‑01.
1619	Unit reduced to 3 CEP at Ramsgate Sep‑98 and TSO 70662 stored there until moved to Eastleigh 4-Feb-99. This coach then overhauled and modified for use in 4 CIG unit 1395 from Jul‑99.
1620	Unit withdrawn 18-Jan-93 and sent to Eastleigh. All coaches used for experiments with electronic door locks, each coach being sent to a different contractor for fittings, including one vehicle to be shipped to Germany, though this did not take place. TSO 70660 to Doncaster 25-Feb-93. Reinstated for test running Sep‑93, also using unmodified TBC 70654 (ex.1616), though own TBC 70653 later returned and 70654 back to reinstated 1616. Used for a number of tests in connection with central door locking and as an assisting unit for other experimental units. Unit renumbered into departmental series as 932620 and sold to GEC Alsthom /Metro Cammell as a development test bed for a fleet of 30 new ‘Juniper’ four‑car units for SWT. Three coaches moved to Washwood Heath (Metro Cammell) and TSO 70660 to Derby for modifications, including fitments for pantograph collection on 70660 as the new trains also required an AC option. Unit moved from Washwood Heath to Wimbledon by road, 61948 6-Jan-98, 70660 and 61949 9-Jan-98 and unit then to Strawberry Hill Jan-98 as three-car for DC test running, booked to commence 11-Jan-98, though this was postponed until 13-Jan-98. Unit repainted into a mixed Porterbrook & GEC livery with two coaches in Porterbrook one side and one GEC, the reverse on the other side of unit. One MSO 61948 in virtually original condition, whilst 61949 had the new Onix drive equipment fitted inside the coach which had most of the seating removed and the bodysides altered in places to allow access to the electrical equipment within. The Mark 4 motorbogie was retained though modified as the new motors drive through a flexible drive and new motor wheelsets were fitted. The unit ran a large number of test trips on the Shepperton branch and also between Woking and Basingstoke, being based at Wimbledon Park depot. It returned by road from Wimbledon to Derby Research in October 1998 and was further modified for use on 25kv AC lines, then being used for tests back in four car formation based at Ilford and East Ham Depots. The unit was moved from Colchester to Eastleigh 23-Mar-00. Unit withdrawn in latter part of 2001 and stored at Eastleigh. Still intact there 28-Nov-03. TBC 70653 painted in Connex livery at some stage as an experiment. All coaches cut‑up by Nicholas Steel Nov‑05.
1621	Unit withdrawn 4-May-93 and moved from Eastleigh for scrapping at M. C. Metals, Glasgow 3-Nov-93.
	Spare MSO 61035 with 4 BEP 2307 at Twickenham during their return from rebuilding at Swindon (April 1984) awaiting space at Strawberry Hill depot for refitment and testing of shoegear. © Motorman Blakeman
Spares	MSO 61035 used in passenger service Feb-87 as part of 1513. MSO 61342 used in passenger service Jan-89 to Mar‑89 as part of 1542. Both coaches taken Selhurst to Derby 26-Aug-88 for ‘Networker gauging tests’, returned to SR 16-Sep-88 and both used at Bournemouth depot to shunt 5 WES units. Both coaches withdrawn Jul‑91 and allocated departmental unit number 080 and renumbered into departmental series early in 1992 as ADB977395 (61035) and ADB977396 (61342). These two vehicles still remained in Blue /Grey livery and did not carry their new departmental coach numbers for some time. Both vehicles to M. C. Metals, Glasgow 18-Jan-96 for scrapping.

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Refurbished 4 BEP
Units Nos.2301 - 2307

After various changes of policy, it was decided to refurbish seven buffet cars (all former ‘Phase 2’ vehicles) and form 4 BEP units 2301 – 2307; these to be allocated to Fratton depot and used on the Waterloo to Portsmouth services. The buffet cars were extensively rebuilt from former cars 69014 /19 /18 /12 /13 /16 /15 and renumbered as 69341‑7 respectively.

The buffet area was moved from the centre to one end of the coach, this being the end marshalled towards the centre of the unit. Modern catering equipment was installed to meet health requirements, including microwave cooking. The seating was now all in fixed seats at tables, the former loose chair arrangement being abandoned. The original one bay saloon remained at the end of the coach, then came a passenger entrance vestibule utilising the former emergency doors, a further two bay saloon and another passenger entrance vestibule adjacent to the buffet area.

This coach now weighed 37 tons and seated 24. Each 4 BEP therefore now weighing 159 tons and seating 24 first and 158 second.

The first unit (no. 2301) was released from Swindon 16^th December 1982 and was at Waterloo for inspection 20^th January 1983. It was allocated to Fratton depot from 21^st February 1983 and entered service during March 1983. These units were classified as Class 412/3. Unit 2301 was the first CEP /BEP unit to be repainted into NSE livery in April 1988 and the 4 BEPs were all in this livery from June 1989 when 2305 was repainted.

From late 1988, units were steadily fitted with B5(S) trailer bogies and Mark 6 motor bogies from withdrawn 4/5 TCBs (B5) and 4 REP (Mark 6) units, re‑equipped with standard EE507 motors but with modifications to the current limit relays (the so‑called ‘greyhound’ modification to give a faster rate of acceleration in the 45 - 60mph speed range); this to enable the units to keep to 5 WES schedules between Waterloo and Woking.

Additional contactors and chokes were fitted (taken from scrap 2 HAP units) these being accommodated within existing equipment cases. Other alterations to accommodate these bogies involved underframe alteration to bogie mounting points, brake cylinder removal (these being fitted on the bogies) and changes to pull rods and safety loops. The units then ran in conjunction with similarly modified 4 CIG units on Portsmouth line fast trains, both via Guildford and later the newly electrified route via Fareham (from May 1990). Known dates for units ton/from Eastleigh in connection with these modifications are as follows (some visited twice, having the bogie change and ‘greyhound’ modifications carried out separately:

2301 to Eastleigh 23^rd May 1989 (C4 bogie change).

2302 to Eastleigh 27^th September 1988 (electrical).

2303 to Eastleigh October 1989.

2304 to Eastleigh 27^th October 1988.

2305 ex Eastleigh April 1989.

2306 ex Eastleigh 5^th May 1989.

2307 ex Eastleigh 12^th October 1988, back in again 20^th February 1989.

From 14^th May 1990 the units were allocated to Eastleigh depot as Fratton was closed for EMU maintenance. However it reopened in May 1994 and the units were all allocated back there from 29^th May 1994.

All units were allocated to the ownership of the Porterbrook train leasing company from 1^st April 1994 under the BR privatisation arrangements. From the start of the summer timetable on 2^nd June 1996, the kitchens in the buffet cars were taken out of use and buffet markings removed, though adverse public reaction led to a number of trains having buffet facilities restored using a trolley in the former bar area of the coach. As a result, the 4 BEP units now worked a greater variety of services, being used as ordinary units on stopping services when required. Much of the kitchen equipment was removed from the buffet cars at this time.

Units started to be repainted into SWT livery during overhaul during 1997, only 2301 was not repainted by 3‑98. This unit however gained new brown patterned seat covers in three coaches during autumn 1998, the buffet car retaining the NSE blue blaze style. It was repainted however at Eastleigh and released in SWT livery 16-Aug-99.

The whole fleet of 4 BEP units were reformed at Fratton depot during September 2002, all losing their buffet cars, exchanging them with TSO vehicles from other SWT leased 4 CEP units, these donor units all running in traffic with their newly inserted buffet cars and being renumbered as units 2321 to 2327. Following reforming all units were renumbered in order as 2311 to 2317; the inserted TSO coach retaining its Commonwealth bogies.

Unit formations were as follows, with the number of the vehicles' former unit shown in brackets below and date of return from Swindon.

Refurbished 4 BEP Units
	1			2
UNIT	MSO	TBC	TSO	MSO	Renumbered	Date
Code	AM	BW-1A	BL-3C	AN
2301 16-Dec-82	61804 (7019)	70607 (7019)	69341 (7015)	61805 (7019)	2311	19-Sep-02
2302 9-Jun-83	61774 (7194)	70592 (7194)	69342 (7020)	61775 (7194) 61809	2312	18-Sep-02
Code	AM-1A	BW-1B	BL-3C	AN-1A
2303 8-Sep-83	61954 (7208)	70656 (7208) 70606 70656	69343 (7019) 69347 69343	61955 (7208)	2313	17-Sep-02
Code	AM	BW-1A	BL-3C	AN
2304 3-Nov-83	61736 (7175)	70573 (7175)	69344 (7013)	61737 (7175)	2314	20-Sep-02
Code	AM	BW	BL-3C	AN
2305 10-Jan-84	61798 (7016)	70354 (7011)	69345 (7014)	61799 (7016)	2315	17-Sep-02
Code	AM	BW-1A	BL-3C	AN
2306 21-Feb-84	61808 (7021)	70609 (7021)	69346 (7017)	61809 (7021) 61775	2316	18-Sep-02
2307 3-Apr-84	61802 (7018)	70606 (7018) 70656 70606	69347 (7016) 69343 69347	61803 (7018)	2317	17-Sep-02

4 BEP 2307 (with MSO 61035) at Twickenham during its return from rebuilding at Swindon (April 1984) awaiting space at Strawberry Hill depot for refitment and testing of shoegear.

