BR British Rail Crimson & Cream
Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and
Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream
Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson
& Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard
Blood and Custard
British Rail Southern Region
4 CIG & 4 BIG
(Nos.7301 - 7336 &
7031 - 7048)
With the
Crystal Palace and Beulah Hill transmitters just visible along with the Drum
& Monkey public house on Gloucester Road, unit no.7316 leads at Windmill
Bridge Jct. on 5th March 1979. Formerly the Gloucester Arms, like so
many others the public house has succumbed to closure; new-build flats
alongside now hide the derelict building. ©
John Atkinson |
New Brighton Line Stock
(Phase 1 units)
By the early nineteen-sixties, the original express units built
for the Brighton, Worthing and Eastbourne electrification schemes were
approaching thirty years of age and a decision on their replacement was
taken This resulted in an order being
placed on 9th August 1963 for fifty-four 4-car units to a new
design, eighteen of which included a buffet car.
Accordingly, new stock for eighteen 12-car trains would replace
the surviving thirty-nine 6 PUL & 6 PAN units, though the three
5 BEL units were not being replaced at this stage. These new units were
classified as 4 CIG, (Corridor IG Brighton) the “IG” part of the classification coming from
the LBSCR telegraphic code for Brighton which had been “IG”. Those units
including buffet cars were 4 BIG; all these units appeared as 4 CIG nos.7301 - 7336
and 4 BIG nos.7031 - 7048.
A major change to previous practice was the construction of
these units at York Carriage Works, carriage building at Eastleigh having
ceased in 1963 after the construction of the 3H ‘Berkshire’ units and final
batches of 4 CEP and 2 HAP units. Also different was the
concentration of traction power into a single motor coach with both bogies
motored, situated intermediately within the unit, this arrangement becoming
known as the ‘1963 stock’ design. Electrically this was similar to the
earlier ‘1951’ & ‘1957’ equipment but updated. The motors, again the EE507
type, were permanently wired in parallel on each motor bogie but the two pairs
on each motor coach could be coupled in series or parallel and diodes replaced
various relays throughout the units.
These units could work in multiple with all ‘1951’ & ‘1957’
stock, also suitably equipped diesel and electro‑diesel locomotives,
including provision for control of the locomotive from the unit.
The first units started to be built in October 1964 and
continued until January 1966, entering service from March 1965 until
August 1966 with the buffet units all coming later due to slower delivery
of the buffet cars. The first units were delivered to the Southern Region late
in 1964 and the first 4 CIG units entered service on 29th March
1965; initially running with 4 BEP units until the 4 BIG units were
delivered, the first of these entering service in September.
Their Liveries and Allocations are covered in this history.
Unit
Construction
As
with the 4 CEP and 4 BEP units, all vehicles were constructed on
standard 63' 5" underframes, were 64' 6" long over bodywork
and fitted with buckeye couplers throughout. Units were mounted on a new type
of trailer bogie, the BR B5 (S). However, the motor bogies were of the
Mk 4 type (as used on various earlier units). EE507 motors rated at 250hp
were fitted to all four axles of the motor coaches, the shoegear (with
height-limiting bars - these being a new innovation) being located on the
outermost bogie of each driving trailer (there being none on the motor coach
itself).
Another
innovation was the fitting of an electric parking brake on the motor coach (applied
from either driving cab) though this was not entirely satisfactory and was not
fitted to later batches of units.
The
motor generator, compressors (two), electrical switchgear, line breakers and
batteries were all located under the motor coach, both driving trailers having
a large underslung water tank for the lavatories, water being pumped‑up
to roof level by air-operated water raising gear worked off the air supply to
the braking system.
Cab
ends were to a new design, similar to those of the 3D diesel units though
incorporating a gangway connection, this being of steel construction with
rounded edges and recesses below the cab windows for the jumper cables and air
connections.
Large
side lights (windows) were double glazed throughout the unit, smaller ones and
door droplights being only a single pane.
Only
a single guard's position was incorporated in these units, located in the motor
coach towards the centre of the unit with an adjacent luggage van area.
First
class accommodation was situated at the outer end of each driving trailer and
the seating was arranged in compartments with a side corridor. However, all second-class
seating was in open saloons (with the exception of one second-class compartment).
Buffet cars had the kitchen and servery area at one end of the coach; the other
half being fitted with conventional seating with tables.
These
units were delivered in all over green livery with small yellow warning panels
within the nose end gangway door, units 7301 /7303 /7304 & 7320 later
gaining full yellow ends with the green livery; those on 7303 being
experimental with the yellow wrapping round onto the bodyside as far back as
the cab vestibule door. At first repaint they were painted into blue /grey with
full yellow ends, none ever running in all-blue livery.
Further
Orders of Units
(Phase 2 units - 1969)
These
units were considered satisfactory in service and a further order was placed on
23rd June 1969 for more of each type, these ten 12-car trains
being to replace the 4 COR, 4 BUF and 4 GRI stock on the
Waterloo to Portsmouth line and were delivered in 1970 as 4 CIG nos.7337 - 7366
and 4 BIG nos.7049 - 7058.
These
units were again built at York works but had a number of detail differences
from the earlier units, principally that the motor bogies were of a new type
designated the Mk 6, the electric parking brake was abandoned (reverting
to the normal arrangement of conventional handbrakes in each cab) and the
seating was to a different design with a plainer style lacking side headrests
and armrests against the bodysides. Furthermore, the doorways to vestibules
lacked draught screens and the luggage racks did not incorporate reading lights
as on the earlier sets.
Again,
the buffet cars were delivered late and therefore not formed into units in
numerical sequence. A follow-on order placed on 14th October
1969 for further units to replace the remaining 4 COR units on the Central
division and Reading lines were delivered in 1971 & 1972 as units nos.7367 - 7437
and one further unit was built to replace 4 CEP 7181 lost in the Marden
collision, this being numbered 7438 and ordered on 8th May
1970. All these later units were delivered new in blue /grey livery with full
yellow ends.
LOT numbers for the 4 CIG and 4 BIG vehicles, dates of
order, electrical codes and diagram numbers were as follows:
Note: the BR code was allocated in the late 1970s and replaced
the diagram numbers.
Unit nos. |
Coaches |
Type |
Lot No. |
Date |
SR Code |
Diag. No. |
BR Code |
7031-7048 |
76058-76075 |
DTC |
30740 |
9-Aug-63 |
FA |
452 |
EE3.63.0A |
|
62053-62070 |
MBS |
30742 |
9-Aug-63 |
EA |
423 |
ED2.60.0A |
|
69301-69318 |
TB |
30744 |
9-Aug-63 |
BP |
427 |
EN2.60.0A |
|
76112-76129 |
DTC |
30741 |
9-Aug-63 |
FA |
453 |
EE3.64.0A |
7301-7336 |
76022-76057 |
DTC |
30740 |
9-Aug-63 |
FA |
452 |
EE3.63.0A |
|
62017-62052 |
MBS |
30742 |
9-Aug-63 |
EA |
423 |
ED2.60.0A |
|
70695-70730 |
TS |
30743 |
9-Aug-63 |
BO |
472 |
EH2.75.0A |
|
76076-76111 |
DTC |
30741 |
9-Aug-63 |
FA |
453 |
EE3.64.0A |
7049-7058 |
76561-76570 |
DTC |
30802 |
23-Jun-69 |
FA-1A |
453 |
EE3.64.1B |
|
62277-62286 |
MBS |
30804 |
23-Jun-69 |
EA-1A |
423 |
ED2.60.1B |
|
69330-69339 |
TB |
30805 |
23-Jun-69 |
BP-1A |
427 |
EN2.60.1B |
|
76571-76580 |
DTC |
30803 |
23-Jun-69 |
FA-1A |
452 |
EE3.63.1B |
7337-7366 |
76581-76610 |
DTC |
30806 |
23-Jun-69 |
FA-1A |
453 |
EE3.64.0B |
|
62287-62316 |
MBS |
30808 |
23-Jun-69 |
EA-1A |
423 |
ED2.60.1B |
|
70967-70996 |
TS |
30809 |
23-Jun-69 |
BO-1A |
472 |
EH2.75.1B |
|
76611-76640 |
DTC |
30807 |
23-Jun-69 |
FA-1A |
452 |
EE3.63.0B |
7367-7437 |
76717-76787 |
DTC |
30814 |
14-Oct-69 |
FA-2A |
453 |
EE3.64.2B |
|
62355-62425 |
MBS |
30816 |
14-Oct-69 |
EA-2A |
423 |
ED2.60.2B |
|
71035-71105 |
TS |
30817 |
14-Oct-69 |
BO-1A |
472 |
EH2.75.1B |
|
76788-76858 |
DTC |
30815 |
14-Oct-69 |
FA-2A |
452 |
EE3.63.2B |
7438 |
76859 |
DTC |
30827 |
8-May-70 |
FA-2A |
453 |
EE3.64.2B |
|
62430 |
MBS |
30829 |
8-May-70 |
EA-2A |
423 |
ED2.60.2B |
|
71106 |
TS |
30830 |
8-May-70 |
BO-1A |
472 |
EH2.75.1B |
|
76860 |
DTC |
30828 |
8-May-70 |
FA-2A |
452 |
EE3.63.2B |
Allocations
These
units were used throughout the Central and South Western divisions; none at
this stage being used on the South Eastern at this time. The original batch of
parking brake fitted units usually remained restricted to Central Division
routes for crew familiarity reasons. A batch of defective bearings fitted to
units during overhauls affected units from mid-1974 until the end of the year,
with several being stored out of use, a few for some months.
TOPS
In 1972 these units were allocated class numbers under the BR
TOPS classification system, the 4 CIG units becoming Class 431/1 and the
4 BIG units 431/2, though this was revised from 1975 to be more
comprehensive, with the parking brake units now becoming Class 421/1
(4 CIG) & 420/1 (4 BIG) and the later batches 421/2 (4 CIG)
and 420/2 (4 BIG).
The designation was again altered in 1983 with the 4 BIG
units becoming class 422/1 (parking brake) and 422/2 (later build) and these
were the basis of a renumbering scheme for the 4 BIG units from April 1985;
these becoming nos.2101 ‑ 2112 (the remaining original Brighton
line units now class 422/1 and renumbered in order of shopping following
asbestos removal), and nos.2201 ‑ 2210 (the later Portsmouth
line batch now class 422/2).
The
4 CIG units were subject to a similar exercise from July 1987 with nos.7301 - 7336
being renumbered nos.1100 - 1136 (Class 421/1), and later units now
Class 421/2 becoming nos.1237 - 1300 (ex.7337 - 7400) and nos.1201 - 1236
(ex.7401 - 7436) both these number ranges having gaps due to units
having been previously facelifted.
Asbestos
Removal & Facelifting
As the older Brighton line batch of units were built containing
blue asbestos insulation, a program to remove this was commenced in the mid-1980’s
following the 4 CEP refurbishing programme. Most units were dealt with at
Eastleigh though a few were done at Wolverton and whilst the units were heavily
stripped out the opportunity was taken to give them a facelift.
This was nothing like as extensive as that carried out on the
4 CEP units and consisted mainly of fitting fluorescent lighting and
public address systems. Facelifted units were renumbered into a new series
upwards from no.1701 in the order of shopping and six number 4 BIG units
lost their buffet cars; some of these being converted to trailer seconds with one
being scrapped.
1986
Renumbering
Surviving
4 BIG units gained their 2101 ‑ 2112 numbers, those
converted to 4 CIGs being added to the 1701 number series. The later
batches of units did not have blue asbestos insulation but a similar facelift
programme for these units commenced in May 1986 with 4 CIG units being
renumbered into a new series upwards in order of out shopping from 1801; the
4 BIG units retaining their 22xx numbers, though three of these were also
converted to 4 CIG units by the rebuilding of their buffet cars as trailer
seconds.
The
first eleven facelifted ‘phase 1’ 4 CIGs were repainted into the new
London & South East Sector two‑tone brown livery, but following the
decision to supersede this with the later Network South East (NSE) red /white /blue
livery; they were repainted into these colours fairly quickly and units from no.1807
onwards in the later series facelift units carried this livery.
Non-facelifted
units were also repainted into these colours as well. A further renumbering
scheme affected the earlier batches of parking brake units (October 1989) in an
effort to limit the number of Mk 4 motor bogie changes required on the
higher mileage buffet units; the twelve remaining 4 BIG units fitted with
this type of bogie exchanged their buffet cars with trailer seconds from twelve
4 CIG units from the later batches and were renumbered 1751 – 1762
with the twelve ‘new’ buffet units becoming nos.2251 - 2262.
The
continuing facelifting programme on the earlier type 4 CIG units later
absorbed the 1751 number series as units were outshopped renumbered following
on from facelifts; the eventual number range grouping all parking brake fitted
units into one series from 1701 ‑ 1753.
