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British Rail Southern Region

4 CIG & 4 BIG
(Nos.7301 – 7336, 7337 - 7366 & 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.

Back to Top

 

 

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
19-Sep-64

7302
 19-Oct-64

7303
31-Oct-64

7304
31-Oct-64

7305
28-Nov-64

7306
28-Nov-64

7307
26-Dec-64

7308
26-Dec-64

7309
26-Dec-64

7310
30-Jan-65

7311
27-Mar-65

7312
27-Mar-65

7313
27-Mar-65

7314
27-Mar-65

7315
27-Mar-65

7316
24-Apr-65

7317
24-Apr-65

7318
24-Apr-65

7319
11-Sep-65

7320
11-Sep-65

7321
11-Sep-65

7322
9-Oct-65

7323
9-Oct-65

7324
9-Oct-65

7325
9-Oct-65

7326
6-Nov-65

7327
6-Nov-65

7328
6-Nov-65

7329
6-Nov-65

7330
11-Dec-65

7331
29-Jan-66

7332
29-Jan-66

7333
29-Jan-66 1

7334
26-Feb-66

7335
26-Feb-65

7336
26-Mar-66

 

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.
Code

453
FA

423
EA

472
BO

452
FA

7301
4-Nov-65

76076
76118
76076

62017
62059
62017

70695

76022
76064
76108
76022

1-July-85
(F)

1705

7302
27-Mar-65

76077
76118
76077

62018
62060
62018

70696

76023

26-Feb-86
(F)

1714

7303
7-Mar-65

76078

62019

70697

76024
76074
76024

30-Oct-85
(F)

1710

7304
29-May-65

76079

62020

70698

76025

8-Jan-86
(F)

1712

7305
27-Mar-65

76080
76111
76080

62021
62040

62021

70699

76026

11-Dec-85
(A)(W)

1105
(May-87)

7306
7-May-65

76081

62022

70700

76027
76072
76034
76072
76027

28-May-86
(F)

1718

7307
2-Aug-65

76082
76128
76082

62023
62069
62023

70701

76028
76074
76028

18-Mar-86
(F)

1715

7308
28-Jun-65

76083

62024

70702

76029

7-May-86
(F)

1717

7309
28-Jun-65

76084

62025

70703

76030

27-Aug-85
(F)

1707

7310
7-May-65

76085

62026

70704

76031

Jul-84
(A)

1110
(Jun-87)

7311
4-Sep-65

76086

62027

70705

76032

1-Dec-83
(A)(W)

1111
(Jun-87)

7312
7-May-65

76087

62028

70706

76033

21-Feb-85
(F)

1701

7313
16-Mar-65

76088

62029

70707

76034
76072
76034

24-Nov-86
(F)

1725

7314
19-Mar-65

76089

62030

70708

76035

Jan-85
(A)

1114
(Jun-87)

7315
7-May-65

76090

62031

70709

76036

19-Aug-86
(F)

1721

7316
6-Jul-65

76091

62032

70710

76037

16-Jan-85
(A)

1116
(Jun-87)

7317
4-Sep-65

76092
76125
76092

62033
62066
62033

70711

76038
76071
76038

13-Jun-85
(F)

1704

7318
4-Jan-65

76093

62034

70712

76039

2-May-85
(A)(W)

1118
(Jun-87)

7319
29-Oct-65

76094

62035

70713

76040

7-Aug-85
(F)

1706

7320
2-Oct-65

76095

62036

70714

76041

Not sent

1120
(May-87)

7321
13-Nov-65

76096

62037

70715

76042

Not sent

1121
(Aug-87)

7322
29-Oct-65

76097

62038

70716

76043

1-May-85
(F)

1703

7323
13-Nov-65

76098
76119

62039
62060

70717

76044
76065

28-Nov-85
(A)(W)

1123
(Jun-87)

7324
13-Nov-65

76099

62040
62021
62040

70718

76045

4-May-87
(F)

1728

7325
27-Nov-65

76100

62041

70719

76046

15-Apr-86
(F)

1716
/1719

7326
3-Jan-66

76101

62042

70720

76047

10-Apr-85
(F)

1702

7327
29-Nov-65

76102

62043
62064
62043

70721

76048

20-Aug-85
(A)(W)

1127
(Jun-87)

7328
3-Jan-66

76103

62044

70722

76049

8-Oct-85
(F)