© Motorman Blakeman

Individual Unit Notes
2301 to 2307

Unit	Notes
2301	Unit to Wimbledon Park for reform 19-Sep-02 and TB 69341 exchanged with TSO 70539 (ex.1568) and unit renumbered as 2311.
2302	MSO 61775 exchanged with 61809 (ex.2306) Feb-91. Unit to Fratton for reform 16-Sep-02 and TB 69342 exchanged with TSO 70295 (ex.1548) 18-Sep-02 and unit renumbered 2312.
2303	TBC 70656 and TB 69343 both temporarily exchanged with 70606 and 69347 (ex.2307) Mar‑90 until Mar‑91. Unit to Fratton for reform 17-Sep-02 and TB 69343 exchanged with TSO 71636 (ex.1571) and unit renumbered 2313.
2304	Unit to Fratton for reform 20-Sep-02 and TB 69344 exchanged with TSO 70517 (ex.1566) and unit renumbered 2314.
2305	Unit to Fratton for reform 17-Sep-02 and TB 69345 exchanged with TSO 70229 (ex.1537) and unit renumbered 2315.
2306	Unit in collision with 3019 and 1216 at Fratton 31-Jan-89 and to Eastleigh for repairs to one MSO. TB 69346 temporarily formed into 4 CEP 1562 (renumbered as 2308 and reclassified as 4 BEP) from 20-Feb-89 until Apr‑89. MSO 61809 exchanged with 61775 (ex.2302) Feb-91. Unit to Fratton for reform 18-Sep-02 and TB 69346 exchanged with TSO 70272 (ex.1547) and unit renumbered 2316.
2307	TBC 70606 and TB 69347 both temporarily exchanged with 70656 and 69343 (ex.2303) Mar‑90 until Mar‑91. Unit reformed at Fratton 17-Sep-02 and TB 69347 exchanged with TSO 70261 (ex.1538) and unit renumbered 2317.

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4 TEP
Units nos.2701 - 2704

Four temporary 4 BEP units, classified as 4 TEP were formed in late 1983 as cover for 4 BIG units having asbestos removal. They were formed from refurbished 4 CEP units, the TSO vehicle being removed and stored as spare and replaced by an un-refurbished buffet car removed from 4 BEP units prior to their dispatch to Swindon for refurbishing. These units seated 24 first and 155 second (21 in unclassified buffet seats) and weighed 157 tons and were numbered 2701 - 2704.

They were allocated to Brighton depot and covered 4 BIG diagrams as required. The first was reformed at Ramsgate, unit 1556 being delivered there direct from Swindon. The remaining units were reformed at Brighton, unit 1560 actually running in service as 4 CEP for a few days late in November prior to reforming.

The TSO vehicles at Brighton in store were moved to Ramsgate for undercover storage on 30^th December 1983 as their lack of end gangway doors did not make them weatherproof.

Due to the increased requirement for 4 CEP units with the Hastings line electrification from May 1986, these units were all disbanded in February and March and reformed as 4 CEPs as originally intended, the buffet cars being withdrawn for scrapping in may 1986 and stored at Ramsgate. They moved to Clapham Jct 14^th February 1987 and all four were scrapped at Mayer Newman, Snailwell March 1987, being moved from Clapham Jct 27^th February 1987.

Unit formations were as follows:

4 TEP Units
	1			2
UNIT	MSO	TBC	TB	MSO	Formed	Disbanded
Code	AK	BW	BL	AL
2701	61371 (1556)	70336 (1556)	69010 (7011)	61370 (1556)	1-Aug-83	10-Feb-86
Code	AK	BL-2B	BL	AL
2702	61337 (1557)	70331 (1557)	69021 (7022)	61360 (1557)	12-Sep-83	2-Mar-86
Code	AK	BL-1A	BL	AL
2703	61387 (1560)	70344 (1560)	69020 (7021)	61386 (1560)	22-Dec-83	9-Mar-86
2704	61361 (1558)	70319 (1558)	69017 (7018)	61336 (1558)	23-Dec-83	9-Mar-86
The burn dates for the withdrawn buffet cars from these units was as follows:
			69010	11-Mar-87.
			69017	13-Mar-87.
			69020	16-Mar-87.
			69021	10-Mar-87.

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3 CEP
Units Nos.1401 - 1406

A fleet of ten 3 CEP units were planned to be formed during 1993, being former 4 CEP units with the TSO vehicle removed and the first-class seating in the TBC downgraded to standard class. These units were numbered 1401 to 1406 and used mainly on the Sittingbourne to Sheerness service as well as the Medway Valley line from Strood to Paddock Wood.

A further four were also to be used on the Tonbridge to Redhill line to inaugurate electric services later in 1993, (units 1407 to 1410) but this did not take place and 4 VEP units were used from May 1994.

As a consequence, only the first six units were formed; the final four remaining in traffic as 4-car units. The downgraded TBS now seated 30 standard, the overall unit total being 158.

A few of the displaced TSO vehicles were used to replace a defective similar vehicle withdrawn for scrapping in other 4 CEP unit, whilst others were themselves scrapped. Most units (if not all) ran with the first-class accommodation in the TBC still marked as such seating 24 first and 134 standard. Units weighed 123 tons and were 201' 2½" long.

All units were allocated to the Porterbrook train leasing company from 1^st April 1994 under the BR privatisation arrangements.

Unit formations were as follows:

3 CEP Units
	1		2
UNIT	MSO	TBS	MSO	Ex unit	Formed	Withdrawn
Code	AK	BW	AL
1401	61353	70324	61352	1521	Apr-93	20-Jun-94
1402	61347	70341	61346	1522	May-93	20-Jun-94
1403	61235	70238	61236	1525	c.Jul-93	20-Jun-94
1404	61239	70240	61240	1526	c.Jul-93	20-Jun-94
1405	61379	70340	61378	1528	c.Jul-93	6-Jun-94
1406	61355 61870	70328	61354	1529	c.Jul-93
1407	61790	70600	61791	1591	Not formed
1408	61754	70582	61755	1594	Not formed
1409	61704	70557	61705	1595	Not formed
1410	61698	70554	61699	1607	Not formed

All diagrammed work for these units on the Sheerness branch and Medway Valley line was removed from 30-May-94 and all units planned to be withdrawn, though three were retained in service for a further two weeks. Withdrawn units were stored at MOD Ludgershall and units 1405 and 1406 arrived there 9-Jun-94. Unit 1406 exchanged MSO 61355 with 61870 (ex 1540) prior to storage. Units 1401 ‑ 1404 were moved to Ludgershall for storage 12-Jul-94. Units 1401 ‑ 1404 were returned to Chart Leacon 5-Oct-94 for component recovery prior to scrapping.

Disposals

Units 1401 and 1404 to Gwent Demolition, Margam 20-Jun-95. (ex/ Chart)

Units 1402 and 1403 to Gwent Demolition, Margam 12-Jul-95. (ex/ Chart)

Units 1405 and 1406 to Gwent Demolition, Margam 13-Jul-95. (ex/ Ludgershall)

Scrapping

Unit 1401 all coaches cut‑up w/c 29-Jul-95.

Unit 1402 all coaches cut‑up w/c 12-Aug-95.

Unit 1403 all coaches cut‑up w/c 5-Aug-95.

Unit 1404 MSO 61240 cut‑up w/c 29-Jul-95, TBC 70240 and MSO 61239 cut‑up w/c 5-Aug-95.

Unit 1405 all coaches cut‑up w/c 22-Jul-95.

Unit 1406 all coaches cut‑up w/c 22-Jul-95.

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The last unit (no.1698) waiting to depart from Ramsgate depot
for scrapping at Immingham on Tuesday, 20^th September 2005

© Motorman Blakeman

Re-bogied CEP
Units 1697 - 1699

Following service reductions on the South Eastern during 1995 and 1996, a number of 4 CEP units were displaced and placed into store by Porterbrook Leasing, mostly at Ludgershall, Chart Leacon and Eastleigh works.

A number of units were reinstated briefly to cover shortages caused by snow damage (one unit running for a few days on South West Trains' services) and the temporary withdrawal of a number of Networker Class 465 units with coupler defects early in 1996. The units then returned to store but twelve units were then sold for scrapping to Gwent Demolition of Margam during April /May 1996, two of these being disposed of only as 3-car units, the TSO vehicles being retained in store at Eastleigh works.

Proposals by Network SouthCentral to refurbish a number of Class 319 units led to the offer by Porterbrook Leasing of a number of 4 CEP units to cover the 319 fleet whilst refurbishing work was carried out. Unit 1605 which had been at Eastleigh since December 1995 was given a C4/C6 overhaul and fitted with Mark 6 motor bogies and B5 trailer bogies in similar fashion to the 4 BEP units which were thus modified in 1989. This unit was renumbered 1699 and released from Eastleigh 20^th June 1996 to Brighton depot, though it did not enter service pending a programme of driver training. This unit included TBC 70561 with the unique modification for wheelchairs in the standard class compartment. Unit 1699 was formed of former ‘Phase 2’ vehicles, but two further units of former ‘Phase 1’ stock were also similarly modified at Eastleigh, both being units withdrawn the previous summer and stored at Ludgershall until being taken to Eastleigh for overhaul in February 1996.