All
these units remained allocated to Brighton depot, but some of the later
4 CIG units started to be allocated to the South Eastern division from
July 1991.
Greyhounds
A
further renumbering scheme to affect the 4 CIG fleet commenced during
May 1990 when several units allocated to Fratton (later Eastleigh
following closure of Fratton as a maintenance depot) were modified to give a
faster acceleration rate, the so called ‘Greyhound’ modification. These were
renumbered into a new series upwards from 1301. A total of twenty-two units
were eventually dealt with.
Rebogied
Units
A small number of the earlier units had their Mk 4 motor
bogies exchanged with the Mk 6 variety from April 1993, these being
recovered from withdrawn 4 REP units though now fitted with standard EE507
motors, these rebogied units being renumbered into a further new series
1901 ‑ 1908, leaving gaps in the 1701 ‑ 1753
series.
8
DIG Units
Four 4 BIG and four 4 CIG units recently overhauled
were permanently coupled from May 1993 to form four 8 DIG units to work
the fast Victoria to Brighton services; these units having some internal
enhancements. This small sub‑fleet included units nos,1901 & 1902
recently renumbered, these two units having only run with their new numbers for
a very short period.
Privatisation
Under the BR privatisation arrangements, the
4 CIG and 4 BIG fleet was split between all three of the new rolling
stock leasing companies, the buffet units all going to Porterbrook Leasing
Company Limited, 4 CIG units working on South West Trains routes also
South Eastern routes going to Eversholt Rail Leasing Limited (this included all
the ‘Greyhound’ units) and those working on Network South Central being
allocated to Angel Train Contracts Limited (this included all the early parking
brake units).
However,
Porterbrook Leasing Company Limited gained ownership of four 4 CIG units,
these being the four formed as part of the 8 DIG fleet.
The
8 DIG units were disbanded from January 1997, the 4 BIG units
reverting to their previous identities. The 4 CIG portions were the only
4 CIG units owned by Porterbrook Leasing Company Limited and three
reverted to their previous numbers, 1801 /1901 & 1902 whilst the former no.1875
became no.1802 (this number vacant due to earlier 4 BIG reformations);
this being undertaken to keep these Porterbrook Leasing Company Limited units
easily identifiable.
Off-lease
Units
Reduced
unit requirements on Network South Central resulted in four other units being
‘off lease’ and stored from May 1995 with a further two were similarly
stored in September 1995; all these stored units being from the Mk 4 motor
bogie batch.
The
‘off lease’ units were swapped with five different ones during 1997, the
one unit not returning to service having a driving trailer completely rebuilt
with a new body as a prototype for a possible rebuilding scheme for further
units.
The
five units ‘off lease’ were overhauled at Eastleigh early in 1998 and all
had returned to traffic by May on ‘short‑term’ leases to Connex; two
working on the South Central franchise and the remaining three on the
South Eastern franchise. These five units had the electric parking brakes
removed during these overhauls and were painted very light grey to distinguish
them from other units on longer term lease. Responsibility for the cost of
overhaul of these five remained with Connex.
Buffet
Cars
Decreasing
use of buffet cars led to eleven of the surviving 4 BIG units losing their
buffet coaches during 1997 and having the compartment areas of both DTC coaches
stripped out and replaced with open seating, the units being reclassified as
3 COP and renumbered 1401 – 1411; these units then being used on
Coastway services from Brighton where vandalism was a problem. Seven of these
were from the no.2201 - 2210 batch, the remaining four from the no.2251 - 2262
batch. The surviving eight 4 BIG units all lost their catering facilities
late in December 1997, though the buffet cars remained formed in the units.
Connex
Livery
Units
leased to Connex South Central began to appear in their yellow /white livery
during 1997, though a few were initially outshopped in all white (nicknamed
‘ghost’ units) whilst problems with painting on the yellow areas were solved.
Similarly, those working for South West Trains also started gaining their new
red /white /orange /blue livery during 1997.
SWT
South West Trains
took over the leases of the surviving eight 4 BIG units from May 1999,
though two had been operating for them since June 1998. All ran briefly with
the buffet facilities out of use prior to being taken to Eastleigh for overhaul
and repainting in SWT livery. During these overhauls the buffet cars were
withdrawn for disposal and replaced by former 4 CEP TSO vehicles spare
since the reduction of a number of 4 CEP units to three cars on Connex
South Eastern. These reformed units were then renumbered into a further new
series, Class 421/9 from no.1392 to 1399. The 4 CEP vehicles
were equipped with B5 bogies to match the remainder of the trailer coaches
whilst the motor coaches gained the ‘Greyhound’ modification.
TPWS
The
fitting of TPWS (Train Protection Warning System) began in February 1999 when
CSE unit 1878 had a trial installation for test assessment over the Tonbridge -
Hastings line which was one of the experimental trial routes equipped. All
remaining CSE allocated units were done late in 1999 with the exception of the
three ‘white’ units 1701/42/48 also unit 1812 still in use for experiments with
CDL (Central Door Locking) and ‘Cup & Cone’ trials. The fitting of this
equipment was to be mandatory for all units remaining in service after 31st December
2002 and 18xx units working on the South Central routes began to be fitted at
Lovers Walk from April 2002, whilst most of the 17xx & 19xx units were done
at Eastleigh works, though some units of these batches were not planned to be
fitted but withdrawn instead before the deadline.
The
3 COP units were also not included in the scheme as they were planned to
be amongst the first units displaced by new Class 375/377 units in September
2002, but plans were changed and these units were then retained for longer and
fitted, displacing more 4 CIG units for disposal. SWT had not commenced
fitting any of their 4 CIG units by June 2002, but a programme commenced
soon afterwards and all were eventually fitted.
Class
375 Introduction
Introduction
of further Class 375 units on South Central (initially on Coastway
services from December 2002) displaced many of the 3 COP units, these then
being used elsewhere covering 4 CIG diagrams. This led to the first
withdrawals of undamaged 4 CIG units with units nos.1702 /1703 /1705 /1706
/1707 /1731 & 1750 all being taken out of service in December 2002 and
January 2003 with five going to storage at Shoeburyness.
Unit
no.1705
Withdrawn
unit no.1705 was retained for restoration to green livery and its original
number of 7301 as a ‘heritage’ unit. However, this did not take place and it
remained at Selhurst depot used for train evacuation training exercises into
2004.
377
Delays
Units
nos.1709 /1710 /1734 /1736 & 1737 remained in traffic not TPWS fitted for
the time being, subsequently nos.1710 & 1734 were fitted and the other
three withdrawn.
Delays
in bringing further Class 375 units into service on Connex South Eastern
led to their three ‘white’ units being fitted with TPWS after all during March
2003; all running on into 2004.
Further
introductions of new Class 377 units on South Central and
Class 375/9 units on South Eastern Trains saw further 4 CIG units
withdrawn early in 2004, units from all batches being affected - mostly as they
became due for bogie overhauls. Four of the 3 COP units were withdrawn in
the latter part of 2003, whilst the remainder in traffic were augmented to
4-car by the insertion of a 4 CIG TSO vehicle recovered from units already
withdrawn. Further batches of 4 CIG units from both SET & Southern (as
South Central was now known) were withdrawn around the timetable change of 24th May
2004, including one of the SET ‘white’ units and the first of the 4 COP
units.
Final
Withdrawals
Continued
introductions of new ‘Desiro’ units on SWT, both 4-car Class 450 and 5-car
Class 444 versions, saw the commencement of withdrawals of SWT’s
4 CIG units; a few of the 13xx batch of ‘Greyhound’ units going in July,
whilst a start was made on the 18xx units in September.
On
SET withdrawals of 4 CIG units continued through the summer of 2004 and
the last unit allocated to Ramsgate, 1843, was withdrawn in November. The first
of the hybrid 139x batch of units on SWT was disbanded in October 2004, the
ex 4 CEP TSO being withdrawn and the remaining three 4 CIG
vehicles being formed as a 3-car unit numbered 1499 for use on the Lymington
line.
On
‘Southern’ withdrawals of units continued steadily and in early February 2005,
the last complete ‘phase 1’ unit (no.1704) was withdrawn for disposal.
Withdrawals also affected the 4 COP batch, and the final one of these to
run in traffic (no. 1411) was withdrawn in March 2005, resulting in the final
withdrawal from service of vehicles from the original batches of ‘Brighton’ units.
Two
further SWT units (nos. 1883 and 1888) were disbanded in January 2005 and their
TSO coaches withdrawn; the remaining three coaches of each then receiving
modifications at Wimbledon Park and conversion to units nos.1497 and 1498
for long‑term use on the Lymington branch. These alterations involved the
provision of a disabled area in the former brakevan and both were finished in
‘heritage’ liveries.
Further withdrawals on SWT saw their last two units of the 18xx
series withdrawn at the end of April 2005 and the final ‘Greyhound’ unit
withdrawn in late May 2005, leaving just two of the 139x batch to run until 26th May
which was the last day of scheduled slam‑door operation on SWT.
This just left a few remaining 18xx units working for ‘Southern’
and more withdrawals here saw only two units, 1805 and 1866, working into
August 2005. These two were withdrawn after operation of the ‘Sussex Slammer’
Railtour 19th December 2005, bringing an end to operation of
4 CIG units. Just the two 3-car units modified for working on the
Lymington line then remained in traffic, these gaining various exemptions to
allow operation (on this line only) beyond 2005. These two units remained in
use on this line until 22nd May 2010 when they were finally
replaced by Class 450 units from the timetable change.
Unit no.7336
trailing (last built ‘Brighton’ 4 CIG) a classic ‘ICBC’ formation as it leaves
Gatwick Airport platform 4 (Up Fast) for Victoria on Saturday 9th
September 1978. ©
John Atkinson |
4 CIG units nos.7301 – 7336
(Phase 1 units for the Brighton Line)
These
units were the first of the class to enter service from March 1965 on
Central Division services, all painted in green livery with small yellow
warning panels. Each unit consisted of a Driving Trailer Composite (DTC) at
each end, a Motor Brake Second (MBS) and a Trailer Second (TSO).
Overall
length of each unit was 265' 8½", each weighed 148 tons and
seated 42 first and 192 second-class passengers.
With original Trojan moquette, saloon end of ‘Brighton’ DTC diag.
no.453 car looking past the toilets into the adjacent MBS. © Alan Hawes /SEG Archives |
DTC
(Driving Trailer Composite)
The
DTC comprised a driver's cab with a gangway incorporated in the cab end and
fitted with similar equipment to those of the earlier 4 CEP units. Also
fitted was a ‘series only’ switch for use when ascending the Folkestone Harbour
branch (although these units never worked there) and diesel-engine start-capability
(auxiliary buttons) for use when the unit was operating with diesel or electro‑diesel
locomotives. These buttons (auxiliary power on & auxiliary power off)
enabling the engine to be started remotely from the cab of the unit; a feature
being fitted to all subsequent ‘1963 type’ units.
4 CIG auxiliary power on & auxiliary
power off buttons ©
Paul Hubbard |
Behind
the cab was a full width entrance vestibule with inwards opening doors for
driver access, there being a swing door on the offside leading to a passenger
corridor past the first-class compartments. Each DTC had four compartments, all
being to first-class standards. However, in one DTC (marshalled next to the
motor coach) the innermost compartment was equipped to second-class standards
(although built to first-class dimensions).
|
|
|
With original
pattern moquette, first-class compartment in a ‘Brighton’ DTC diag. no.453
car. Note the
adjustable seats (the pull-handle can just be seen under the leading edge on
the centre-seat squab). The arm-rests
were fixed and in the smoking compartments, had a built-in ash-tray in their
ends. Above is the ‘string’
luggage /umbrella rack, shoulder lamps and mirror. The floor is covered by a loose-fitted carpet. |
|
With original
plain pattern moquette, single standard-class compartment in a ‘Brighton’ DTC
diag. no.453 car. Four-aside
fixed seating with no central armrests or seat adjustment in this non-smoking
compartment. Like the
first-class compartments, the bulkhead panelling was rosewood-effect Formica. Out of sight is
the heating control switch above the compartment’s sliding door. The floor is bare linoleum without any carpeting. |
© Alan Hawes /SEG Archives |
|
© Alan Hawes /SEG Archives |
Each
first-class compartment seated six and that behind the cab had an access door,
there also being one opposite in the corridor. At the far end of the corridor
alongside the compartments (on the secondman’s side) a further swing door
divided the corridor from the second-class saloon, this door being situated one
compartment further towards the cab in the DTC with the second-class
compartment (which seated eight).
This
swing door led into a wide full width vestibule with four seats along the
compartment side wall and access doors on each side. Opposite these were
draught screens with an opening leading to the three-bay passenger saloon, that
at the far end of the coach having an access door on each side. A central
sliding door divided this saloon from a short passageway between two
lavatories.