1709

7329
8-Dec-65

76104

62045

70723

76050

8-Apr-87
(F)

1729

7330
3-Jan-66

76105

62046
62064
62046

70724

76051
76113 2

5-May-87
(F)

1730

7331
31-Mar-66

76106

62047

70725

76052

17-Sep-86
(F)

1722

7332
10-Mar-66

76107

62048

70726

76053

14-Oct-86
(F)

1723

7333
31-Mar-66

76108

62049

70727

76054

Withdrawn
Dec-78

-

7334
2-Apr-66

76109
76123
76109

62050
62064
62050

70728

76055
76069
76055

22-Jan-87
(F)

1736

7335
25-Apr-66

76110

62051

70729

76056

16-Sep-85
(F)

1708

7336
2-Apr-66

76111
76080
76111

62052

70730

76057

10-Feb-87
(F)

1727

 

‘New’ units formed from 4 BIG units
(with buffet cars removed)

 

Unit No.

DTC

MBS

TS

DTC

Date in

New No.

Diag. No.
Code

453
FA

423
EA

472
BO

452
FA

7299
1-Jul-86

76098
(7038)

62039
(7038)

71021 3
(7840)

76044
(7038)

14-Jul-86
(F)

1720

7300
7-Mar-86

76125
(7044)

62066
(7044)

71051 4
(7383)

76071
(7044)

23-Nov-85
(A)(W)

1100
(Jun-87)

 

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.

       

Back to Top

 

 

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
22-May-65 5

7032
22-May-65 6

7033
22-May-65 7

7034
19-Jun-65 8

7035
19-Jun-65 9

7036
17-Jul-65 10

7037
17-Jul-65 11

7038
14-Aug-65 12

7039
14-Aug-65 13

7040
11-Dec-65

7041
11-Dec-65

7042
1-Jan-66

7043
1-Jan-66

7044
1-Jan-66

7045
1-Jan-66 14

7046
23-Apr-66

7047
May-66

7048
May-66

 

 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.
Code

453
FA

423
EA

427
BO

452
FA

7031
4-Sep-65

76112

62053

69301

76058

2111

28-Sep-85

7032
4-Sep-65

76113
76781 15
76113
76063 16

62054
62419
17
62054

69302

76059
76852
18
76059

2101

Apr-85

7033
4-Sep-65

76114

62055

69303
69306
69303

76060

1711

26-Mar-86

7034
4-Sep-65

76115

62056

69304

76061

2110

28-Nov-85 19
(rtw)
5-Feb-86

7035
4-Sep-65

76116

62057

69305

76062

1719
/1720

24-Oct-86

7036
9-Sep-65

76117

62058

69306
69303
69306

76063
76113
76051

2104

Apr-85

7037
5-Oct-65

76118
76076
76108
76118

62059
62017
62059

69307

76064
76022
76064

2106

Apr-85

7038
29-Oct-65

76119
76077
76119
76098

62060
62018
62060
62039

69308
71021 20

76065
76044

7299 /1720

30-Jun-86

7039
27-Nov-65

76120

62061

69309

76066

1724

9-Mar-87

7040
3-Jan-66

76121
76859
21
76844 22
76121
76108
76121

62062
62430
23
62411 24
62062

69310

76067
76860
25
76773 26
76785 27
76067

2105

Apr-85

7041
12-Feb-66

76122

62063

69311

76068

2107

Apr-85

7042
31-Mar-66

76123
76109
76123
76129

62064
62050
62064
62043
62064
62046
62064

69312

76069
76055
76069

2102

Apr-85

7043
4-Feb-66

76124

62065

69313

76070

2103

Apr-85

7044
4-Feb-66

76125
76098
76125

62066
62033
62066

69314
71051 28

76071
76038
76071

7300

7-Mar-86

7045
4-Apr-66

76126
76859
29
76126

62067
62430
30
62067

69315

76072
76860 31
76072
76027
76072

2112

9-Jan-86 32
(rtw)
7-Mar-86

7046
13-May-66

76127

62068

69316

76073

2108

9-Sep-85

7047
26-May-66

76128
76082
76128

62069
62023
62069

69317

76074
76024
76074
76028
76074

1713

30-May-86

7048
16-Aug-66

76129
76108
76123

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.