Due to a temporary withdrawal of the South West Trains' 4 CIG fleet with wheel bearing problems from 9^th August 1996, unit 1699 (unused by Network SouthCentral) was loaned to Fratton depot and entered passenger service from there 12^th August 1996. Unit 1698 went directly to Fratton on release from works but both returned to Brighton on 26^th September 1996 for commencement of 4 CEP workings from there on 28^th September 1996. Unit 1697 was delivered direct from Eastleigh to Brighton on release from works. These units were all outshopped in NSE livery.

All 4 CEP diagrams ceased on Connex South Central from 13^th March 1998 with all three units working that day. All were moved to Fratton for storage prior to SWT use from 17-Mar-98. Unit 1697 was painted into SWT livery circa October 2000, with the other two following shortly afterwards. All three were fitted with TPWS equipment early in 2003 and had some bodywork repairs at Eastleigh early in 2004.

All three units were ‘off lease’ to SWT during May 2004 and moved to Chart Leacon (1697 /1699 17^th May 2004 and 1698 21^st May 2004) for possible further use by SET. After a short period in store units were worked individually to Ramsgate for some minor modifications, fitting of droplight bars and overpainting of the orange parts of the old SWT livery before entering traffic with SET. Unit 1698 was the first from 2^nd July 2004 followed by 1699 from 8^th July 2004, and 1697 from 13^th August 2004.

All of the ‘standard’ 4 CEP units were ‘off lease’ from 21^st September 2004 leaving these three units as the last of their type working in their original area. Initially these units were used as required covering 4 VEP and 4 CIG diagrams, but with the withdrawal of all the 4 CIG units working for SET, the three 4 CEP units were diagrammed from early January 2005 to work the 06:12 Ramsgate to Victoria, returning with the 17:49 Victoria to Broadstairs /Dover Priory each weekday. The evening working had ECS trips from both terminals to Ramsgate depot to position the units for the following days' train. The unit working back from Dover each evening was later altered to cover the 20:15 Dover Priory to Ramsgate (via Minster) service from 2^nd May in connection with engineering works between Folkestone and Dover.

The 4 CEP diagrams were to cease with the summer timetable from Friday 11^th June, but they were extended for several more weeks. The last ever run of a 12 CEP formation took place on 20^th July when 1698 was taken out of service for some repairs, the remaining two worked for two more days, running with a 4 VEP and were then withdrawn from service and sent for scrapping. 1698 was returned to service again from August, running with 8 VEP on the 06:38 Ashford to Cannon Street and 18:04 Cannon Street to Ashford each day. It was last used in ordinary passenger service on Saturday 3^rd September on 18:59 Ashford to Victoria and 20:41 Victoria to Faversham, thence to Ramsgate depot and a final use on a Railtour from Ramsgate to Weymouth on 17^th September 2004, when it was then withdrawn as the very last 4 CEP unit to run.

Re-bogied Units 1697 - 1699
	1			2
UNIT	MSO	TBC	TSO	MSO	Ex. unit	Withdrawn
Code	AK	BW	BX	AL
1697 15-Oct-96	61373	70337	70294	61372	1552	22-Jul-05
1698 16-Aug-96	61355	70343	70300	61384	1540	18-Sep-05
Code	AM	BW-1A	BX-1A	AN
1699 20-Jun-96	61712	70561	70512	61713	1605	22-Jul-05

Individual Unit Notes
1697 to 1699

Unit	Notes
1697	Unit withdrawn at Ramsgate 22-Jul-05 (last working 17:49 Cannon Street to Broadstairs). Hauled to Doncaster 27-Jul-05 en route to Immingham Railfreight Terminal for scrapping. Coaches cut‑up as follows: MSO 61373 1-Nov-05, TBC 70337 31-Oct-05 and MSO 61372 14-Oct-05. TSO 70294 sold to Doncaster Prison for use as classroom and moved there by road 2-Feb-07. Sold for scrapping (where?) during 2011.
1698	Unit withdrawn at Ramsgate 18-Sep-05 (last working on special Railtour to Weymouth on 17-Oct-05). Hauled to Immingham Railfreight Terminal for scrapping 20-Sep-05 and coaches cut‑up as follows: MSO 61355 19-Oct-05, TBC 70343 18-Oct-05, MSO 61384 13-Oct-05. TSO 70300 sold to private buyer and moved to the Fighting Cocks PH, Middleton St George, by road 22-Jun-06. Coach cut in half 27-Apr-13 and taken away by road for scrapping to (T. J. Thompson at Stockton?).
1699	Unit withdrawn at Ramsgate 22-Jul-05 (last working 17:49 Cannon Street to Broadstairs). Hauled to Doncaster 27-Jul-05 en route to Immingham Railfreight Terminal for scrapping. Coaches cut‑up as follows: MSO 61712 12-Oct-05, TBC 70561 4-Nov-05, MSO 61713 20-Oct-05. TSO 70512 sold to Doncaster Prison for use as classroom and moved there by road 1-Feb-07. Sold for scrapping (where?) during 2011.

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

Five diagrams for 3 CEP units were created for the winter timetable commencing on 28^th September 1998, these being mainly to provide some eleven coach trains to alleviate overcrowding between Tunbridge Wells and London, there having been a restriction imposed on terminating twelve coach trains at Tunbridge Wells due to tight platform lengths with the tunnels at each end.

One diagram also worked some trains on the Maidstone East line covering Class 365 unit schedules, where a 3 CEP would be better able to maintain the slightly faster timings of the newer units. Units were worked to Ramsgate where their TSO vehicles were removed and stored and some alterations to the jumper connections were carried out to enable the formation of the 3 CEP units. However, no renumbering was carried out. Units remained based at Ramsgate for maintenance purposes.

Units now seated 24 first and 134 standard, were 201' 2½" long and weighed 123 tons and were now Class 411/9. The first two units were former ‘Phase 1’ units though 1561 had a ‘Phase 2’ TBC, the remaining three former ‘Phase 2’ sets, 1619 being from the last built batch with altered design codes. Only the three ‘phase 2’ units were ready for traffic on 28^th September 1998, units 1530 and 1561 being altered soon after. All units were renumbered into a new series 1101 - 1105 early in November, in their existing order.

Unit formations were as follows:

3 CEP Units 1530 /1561 /1610 /1613 & 1619
	1		2
UNIT	MSO	TBC	MSO	Last day 4 CEP	Renumbered	Date
Code	AK	BW	AL
1530 5-Oct-98	61331	70316	61330	c.30-Sep-98	1101	7-Nov-98
Code	AK	BW-1A	AL
1561 12-Oct-98	61231	70604	61232	1-Oct-98	1102	3-Nov-98
Code	AK	BW-1A	AN
1610 28-Sep-98	61750	70580	61751	24-Sep-98	1103	22-Nov-98
1613	61760	70585	61761	21-Sep-98	1104	12-Nov-98
27-Sep-98
Code	AM-1A	BW-1B	AN-1A
1619 27-Sep-98	61952	70655	61953	18-Sep-98	1105	7-Nov-98

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3 CEP
Units Nos.1101 to 1118 & 1198, 1199

The first five of these units were formed in September /October 1998 (initially retaining their original unit numbers) for use on certain peak-hour Tunbridge Wells to London trains where an eleven-coach train was required to keep within the platform length at Tunbridge Wells when terminating there. A further diagram was used on the fast Cannon Street to Ashford via Maidstone East service where a 3 CEP unit was better able to maintain the slightly faster schedules of the Class 365 units normally used on these trains. These five units had been modified at Ramsgate depot and their displaced TSO vehicles were stored there until moved to Eastleigh early in February 1999 where some were then used to replace the buffet cars in 4 BIG units working for SWT.

The new timetable from 30^th May 1999 recast the service on the Victoria to Ramsgate /Dover via Chatham route and reintroduced regular splitting /joining of trains at Faversham. This new service was planned to be operated by Class 365 ‘Networker Express’ units and also the first of the newly delivered Class 375 units, but late delivery of these trains and problems with route clearance between Faversham and Dover for the Class 365 stock meant that a need for further 3 CEP units arose, once again because of the tighter schedules intended for the newer stock.

As a result, a further thirteen 4 CEP units were reduced to three coaches, this time with the modifications being carried out at Chart Leacon, where the TSO was removed (although some final work was then done at Ramsgate, including reprogramming the cab radios to reflect the new unit numbers). These units were added to the existing number series as units 1106 - 1118, the units being renumbered in the original order of the units selected for reformation.

Conversion commenced in April 1999 with some 3-car units then temporarily covering 4-car diagrams until the start of the new timetable. Nine ‘Phase 1’ and four ‘Phase 2’ units were involved in this programme. Units now seated 24 first and 134 standard, were 201' 2½" long and weighed 123 tons and were now Class 411/9.