This
DTC coach weighed 35 tons and seated either 24 first and
28 second (Diagram No. 452) or 18 first and 36 second (Diagram No.
453) depending on the second-class compartment configuration.
With original Trojan moquette, saloon end of ‘Brighton’ MBS.
Note gangway side-headrests with their
integral grab handles, below which was a moquette-covered padded panel for
the comfort of standing passengers. The later Portsmouth units did not have
these; the grab-rail being along the ridge of the seat backs. In the distance
is the four-seat bench across the partition to the guard’s compartment.
Photographed in-works, a cover has been removed above the gangway on the
centre draft-screen; the bay beyond having external passenger doors. © Alan Hawes /SEG Archives |
MBS
(Motor Brake Second)
The
Motor Brake Second vehicle was marshalled with the luggage van area towards the
centre of the unit, so entering from the driving trailer there was a full width
entrance vestibule with access doors both sides divided from the saloon by a
central sliding door.
Seating
was in a seven-bay saloon, with draught screens dividing this into four and
three, the seats beyond this screen having outside access doors each side. The
final bay had four seats arranged along the partition dividing the saloon from
the guards' van and an offset door (to the nearside when the motor coach second
vehicle in direction of travel) led to a gangway past the guard's van and the
luggage area, which was 12' 5" long.
The
gangway was divided from the guard's compartment by a sliding door and
separated from the luggage area by a wire mesh screen with double sliding
doors. An inwards opening door gave access to the guard's compartment, a
similar one on the corridor side blocking the corridor when opened.
There
were double outwards opening doors on each side by the luggage area, and the
gangway kinked round to give access to the gangway through to the trailer
second. This MBS coach weighed 48 tons and seated 56 second and was
to diagram no 423.
With original Trojan moquette, ‘Brighton’ TS. Note metal luggage
racks with integral reading lamps (these had glass shades); the later
Portsmouth units did not have these lamps. © Alan Hawes /SEG Archives |
TS
(Trailer Second)
The
trailer second had a full width entrance vestibule at each end divided from the
saloon by sliding doors. Seating was in a nine‑bay saloon with side
access doors to the centre-most bay along with a draught screen to one side of
these seats dividing the saloon into five and four bays. This coach weighed
31 tons and seated 72 second and was to diagram no 472.
Interior
Decor
Interior
decor of these units was similar to that of the earlier 4 CEP and
4 BEP fleet with saloon panelling in white at the ends and steel blue on
bodysides with a black strip below window level. Sliding doors had white
panelling on both sides, whilst sliding compartment doors were grey.
Seating
material was the grey with multi-coloured dots ‘Trojan’ pattern in second-class
areas with a charcoal black in first-class compartments. Seating units in
saloons had green patterned Formica panelling alongside the gangway.
Curtains
were a mustard /yellow colour (later changed to orange) and internally
compartments were equipped with cream-coloured pull-down blinds.
Delivery
of Units
New
units were delivered direct from York works to Selhurst depot (some being
steam-hauled en-route) where they were fitted with shoegear, commissioned and
tested. The first (no.7301) arrived on 21st September (with
‘paint date’ 18th September 1964) with the first trial run taking
place on 14th October 19t64 to Brighton with trips to Ford made in
the next few days.
Driver
training runs commenced from 2nd November 1964 and the unit was
displayed at Waterloo on 6th November 1964 prior to being taken to
Eastleigh 9th November 1964 for some minor modifications (these then
being incorporated into subsequently built units). It was released 23rd
November 1964.
Units
nos.7302 and 7303 arrived at Selhurst early in November 1964 and the remainder
then followed at regular intervals. It had been planned to deliver the first
eighteen 4 CIG units (followed by the 4 BIG units) then the remaining
eighteen 4 CIG units, but late completion of the buffet cars led to this
being altered with the 4 BIG units being delivered alongside the higher
numbered 4 CIG units.
Public
Running
The
first public trips with the new units took place on 29th March 1965
with units 7305 /7313 /7314 working 08.20 Brighton to London Bridge and 09.30
return followed by a press special to Lewes at 11.52 (with a 12. 35 return)
before running empty to London Bridge to work the 17.02 to Eastbourne and empty
back to Brighton.
With
the exception of the two press specials, these trains became the first regular
4 CIG workings. Some newly delivered units were stored for a time at Ford
pending commissioning at Selhurst, units 7306 /7307 being there at the end of
February 1965.
CIG
units no.7301 – 7336 out of York
Release
dates from York Carriage works were as follows:
7301 |
7302 |
7303 |
7304 |
7305 |
7306 |
7307 |
7308 |
7309 |
7310 |
7311 |
7312 |
7313 |
7314 |
7315 |
7316 |
7317 |
7318 |
7319 |
7320 |
7321 |
7322 |
7323 |
7324 |
7325 |
7326 |
7327 |
7328 |
7329 |
7330 |
7331 |
7332 |
7333 |
7334 |
7335 |
7336 |
Into Service
Once
all were delivered, these units took over many of the main‑line workings
on the Central Division, being seen as far west as Portsmouth and east at Ore.
Some South Eastern drivers at Ashford were trained on them to enable
transfer trips to /from Chart Leacon repair shop to operate and similar
arrangements were made with some South Western drivers to allow units to
reach Eastleigh works.
Possibly
the first passenger trip off the Central division took place on 15th
August 1965 when units nos.7313 & 7316 were used on an excursion from
Clapham Junction to Ramsgate via Birkbeck.
Units
were based for maintenance at Lovers Walk depot and received regular bogie
changes at Chart Leacon whilst body overhauls were done at Eastleigh
works.
SWD
‘Push-Pull’ trials
Units
were loaned to the SWD for a series of ‘Push-Pull’ trials with an 8 CIG
formation coupled to an EDL (electro-diesel locomotive), these workings based
at Stewarts Lane /Wimbledon Park commenced on 14th June 1965 in
connection with the Bournemouth electrification scheme with units nos.7316
& 7317 in use on the first day. A further series in September 1965 saw
units 7301 /7311 & 7317 in use with two number EDLs.
Liveries
All
units were repainted into blue /grey livery with full yellow ends from mid‑1967,
units nos.7301 /7303 /7304 & 7320 having gained full yellow ends whilst
still in green, those on unit 7303 (the first done in March 1967) wrapping
round onto the bodyside as far back as the first crew door. The last green 4
CIG unit to run was no.7302 (repainted in October 1970) this having been the
only green unit repainted in its original style with green ends in January
1967.
Facelifting
These
units started to receive facelifts, often combined with asbestos removal during
the mid-1980s involving the provision of fluorescent lighting and public
address systems and in some cases, an alteration to the seating with headrests
and armrests removed by the seats against the bodysides.
Units
so treated were renumbered into a new series upwards from no.1701 in order of
shopping. However, some units had asbestos stripping without the facelift and
were later renumbered into a series nos.1100 to 1130 from June 1987,
retaining their last two digits. Subsequently these units were also facelifted
and further renumbered into the 17xx range, again in order of shopping.
Compartment
Changes
Facelifted
units (along with one asbestos strip unit - no.7310) had the seating layout in
the DTC coaches altered and standardised at each end. The compartment nearest
the cab (i.e. the one with the external door) was downgraded to second-class
whilst in the DTC with a former second-class compartment at the inner end, this
was upgraded to first-class. The latter involved moving the door in the corridor
to a new position at the corridor end. In this form both DTC coaches seated
18 first and 36 second and unit totals were altered to 36 first
and 200 second.
Unit
formations
(nos.7301 – 7336)
Date
below unit number is date of first release to traffic.
‘Date In’
column is date unit to works for asbestos strip (A) or asbestos strip &
facelift (F). Most units were done at Eastleigh, but those done at Wolverton
are shown with a (W). Facelift units emerged from works with new 17xx numbers
as shown. Code is the electrical code allocated to each vehicle.
Unit No. |
DTC |
MBS |
TS |
DTC |
Date in |
New No. |
Diag. No. |
453 |
423 |
472 |
452 |
||
7301 |
|
|
70695 |
|
1-July-85 |
1705 |
7302 |
|
|
70696 |
76023 |
26-Feb-86 |
1714 |
7303 |
76078 |
62019 |
70697 |
|
30-Oct-85 |
1710 |
7304 |
76079 |
62020 |
70698 |
76025 |
8-Jan-86 |
1712 |
7305 |
|
|
70699 |
76026 |
11-Dec-85 |
1105 |
7306 |
76081 |
62022 |
70700 |
|
28-May-86 |
1718 |
7307 |
|
62023 |
70701 |
|
18-Mar-86 |
1715 |
7308 |
76083 |
62024 |
70702 |
76029 |
7-May-86 |
1717 |
7309 |
76084 |
62025 |
70703 |
76030 |
27-Aug-85 |
1707 |
7310 |
76085 |
62026 |
70704 |
76031 |
Jul-84 |
1110 |
7311 |
76086 |
62027 |
70705 |
76032 |
1-Dec-83 |
1111 |
7312 |
76087 |
62028 |
70706 |
76033 |
21-Feb-85 |
1701 |
7313 |
76088 |
62029 |
70707 |
|
24-Nov-86 |
1725 |
7314 |
76089 |
62030 |
70708 |
76035 |
Jan-85 |
1114 |
7315 |
76090 |
62031 |
70709 |
76036 |
19-Aug-86 |
1721 |
7316 |
76091 |
62032 |
70710 |
76037 |
16-Jan-85 |
1116 |
7317 |
|
|
70711 |
|
13-Jun-85 |
1704 |
7318 |
76093 |
62034 |
70712 |
76039 |
2-May-85 |
1118 |
7319 |
76094 |
62035 |
70713 |
76040 |
7-Aug-85 |
1706 |
7320 |
76095 |
62036 |
70714 |
76041 |
Not sent |
1120 |
7321 |
76096 |
62037 |
70715 |
76042 |
Not sent |
1121 |
7322 |
76097 |
62038 |
70716 |
76043 |
1-May-85 |
1703 |
7323 |
|
|
70717 |
|
28-Nov-85 |
1123 |
7324 |
76099 |
|
70718 |
76045 |
4-May-87 |
1728 |
7325 |
76100 |
62041 |
70719 |
76046 |
15-Apr-86 |
1716 |
7326 |
76101 |
62042 |
70720 |
76047 |
10-Apr-85 |
1702 |
7327 |
76102 |
|
70721 |
76048 |
20-Aug-85 |
1127 |
7328 |
76103 |
62044 |
70722 |
76049 |
8-Oct-85 |
1709 |
7329 |
76104 |
62045 |
70723 |
76050 |
8-Apr-87 |
1729 |
7330 |
76105 |
|
70724 |
|
5-May-87 |
1730 |
7331 |
76106 |
62047 |
70725 |
76052 |
17-Sep-86 |
1722 |
7332 |
76107 |
62048 |
70726 |
76053 |
14-Oct-86 |
1723 |
7333 |
76108 |
62049 |
70727 |
76054 |
Withdrawn |
- |
7334 |
|
|
70728 |
|
22-Jan-87 |
1736 |
7335 |
76110 |
62051 |
70729 |
76056 |
16-Sep-85 |
1708 |
7336 |
|
62052 |
70730 |
76057 |
10-Feb-87 |
1727 |
‘New’ units formed from 4 BIG units |
|
||||||
Unit No. |
DTC |
MBS |
TS |
DTC |
Date in |
New No. |
|
Diag. No. |
453 |
423 |
472 |
452 |
|||
7299 |
76098 |
62039 |
71021 3 |
76044 |
14-Jul-86 |
1720 |
|
7300 |
76125 |
62066 |
71051 4 |
76071 |
23-Nov-85 |
1100 |
|
Footnote (nos.7301 – 7336) |
|
1 |
DTC 76108 and MBS 62064 released 26-Feb-66. |
2 |
DTC Diagram 453. |
3 |
4 VEP TS, Diagram 474, Code
BQ. |
4 |
TS Code BO-1A. |
No. |
Individual Unit Notes |
7301 |
Unit commenced service 31‑Mar‑65. TS 70695 exchanged with TB 69307
(ex.7037) about Apr‑79 and units exchanged identities whilst damaged
vehicles of 7037 (76118 + 62059 + 76064) repaired following damage
in the Patcham collision of 19‑Dec‑78. Unit back to traffic mid-June 1979 formed
76118 + 62059 (both 7037) + 70695 (7301) + 76108 (7333).