       

Back to Top

 

 

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.
Code

453
FA-1A

423
EA-1A

427
BO-1A

452
FA-1A

7337
17-Jun-70

76581

62287

70967

76611

1237

Aug-87

7338
30-May-70

76582
76845
33
76582

62288

70968

76612

1238

Jun-87

7339
30-May-70

76583

62289

70969

76613

1239

Aug-87

7340
18-Jun-70

76584

62290

70970

76614

1240

Sep-87

7341
20-Jun-70

76585

62291

70971

76615
76619
76615

1241

Aug-87

7342
22-Aug-70

76586

62292

70972

76616

1242

Sep-87

7343
17-Oct-70

76587

62293

70973

76617

1243

Sep-87

7344
31-Oct-70

76588
76565
76588

62294
62281
62294

70974

76618
76575
76618

1244

Jun-87

7345
5-Dec-70

76589

62295

70975

76619
76615
76619

1245

Jun-87

7346
2-Jan-71

76590

62296

70976

76620
76728
34
76799 35
76846 36
76757 37
76620

 

 

7347
16-Jan-71

76591

62297

70977

76621

1247

Jun-87

7348
29-Jun-70

76592

62298

70978

76622

1248

Jun-87

7349
15-Jul-70

76593

62299

70979

76623

1249

Sep-87

7350
30-Jul-70

76594

62300

70980

76624

1250

Aug-87

7351
15-Aug-70

76595

62301

70981

76625

1251

Aug-87

7352
29-Aug-70

76596

62302

70982

76626

1252

Jul-87

7353
11-Sep-70

76597

62303

70983

76627

1253

Sep-87

7354
19-Sep-70

76598

62304

70984

76628

1254

Nov-87

7355
3-Oct-70

76599

62305

70985

76629

1255

Feb-88

7356
1-Dec-70

76600

62306

70986

76630

1256

Jun-87

7357
24-Jul-71

76601

62307

70987

76631

1257

Jul-87

7358
30-Jan-71

76566
76639
38
76566

62282

70988

76576

1258

Jun-87

7359
14-Nov-70

76603

62309

70989

76633

1259

Jun-87

7360
28-Nov-70

76604

62310

70990

76634

1260

Jun-87

7361
1-Dec-70

76605

62311

70991

76635

1261

Jul-87

7362
12-Dec-70

76606
76639
39
76606

62312

70992

76636

1262

May-87

7363
8-Dec-70

76607

62313

70993

76637

1263

May-87

7364
2-Jan-71

76608

62314

70994

76638

1264

Jun-87

7365
19-Dec-70

76609

62315

70995

76639

Withdrawn

Dec-78

7366
9-Jan-71

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.

       

Back to Top

 

 

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
27-Feb-70 *

7050
20-Mar-70 *

7051
10-Apr-70

7052
1-May-70

7053
22-May-70 *

7054
12-Jun-70

7055
12-Jun-70

7056
3-Jul-70

7057
c.15-Aug-70

7058
28-Aug-70

 

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.
Code

453
FA-1A

423
EA-1A

427
BP-1A

452
FA-1A

7049
30-May-70

76561

62277

69330

76571

2201

Apr-85

7050
20-Jun-70

76562
76601
76562

62278

69331

76572

2202

Apr-85

7051
15-Jun-70

76563

62279
62423 40
62279

69332

76573

2203

Apr-85

7052
16-Oct-70

76564

62280

69336

76574

2204

Apr-85

7053
27-Nov-70

76565
76588
76565

62281
62294
62281

69339

76575
76618
76575

2205

Apr-85

7054
13-Nov-70

76602

62308

69338

76632

2206

Apr-85

7055
30-Jul-70

76567

62283

69333

76577

2207

Apr-85

7056
7-Aug-70

76568

62284

69334

76578

2208

Apr-85

7057
11-Sep-70

76569

62285
62200
41
62285

69335

76579
76858
42
76579

2209

Apr-85

7058
2-Oct-70

76570

62286
62401
43
62286

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.