Other workings continued on the South Eastern lines via Tonbridge (including the Tunbridge Wells 11-car formations) and there were now fifteen diagrams for these units. From the September timetable change in 2001, further new Class 375 units were planned to enter service on the services via Chatham and the first 3 CEP units began to be withdrawn for disposal, the number of diagrams intended to fall to nine; though further delays with the introduction of the Class 375 units saw this postponed until November. In the event this was delayed again and no further units were withdrawn until July 2002 when two in poor condition were taken out of use. However, there were still diagrams for 11 units until the autumn of 2002. These were planned to be reduced to 7 diagrams from 23^rd November 2002 (needing ten units to cover them) though this was delayed once again owing to late introduction of further Class 375 units.

A further 3 CEP was formed in January 2003 by SWT for use on the Lymington line from 3^rd February. This was 4 BEP unit 2326 with the buffet car removed and renumbered following reforming at Fratton on 27^th January 2003 as unit 1199 the following day.

None of the Connex 3 CEP units were fitted with TPWS equipment and this required that all of the survivors were taken out of use by 31^st March 2003, many actually finishing on Thursday 27^th March owing to an RMT dispute on both 28^th & 31^st March requiring far fewer units in traffic on those days. None ran in traffic again and were sent for scrapping to Immingham Railfreight Terminal during April.

SWT withdrew unit 1199 after traffic on the Lymington branch on 28^th May 2004 and it was sent to Fratton for stripping prior disposal as a 4-car unit with TSO 70517 (ex 2314) inserted. A ‘new’ 3 CEP numbered 1198 was formed to replace 1199, this being numbered 1198 and formed of three coaches of unit 2314; the reform and renumbering being done at Fratton by 4^th June 2004 and the unit went into traffic from 11^th June working solo from Southampton to Waterloo and back before settling down on the Lymington branch. It too was withdrawn at Christmas 2004 and replaced by a 3 CIG formation, the unit then being sold for preservation and moved by rail to Meldon Quarry on 12^th January 2005.

Dates below unit numbers are dates to traffic as 3-car units.

3 CEP Units 1101 to 1118 & 1198, 1199
	1		2
UNIT	MSO	TBC	MSO	Ex. unit	Withdrawn	Scrapped
Code	AK	BW	AL
1101 7-Nov-98	61331	70316	61330	1530	28-Mar-03	May-03 IRT
Code	AK	BW-1A	AL
1102 3-Nov-98	61231	70604	61232	1561	27-Mar-03	May-03 IRT
Code	AM	BW-1A	AN
1103 22-Nov-98	61750	70580	61751	1610	25-Mar-03	Apr-03 IRT
1104 12-Nov-98	61760	70585	61761	1613	5-Dec-02	Feb-03 IRT
Code	AM-1A	BW-1B	AN-1A
1105 7-Nov-98	61952	70655	61953	1619	27-Mar-03	May-03 IRT
Code	AK	BW	AL
1106 25-May-99	61365	70333	61364	1510	19-Jun-02	Dec-02 IRT
1107 14-May-99	61343	70327	61380	1520	28-Mar-03	Apr-03 IRT
1108 20-May-99	61399	70350	61398	1536	20-Feb-03	Apr-03 IRT
1109 14-May-99	61409	70355	61408	1541	23-Jun-02	Dec-02 IRT
1110 7-Jun-99	61323 61950	70312	61322	1543	14-Aug-02	Nov-02 IRT
1111 14-May-99	61339	70320	61338	1549	3-Jan-03	Jan-03 IRT
1112 21-Jul-99	61369	70335	61368	1554	27-Mar-03	Apr-03 IRT
1113 31-May-99	61371	70336	61370	1556	25-Mar-03	Apr-03 IRT
1114 3-Jun-99	61377	70339	61376	1559	26-Mar-03	Apr-03 IRT
Code	AM	BW-1A	AN
1115 8-May-99	61718	70564	61719	1577	16-Aug-01	Sep-02 IRT
1116 24-May-99	61756	70589	61757	1580	25-Mar-03	May-03 IRT
1117 20-Jul-99	61704	70557	61705	1595	27-Mar-03	Apr-03 IRT
1118 27-May-99	61708	70559	61709	1597	27-Mar-03	Apr-03 IRT
1198 11-Jun-04	61736	70573	61737	2314	24-Dec-04	Preserved
Code	AK	BW-1A	AL
1199 3-Jan-03	61329	70578	61328	2326	28-May-04	Jul-04 IRT
Key letter codes for scrap dealers
IRT	Immingham Railfreight Terminal.

Individual Unit Notes
1101 to 1118 – 1198 & 1199

Unit	Notes
1101	Unit withdrawn at Ramsgate 28-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 16-Apr-03. All coaches cut‑up 7-May-03.
1102	Unit withdrawn at Ramsgate 27-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 16-Apr-03. Coaches cut‑up as follows: TBC 70604 16-May-03, MSO 61231 19-May-03 and MSO 61232 20-May-03.
1103	Unit slightly damaged in derailment in Ashford Yard 25-Nov-99. Unit withdrawn at Ramsgate 25-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 9-Apr-03. Coaches cut‑up as follows: MSO 61751 24-Apr-03, TBC 70580 25-Apr-03 and MSO 61750 28-Apr-03.
1104	Unit withdrawn at Ramsgate 5-Dec-02. Hauled to Immingham Railfreight Terminal for scrapping 18-Dec-02. Coaches cut‑up as follows: TBC 70585 9-Jan-03, MSO 61761 21-Jan-03 and MSO 61760 3-Feb-03.
1105	Unit withdrawn at Ramsgate 27-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 16-Apr-03. Coaches cut‑up as follows: MSO 61953 8-May-03, TBC 70655 15-May-03 and MSO 61952 16-May-03.
1106	Unit out of use from 19-Jun-02 with corroded door pillars. Moved from Ramsgate to Gillingham for storage 17-Jul-02, and on to Dartford 24-Jul-02, then Grove Park from 26-Jul-02. Moved back to Dartford 20-Aug-02. Returned to Ramsgate for stripping 12-Sep-02 and hauled to Immingham Railfreight Terminal for scrapping 18-Sep-02. Coaches cut‑up as follows: TBC 70333 11-Oct-02, MSO 61365 26-Nov-02 and MSO 61364 3-Dec-02.
1107	Unit withdrawn at Ramsgate 28-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 2-Apr-03. Both MSOs 61343 and 61380 cut‑up 2-May-03 and TBC 70327 cut‑up 6-May-03.
1108	Unit withdrawn at Ramsgate 20-Feb-03 and hauled to Immingham Railfreight Terminal for scrapping 26-Mar-03. Coaches cut‑up as follows: MSO 61398 3-Apr-03, TBC 70350 4-Apr-03 and MSO 61399 8-Apr-03.
1109	Unit out of use from 23-Jun-02 with corroded door pillars. Moved from Ramsgate to Gillingham for storage 17-Jul-02 and on to Dartford 24-Jul-02, then Grove Park from 26-Jul-02. Moved back to Dartford 20-Aug-02. Returned to Ramsgate for stripping 12-Sep-02 and hauled to Immingham Railfreight Terminal for scrapping 18-Sep-02. Coaches cut‑up as follows: TBC 70355 7-Oct-02, MSO 61409 29-Nov-02 and MSO 61408 3-Dec-02.
1110	Unit out of use from 14-Aug-02 with corroded door pillars. MSO 61323 exchanged with damaged 61950 (ex.1616) c.23-Sep-02 and unit hauled to Immingham Railfreight Terminal for scrapping 25-Sep-02. Coaches cut‑up as follows: TBC 70312 18-Oct-02, MSOs 61322 and 61950 both 6-Nov-02.
1111	Unit withdrawn at Ramsgate 3-Jan-03 and hauled to Immingham Railfreight Terminal for scrapping 15-Jan-03. Coaches cut‑up as follows: TBC 70320 29-Jan-03, MSO 61338 30-Jan-03 and MSO 61339 31-Mar-03.
1112	Unit withdrawn at Ramsgate 27-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 2-Apr-03. Coaches cut‑up as follows: MSO 61369 and TBC 70335 both 15-Apr-03 and MSO 61368 16-Apr-03.
1113	Unit withdrawn at Ramsgate 25-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 9-Apr-03. Coaches cut‑up as follows: MSO 61370 22-Apr-03, MSO 61371 and TBC 70336 both 23-Apr-03.
1114	Unit withdrawn at Ramsgate 26-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 9-Apr-03. Coaches cut‑up as follows: MSO 61377 17-Apr-03, TBC 70339 and MSO 61376 both 29-Apr-03.
1115	Unit withdrawn due to electrical defects and stored at Faversham from 16-Aug-01, where it was used for fire evacuation exercises. Unit returned to Ramsgate for stripping 9‑02 and hauled to Immingham Railfreight Terminal for scrapping 10-Sep-02. Coaches cut‑up as follows: TBC 70564 16-Sep-02, MSOs 61718 and 61719 both 25-Sep-02.
1116	Unit withdrawn at Ramsgate 25-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 2-Apr-03. Coaches cut‑up as follows: MSO 61756 30-Apr-03, TBC 70589 and MSO 61757 both 1-May-03.
1117	Unit withdrawn at Ramsgate 27-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 9-Apr-03. Coaches cut‑up as follows: MSO 61705 16-Apr-03, MSO 61704 28-Apr-03 and TBC 70557 30-Apr-03.
1118	Unit withdrawn at Ramsgate 27-Mar-03. Hauled to Immingham Railfreight Terminal for scrapping 2-Apr-03. Coaches cut‑up as follows: MSO 61709 10-Apr-03, TBC 70559 11-Apr-03 and MSO 61708 14-Apr-03.
1198	Unit withdrawn at Bournemouth 24-Dec-04 (last working 20:44 Lymington Pier to Brockenhurst). Unit hauled to Fratton 27-Dec-04 for shoegear removal. Hauled to Meldon Quarry for preservation at the Dartmoor Railway 12-Jan-05 by the Electric Multiple Unit Preservation Society (EMUPS). It was used in service hauled by diesel locomotives during 2006 and painted in green livery. Unit moved to Pontypool & Blaenavon Railway 5‑08, 61737 moved by road 1-May-08, 70573 6-May-08 and 61736 7-May-08, all arrival dates. Unit to be painted plain blue during summer 2008 and into blue/grey in early 2009. Unit moved again in August 2013 to the Chinnor & Princes Risborough Railway.
1199	Unit withdrawn at Bournemouth 28-May-04 and sent to Fratton where TSO 70517 (ex.2314) inserted into unit prior to disposal to Immingham Railfreight Terminal for scrapping, unit moving to Wembley 16-Jun-04 and on to Immingham 18-Jun-04. Coaches cut‑up as follows: MSO 61328 27-Jul-04, TBC 70578 and MSO 61329 both 28-Jul-04.