76108 replaced by 76076 returned from 7037 from 30‑Jun‑79 and
unit reverted to original formation from 19‑Jul‑79. |
7302 |
Unit commenced service 29‑Mar‑65. DTC 76077 and MBS 62018 both temporarily
exchanged with 76119 and 62060 (both ex.7038) for about four weeks in Apr-84
pending fire damage repairs to 62060. |
7303 |
Unit commenced service 7‑May‑65. Unit to Eastleigh for C6 overhaul 16‑Feb‑67,
released 16‑Mar‑67 still green but with full yellow ends which
wrapped around onto bodysides as far back as the first crew door. Unit rammed by D7013 at Portsmouth & Southsea
High level 15‑Dec‑71 and to Eastleigh 6‑Jan‑72 for C1
overhaul and repair, released 24‑Mar‑72. Unit completely derailed at Southerham Junction 15‑Jun‑76
and DTC 76024 after repair temporarily exchanged with damaged 76074 (ex.7047)
Oct-76 to Jan‑77 when all four repaired at Eastleigh and unit back to
normal formation. |
7304 |
Unit commenced service 29‑May‑65. |
7305 |
Unit commenced service 29‑Mar‑65. Unit suffered problems with underframe alignment
and MBS 62021 exchanged with similarly defective 62040 (ex.7324) at
Lovers Walk 20‑Feb‑66; unit back to York works for rectification
between 28‑Feb‑66 and 9‑May‑66. No.62040 then
exchanged back with 62021. Unit slightly damaged (details unknown) in May-66 and to Eastleigh for repairs between 1‑Jun‑66
and 7‑Jul‑66. DTC 76026 damaged about Sep-67 (details unknown) and DTC 76080
temporarily exchanged with damaged 76111 (ex.7336) and unit to Eastleigh 27‑Sep‑67
for C6 overhaul and repair. Released 13-Oct-67 in blue/grey livery still
mis-formed, unit reverted to original formation at Lovers Walk in Nov-67
after 7336 also overhauled and painted blue /grey. Unit to Wolverton 11‑Dec-85 for asbestos
strip, released 17‑Apr-86. |
7306 |
Unit commenced service 7‑May‑65. DTC 76027 exchanged with 76072 (ex.7045)
Jan-84 and unit out of service. Early in Feb-84 76072 exchanged with 76034
(ex.7313) and unit still held out of service. These two vehicles swapped back
after about a week and 7306 back to traffic still mis-formed with 76072 in
place of 76027. Reverted to original formation 3-Aug4, but not
before unit overhauled at Chart Leacon and fitted with AWS so 76027 was
missed and unit returned to Chart Leacon Jun-84 for this coach to be fitted. |
7307 |
Unit commenced service 2-Aug‑65. TS 70701 temporarily exchanged with
TB 69317 (ex.7047) Apr‑78 and remaining three cars of unit ran as
4 BIG no.7047 for a few days. |
7308 |
Unit commenced service 28‑Jun‑65. |
7309 |
Unit commenced service 28‑Jun‑65. One DTC (which?) damaged in collision with
unit no.2121 in Three Bridges sidings c.1-Aug‑69. |
7310 |
Unit commenced service 7‑May‑65. Unit to Eastleigh Jul-84 as a prototype for
asbestos stripping. Released 15‑Feb-85 and had both DTCs modified with
a second-class compartment at the outer end (behind cab) and three
first-class compartments innermost, both DTC coaches now seating
18 first and 36 second and unit total now 36 first and
200 second. This seating arrangement became standard for all facelifted
4 CIG units, but this remained the only non-facelifted 4 CIG unit
to run in this form. |
7311 |
Unit commenced service 4‑Sep‑65. Unit to Wolverton c.1‑Dec-83 as a prototype
for asbestos stripping. Released 2‑Nov-84. |
7312 |
Unit commenced service 7‑May‑65. |
7313 |
Unit commenced service 29‑Mar‑65. Unit damaged about Jul-67 (details unknown) and DTC 76088 and MBS 62029 damaged,
unit to Eastleigh 26‑Jul‑67 for C6 overhaul and repair, released
22‑Sep‑67 in blue /grey livery. DTC 76034 exchanged with 76072 (ex.7306 but
from 7045) for about a week in Feb-84, reverted back to booked formation. |
7314 |
Unit commenced service 29‑Mar‑65. Unit to Eastleigh for asbestos strip Jan-85,
released 8‑Mar-85. |
7315 |
Unit commenced service 7‑May‑65. |
7316 |
Unit commenced service 6‑Jul‑65. MBS 62032 briefly exchanged with defective
62066 (ex.7048) Feb‑75. Unit to
Eastleigh for asbestos strip 16‑Jan-85, released 3‑Jun-85. |
7317 |
Unit commenced service 4‑Sep‑65 having
been loaned to the SWD for Bournemouth line trials. TS 70711 exchanged with TB 69314
(ex.7044) Jan‑78 (details unknown)
and unit ran as 4 BIG no.7044 until 2‑May‑78 when arrived at
Eastleigh for C1 overhaul and reformed to normal when released 2‑Jun‑78.
Unit damaged (details
unknown) Apr-83. |
7318 |
Unit commenced service 4‑Jun‑65. MBS 62034 briefly exchanged with defective
62066 (ex.7044) Nov‑75. Unit to Wolverton for asbestos strip 2‑May-85.
Unit intended to be facelifted as 1705 but overhaul downgraded to C1 from
C1F. Released 11‑Dec-85 but returned to works for rectification 9‑Jan-86
and released again 5‑Feb-86. |
7319 |
Unit commenced service 29-Oct-65. Three coaches of unit fire damaged at Victoria 22‑Jul‑78
but repaired at Slade Green with 76040 + 70713 + 62035 being released 1‑Nov‑78. |
7320 |
Unit commenced service 2-Oct-65. DTC 76041 slightly damaged about Mar-67 (details unknown) and unit to Eastleigh
31‑Mar‑67 for C6 overhaul and repair. Released 12‑May‑67
repainted in green livery. |
7321 |
Unit commenced service 13‑Nov‑65 |
7322 |
Unit commenced service 29‑Oct-65. |
7323 |
Unit commenced service 13‑Nov‑65. TS 70717 exchanged with TB 69308
(ex.7038) and units exchanged identities 28‑Nov-85 and no.7323 to
Wolverton for asbestos strip as 76119 + 62060 + 70717 + 76065.
Released 17‑Apr-86, this revised formation becoming permanent. |
7324 |
Unit commenced service 13‑Nov‑65. MBS 62040 had underframe defect and exchanged
with 62021 (ex.7305) from 20‑Feb‑66 to 9‑May‑66
whilst 62040 repaired at York as part of unit no.7305. Unit derailed and
damaged at Victoria whilst mis-formed 23-Mar-66. |
7325 |
Unit commenced service 27‑Nov‑65. One DTC of unit (which?) damaged c.1978 (details
unknown) and unit to Slade Green for bodyside repairs. Unit to Eastleigh for asbestos strip and facelift
15‑Apr-86. TS 70719 replaced by 71768 rebuilt from buffet 69317
(ex.7047) and unit released 20-Aug-86 renumbered 1716. TS 70719 included
in unit no.1719. |
7326 |
Unit commenced service 3‑Jan‑66. |
7327 |
Unit commenced service 29‑Nov‑65. Unit slightly damaged (where?) mid-1966,
repaired by 29‑Jun‑66. MBS 62043 temporarily exchanged with 62064
(ex.7042) Oct-78 to Nov‑78 and unit out of use in this formation. Unit to Wolverton for asbestos strip 20-Aug-85,
released 5‑Feb-86. |
7328 |
Unit commenced service 3‑Jan‑66. |
7329 |
Unit commenced service 8‑Dec‑65. |
7330 |
Unit commenced service 3‑Jan‑66. Unit derailed at Copyhold Junction 28‑Jun‑71
and DTC 76105 slightly damaged. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I.
K. A. McNaughton. His Copyhold Junction accident report summary stated: As the 06.41 Norwood Junction to Brighton
12-car EMU train was passing over the facing points where the Down Local line
diverges from the Down Through line at Copyhold Junction, having passed the
signal protecting the junction at a proceed aspect, the points moved under
the leading coach, the leading bogie becoming derailed and the remainder of
the train being diverted to the Down Local line. The points were operated by the
signalman at Haywards Heath who, mistakenly, thought that the train was held
at the protecting signal on account of a points failure. However, the failure
occurred after the train had passed the signal and had the effect of
destroying the approach locking on the facing points, leaving them free to be
moved under the train. The speed of the train at the time of
derailment was about 40 miles/hr. There were no casualties and only minor
damage was caused to the leading coach and to the track and signalling. Unit out of use with defective bearings during
late 1974, stored at Selhurst then Gatwick prior to movement to
Chart Leacon c.3-Oct-74 where motors and shoes removed and unit back to
Norwood yard for storage from 17Oct-74. Back to traffic c.Mar‑75. Unit stopped with defects about 27‑May-83
and DTC 76051 exchanged with 76113 (ex.7036 but originally from no.7032)
and unit held out of service, both DTC coaches having a second-class
compartment. MBS 62046 exchanged with 62064 (ex.7042) at this time.
These MBS coaches swapped back Aug-83 and unit back to traffic; now seating
36 first and 200 second. |
7331 |
Unit commenced service 3‑Jan‑66. |
7332 |
Unit commenced service 10-Mar‑66. |
7333 |
Unit commenced service 31‑Mar‑66. Unit badly damaged in the Patcham collision of 19‑Dec‑78
and DTC 76054, TS 70727 and MBS 62049 all withdrawn,
officially from 9‑Apr‑79. 76054 scrapped on site, the other two
being cut‑up later at Hassocks Apr‑79. DTC 76108, after
repairs by Jun‑79, was sent to Eastleigh 21‑Dec‑79 for C1
overhaul where it remained until released 26‑Jan-81 as spare and used
in numerous units with defective DTCs. HM Railway Inspectorate’s Inspecting Officer was
Major C.F. Rose. His Patcham accident report
summary stated: Shortly before 23.20, the 21.50 London
(Victoria) to Brighton electric passenger train, formed of 12 coaches, was
brought to a stand at Signal CA.4 some 506 yards north of Patcham Tunnel. At
23.22 it was struck violently in the rear by the 21.40 Victoria to
Littlehampton electric passenger train, formed of 8 coaches. The driver of this
train had received a single yellow (caution) aspect at signal CA.164, just
over 1½ miles in rear of Signal CA.4, but the train's speed had not been
significantly reduced by the time it passed the next signal, CA.6. This
signal, which should have been showing a red aspect protecting the rear of
the 21.50 train, was almost certainly unlit as the 21.40 train passed it. The
train continued at speed until the driver made an emergency brake application
on sighting the stationary train ahead. The brake application had little time
to take effect and the train was still travelling at between 45 and 50 mile/h
when it ran into the back of the one in front. The collision was very destructive and
I regret to report that one passenger, together with the driver of the 21.40
train and another railwayman, who was on duty but travelling as a passenger,
lost their lives. One passenger was seriously hurt, 6 were taken to hospital
but were allowed home after treatment: and a further 50 received minor
injuries. |
7334 |
Unit commenced service 2‑Apr‑66. TS 70728 exchanged with TB 69312
(ex.7042) Mar‑78 and unit ran as 4 BIG unit no.7042 until Apr‑78. |
7335 |
Unit commenced service 25‑Apr‑66. |
7336 |
Unit commenced service 2‑Apr‑66. DTC 76111 damaged about Sep-67 and temporarily
exchanged with 76080 (ex.7305) by 27‑Sep‑67 when no.7305 sent to
Eastleigh for overhaul /repair. Mis-formed no.7336 ran until also to
Eastleigh 12‑Oct-67 for C6 overhaul, released in blue /grey livery 27‑Oct-67
and units nos.7305 /7336 then reverted to original formations at Lovers Walk
in Nov-67, both now blue /grey. |
Sporting
headcode ‘4’ unit no.7034 (4 BIG) approaches Clayton Tunnel on a frosty Saturday
morning, 13th January 1979 (taken from the public footpath to
Hassocks). For a Brighton service, it was relatively unusual for the 4 BIG to
be leading 8 CIG; normally this only happened on the Eastbourne services
whereas on the West Coastway the 4 BIG was usually trailing (London-end). ©
John Atkinson |
4 BIG
units nos.7031 – 7048
(Phase 1 units for the Brighton Line)
These
units were introduced during 1965 to run with the 4 CIG units, but late
delivery of the buffet cars meant that most were later into service than the
4 CIG units. The DTC & MBS vehicles were identical to those in the
4 CIG units, the TSO vehicle being replaced by a trailer buffet (TB).
4 BIG buffet car serving counter with steward on duty © Jon Hills |
TB
(Trailer Buffet)
The
Trailer Buffet vehicle consisted of a full width entrance vestibule with access
doors both sides, followed by the servery area and kitchen. Opposite the
serving hatch were four seat rests located longitudinally along the coach side,
also a length of shelf for drinkers.
The
remainder of the vehicle consisted of a five-bay saloon, the bay at the buffet
end having access doors each side, the remaining four bays of seating all
having tables. This saloon seated 40 in unclassified seating, which was
available to ordinary second-class passengers when the buffet service was
unavailable.