 

Back to Top

 

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.
Code

453
FA-2A

423
EA-2A

472
BO-1A

452
FA-2A

(date)

(date)

7367
27-Mar-71

76717

62355

71035

76788

1267
(Jul-87)

-

7368
27-Mar-71

76718

62356

71036

76789

1268
(Jun-87)

-

7369
20-Feb-71

76719

62357
62197
44
62357

71037

76790

1269
(May-87)

-

7370
20-Mar-71

76720

62358

71038

76791

1270
(Jun-87)

-

7371
6-Mar-71

76721

62359

71039

76792

1271
(Jun-87)

-

7372
27-Feb-71

76722

62360

71040

76793

1272
(Jun-87)

-

7373
13-Mar-71

76723

62361

71041

76794

1273
(May-87)

-

7374
20-Mar-71

76724

62362

71042

76795

1274
(Jun-87)

-

7375
27-Mar-71

76725

62363

71043

76796

1275
(Jun-87)

-

7376
3-Apr-71

76726

62364

71044

76797

1276
(Jun-87)

-

7377
16-Apr-71

76727

62365

71045

76798

1277
(Jun-87)

-

7378
16-Apr-71

76728
76620
45
76728

62366

71046

76799

1278
(Jun-87)

-

7379
24-Apr-71

76729

62367

71047

76800

1279
(Jun-87)

-

7380
24-Apr-71

76730

62368

71048

76801

1280
(Jun-87)

-

7381
8-May-71

76731

62369

71049

76802
76773
46
76802

1281
(Jun-87)

-

7382
8-May-71

76732

62370

71050

76803

1282
(Jun-87)

-

7383
15-May-71

76733

62371

71051

76804
76814
76804
76234 47

Withdrawn
20-Jan-86

-

7384
15-May-71

76734

62372

71052

76805

1284
(Jun-87)

-

7385
22-May-71

76735

62373

71053

76806

1285
(May-87)

-

7386
29-May-71

76736

62374

71054

76807

1286
(Jun-87)

-

7387
5-Jun-71

76737

62375

71055

76808

1287
(Jun-87)

-

7388
19-Jun-71

76738
76773
76738

62376

71056

76809

1288
(Jun-87)

-

7389
12-Jun-71

76739
76550
48
76739

62377

71057

76810

1289
(Jun-87)

-

7390
26-Jun-71

76740

62378

71058

76811
76812
76811

1290
(Sep-87)

-

7391
3-Jul-71

76741
76824
49
76741

62379

71059

76812
76804
76812

1291
(Jun-87)

-

7392
17-Jul-71

76742

62380

71060

76813

1292
(Jun-87)

-

7393
17-Jul-71

76743

62381

71061

76814
76804
76814

1293
(Jun-87)

-

7394
5-Aug-71

76744

62382

71062

76815

1294
(May-87)

-

7395
31-Jul-71

76745

62383

71063

76816

1295
(Jun-87)

-

7396
31-Jul-71

76746

62384

71064

76817

1296
(Jun-87)

-

7397
21-Aug-71

76747

62385

71065

76818

1297
(Jun-87)

-

7398
14-Aug-71

76748

62386

71066

76819

1298
(Jun-87)

-

7399
7-Aug-71

76749

62387

71067

76820

1299
(May-87)

-

7400
28-Aug-71

76750

62388

71068
70875
50
71068

76821
76370
51
76821

1300
(May-87)

-

7401
4-Sep-71

76751

62389
[See also

71069
8 MIG

76822
no.2601]

1201
(Jun-87)

-

7402
11-Sep-71

76752

62390
[See also

71070
8 MIG

76823
no.2601]

1202
(May-87)

-

7403
18-Sep-71

76753

62391
[See also

71071
8 MIG

76824
no.2602]
76741 52
76824

1203
(Jul-87)

-

7404
29-Sep-71

76754

62392
[See also

71072
8 MIG

76825
no.2602]

1204
(May-87)

-

7405
11-Oct-71

76755

62393

71073

76826
76804
76826

1205
(Jun-87)

-

7406
31-Dec-71

76756

62394

71074
70875
53
71074

76827

1206
(Jul-87)

-

7407
30-Oct-71

76757
76620 54
76757

62395
62422
62395

71075

76828
76773
55
76828

-

1812
(24-Nov-86)

7408
30-Oct-71

76758

62396

71076

76829

1208
(Jun-87)

-

7409
6-Nov-71

76759

62397

71077

76830

1209
(Jun-87)

-

7410
13-Nov-71

76760

62398

71078

76831

1210
(May-87)

-

7411
27-Nov-71

76761

62399

71079

76832

1211
(Jun-87)

-

7412
27-Nov-71

76762

62400

71080

76833

1212
(Sep-87)

-

7413
c.21-Dec-71

76763

62401

71081

76834

1213
(Sep-87)

-

7414
11-Dec-71

76764

62402

71082

76835

1214
(Sep-87)