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Renumbered former 4 BEP
Units Nos.2311 - 2317

The 4 BEP units nos.2301 - 2307 all exchanged their buffet cars with a 4 CEP TSO vehicle from units soon to be withdrawn during September 2002. All were reformed at Fratton depot and renumbered before release in their new formations. All the units were renumbered (in order) as 2311 - 2317. The TSO vehicles retained their Commonwealth bogies.

Units were all in SWT livery when formed and run thus until withdrawal. All these units were fitted with TPWS equipment early in 2003.

Unit 2314 was reduced to a 3-car in June 2004 (and renumbered 1198) and four units were withdrawn for disposal in October 2004, leaving just 2311 and 2315 in traffic as the last 4 CEP units working for SWT.

Unit 2311 was taken out of service with an electrical fault in March, and the last survivor (2315) was withdrawn on 29^th March; the final 4 CEP unit working on SWT. These last two units withdrawn were both sold for preservation with disposal of these units being undertaken at Immingham Railfreight Terminal.

Date of reformation shown below unit number.

Renumbered former 4 BEP Units Nos.2311 - 2317
	1			2
UNIT	MSO	TBC	TSO	MSO	Withdrawn	Scrapped
Code	AM	BW-1A	BX-1A	AN
2311 19-Sep-02	61804 (2301)	70607 (2301)	70539 (1568)	61805 (2301)	15-Mar-05	Preserved
Code	AM	BW-1A	BX	AN
2312 18-Sep-02	61774 (2302)	70592 (2302)	70295 (1548)	61809 (2302)	6-Oct-04	Nov-04 IRT
Code	AM-1A	BW-1B	BX-4E	AN-1A
2313 17-Sep-02	61954 (2303)	70656 (2303)	71636 (1571)	61955 (2303)	6-Oct-04	see notes
Code	AM	BW-1A	BX-1A	AN
2314 20-Sep-02	61736 (2304)	70573 (2304)	70517 (1566)	61737 (2304)	3‑CEP 1198 from Jun‑04	see notes
Code	AM	BW	BX	AN
2315 17-Sep-02	61798 (2305)	70354 (2305)	70229 (1537)	61799 (2305)	29-Mar-05	Preserved
Code	AM	BW-1A	BX	AN
2316 18-Sep-02	61808 (2306)	70609 (2306)	70272 (1547)	61775 (2306)	30-Sep-04	see notes
2317 17-Sep-02	61802 (2307)	70606 (2307)	70261 (1538)	61803 (2307)	30-Sep-04	see notes
Key letter codes for scrap dealers
IRT	Immingham Railfreight Terminal.

Individual Unit Notes
2311 to 2317

Unit	Notes
2311	Unit had an electrical defect at Waterloo after working 18:55 Southampton to Waterloo 14-Mar-05. Hauled to Wimbledon Park 15-Mar-05 and withdrawn. Hauled to Appleby 6-Apr-05 for preservation at the Eden Valley Railway, based at Warcop. Unit not used in 2006, fitted with ETH heating sockets during 2007 to enable heating supply from suitable diesel locomotives hauling the unit.
2312	Unit withdrawn at Fratton 6-Oct-04 (last working 18:40 Waterloo to Havant 30-Sep-04). Unit hauled to Immingham Railfreight Terminal 12-Oct-04 for scrapping. MSOs 61774 and 61809 both cut‑up 2-Nov-04, TSO 70295 cut‑up 3-Nov-04 and TBC 70592 cut‑up 4-Nov-04.
2313	Unit withdrawn at Fratton 6-Oct-04 (last working 18:40 Waterloo to Havant 30-Sep-04). Unit hauled to Immingham Railfreight Terminal 12-Oct-04 for scrapping. MSO 61955, TSO 71636 and TBC 70656 all cut‑up 10-Nov-04, MSO 61954 cut‑up 15-Sep-05.
2314	Unit to Fratton 29-May-04 and TSO 70517 removed (for disposal formed into former 3 CEP 1199) and unit renumbered 1198 by 4-Jun-04. TSO 70517 scrapped at Immingham Railfreight Terminal 27-Jul-04.
2315	Unit withdrawn at Wimbledon Park 29-Mar-05 (last working 06:42 Hilsea to Waterloo). Hauled to Appleby 6-Apr-05 for preservation at the Eden Valley Railway, based at Warcop. Used in service during 2006. In use again May 2009, still in SWT livery.
2316	Unit withdrawn at Fratton 30-Sep-04 (last working 16:26 Waterloo to Portsmouth & Southsea). Hauled to Immingham Railfreight Terminal 5-Oct-04 for scrapping. TBC 70609 cut‑up 26-Nov-04, TSO 70272 cut‑up 30-Nov-04, MSO 61808 cut‑up 7-Sep-05 and MSO 61775 cut‑up 14-Sep-05.
2317	Unit withdrawn at Fratton 30-Sep-04 (last working 16:26 Waterloo to Portsmouth & Southsea). Hauled to Immingham Railfreight Terminal 5-Oct-04 for scrapping. TSO 70261 cut‑up 25-Nov-04, TBC 70606 cut‑up 3-Dec-04, MSO 61802 cut‑up 9-May-05 and MSO 61803 cut‑up 11-Oct-05.

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Renumbered 4 BEP
Units No.2321 to 2327

The 4 BEP units 2301 - 2307 all exchanged their buffet cars with a 4 CEP TSO vehicle from units (soon to be withdrawn) during September 2002. All were reformed at Fratton depot and renumbered before release in their new formations. The donor 4 CEP units were renumbered in the order of their newly inserted buffet cars as 2321 - 2327, not in their original 4 CEP unit number order. The TB vehicles retained their B5 bogies. Units were all in SWT livery when formed and ran thus until withdrawal.

The buffet car in unit 2323 was badly damaged by fire only a few weeks after unit formed, so another 4 CEP TSO was put back into formation in replacement and it reverted to its former 4 CEP identity. The buffet car from unit 2326 was withdrawn in January 2003 and the unit reduced to 3 CEP and renumbered 1199 for use on the Lymington branch. All the units surviving in traffic by 1^st April 2003 were fitted with TPWS equipment early in 2003.

The five survivors were ‘off lease’ from 31^st January 2004 (though several were taken out of use during December 2003) and units were then worked to Fratton for stripping prior to movement to Immingham for scrapping, though unit 2325 was sold for preservation.

Date of reformation shown below unit number.

Renumbered 4 BEP Units Nos.2321 to 2327
	1			2
UNIT	MSO	TBC	TSO	MSO	Withdrawn	Scrapped
Code	AM	BW-1A	BL-3C	AN
2321 19-Sep-02	61766 (1568)	70588 (1568)	69341 (2301)	61767 (1568)	27-Jan-04	IRT Feb-04
Code	AK	BW	BL-3C	AL
2322 18-Sep-02	61375 (1548)	70338 (1548)	69342 (2302)	61374 (1548)	10-Jan-04	IRT Feb-04
Code	AM	BW-1A	BL-3C	AN
2323 18-Sep-02	61806 (1571)	70608 (1571)	69343 (2303)	61807 (1571)	4 CEP 1571 from 28-Nov-02
2324 20-Sep-02	61722 (1566)	70566 (1566)	69344 (2304)	61723 (1566)	28-Nov-03	1RT Feb-04
Code	AK	BW	BL-3C	AL
2325 17-Sep-02	61229 (1537)	70235 (1537)	69345 (2305)	61230 (1537)	24-Dec-03	Shepherds Well
Code	AK	BW-1A	BL-3C	AL
2326 18-Sep-02	61329 (1547)	70578 (1547)	69346 (2306)	61328 (1547)	3 CEP 1199 from 3-Feb-03
Code	AK	BW	BL-3C	AL
2327 17-Sep-02	61307 (1538)	70304 (1538)	69347 (2307)	61306 (1538)	27-Nov-03	IRT Feb-04

Key letter codes for scrap dealers
IRT	Immingham Railfreight Terminal.