With original Trojan moquette, saloon end of ‘Brighton’ TB. © Alan Hawes /SEG Archives |
At
the far end of the coach was a further full-width entrance vestibule with
sliding door access to the saloon and access doors on each side.
The
buffet car had its own motor generator set mounted below the underframe to
supply power for the kitchen equipment, also a battery box which supplied the
refrigerators when the unit was berthed with no power supply, and a water tank
to supply the kitchen.
This
coach weighed 34 tons and seated 40 passengers and was to diagram
number 427. The Trailer Buffet was marshalled with the seating area towards the
centre of the unit against the MBS.
With the serving-counter closed, the standing area alongside the
buffet looking towards the buffet car’s tabled seating area. Note the
curtains, litter bin, scalloped drinker’s shelf and moquette-covered
posterior-perch on the lower right. © Alan Hawes /SEG Archives |
Into
Service
Overall
weight of these 4 BIG units was 151 tons and they seated
42 first and 160 second. Unit length was identical to the 4 CIG
units at 265' 8½". These units all entered service in green livery
with yellow panels on cab ends. All were repainted directly into blue /grey on
first repaint from mid‑1967, unit no.7035 being the first blue /grey unit
on Central Division in September 1967, whilst the last green 4 BIG unit
(no.7047) was repainted about March 1970.
The
first five 4 BIG units were delivered to Selhurst as 3-car sets without
their buffet cars, nos.7032 & 7033 arriving 31st May 1965. Units
nos.7036 & 7037 came together as 5-car units with the first four buffet
cars for nos.7031-4 and nos.7038 & 7039 arrived as 4-car units but
including the buffet cars of the unit numbered three below them. However, all
units were remarshalled and correctly formed during commissioning trials and
entered service in their intended formations. Many spent quite a long period
awaiting commissioning and the first batch of five units did not enter public
traffic until the winter 1965 timetable from 4th September 1965.
BIG
units nos.7031 – 7048 out of York
Release
dates from York Carriage works were as follows:
7031 |
7032 |
7033 |
7034 |
7035 |
7036 |
7037 |
7038 |
7039 |
7040 |
7041 |
7042 |
7043 |
7044 |
7045 |
7046 |
7047 |
7048 |
The 4 BIG diagrams
covered the fast and semi-fast Victoria to Brighton trains, Victoria to
Eastbourne (sometimes through to Ore) and Victoria to Littlehampton fast trains.
They were also later intermixed with the existing 4 BEP units and worked
on the Mid-Sussex line to Bognor Regis. They averaged higher mileages than the
4 CIG units for this reason. The buffet cars of each unit began to visit
Eastleigh from October 1979 for modifications (microwave cooking?) with the damaged buffet car of unit no.7040 being
the first treated.
These
units were also subject to asbestos removal from the mid-1980s and were
renumbered into a new series 2101 ‑ 2112, six units losing
their buffet cars and going into the 11xx or 17xx series depending on whether
facelifted at the time or not. DTC interior layouts were similarly amended to
those of the original 4 CIG units, now both seating 18 first and
36 second, unit totals now being 36 first, 128 second and
40 buffet.
Unit
formations
(nos.7031 – 7048)
Date
below unit number is date of first release to traffic. Code is the electrical
code allocated to each vehicle. With units under ‘warranty’ the initialism
‘rtw’ is ‘return to works’ (Wolverton) when it failed inspection.
Unit No. |
DTC |
MBS |
TS |
DTC |
New no. |
Date. |
Diag. No. |
453 |
423 |
427 |
452 |
||
7031 |
76112 |
62053 |
69301 |
76058 |
2111 |
28-Sep-85 |
7032 |
76113 |
|
69302 |
|
2101 |
Apr-85 |
7033 |
76114 |
62055 |
|
76060 |
1711 |
26-Mar-86 |
7034 |
76115 |
62056 |
69304 |
76061 |
2110 |
28-Nov-85 19 |
7035 |
76116 |
62057 |
69305 |
76062 |
1719 |
24-Oct-86 |
7036 |
76117 |
62058 |
|
|
2104 |
Apr-85 |
7037 |
|
|
69307 |
|
2106 |
Apr-85 |
7038 |
|
|
69308 |
|
7299 /1720 |
30-Jun-86 |
7039 |
76120 |
62061 |
69309 |
76066 |
1724 |
9-Mar-87 |
7040 |
|
|
69310 |
|
2105 |
Apr-85 |
7041 |
76122 |
62063 |
69311 |
76068 |
2107 |
Apr-85 |
7042 |
|
62064 |
69312 |
|
2102 |
Apr-85 |
7043 |
76124 |
62065 |
69313 |
76070 |
2103 |
Apr-85 |
7044 |
|
|
|
|
7300 |
7-Mar-86 |
7045 |
|
|
69315 |
76072 |
2112 |
9-Jan-86 32 |
7046 |
76127 |
62068 |
69316 |
76073 |
2108 |
9-Sep-85 |
7047 |
|
|
69317 |
|
1713 |
30-May-86 |
7048 |
|
62070 |
69318 |
76075 |
2109 |
23-Oct-85 |
Footnote (nos.7031 – 7048) |
|
5 |
Buffet car released 17-Jul-65. |
6 |
Buffet car released 17-Jul-65. |
7 |
Buffet car released 17-Jul-65. |
8 |
Buffet car released 17-Jul-65. |
9 |
Buffet car released 14-Aug-65. |
10 |
Buffet car released 14-Aug-65. |
11 |
Buffet car released 11-Sep-65. |
12 |
Buffet car released 11-Sep-65. |
13 |
Buffet car released 9-Oct-65 |
14 |
Buffet car released 29-Jan-66,
also DTC 76126. |
15 |
DTC Code FA-2A. |
16 |
DTC Diagram 452. |
17 |
MBS Code EA-2A. |
18 |
DTC Code FA-2A. |
19 |
Return to works. |
20 |
4 VEP TSO, Diagram 474, Code
BQ. |
21 |
DTC Code FA-2A. |
22 |
DTC Code FA-2A. |
23 |
MBS Code EA-2A. |
24 |
MBS Code EA-2A. |
25 |
DTC Code FA-2A. |
26 |
DTC Diagram 453, Code FA-2A. |
27 |
DTC Diagram 453, Code FA-2A. |
28 |
4 CIG TSO, Diagram 472, Code
BO-1A. |
29 |
DTC Code FA-2A. |
30 |
MBS Code EA-2A. |
31 |
DTC Code FA-2A. |
32 |
Return to works. |
No. |
Individual Unit Notes |
7031 |
Unit commenced service 4-Sep-65. DTC 76112 damaged about Sep-67 (details unknown) and unit to Eastleigh
26-Sep-67 for C3 overhaul and repair. Released 12‑Oct-67 in blue /grey
livery. Unit to Eastleigh for asbestos strip 13-May-85.
Released 28-Sep-85 and renumbered no.2111. |
7032 |
Unit commenced service 4-Sep-65. DTC 76059 slightly damaged about Dec-68 (details unknown) and unit to Eastleigh
17-Dec-68 for C3 overhaul and repair. Released 17-Jan-69 in blue /grey
livery. MBS 62054 damaged by fire at Shoreham-by-Sea
17-Mar-72 and TB 69302 temporarily formed into new unit no.7431 and this
unit then ran as no.7032 until repairs to 62054 completed /Jul‑72 when
reverted to normal formation. DTC 76113 exchanged with defective 76063
(ex.7036) from Apr-83 and unit to Eastleigh works 6-Apr-83 for asbestos
removal, both DTC's having four first-class compartments. TB 69302 damaged by fire at Eastleigh works
late August /early September 1983 but repaired and unit released Sep-84, both
DTC coaches rebuilt with second-class compartment at outer end and seating
18 first and 36 second, unit now seating 36 first,
128 second and 40 buffet. Unit renumbered 2101 Apr-85. |
7033 |
Unit commenced service 4-Sep-65. Unit in side-scrape collision with no.2096 at
Lovers Walk 23-Jun-68 and DTC 76114 and MBS 62055 slightly
damaged. Unit to Eastleigh 26-Jul-68 for C5 repair, TB 69303 then
temporarily formed into no.7036 from 30-Jul-68 being replaced by damaged
69306 (ex.7036) also under repair at Eastleigh. Unit released mis-formed 12-Sep-68 and reformed
back to normal shortly afterwards at Lovers Walk. Unit to Eastleigh for asbestos strip and facelift
25-Nov-85. Released 26-Mar-86 with TSO 71766, this being former buffet
car 69303 rebuilt as standard TSO, and unit renumbered 1711. |
7034 |
Unit commenced service 4-Sep-65. Unit to Wolverton for asbestos strip 3-Apr-85.
Released 28-Nov-85 and renumbered 2110. Returned to works for rectification
9-Jan-86 and back to traffic 5-Feb-86. |
7035 |
Unit commenced service 4-Sep-65. Unit to Eastleigh for asbestos strip and facelift
16-Jun-86. Released 24-Oct-86 with TSO 70719 (ex.7325) and renumbered
1719. Buffet 69305 rebuilt as TSO and numbered 71769 and formed into unit
1720. |
7036 |
Unit commenced service 9-Sep-65. Unit to Eastleigh 14-Mar-68 for C3 overhaul,
released 9-Apr-68 in blue /grey livery. Unit back at Eastleigh 26-Apr-68 with TB 69306
damaged (details unknown), this
coach not released until 6-Sep-68 and formed into unit 7033. Remaining three
coaches released 30-Jul-68 temporarily formed with TB 69303 (ex.7033). Unit believed to have reverted to original
formation at Lovers Walk about Sep‑68 after no.7033 back into traffic
following repairs. DTC 76063 exchanged with 76113 (ex.7032) Apr-83 and
unit then ran with both DTCs with second-class compartment. Seating capacity
altered to 36 first and 128 second and 40 buffet. Unit further reformed about 27-May-83 and
DTC 76113 exchanged with 76051 (ex.7330) so unit back to a standard
formation. Unit to Eastleigh for asbestos strip Feb-84 and
released 30-Nov-84. Unit renumbered 2104 Apr-85. |
7037 |
Unit commenced service 5-Oct-65. Unit involved in the Patcham collision of
19-Dec-78 and damaged. Unit moved from Lovers Walk to Slade Green 31-Jan-79
then briefly stored at Plumstead though unit moved back from Plumstead
2-Feb-79 where buffet car detached and three coaches returned to Plumstead
3-Feb-79. These three back to Slade Green 27-Mar-79. After repairs at Slade Green to TB 69307
about Apr‑79 unit reformed with three coaches ex.4 CIG 7301 to
keep a buffet unit in traffic, DTC 76076, MBS 62017 &
DTC 76022. HM Railway Inspectorate’s Inspecting Officer was
Major C.F. Rose. His Patcham accident report
summary stated: Shortly before 23.20, the 21.50 London
(Victoria) to Brighton electric passenger train, formed of 12 coaches, was
brought to a stand at Signal CA.4 some 506 yards north of Patcham Tunnel. At
23.22 it was struck violently in the rear by the 21.40 Victoria to
Littlehampton electric passenger train, formed of 8 coaches. The driver of
this train had received a single yellow (caution) aspect at signal CA.164,
just over 1½ miles in rear of Signal CA.4, but the train's speed had not been
significantly reduced by the time it passed the next signal, CA.6. This
signal, which should have been showing a red aspect protecting the rear of
the 21.50 train, was almost certainly unlit as the 21.40 train passed it. The
train continued at speed until the driver made an emergency brake application
on sighting the stationary train ahead. The brake application had little time
to take effect and the train was still travelling at between 45 and 50 mile/h
when it ran into the back of the one in front. The collision was very destructive and
I regret to report that one passenger, together with the driver of the 21.40
train and another railwayman, who was on duty but travelling as a passenger,
lost their lives. One passenger was seriously hurt, 6 were taken to hospital
but were allowed home after treatment: and a further 50 received minor
injuries. Unit further reformed 30-Jun-79 and DTC 76076
returned to 7301 and replaced by 76108 (ex. withdrawn no.7333 and via
no.7301). Unit reverted to original formation from 19-Jul-79. Unit
to Eastleigh for asbestos strip Sep-84. Released 13-Mar-85 and renumbered
2106 Apr-85. |
7038 |
Unit commenced service 29‑Oct-65. MBS 62060 slightly damaged by fire (where?)
in Mar-84 and DTC 76119 & MBS 62060 both exchanged with 76077
and 62018 (both ex.7302) for about four weeks in Apr-84 to keep buffet unit
in traffic. TB 69308 exchanged with TS 70717 (ex.7323) 28-Nov-85
and units exchanged identities, the ‘new’ unit no.7038 now formed as 76098 + 62039
+ 69308 + 76044. Buffet 69308 removed from unit Jun-86 and sent to
Eastleigh 1-Jul-86 for asbestos strip and rebuilding as TSO; renumbered 71770
and formed into unit no.1724. Replaced in no.7038 by 4 VEP
TSO 71021 (ex. spare, originally in no.7840); unit reclassified as
4 CIG and renumbered 7299. TSO 71021 seated 98 and unit in this
form seated 42 first and 218 second. This formation and unit number were only temporary
pending conversion of a 4 BIG buffet car to TSO; unit called to
Eastleigh for facelift as standard 4 CIG 14-Jul-86. Unit released
21-Nov-86 with TSO 71769, this being former buffet car 69305 (ex.7035)
rebuilt as standard TSO, and renumbered 1720. |
7039 |
Unit commenced service 27-Nov-65. Unit to Eastleigh for asbestos strip and facelift 28-Oct-86.