-

7415
c.21-Dec-71

76765

62403

71083

76836

1215
(Sep-87)

-

7416
1-Jan-72

76766
76767
76766

62404

71084

76837

1216
(Sep-87)

-

7417
18-Dec-71

76767
76766
76767

62405

71085

76838

1217
(Sep-87)

-

7418
11-Jan-72

76768

62406

71086

76839

1218
(Sep-87)

-

7419
18-Dec-71

76769

62407

71087

76840

1219
(Sep-87)

-

7420
15-Jan-72

76770

62408

71088

76841

1220
(Jun-87)

-

7421
18-Jan-72

76771

62409

71089

76842

1221
(Aug-87)

-

7422
??-Jan-72

76772

62410

71090

76843

1222
(Aug-87)

-

7423
29-Jan-72

76773
76828
56
76802 57
76738
76785
76773
76844
58
76773

62411

71091
70995
71091

76844
76639
59
76844

1223
(Jun-87)

-

7424
12-Feb-72

76774

62412

71092

76845
76582
60
76845

1224
(Sep-87)

-

7425
4-Mar-72

76775
76728
76775

62413
62200
61
62413

71093

76846
76799
76620
62
76846

1225
(Aug-87)

-

7426
12-Feb-72

76776

62414

71094

76847

1226
(Jun-87)

-

7427
16-Mar-72

76777

62415

71095

76848

-

1801
(22-Jan-86)

7428
27-Mar-72

76778

62416

71096

76849

-

1804
(24-Mar-86)

7429
16-Mar-72

76779

62417

71097

76850

-

1802
(19-Feb-86)

7430
18-Mar-72

76780

62418

71098

76851

-

1803
(3-Mar-86)

7431
21-Mar-72

76781

62419

71099

76852
76639
63
76852

-

1811
(21-Oct-86)

7432
25-Mar-72

76782

62420

71100

76853

-

1805
(21-Apr-86)

7433
21-Apr-72

76783

62421

71101

76854

-

1806
(13-May-86)

7434
14-Apr-72

76784

62422
62200 64
62186 65
62395
62422

71102

76855

-

1807
(11-Jun-86)

7435
19-Apr-72

76785
76858
66
76785
76773
76785

62423
62279
67
62423

71103

76856

-

1808
(1-Jul-86)

7436
29-Apr-72

76786

62424

71104

76857

-

1809
(12-Aug-86)

7437
6-May-72

76787

62425

71105

76858
76370
68
76858

-

1810
(16-Sep-86)

7438
5-Jun-72

76859

62430

71106
70995
71106

76860
76773 69
76860

-

1813
(6-Jan-87)

 

Footnote (nos.7367 – 7438)

44

4 VEP MBS, Diagram 880, Code EB-1A.

45

DTC Diagram 452.

46

DTC Diagram 453.

47

4 VEP DTC, Diagram 458, Code FB.

48

4 VEP DTC, Diagram 458, Code FB.

49

DTC Diagram 452.

50

4 VEP TS, Diagram 474, Code BQ.

51

4 VEP DTC, Diagram 458, Code FB.

52

DTC Diagram 453.

53

4 VEP TS, Diagram 474, Code BQ.

54

DTC Diagram 452, Code FA-1A.

55

DTC Diagram 453.

56

DTC Diagram 452.

57

DTC Diagram 452.

58

DTC Diagram 452.

59

DTC Code FA-1A.

60

DTC Diagram 453, Code FA-1A.

61

4 VEP MBS, Diagram 880, Code EB-1A.

62

DTC Code FA-1A.

63

DTC Code FA-1A.

64

4 VEP MBS, Diagram 880, Code EB-1A.

65

4 VEP MBS, Diagram 880, Code EB-1A.

66

DTC Diagram 452.

67

MBS Code EA-1A.

68

4 VEP DTC, Diagram 458, Code FB.

69

DTC Diagram 453.


 

No.

Individual Unit Notes

7367

 

7368

 

7369

Unit slightly damaged in collision with no.1702 at Streatham Hill 5-Mar-86. MBS 62357 replaced in unit from Aug-86 to 6-Nov-86 by 4 VEP MBS 62197 (ex. spare, originally from no.7736) whilst wiring repairs carried out on 62357 at Slade Green. 62197 seated 58 and unit totals were 42 first and 194 second during this period.

7370

 

7371

One DTC (which?) derailed near Hassocks 16-Dec-75 and slightly damaged.