-

Individual Unit Notes
2321 to 2327

Unit	Notes
2321	Last run believed to be 18:05 Waterloo - Poole 27-Jan-04. Hauled to Immingham Railfreight Terminal for scrapping 10-Feb-04. TB 69341 held for possible sale, other three cut-up as follows: MSO 61767 19-Feb-04, MSO 61766 and TBC 70588 both 24-Feb-04. TB 69341 cut‑up 20-Sep-04.
2322	Unit stored at Bournemouth from 10-Jan-04. Moved to Fratton for stripping 28-Jan-04 and on to Immingham Railfreight Terminal for scrapping 3-Feb-04. Coaches cut‑up as follows: MSOs 61374/5 and TBC 70338 all 13-Feb-04, TB 69342 16-Feb-04.
2323	TB 69343 badly damaged by fire and TBC 70608 also affected at Clapham Yard 1-Nov-02. TB 69343 removed from unit and taken to Wimbledon Park for storage. Remaining three coaches of unit moved to Eastleigh 19-Nov-02. TBC 70608 repaired and TB 69343 replaced by TSO 70289 (ex stored 1507) 28-Nov-02 and unit renumbered back to 4 CEP 1571 once again. TB 69343 moved to Eastleigh for store early in 2003. It was cut‑up there by Nicholas Steel c.Oct‑05.
2324	Unit stored at Bournemouth from 28-Nov-03. (Last working 16:33 Portsmouth Harbour - Poole). Moved to Fratton for stripping 28-Jan-04 and on to Immingham Railfreight Terminal for scrapping 10-Feb-04. Coaches cut‑up as follows: MSO 61723 & TB 69344 18-Feb-04, MSO 61722 19-Feb-04 & TBC 70566 23-Feb-04.
2325	Unit stored at Fratton from 24-Dec-03. (Last working 15:47 Southampton to Portsmouth Harbour). Unit sold for preservation c.Jan‑04 and all four coaches moved by road from Fratton to the East Kent Railway at Shepherds Well w/e 7-Feb-04. Unit used occasionally hauled (sometimes by MLVs) for service. By 2013 progress being made to ‘de-refurbish’ the unit, buffet car 69345 put back onto Commonwealth bogies and some sidelights on both trailer coaches removed and replace by ones with the original style sliding ventilators. Both MBSs 61229 + 61230 taken by road to Stewarts Lane 10-Dec-13, then moved to Eastleigh by rail 3-Jan-14 where some further conversion work undertaken to restore the brakevans to a position behind the cabs.
2326	TB 69346 removed from unit at Fratton 27-Jan-03 and placed in stored 3-car unit 1507. Remainder of unit 2326 renumbered as 1199, a 3-car formation for use on the Lymington line from 3-Feb-03. TB 69346 was cut‑up at Immingham Railfreight Terminal 14-Mar-03.
2327	Unit stored at Bournemouth from 27-Nov-03. (Last working 16:33 Portsmouth Harbour - Poole). Moved to Fratton for stripping 28-Jan-04, and on to Immingham Railfreight Terminal for scrapping 3-Feb-04. Coaches cut‑up as follows: MSO 61306 9-Feb-04, TBC 70304 10-Feb-04, MSO 61307 12-Feb-04 and TB 69347 16-Feb-04.

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Liveries

4 BEP Stock
Unit	Green yellow warning panel	Green full yellow end	Blue yellow warning panel	Blue full yellow end	Blue /Grey	Renumbered
7001	10-Jun-66				17-Dec-68	1501
7002	11-Jun-65				4-Mar-68	1505
7003	no record*		12-Dec-66		21-Jul-69	1532
7004	no record*				2-Oct-67	1533
7005	By 1965				16-May-68	1542
7006	no record*				18-Jan-68	1535
7007	25-Jan-65			20-Jun-67	12-Feb-70	1536
7008	no record*		11-Oct-66		5-Mar-69	1539
7009	no record*			14-Mar-67 (last blue CEP/BEP)	10-Nov-70	1519
7010	no record*				22-Nov-67	1534
7011	no record*				21-Oct-68	disb
7012	no record*				29-Nov-68	1541
7013	4-Jan-67				29-Jan-69	1574
7014	no record*				15-Apr-69	1612
7015	5-Oct-65				19-Jun-69	1582
7016	7-Feb-67				21-Oct-69	2305
7017	no record*				11-Sep-69	1617
7018	15-Jan-66				7-Dec-68	2307
7019	no record*			3-Aug-67	13-May-70	2301
7020	no record*			5-Apr-67	20-Apr-70	1571
7021	no record*			8-Jun-67	4-Feb-70	2306
7022	no record*				12-Dec-69	1621
	* No works painting record located for having received a yellow warning panel in green livery

4 CEP Stock
Unit	Green yellow warning panel	Green full yellow end	Blue yellow warning panel	Blue full yellow end	Blue /Grey	Renumbered
7101	13-Jan-64				15-Jan-69	1503
7102	12-Apr-66				29-Oct-69	wdn
7103	4-Mar-66				28-Aug-68	1505
7104	16-Jan-64		29-Nov-66		17-Dec-69	1502
7105	no record*				15-Dec-67	1537
7106	no record*		4-Nov-66		30-Apr-69	1561
7107	no record*		24-Jan-67		6-Jun-69	1531
7108	no record*		4-Nov-66		31-Oct-69	1525
7109	no record*			2-Aug-67	2-Mar-70	1527
7110	no record*		21-Dec-66		15-Oct-69	1526
7111	no record*			3-Apr-67	23-Jun-69	1508
7112	10-May-66				12-Mar-68	1538
7113	26-Apr-66				30-Sep-68	1524
7114	no record*				27-Aug-68	1555
7115	16-Aug-66				11-Jun-68	1550
7116	no record*				11-Dec-68	1544
7117	31-May-66				7-Aug-68	1517
7118	no record*				21-Sep-67	1516
7119	no record*			31-May-67	20-Oct-69	1512
7120	8-Feb-65				24-Jan-68	1543
7121	no record*		23-Nov-66		5-Feb-69	1551
7122	28-Apr-66				21-Aug-68	1514
7123	11-Jul-66				30-Apr-68	1547
7124	no record*				25-Oct-67	1530
7125	no record*			6-May-67	2-Sep-69	1518
7126	19-Apr-66				21-Nov-68	1509
7127	no record*				13-Oct-67	1558
7128	no record*				20-Dec-67	1549
7129	21-May-65				14-Nov-67	1513
7130	no record*				5-Oct-67	disb
7131	no record*			12-Apr-67	19-Feb-70	1515
7132	no record*		13-Jan-67		16-Dec-69	1521
7133	no record*			28-Feb-67	10-Mar-69	1506
7134	no record*			22-Mar-67	7-Sep-70	1553
7135	no record*				27-Sep-67	1520
7136	10-Sep-65				1-Sep-67	1529
7137	no record*				20-Dec-68	1546
7138	no record*				16-Nov-68	1545
7139	no record*				13-Jun-68	1557
7140	no record*			3-Apr-67	25-Apr-69	1507
7141	21-Jun-66				8-Jun-68	1510
7142	no record*			28-Feb-67	5-Aug-69	1511
7143	no record*				18-Aug-67 (first Blue /Grey)	1554
7144	no record*				27-Feb-68	1556
7145	no record*				30-Dec-67	1552
7146	See notes		12-Jan-67		28-May-70	1548
7147	no record*				30-Aug-68	1559
7148	no record*			12-May-67	9-Jul-70	1528
7149	no record*			28-Jul-67	21-Apr-70	disb
7150	no record*				22-May-68	1523
7151	no record*				12-Nov-68	1540
7152	no record*				21-Sep-67	1560
7153	no record*				29-Jan-68	1500
7154	no record*				24-Nov-67	1606
7155	18-Oct-66				14-Jan-69	1590
7156	17-Feb-65				22-Aug-67	1607
7157	12-May-65				9-Jan-68	1578
7158	16-Nov-66				23-Apr-70 (last green)	1614
7159	no record*				2-Jan-68	1595
7160	no record*				7-Mar-68	1599
7161	no record*				28-Nov-67	1597
7162	no record*				4-Dec-68	1585
7163	no record*				10-Jan-68	1605
7164	no record*				6-Aug-68	1586
7165	no record*				18-Feb-68	1596
7166	6-Jan-65				6-Mar-69	1577
7167	no record*				12-Nov-69	disb
7168	no record*				6-Sep-69	1566
7169	5-Feb-65				20-Jun-68	1600
7170	7-Jul-65				27-Feb-69	1573
7171	29-Sep-65				24-Jul-68	disb
7172	no record*				18-Jun-68	1593
7173	9-Jun-65				7-May-68	1604
7174	22-Dec-64				22-Jul-69	1572
7175	no record*			26-Jul-67	15-Apr-70	2304
7176	no record*				7-May-69	1570
7177	21-Jun-65				4-Oct-69	1563
7178	20-Jan-65				14-Oct-68	1589
7179	no record*				18-Jun-69	1609
7180	no record*				2-Jan-69	1583
7181	26-Jul-65					Wdn 21-May-69
7182	1-Nov-65				2-Feb-70	1610
7183	9-Apr-65				25-Nov-68	1584
7184	26-Oct-65				10-Sep-68	1594
7185	3-Nov-66				11-Mar-69	1580
7186	21-Oct-65				2-Oct-69	1611
7187	11-Jan-67				17-Jan-70	1613
7188	18-Feb-66				25-Feb-69	1565
7189	24-Aug-65				18-Sep-69	1587
7190	30-Dec-65				7-Jan-69	1568
7191	14-Jun-65				22-May-69	1575
7192	25-Aug65				20-Aug-68	1576
7193	no record*	11-Feb-67			19-Feb-69	1579
7194	17-Sep-65				31-Dec-69	2302
7195	18-May-65				15-Mar-68	1601
7196	24-Feb-66				23-Jan-69	1592
7197	18-May-66				14-May-68	1598
7198	no record*			5-May-67	15-Sep-69	1569
7199	no record*				21-Mar-68	1581
7200	31-Oct-66				21-Apr-69	1567
7201	20-Dec-66				23-May-69	1564
7202	6-Jan-66				17-Oct-68	1591
7203	21-Jan-66				21-Aug-69	1618
7204	no record*	24-May-67			2-May-69	wdn
7205	24-May-65				7-Nov-67	1620
7206	26-Jul-65				9-Oct-67	1616
7207	23-Jun-65				26-Sep-68	1619
7208	7-Jul-65				7-Feb-68	2303
7209	4-Sep-65				18-Apr-68	1615
7210	18-May-65				8-Nov-67	disb
7211	21-Oct-65			25-Jul-67 (last blue)	30-Sep-70	1608
	* No works painting record located for having received a yellow warning panel in green livery