Released 9-Mar-87 with TSO 71770, this being former buffet car 69308
(ex.7038) rebuilt as standard TSO and unit renumbered 1724. Own buffet car 69309 stored at Fratton until Apr-89
when taken to Eastleigh for asbestos strip and facelift. However, this
facelift not carried out and vehicle sold for disposal and scrapped by Mayer
Newman (Snailwell) moving from Eastleigh 10-Aug‑91 and burnt 14-Aug‑91. |
7040 |
Unit commenced service 3-Jan-66. DTC 76067 slightly damaged about November
1968 (details unknown) and unit to
Eastleigh 5-Dec-68 for C3 overhaul and repair, released 20-Dec-68 in
blue/grey livery. TB 69310 damaged c.Aug‑79 (where?)
and remaining three coaches of unit formed with TS 71106 (ex. disbanded
no.7438) as a temporary 4 CIG numbered 7300. Unit no.7040 temporarily
formed with remaining three cars of 7438 (DTCs 76859/60 and MBS 62430) and
69310 during repairs. TB 69310 was at Eastleigh for modifications
between 25-Sep-79 and 4‑Oct-79. DTC 76859 & MBS 62430 repaired
by Nov‑79 and returned to reinstated no.7438 being replaced with
damaged 76844 & 62411 (both ex.7423). DTC 76860 repaired by Dec‑79
and then exchanged with 76773 (ex.7438), this coach from damaged no.7423 but
via nos.7407, 7381, 7388 & 7438. By Mar-80, 76773 exchanged with damaged 76785
(ex.7435). Both 76773 & 76785 had second-class compartment and unit
seated 36 first, 128 second and 40 buffet whilst these formed in unit. TB 69310 repaired by Apr-80 and unit no.7040
reverted to original formation with ‘own’ three coaches returned from
disbanded no.7300; displaced DTC 76844, MBS 62411 and DTC 76785 all to
reinstated no.7423. DTC 76121 to spare May-84 and replaced
by 76108 (ex. spare) for about three weeks but reverted back prior to
unit being sent to Eastleigh for asbestos strip 6-Jun-84. Released 23-Jan-85
and renumbered 2105 Apr-85. |
7041 |
Unit commenced service 12-Feb-66. Unit damaged in collision with no.5157 at
Streatham Hill 13-May-77 but repaired. Unit to Eastleigh 23-Oct-84 for asbestos strip.
Released 22-Mar-85, renumbered as 2107 at Lovers Walk Apr-85. |
7042 |
Unit commenced service 31-Mar-66. TB 69312 exchanged with TS 70728
(ex.7334) Mar‑78 and unit ran as 4 CIG no.7334 until reverted Apr‑78.
MBS 62064 temporarily exchanged with 62043
(ex.7327) mid-Oct-78 to early Nov‑78. MBS 62064 exchanged with 62046 (ex.7330) about
27-May-83 and unit ran until Aug-83 when MBSs swapped back and DTC 76123
exchanged with 76129 (ex. spare originally ex.7048) and unit to
Eastleigh for asbestos strip. Released Sep-84 and both DTC coaches rebuilt with
second-class compartment at outer end seating 18 first and
36 second, unit now seating 36 first, 128 second and
40 buffet. Renumbered 2102 Apr-85. |
7043 |
Unit commenced service 4-Feb-66. Unit to Eastleigh Oct-83 for asbestos strip.
Released Oct-84 and both DTC coaches rebuilt with second-class compartment at
outer end seating 18 first and 36 second, unit now seating
36 first, 128 second and 40 buffet. Renumbered 2103 Apr-85. |
7044 |
Unit commenced service 4-Apr-66. MBS 62066 defective and briefly exchanged
with 62034 (ex.7318) in Nov‑75. TB 69314 exchanged with TS 70711
(ex.7317) Jan‑78 (details unknown)
and unit ran as 4 CIG no.7317 until sent to Eastleigh 27-Apr-78 for C1
overhaul where unit reformed to normal when released 26-May-78. TB 69314 removed from unit 23-Nov-85 and to
spare, replaced by TS 71051 (ex. damaged no.7383) and unit to
Wolverton for asbestos strip on three coaches. Released 7-Mar-86 and
renumbered 7300 (the second 4 CIG unit to carry this number). TB 69314 to Strawberry Hill then
Eastleigh for asbestos strip Dec-85 and rebuilt as TSO and renumbered 71767
and formed into unit no.1713. |
7045 |
Unit commenced service 4-Apr-66. Unit badly damaged in Copyhold Junction collision
16-Dec-72. TB 69315 repaired first and used from Jan‑73 with three
coaches of disbanded no.7438 (DTC 76859, MBS 62430 &
DTC 76860) as a ‘temporary’ no.7045 pending repairs to remaining
coaches, completed by May‑73. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I.
K. A. McNaughton. His Copyhold Junction accident report summary stated: In patchy fog the 21.28 electric
multiple-unit (EMU) stopping passenger train from Brighton to Victoria,
formed of 8 coaches, having passed at Danger the signal on the Up Local line
protecting the converging junction with the Up Through line, was on the junction
points when it was struck at the sixth vehicle by the 12-coach 21.45 Brighton
to Victoria EMU express passenger train running under clear signals on the Up
Through line. The leading 4 coaches of the stopping
train remained on the track but the rear 4 coaches became uncoupled, and were
derailed and badly damaged. The first 10 coaches of the express train were
derailed and 3 were badly damaged. The derailment blocked all lines and
the traction current was discharged automatically as a result of the collision.
Fortunately both trains were very lightly loaded and there were no fatal
casualties, but 11 passengers were treated for shock and minor injuries and
two were detained in hospital for one and two nights respectively. DTC 76072 exchanged with 76027 (ex.7306) Jan-84
until Mar-84. Unit to Wolverton for asbestos strip 4-Jun-85.
Released 9-Jan-86 and renumbered 2112. Returned to works for rectification
5-Feb-86 and back to traffic 7-Mar-86. |
7046 |
Unit commenced service 13-May-66. Unit to Wolverton for asbestos strip 15-Nov-84. Painted in Inter‑City colours as no.2108 but
then put back to blue /grey as no.7046 prior to release 9-Sep-85. However,
unit renumbered 2108 again prior to re‑entering traffic. |
7047 |
Unit commenced service 26-May-66. DTC 76074 damaged c.Jul‑76 (where?)
and temporarily exchanged with 76024 (ex.7303) Oct-76 to Jan‑77. TB 69317 exchanged with TS 70701
(ex.7307) Apr‑78 and unit ran as 4 CIG no.7307 for a short while. Unit to Eastleigh for asbestos strip and facelift
6-Feb-86. Released 30-May-86 with TSO 71767, this being former buffet car
69314 (ex.7044) rebuilt as standard TSO and unit renumbered 1713. Own buffet car 69317 also rebuilt as TSO and
numbered 71768 and formed into unit no.1716. |
7048 |
Unit commenced service 16-Aug‑66. MBS 62070 defective and briefly exchanged
with 62032 (ex.7316) Feb‑75. DTC 76129 to spare stock and replaced by
76108 (ex. withdrawn no.7333) Feb-81. In Aug-83, 76108 to spare again and replaced by
76123 (ex.7042). Unit to Wolverton for asbestos strip 22-Feb-85.
Released 23‑Oct-85 and renumbered 2109. |
Unit
no.7352 awaits departure from Waterloo with a Reading train (headcode 38) on
Friday 9th May 1980. In the background is a BCK and 2 EPB no.5757
(just arrived). The four first-class compartments on the 4 CIG unit’s DTC car
no.76626 are clearly visible. ©
John Atkinson |
4 CIG
units nos.7337 – 7366
(Phase 2 units for the Portsmouth Line)
A
further batch of 4 CIG and 4 BIG units were ordered to replace the
4 COR units remaining at work on the Portsmouth direct line and the first
of these units, 4 CIG unit no.7337 & 4 BIG unit no.7049 were
delivered in April 1970, the first few entering service from 30th May
1970 in readiness for the new timetable from 2nd June 1970,
none having been ready for the timetable change of 4th May 1970.
The
units were again built at York works and were virtually identical to the
earlier Brighton line batches, though with a number of detail differences. The
principle change was that the motor coaches were mounted on BR Mk 6
bogies, these bogies had been first introduced under the 4 VEP units built
for the Bournemouth electrification scheme in 1967; they gave a better ride and
increased mileage between overhauls than the earlier Mk 4 type fitted to
the older units. However, the motors were still the same with four EE507 250hp
motors fitted to each motor coach.
Another
change was the abandonment of the electric parking brake which had proved
somewhat troublesome on the earlier units, these units being fitted with
conventional handbrakes in each driving cab.
Interiors
Other
changes were a simplification of some interior fittings, principally the seat
units did not have headrest wings on either side and the armrests at the seat
against the bodyside was dropped. Luggage racks no longer sported reading
lights (these remained in first-class compartments) and partitions did not
feature the draught screens of the earlier sets.
|
|
|
With original
pattern moquette, first-class compartment in a ‘Portsmouth’ DTC diag. no.453
car. Note the lack
of adjustable seats but with folding
armrests. Above is the
metal luggage /umbrella rack, shoulder lamps and mirror. The floor is covered by a loose-fitted carpet. |
|
With original
plain pattern moquette, single standard-class compartment in a ‘Portsmouth’ DTC
diag. no.453 car. Four-aside
fixed seating with no central armrests or seat adjustment. Like the
first-class compartments, the bulkhead panelling was plain Formica. The floor is bare linoleum without any carpeting. |
© Alan Hawes /SEG Archives |
|
© Alan Hawes /SEG Archives |
Bodyside
interior panelling was grey rather than steel-blue & black and the seating
moquette was the ‘Bournemouth Blue’ pattern as used in the 4 VEP &
4 REP and TC stock. Panelling in the vestibules was dark blue laminate, as
were the gangway edges of the saloon seating units.
Driving
Trailer Composite
The standard-class saloon section of a 'phase 2' Driving Trailer
Composite diag. no.453 car. Note the 4-aside seat across the bulkhead of the
standard-class compartment with external access doors to that ½ bay. The
swing door in the corridor is down one-compartment length because of the
standard-class compartment (in the DTC with four first-class compartments the
swing door was adjacent to the 4-aside seat). © Alan Hawes /SEG Archives |
Motor
Brake Second
Inside a 'phase
2' MBS car there were passenger entrance doors in the seating bay beyond the
draught screen; the 4-aside seat is across
the Guard's compartment bulkhead where the side corridor commences past the
luggage van area. Although the original ‘No Smoking’ signs for these units were
round, the right-hand side light has the older triangular style. © Alan Hawes /SEG Archives |
Trailer
Second
Note the simpler style of 'phase 2' seat without side headrest wings or
vertical padding on the gangway side of the seating. The grab handles have
been turned through 90 degrees and the luggage racks no longer sport shoulder
lamps. The seating bay beyond the draft screen has a pair of external
passenger doors. © Alan Hawes /SEG Archives |
Delivery
This
batch of units were delivered new in blue /grey livery with full yellow ends
and were allocated mostly to Fratton depot. New units were loco-hauled from
York to Finsbury Park /Ferme Park where they recessed until collected
by an SR locomotive and taken to Selhurst for shoegear fitment and
commissioning work.
The
new units were finally diagrammed to cover all fast Portsmouth line workings
from 6th October 1970, though a few 4 COR /4 BUF
formations were retained for a short while afterwards whilst three of the last units
to enter traffic (nos.7346 /7363 /7364) went into service on the Central
division based at Lovers Walk depot (Brighton).
SRAWS
In
connection with a form of cab signalling experiments between Woking and
Raynes Park, units nos.7340 to 7349 were fitted with experimental signal‑repeating
AWS (SRAWS) in 1974 in the cab of the DTC adjacent to the MBS. This equipment
was later removed in late 1977 or early 1978. Further 4 CIG units were
subsequently ordered to replace the remaining 4 CORs and these units
became interworked with these later units and some also worked with the older
sets on Central division services, units 7357 to 7366 being allocated there by
the end of 1972.