Jaffa Cake Livery
Unit	Plain	Lined	To NSE	Notes
1500		14-Nov-85
1501			Out 20-Jun-89	(C2 EH)
1502	19-Sep-85		c.Sep-90
1503		c.Mar-88	Out 7-Feb-91	(C5P SU)
1504		c.Jun-88 Out 27-Jun-88	c.Apr-91
1505		c.Sep-87?	12-Dec-88
1506			c.25-Mar-89 (C2 EH)	(Unit B/G 6-Mar-87 as 1506, was last with six-digit number)
1507			c.Jul-89
1508			19-Jun-89 (C2 EH)
1509			c.9-Jul-89 (C2 EH)
1510		c.Apr-88	Out 22-Jun-89 (C2 EH)
1511			c.Aug-89 (C2 EH)
1512		c.Apr-88	c.Sep-89
1513			c.Oct-89
1514			15-Nov-89 (C2 EH)
1515	c.May-85		c.May-90
1516			c.Oct-89
1517*	c.Jun-85		c.Aug-90
1518*	31-Jul-85		23-May-90 (C3 EH)
1519*	c.Aug-85		c.Oct-90
1520*	10-Sep-85		c.Oct-90
1521*	3-Oct-85		13-Sep-90 (C3 EH)
1522*	17-Oct-85		19-Sep-90 (C3 EH)
1523*	Jan-86	c.May-87 (Royal?)	c.May-90
1524*	c.Jan-86		c.Jul-90
1525*	c.Jan-86		4-Oct-90 (C3 EH)
1526*	16-Jan-86		c.Jan-91
1527*	4-Feb-86		c.Aug-90
1528*	c.Feb-86		c.Dec-90
1529*	c.Feb-86		c.Feb-91
1530*	c.Feb-86		20-Mar-91 (C3 EH)
1531*	c.28-Feb-86		c.Jul-91
1532*	c.7-Mar-86		c.Sep-89	(To EH C3 14-Aug-91 /Out 2-Oct-91)
1533*	13-Mar-86		c.Apr-90 IL?
1534*	c.Mar-86		c.Apr-90 IL?
1535*	24-Mar-86		Out 10-Sep-91 (C3 EH)	Last old style to run
1536*	c.Apr-86	c.Mar-88 Mod	c.Jul-90
1537		c.Aug-86	c.Jul-90	(To EH C3 27-Sep-91)
1538	7-Aug-86		c.Aug-90
1539		14-Aug-86	Out 7-Sep-90 (C5P SU)
1540		c.Sep-86	Out 16-Mar-90
1541		c.Oct-86	c. Mar-90
1542		21-Oct-86	c.Apr-90
1543		c.Nov-86	c.Apr-90
1544		Out 5-Dec-86	c.Dec-90
1545		c.Dec-86	c.Mar-90
1546		1-Apr-87	c.Dec-90
1547		23-Apr-87	c.Jan-90
1548		c.Feb-87	Out 22-Dec-90 (C5P SU)
1549		c.Dec-87	c.Feb-91
1550		c.Jul-87	c.Jan-91
1551		3-Nov-87	c.Feb-91
1552		23-Feb-88 Out 17-Mar-88	c.Feb-91
1553		23-Mar-88	16-Mar-91 (C5P SU)
1554		c.Apr-88	c.Feb-90
1555		14-Jul-87	5-Jan-91 (C5P SU)
1556		c.Jun-88	14-Feb-91 (C5P SU) Out 5-Mar-91
1557		c.Jun-88	Out 7-Mar-91 (C5P SU)
1558		c.Jun-88	c.Mar-91
1559		7-Jul-88 Out 23-Jul-88	19-Mar-91 (C5P SU)
1560			Oct-88
1561			Nov-88 Out 1-Dec-88
1562			c.9-Dec-88
1563		c.19-Feb-88 Out 7-Mar-88	c.Feb-91
1564		c.Nov-87	c.Feb-91
1565		c.25-Oct-87	Out 28-Jan-91 (C5P SU)
1566		Out 10-Jun-87	Out 30-Jan-91 (C5P SU)
1567		28-Apr-87	c.Jan-91
1568		c.Feb-87	Out 18-Dec-90 (C5P SU)
1569		c.Jan-87	c.Aug-90
1570		c.Jan-87	c.Feb-91
1571		c.Jan-87	c.Feb-90
1572		c.Dec-86	c.Dec-90
1573		c.Dec-86	c.Feb-91
1574		In 18-Nov-86 Out 1-Dec-86	c.Nov-90
1575		4-Nov-86	c.Nov-90
1576		16-Oct-86	9-Oct-90 (C5P SU)
1577		c.Oct-86	c.Oct-90
1578		19-Aug-86	c.Aug-90	(Out C3 EH 29-Nov-91)
1579		c.Aug-86	c.Jul-90	(To EH C3 3-Dec-91)
1580		8-Jul-86	c.Mar-90
1581		Out 25-Jul-86	c.15-Sep-90 (C5P SU)	(To EH C3 15-Oct-91 /Out 20-Nov-91)
1582		c.Jun-86	15-Sep-90 (C5P SU)
1583		c.Jun-86	c.Oct-90
1584		c.Oct-86	c.Apr-90
1585	c.Jun-86	c.Oct-90
1586	c.Jun-86		c.Sep-90
1587	c.Jun-86		c.Aug-90
1588		c.Jun-86	c.Sep-90	(Out from EH C3 9-Sep-91)
1589		c.Jun-86	10-Dec-91 (EH C3)	Last Jaffa
1590	c.May-86		7-May-91 (C3 EH)
1591		c.Jun-86	c.6-Apr-91 (C3 EH)
1592	c.12-May-86		c.Jun-91
1593	29-Apr-86		c.Dec-89	(To EH C3 19-Jun-91)
1594	23-Jan-86		c.Dec-90
1595	7-Nov-85		c.Dec-90
1596	c.Oct-85		c.May-90
1597*	c.Oct-85		Out 3-Sep-90 (C3 EH)
1598*	c.Jun-85		c.Apr-90
1599*	c.May-85		c.Jun-90
1600*	28-Mar-85		c.Apr-90
1601*	c.Mar-85		c.May-96
1602*	6-Mar-85		c.Oct-90	1^st Jaffa cake livery
1603			c.Feb-90	Last blue /grey livery
1604			c.Jan-90
1605			c.Dec-89
1606			Out 2-Oct-89 (C2 EH)
1607			c.Jul-88	First NSE livery
1608			c.Sep-89
1609		c.Mar-88	c.Feb-91
1610		c.Mar-88	c.16-Feb-91 (C4 EH)
1611		19-Apr-88	c.Feb-91
1612		22-Jun-87	c.Jan-91
1613		8-Aug-87	c.Feb-91
1614		c.Sep-87	c.Feb-91
1615		c.Nov-87	7-Jan-91 (C5P SU)
1616		c.Jun-88	c.Mar-91
1617		c.Jun-88 Out 14-Jun-88	18-Mar-91 (C5P SU)
1618		29-Jun-88 Out 19-Jul-88	c.Mar-91
1619		24-Sep-88	c.Jun-Apr-91 (C5P SU) Out 23-Apr-91	Last painted in Jaffa Cake
1620			5-Nov-88 Out 23-Nov-88
1621			26-Jan-89 Out 13-Feb-89
2301			17-Mar-88	First NSE livery
2302			c.Jun-88
2303			c.Aug-88 Out 5-Sep-88
2304			c.Apr-89
2305			c.Jul-89
2306			c.Jul-89
2307			c.Feb-89

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Bachmann 4 BEP 7101 and 4 CEP 7113 alongside MLV 68009 ©Ewhurst Green model railway

CEP & BEP Units in Model Form

In 4mm DC Kits produces a kit of the orginal 4 CEP (Class 411) whilst MJT makes etch brass sides for a refurbished 4 CEP. With the arrival of the Bachmann ready-to-run range it has been suggested by some that the DC kits 4 CEP could provide the basis for ‘1951-type’ prototype units.