Unit
formations
(nos.7337 – 7366)
These
units became BR Class 421/2 and were renumbered into a new series 1237 ‑ 1266
from May 1987. Unit formations were as follows.
Date
below unit number is date of first release to traffic. Code is the electrical
code allocated to each vehicle.
Unit No. |
DTC |
MBS |
TS |
DTC |
New no. |
Date. |
Diag. No. |
453 |
423 |
427 |
452 |
||
7337 |
76581 |
62287 |
70967 |
76611 |
1237 |
Aug-87 |
7338 |
|
62288 |
70968 |
76612 |
1238 |
Jun-87 |
7339 |
76583 |
62289 |
70969 |
76613 |
1239 |
Aug-87 |
7340 |
76584 |
62290 |
70970 |
76614 |
1240 |
Sep-87 |
7341 |
76585 |
62291 |
70971 |
|
1241 |
Aug-87 |
7342 |
76586 |
62292 |
70972 |
76616 |
1242 |
Sep-87 |
7343 |
76587 |
62293 |
70973 |
76617 |
1243 |
Sep-87 |
7344 |
|
|
70974 |
|
1244 |
Jun-87 |
7345 |
76589 |
62295 |
70975 |
|
1245 |
Jun-87 |
7346 |
76590 |
62296 |
70976 |
|
|
|
7347 |
76591 |
62297 |
70977 |
76621 |
1247 |
Jun-87 |
7348 |
76592 |
62298 |
70978 |
76622 |
1248 |
Jun-87 |
7349 |
76593 |
62299 |
70979 |
76623 |
1249 |
Sep-87 |
7350 |
76594 |
62300 |
70980 |
76624 |
1250 |
Aug-87 |
7351 |
76595 |
62301 |
70981 |
76625 |
1251 |
Aug-87 |
7352 |
76596 |
62302 |
70982 |
76626 |
1252 |
Jul-87 |
7353 |
76597 |
62303 |
70983 |
76627 |
1253 |
Sep-87 |
7354 |
76598 |
62304 |
70984 |
76628 |
1254 |
Nov-87 |
7355 |
76599 |
62305 |
70985 |
76629 |
1255 |
Feb-88 |
7356 |
76600 |
62306 |
70986 |
76630 |
1256 |
Jun-87 |
7357 |
76601 |
62307 |
70987 |
76631 |
1257 |
Jul-87 |
7358 |
|
62282 |
70988 |
76576 |
1258 |
Jun-87 |
7359 |
76603 |
62309 |
70989 |
76633 |
1259 |
Jun-87 |
7360 |
76604 |
62310 |
70990 |
76634 |
1260 |
Jun-87 |
7361 |
76605 |
62311 |
70991 |
76635 |
1261 |
Jul-87 |
7362 |
|
62312 |
70992 |
76636 |
1262 |
May-87 |
7363 |
76607 |
62313 |
70993 |
76637 |
1263 |
May-87 |
7364 |
76608 |
62314 |
70994 |
76638 |
1264 |
Jun-87 |
7365 |
76609 |
62315 |
70995 |
76639 |
Withdrawn |
Dec-78 |
7366 |
76610 |
62316 |
70996 |
76640 |
1266 |
May-87 |
Footnote (nos.7337 – 7366) |
|
33 |
DTC Diagram 452, Code FA-2A. |
34 |
DTC Diagram 453, Code FA-2A. |
35 |
DTC Code FA-2A. |
36 |
DTC Code FA-2A. |
37 |
DTC Diagram 453, Code FA-2A. |
38 |
DTC Diagram 452. |
39 |
DTC Diagram 452. |
No. |
Individual Unit Notes |
7337 |
MBS 62287 and TS 70967 both used for
SRAWS (cab signalling) tests with 4 VEP DTCs 76370 (ex.7739) & 76560
(ex.7815) from 28-Apr-70 for a few weeks, this prior to no.7337 being
released to traffic. |
7338 |
DTC 76582 briefly exchanged with 76845
(ex.7424) for a few days from 18-Jan-87 due to a large number of units were snow
damaged. 76845 had four first-class compartments and unit seated 48 first and
184 second in this temporary formation. |
7339 |
|
7340 |
One DTC slight collision damage Jan‑71 (details
unknown). |
7341 |
Unit stored out of use in late 1974 /early 1975 at
Barnham with defective wheel bearings. DTC 76585 damaged in derailment at Reading
3-Dec-82. MBS 62291 and TS 70971 both damaged in
collision with a wagon and buffer stops at Chart Leacon 4-Dec-84.
DTC 76615 then exchanged with damaged 76619 (ex.7345) Jan-85 and unit to
Slade Green for repairs. 62291 used briefly in ‘temporary’ 4 VEP
no.7700 Feb-85 until 28-Feb-85 after repair. Reverted to original formation
Apr-85. |
7342 |
Unit delivered to SR 6-Aug‑70. One DTC (which?) slightly damaged in
collision with no.8206 at Stewarts Lane 17-Feb-87. |
7343 |
|
7344 |
Unit delivered to SR 21‑Oct-70. Three coaches of unit damaged in collision with
wagon in Waterloo North Sidings 18-Jun-80. TS 70974 exchanged with TB 69339
(ex.7053) and unit ran as 4 BIG 7053 for a few weeks in May & June
1981 whilst wiring repairs carried out on MBS 62281 of 7053. |
7345 |
Unit ran as part of 8 MIG no.2602 on
21-Jul-83 only. Unit in sidelong collision with 2 HAP units
nos.6061 & 6062 at Wimbledon Park 24-Oct-84 and DTC 76619 damaged.
This coach exchanged with 76615 (ex.7341) in Jam-85 and repaired at
Slade Green, released 14-Mar-85 and reverted to original formation
Apr-85. |
7346 |
Unit in collision with no.7378 at Wimbledon Park
Depot 21-Jul-75; DTC 76620 badly damaged and exchanged with 76728
(ex.7378) after this coach repaired at Selhurst. Unit then running with both
DTC coaches with second-class compartments seating 36 first and
200 second. 76728 to 7425 c.Mar‑76 and replaced by 76799
(also ex.7378) and back to standard seating layout. This coach also to 7425
c.2-Apr-76 and replaced by 76846 (ex.7425). In Dec‑76, 76846 returned to no.7425 and
replaced by 76757 (ex.7407 via no.7836) and unit to Eastleigh 14-Dec-76 for
C1 overhaul/ Released 20-Jan-77 (still mis-formed). Unit again seating
36 first and 200 second, until both units reverted to original
formation Jan‑79. DTC 76620 repaired at Slade Green with a new
first-class section of body built and using cab end and approximately 3 feet
of underframe from withdrawn 4 VEP DTC 76713 (ex.7852 - this
vehicle fire damaged) and repaired coach released from Slade Green 1-Jan-79. |
7347 |
DTC 76621 and TS 70977 damaged in
derailment and collision with shunter D4103 at Woking 29-Jan-72 but repaired,
moved for repairs 22-Mar-72. |
7348 |
DTC 76622 slightly damaged in collision with 205031
at Portsmouth & Southsea 9-Aug-86. |
7349 |
|
7350 |
Three cars of unit used with 4 VEP
DTC 76370 (ex.7739) for SRAWS (cab signalling) tests for a few days from
27-Jul-70, this prior to no.7350 being released to traffic. |
7351 |
Unit delivered to SR 6-Aug‑70. |
7352 |
Unit delivered to SR c.15-Aug‑70. |
7353 |
|
7354 |
|
7355 |
|
7356 |
Three cars of unit used with 4 VEP
DTC 76370 (ex.7739) for SRAWS (cab signalling) tests prior to no.7356
being released to traffic 1-Dec-70. |
7357 |
Unit delivered to SR c.2‑Oct-70 and used for
SRAWS (cab signalling) tests from 2-Nov-70 prior to release to traffic
24-Jul-71. Temporarily ran with 4 VEP DTC 76370 (ex.7739) replacing
DTC 76601 during these tests. 76601 was then used temporarily in 4 BIG
7050 from May‑71 until Jul‑71. |
7358 |
Unit delivered to SR 21‑Oct-70.
DTC 76566 damaged (where?) and replaced by 76639 (ex. withdrawn
7365) Feb‑79 to Dec‑79. Unit seated 48 first and
184 second during this period. |
7359 |
Unit delivered to SR 21‑Oct-70. |
7360 |
|
7361 |
Unit delivered to SR 5-Nov-70. |
7362 |
DTC 76606 damaged c.Jun-80 (probably in
collision with no.7785 at Lovers Walk) and temporarily replaced by 76639
(ex. spare ex.7365) until Aug-80. Unit seated 48 first and
184 second during this period. 76606 repaired at Slade Green and
released 16-Aug-80. |
7363 |
Unit damaged in Copyhold Junction collision 16-Dec-72
but repaired and repainted at Eastleigh and back to traffic c.13-Feb-73. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I. K. A. McNaughton. His Copyhold Junction accident report summary stated: In patchy fog the 21.28 electric
multiple-unit (EMU) stopping passenger train from Brighton to Victoria,
formed of 8 coaches, having passed at Danger the signal on the Up Local line
protecting the converging junction with the Up Through line, was on the junction
points when it was struck at the sixth vehicle by the 12-coach 21.45 Brighton
to Victoria EMU express passenger train running under clear signals on the Up
Through line. The leading 4 coaches of the stopping
train remained on the track but the rear 4 coaches became uncoupled, and were
derailed and badly damaged. The first 10 coaches of the express train were
derailed and 3 were badly damaged. The derailment blocked all lines and
the traction current was discharged automatically as a result of the collision.
Fortunately both trains were very lightly loaded and there were no fatal
casualties, but 11 passengers were treated for shock and minor injuries and
two were detained in hospital for one and two nights respectively. |
7364 |
Unit delivered to SR 29-Nov-70. |
7365 |
Unit badly damaged in the Patcham collision of
19-Dec-78 and DTC 76609 destroyed and MBS 62315 withdrawn and later
cut‑up at Hassocks Apr‑79. Unit withdrawn, officially from
9-Apr-79 and TS 70995 and DTC 76639 spare after damage repairs.
Both these vehicles saw use in many different 4 CIG and 4 VEP units
on a temporary basis. 76639 finally to 1295 permanently from Jul‑90. HM Railway Inspectorate’s Inspecting Officer was
Major C.F. Rose. His Patcham accident report
summary stated: Shortly before 23.20, the 21.50 London
(Victoria) to Brighton electric passenger train, formed of 12 coaches, was
brought to a stand at Signal CA.4 some 506 yards north of Patcham Tunnel. At
23.22 it was struck violently in the rear by the 21.40 Victoria to
Littlehampton electric passenger train, formed of 8 coaches. The driver of
this train had received a single yellow (caution) aspect at signal CA.164,
just over 1½ miles in rear of Signal CA.4, but the train's speed had not been
significantly reduced by the time it passed the next signal, CA.6. This
signal, which should have been showing a red aspect protecting the rear of
the 21.50 train, was almost certainly unlit as the 21.40 train passed it. The
train continued at speed until the driver made an emergency brake application
on sighting the stationary train ahead. The brake application had little time
to take effect and the train was still travelling at between 45 and 50 mile/h
when it ran into the back of the one in front. The collision was very destructive and
I regret to report that one passenger, together with the driver of the 21.40
train and another railwayman, who was on duty but travelling as a passenger,
lost their lives. One passenger was seriously hurt, 6 were taken to hospital
but were allowed home after treatment: and a further 50 received minor
injuries. 70995 still spare though virtually derelict at
Fratton into 1994, allocated to Angel Train Contracts Limited leasing company
from 1st April 1994 and to Eastleigh 18-May-94. Scrapped
there Nov‑03 by contractors Raxstar. |
7366 |
Unit badly damaged in sidelong collision with
4 VEP no.7768 at Copyhold Junction 16-Dec-72 and DTC 76610 on side.
HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I. K. A. McNaughton. His Copyhold Junction accident report summary stated: In patchy fog the 21.28 electric
multiple-unit (EMU) stopping passenger train from Brighton to Victoria,
formed of 8 coaches, having passed at Danger the signal on the Up Local line
protecting the converging junction with the Up Through line, was on the junction
points when it was struck at the sixth vehicle by the 12-coach 21.45 Brighton
to Victoria EMU express passenger train running under clear signals on the Up
Through line. The leading 4 coaches of the stopping
train remained on the track but the rear 4 coaches became uncoupled, and were
derailed and badly damaged. The first 10 coaches of the express train were
derailed and 3 were badly damaged. The derailment blocked all lines and
the traction current was discharged automatically as a result of the collision.
Fortunately both trains were very lightly loaded and there were no fatal
casualties, but 11 passengers were treated for shock and minor injuries and
two were detained in hospital for one and two nights respectively. Coaches 62316 and 70996 stored at Balcombe until
about March 1973, and whole unit then stored at Brighton Top Yard by May‑73.