Bachmann announced the 4mm ‘Phase 1’ 4 CEP as follows (the release dates are to our best understanding):

7105	Green with plain front and whistles New 16^th August 1958. Date of yellow warning panels not known (post 1964). No UIC band over 1^st class. Sporting headcodes 46 & 50. Repainted blue /grey 15^th December 1967.	(Catalogue number 31-425) Released 2010
7113	Blue /Grey Painted blue /grey September 1968 (from green with yellow warning panel). UIC band over 1^st class. Sporting headcodes 8 & 50. Renumbered 1524 on 10^th October 1980.	(Catalogue number 31-427) Released 2010
7119	Blue with full yellow ends and air horns Unit received this livery on 31^st May 1967 (from green). UIC band over 1^st class. Sporting headcodes 5 & 15. Repainted blue /grey 17^th & 20^th October 1969.	(Catalogue number 31-427Z) Released by Modelzone February 2010
7126	Green with yellow warning panel and air-horns Small yellow warning panel 19^th April 1966. UIC band over 1^st class. Sporting headcodes 4 & 18. Repainted blue /grey 21^st November 1968.	(Catalogue number 31-426) Released 2010
7128	Green with yellow warning panel and air-horns Date of yellow warning panels not known (post 1963). UIC band over 1^st class. Sporting headcodes 4 & 82. Repainted blue /grey 12^th & 31^st January 1968.	(Catalogue number 31-426A) Released 2010?
7134	Blue /Grey Painted blue /grey 3^rd /4^th & 7^th September 1970 (from blue with yellow warning panel). UIC band over 1^st class. Renumbered 1553 on 19^th October 1982 with both trailers being exchanged at this time (both having been damaged in a derailment between Farningham Road and Swanley 6^th March 1961).	(Catalogue number 31-427A) Released 2010?
7141	Green with plain front and whistles New 7^th March 1959. Date of yellow warning panels 21st June 1966. No UIC band over 1^st class. Sporting headcodes 5 & 62. MBS 61364 slightly damaged at Eastbourne 4^th August 1963 when unit leading a 12-car train in collision with 3122 in yard headshunt. MBS 61364 & TSK 70290 damaged late 1965 (details unknown) and unit to Eastleigh for repair and overhaul 8^th December 1965, released 4^th February 1966. Repainted blue /grey on 7^th /8^th June 1968.	(Catalogue number 31-425A) Released 2010?
Further releases announced in 2015 were indicated to be:
7106	Green with plain front and whistles New 23^rd August 1958. Date of yellow warning panels not known (may not have received them before painted blue). Unit damaged at Bickley July 1959 and back to traffic late 1959 after repairs. Unit in converging collision with 6043 at Ramsgate station 30^th August 1964 and MBS 61232 damaged, to Lancing for overhaul and repair. Painted blue with yellow warning panel 4^th November 1966.	(Catalogue number 31-425C) Released 2015.
7122	Green with yellow warning panel and air-horns Date of yellow warning panels 28^th April 1966. Repainted blue /grey 23^rd & 29^th August 1968. UIC band over 1^st class.	(Catalogue number 31-426B) Released 2015?
Releases of 4 BEP (Green and Blue /Grey ) announced in January 2017 were:
7005	Green with plain front and whistles New 21^st March 1959 and used on Kent Coast electrification inaugural special trains for BRB and local government officials on 9^th June 1959. Received yellow warning panel by 1965 and repainted blue /grey 16^th May 1968.	(Catalogue number 31-490) Released July 2021
	Understood originally to be released as unit number 7004 (announced in 2017) thence unit number 7003 (announced in 2020); both with yellow warning panels & UIC cantrail bands.
7010	Blue /Grey Outshopped blue /grey 22^nd November 1967. Entered refurbishing to 1534 from 28^th May 1981.	(Catalogue number 31-491) Released July 2021
Refurbished units. Releases of 3 CEP (SWT livery) and 4 TEP (Blue /Grey) announced 2^nd August 2023 followed by 4 CEP (Blue /Grey) and 4 CEP (‘Jaffa Cake’):
1199	3 CEP South West Trains livery Formed 28^th January 2003 (ex.2326) for Lymington branch from 3^rd February 2003. Withdrawn 28^th May 2004 (stripped at Fratton).	(Catalogue number 31-420) Released November 2023
	Sound fitted version of the above.	(Catalogue number 31-420SF)
2703	4 TEP Blue /Grey livery Formed 22^nd December 1983 (ex.1560 - MSO + TBC + TB* + MSO with TB* ex.7021). Disbanded 9^th March 1986.	(Catalogue number 31-424) Released November 2023
	Sound fitted version of the above.	(Catalogue number 31-424SF)
Unit no.411506 ©Ewhurst Green model railway
411506	4 CEP Refurbished Blue /Grey livery Phase 1 unit outshopped refurbishment 18^th November 1978 (being the last to carry the six-digit number). Unit ends renumbered to 1506 c.February 1987 and NSE livery c.25^th March 1989.	(Catalogue number 31-421) Released December 2023
	Sound fitted version of the above.	(Catalogue number 31-421SF)
1522	4 CEP LSE first style ‘Jaffa Cake’ livery Livery applied to 4 CEP units 17^th October 1985 and (in 1986) unit 1522 allocated to St Leonards depot for use on the newly electrified Hastings to London service being classified as 4 CEP (H) with replacement seat coverings, gangway curtains and route branding as the ‘1066 electrics’. Closure of St Leonards depot in October 1987 led to this distinction being abandoned and 1522 allocated back to Ramsgate. Unit outshopped NSE livery 19^th September 1990.	(Catalogue number 31-423) Released December 2023
	Sound fitted version of the above.	(Catalogue number 31-423SF)

In 2011 Graham Farish produced the 2mm ‘Phase 1’ 4 CEP as follows:

7105	Green with plain front and whistles New 16^th August 1958. Date of yellow warning panels not known (post 1964). No UIC band over 1^st class. Repainted blue /grey 15^th December 1967.	(Catalogue number 372-675)
7113	Blue /Grey Painted blue /grey September 1968 (from green with yellow warning panel). UIC band over 1^st class. Renumbered 1524 on 10^th October 1980.	(Catalogue number 372-677)
7126	Green with yellow warning panel and air-horns Small yellow warning panel 19^th April 1966. UIC band over 1^st class. Repainted blue /grey 21^st November 1968.	(Catalogue number 372-676)

4 CEP 7146 with its vertical warning panel (as weathered
and renumbered by The Model Centre, Yorkshire)
©Ewhurst Green model railway

4mm Models and Kadee couplers

Like many modellers, Ewhurst Green has a number of 4 CEP units and these were quickly fitted with Kadee no.20 couplings (as used within Bachmann’s Mk1 BR(S) coaching sets). The no.20 is used so it does not foul the headstock although Bachmann’s dummy buckeye coupling does need to be carefully prised out first.

However, following a number of derailments it was discovered that the NEM pockets (which are fixed to the 4 CEP bogies) are a fraction lower than those on Mk1 coaches causing the Kadee coupling to hang low. Essentially these derailments occurred because the curved steel activating loop that hangs down from the Kadee buckeye coupling can foul the stock rail when passing over switches and crossings (it is the facing loops which can derail whilst the trailing loop flicks up).

The modification is simple and straightforward; remove the Kadee coupling and carefully bend the curved steel activating loop (tightening its curvature upwards) in order to reduce its overall height. Once refitted to the motorcoaches the coupling loop should not foul stock rails (etc) and these units should run without further issue from their buckeye couplings.

Thanks go to railway historian and research author John Atkinson, webpage author, editorial and additional information from railway historian Colin Watts along with thanks to the many photographers listed below their images.

Copyright BloodandCustard.

Photographic copyright as indicated.

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