All vehicles to Slade Green for repair 18-Jun-73, and back to traffic
Feb‑74. |
Units
nos.7054 & 7053 (rear) passing through Clapham Junction on the Up Slow
with a Portsmouth Harbour – Waterloo lunchtime service on Wednesday 7th
January 1981. ©
John Atkinson |
4 BIG
units nos.7049 - 7058
(Phase 2 units for the Portsmouth Line)
These
units were delivered from April 1970 to replace the 4 BUF and
4 GRI units on the Portsmouth direct line. They had the same detail
differences from the earlier batch as the 4 CIGs described previously. The
buffet car was to an identical layout to the earlier sets, but due to late
completion of these vehicles they were not formed into units in numerical order.
A
few of the 4 BIG units were delivered to the SR as 3-car units, indeed one
buffet car was formed into vehicles intended for 4 CIG no.7358 with that
units' coaches becoming part of unit no.7054. Units nos.7049 /7050 & 7053
were delivered as 3-cars (their buffet cars following later) and 69330 was
briefly formed incorrectly into no.7050. The first complete unit delivered was no.7051,
whilst nos.7055 & 7056 were also 4-car, though with the ‘wrong’ buffet cars
(these remained in the units).
BIG
units no.7049-7058 out of York
Release
dates from York Carriage works were as follows:
7049 |
7050 |
7051 |
7052 |
7053 |
7054 |
7055 |
7056 |
7057 |
7058 |
Allocations
of these units were ‘tight’ at Fratton leading to a number of temporary
formations to keep buffet units in traffic when units were damaged /defective.
A reduction in the number of buffet diagrams on the Portsmouth line required
saw units nos.7049 ‑ 7051 displaced to Lovers Walk depot
in December 1980 and the remaining seven also moved there in 1983 /1984, being
replaced at Fratton by newly refurbished 4 BEP units nos.2301 ‑ 2307.
Unit
formations
(nos.7049 – 7058)
These
units became BR Class 422/2 and were renumbered 2201 ‑ 2210
during April 1985. Unit formations were as follows.
Date
below unit number is date of first release to traffic. Code is the electrical
code allocated to each vehicle.
Unit No. |
DTC |
MBS |
TB |
DTC |
New no. |
Date. |
Diag. No. |
453 |
423 |
427 |
452 |
||
7049 |
76561 |
62277 |
69330 |
76571 |
2201 |
Apr-85 |
7050 |
|
62278 |
69331 |
76572 |
2202 |
Apr-85 |
7051 |
76563 |
62279 |
69332 |
76573 |
2203 |
Apr-85 |
7052 |
76564 |
62280 |
69336 |
76574 |
2204 |
Apr-85 |
7053 |
|
|
69339 |
|
2205 |
Apr-85 |
7054 |
76602 |
62308 |
69338 |
76632 |
2206 |
Apr-85 |
7055 |
76567 |
62283 |
69333 |
76577 |
2207 |
Apr-85 |
7056 |
76568 |
62284 |
69334 |
76578 |
2208 |
Apr-85 |
7057 |
76569 |
|
69335 |
|
2209 |
Apr-85 |
7058 |
76570 |
|
69337 |
76580 |
2210 |
Apr-85 |
Footnote (nos.7049 – 7058) |
|
40 |
MBS Code EA-2A. |
41 |
4 VEP MBS, Diagram 880, Code
EB-1A. |
42 |
DTC Code FA-2A. |
43 |
MBS Code EA-2A. |
No. |
Individual Unit Notes |
7049 |
DTC 76571 damaged in collision with no.7733
at Fratton Yard 17-Feb-72 and unit to Eastleigh 22-Feb-72 for C3 repair,
released 10-Mar‑72. |
7050 |
DTC 76562 damaged in collision with no.5684
at Wimbledon Park 30-Apr-71 and repaired at Slade Green. Temporarily
replaced by 76601 (spare ex. SRAWS tests on unit no.7357) until reverted to
original formation Jul‑71. |
7051 |
MBS 62279 damaged by electrical fire at
Woking 2-Aug‑73 and temporarily exchanged with 62423 (ex.7435) 8-Aug‑73
to Oct-73. |
7052 |
|
7053 |
Unit damaged (date and location unknown)
and to Slade Green for repairs mid‑1974. Unit released and loaned
(with 4 CIG units nos. 7377& 7378) to Bournemouth depot to cover
late delivery of new 4 REP and 4 TC units for the enhanced summer
timetable. These three units had enhanced braking, bogies carrying a vertical
yellow stripe at this time. The 4 BIG unit was used on the London end of
the 12-car formation whilst on loan on the Bournemouth line; the units
returned to Fratton in October 1974. Due to wiring defects on MBS 62281,
TB 69339 exchanged with TS 70974 (ex.7344) and unit held out of
service as 4 CIG no.7344 for a few weeks in May and June 1981. |
7054 |
|
7055 |
|
7056 |
|
7057 |
Unit delivered to SR c.15-Aug‑70. Unit in collision with nos.7744 & 7861 at
Fratton 4-Feb-74 and DTC 76579 and TB 69335 side scrape damaged and
both to Slade Green for repairs 13-Feb-74. TB 69335 repaired and
released 20-Apr-74 and unit reformed 29-Apr-74 with DTC 76858 (ex.7437)
replacing 76579. DTC 76579 released from repairs 19-Sep-74 and sent to
Eastleigh arriving 23-Sep-74. Mis formed 7057 to Eastleigh 12-Sep-74 for C3
overhaul, unit reverted to normal formation when released 25-Sep-74. MBS 62285 damaged by fire at East Croydon
18-Dec-84 and temporarily exchanged with 4 VEP MBS 62200 (ex.7700).
Unit now seated 42 first and 194 second. Reverted to booked
formation 27-Feb-85. |
7058 |
MBS 62286 defective and replaced by 62401
(ex. brand new no.7413) for about three weeks in Dec‑71. |
Ash
Junction and unit no.7386 with an Ascot to Guildford service on a snowy Saturday
6th January 1979. Note the Exmouth Junction-built concrete
Permanent Way buildings in the vee of the former junction onto the direct
line to Aldershot via Tongham. ©
John Atkinson |
4 CIG
units nos.7367 – 7438
(Coastway & Waterloo - Reading)
This
final large batch of 4 CIG units were ordered in October 1969 to eliminate
the remaining 2 BIL and 2 HAL units and replace 4 COR units on
the Coastway and Waterloo to Reading services. These units were identical to
those ordered earlier for the Portsmouth direct line and continued the number
series from 7367 up to 7437. One further unit was added to this order in May
1970 as a replacement for 4 CEP no.7181 lost in the Marden collision in
January 1969.
Deliveries
of these units followed on directly from the Portsmouth line batch, the first
being delivered early in 1971 and entering service from late February. Several
in the 7407 ‑ 7419 range were stored briefly after
commissioning (mostly at Ford and Barnham) ready to replace 4 COR units on
the Reading line from 2nd January 1972.
The
allocation of this batch was split, mostly between Lovers Walk and Wimbledon
Park although the last few went new to Fratton.
Unit
formations
(nos.7367 – 7438)
These
units also became BR Class 421/2 and began to be renumbered in the
1267 ‑ 1300, 1201 ‑ 1226 series from
May 1987, though facelifted units went into a new series upwards from 1801;
these being intermixed with units of the Portsmouth batch in order of outshopping.
Date
below unit number is date of first release to traffic. Code is the electrical
code allocated to each vehicle. Renumber column is date unit to Eastleigh works
for facelift with new unit number in 18xx series.
Unit No. |
DTC |
MBS |
TB |
DTC |
New No. |
Renumber |
Diag. No. |
453 |
423 |
472 |
452 |
(date) |
(date) |
7367 |
76717 |
62355 |
71035 |
76788 |
1267 |
- |
7368 |
76718 |
62356 |
71036 |
76789 |
1268 |
- |
7369 |
76719 |
|
71037 |
76790 |
1269 |
- |
7370 |
76720 |
62358 |
71038 |
76791 |
1270 |
- |
7371 |
76721 |
62359 |
71039 |
76792 |
1271 |
- |
7372 |
76722 |
62360 |
71040 |
76793 |
1272 |
- |
7373 |
76723 |
62361 |
71041 |
76794 |
1273 |
- |
7374 |
76724 |
62362 |
71042 |
76795 |
1274 |
- |
7375 |
76725 |
62363 |
71043 |
76796 |
1275 |
- |
7376 |
76726 |
62364 |
71044 |
76797 |
1276 |
- |
7377 |
76727 |
62365 |
71045 |
76798 |
1277 |
- |
7378 |
|
62366 |
71046 |
76799 |
1278 |
- |
7379 |
76729 |
62367 |
71047 |
76800 |
1279 |
- |
7380 |
76730 |
62368 |
71048 |
76801 |
1280 |
- |
7381 |
76731 |
62369 |
71049 |
|
1281 |
- |
7382 |
76732 |
62370 |
71050 |
76803 |
1282 |
- |
7383 |
76733 |
62371 |
71051 |
|
Withdrawn |
- |
7384 |
76734 |
62372 |
71052 |
76805 |
1284 |
- |
7385 |
76735 |
62373 |
71053 |
76806 |
1285 |
- |
7386 |
76736 |
62374 |
71054 |
76807 |
1286 |
- |
7387 |
76737 |
62375 |
71055 |
76808 |
1287 |
- |
7388 |
|
62376 |
71056 |
76809 |
1288 |
- |
7389 |
|
62377 |
71057 |
76810 |
1289 |
- |
7390 |
76740 |
62378 |
71058 |
|
1290 |
- |
7391 |
|
62379 |
71059 |
|
1291 |
- |
7392 |
76742 |
62380 |
71060 |
76813 |
1292 |
- |
7393 |
76743 |
62381 |
71061 |
|
1293 |
- |
7394 |
76744 |
62382 |
71062 |
76815 |
1294 |
- |
7395 |
76745 |
62383 |
71063 |
76816 |
1295 |
- |
7396 |
76746 |
62384 |
71064 |
76817 |
1296 |
- |
7397 |
76747 |
62385 |
71065 |
76818 |
1297 |
- |
7398 |
76748 |
62386 |
71066 |
76819 |
1298 |
- |
7399 |
76749 |
62387 |
71067 |
76820 |
1299 |
- |
7400 |
76750 |
62388 |
|
|
1300 |
- |
7401 |
76751 |
62389 |
71069 |
76822 |
1201 |
- |
7402 |
76752 |
62390 |
71070 |
76823 |
1202 |
- |
7403 |
76753 |
62391 |
71071 |
|
1203 |
- |
7404 |
76754 |
62392 |
71072 |
76825 |
1204 |
- |
7405 |
76755 |
62393 |
71073 |
|
1205 |
- |
7406 |
76756 |
62394 |
|
76827 |
1206 |
- |
7407 |
76757 |
|
71075 |
|
- |
1812 |
7408 |
76758 |
62396 |
71076 |
76829 |
1208 |
- |
7409 |
76759 |
62397 |
71077 |
76830 |
1209 |
- |
7410 |
76760 |
62398 |
71078 |
76831 |
1210 |
- |
7411 |
76761 |
62399 |
71079 |
76832 |
1211 |
- |
7412 |
76762 |
62400 |
71080 |
76833 |
1212 |
- |
7413 |
76763 |
62401 |
71081 |
76834 |
1213 |
- |
7414 |
76764 |
62402 |
71082 |
76835 |
1214 |
- |
7415 |
76765 |
62403 |
71083 |
76836 |
1215 |
- |
7416 |
|
62404 |
71084 |
76837 |
1216 |
- |
7417 |
|
62405 |
71085 |
76838 |
1217 |
- |
7418 |
76768 |
62406 |
71086 |
76839 |
1218 |
- |
7419 |
76769 |
62407 |
71087 |
76840 |
1219 |
- |
7420 |
76770 |
62408 |
71088 |
76841 |
1220 |
- |
7421 |
76771 |
62409 |
71089 |
76842 |
1221 |
- |
7422 |
76772 |
62410 |
71090 |
76843 |
1222 |
- |
7423 |
|
62411 |
|
|
1223 |
- |
7424 |
76774 |
62412 |
71092 |
|
1224 |
- |
7425 |
|
|
71093 |
|
1225 |
- |
7426 |
76776 |
62414 |
71094 |
76847 |
1226 |
- |
7427 |
76777 |
62415 |
71095 |
76848 |
- |
1801 |
7428 |
76778 |
62416 |
71096 |
76849 |
- |
1804 |
7429 |
76779 |
62417 |
71097 |
76850 |
- |
1802 |
7430 |
76780 |
62418 |
71098 |
76851 |
- |
1803 |
7431 |
76781 |
62419 |
71099 |
|