7372

 

7373

 

7374

 

7375

 

7376

 

7377

See notes for unit no.7053 regarding loan to Bournemouth and enhanced braking.

7378

See notes for unit 7053 regarding loan to Bournemouth and enhanced braking.

Unit in collision with no.7346 at Wimbledon Park Depot 21-Jul-75 and DTC 76799, TS 71046 and MBS 62366 all damaged. DTC 76728 after minor repairs at Selhurst exchanged with badly damaged 76620 (ex.7346) until Feb‑76 when 76799 repaired 11-Feb-76 and to 7425, unit held out-of-use as 3-car damaged. Both ‘own’ DTCs 76728 and 76799 returned ex.7425 May‑76 displacing still damaged 76620 to no.7425, and unit back to traffic in booked formation.

7379

Unit delivered to SR c.13-Mar-71.

7380

Unit delivered to SR c.23-Mar-71.

7381

DTC 76802 had one compartment gutted by fire at Reading 24-Jun-79 and exchanged with 76773 (ex.7423 via 7407) until repaired Sep‑79, 76773 then to no.7388. 76773 had four first-class compartments and unit seated 48 first and 184 second in this temporary formation.

Unit derailed at West Worthing 30-Dec-86 and one coach damaged when rail penetrated coach floor, again repaired.

7382

 

7383

Unit in collision with 7393 at Wimbledon Park Aug‑72 and DTC 76804 damaged and temporarily exchanged with 76814 (ex.7393) until reverted to normal Oct-72.

Unit badly damaged by fire near Burgess Hill 10-May-85 and DTC 76733 and MBS 62371 both gutted. Unit stored out of use and DTC 76804 exchanged with damaged 4 VEP DTC 76234 (ex.7703) from 6-Jun-85, then to spare from Sep-85 and 76234 returned to no.7703.

TS 71051 to 4 BIG no.7044 Nov-85 and this unit to Wolverton for asbestos strip and conversion to 4 CIG 7300 (the second 4 CIG unit to carry this number).

Unit withdrawn 20-Jan-86 and damaged 76733 and 62371 both scrapped by staff from V. Berry Ltd. Leicester Jul-86 at Brighton Top Yard.

Spare DTC 76804 saw use in unit no.7391 followed by a period in temporary hybrid 4 VEP no.7700 until being permanently formed into unit no.1203 in Nov-89.

7384

Unit delivered to SR c.14-Apr-71.

7385

Unit delivered to SR 6-May-71.

7386

Unit delivered to SR 6-May-71.

7387

Unit delivered to SR 8-May-71.

Unit in buffer stop collision at Guildford 17-Jun-78 and DTC 76737 and MBS 62375 damaged but repaired and unit back to traffic 1-Aug‑78.

7388

Unit delivered to SR 8-May-71.

DTC 76738 damaged (where?) c.Sep‑79 and to 7423 and replaced by 76773 (ex.7423 via 7407 & 7381). Reverted 10-Oct-79 and 76773 to spare thence to no.7438 from -Oct79.

7389

Unit delivered to SR 6-Jun-71.

DTC 76739 temporarily exchanged with 4 VEP DTC 76550 (ex.7810) 20-Jan-87 due to large number of units being snow damaged. In this formation unit seated 48 first and 186 second. Reverted to normal by 31-Jan-87.

7390

Unit delivered to SR 6-Jun-71.

TS 71058 damaged in shunting accident at Woking 29-Feb-72 but repaired.

Unit damaged in head‑on collision with 4 VEP no.7724 near Copyhold Junction 6-Nov-85 and all vehicles damaged and to Slade Green for repair.

HM Railway Inspectorate’s Inspecting Officer was Major P.M. Olver. His Copyhold Junction accident report summary stated:

On a clear but windy night the 01.00 Victoria to Brighton electric multiple-unit passenger train, 2A18, consisting of four coaches and travelling in the Down direction, passed signal T335X at Danger, ran through No. 1783 points on the Up line and collided head-on with the 01.35 Bridgton to Victoria electric multiple-unit passenger train, 2A19. This train also consisted of four coaches and was travelling in the Up direction on the Up Main line prior to crossing to the Down Main line in the Up direction, reversibly signalled, via No. 1783 points. The collision caused considerable damage to both trains, but neither was derailed.

The emergency services were summoned immediately and, on arrival, began to convey the injured to hospital. In all 40 persons were injured of whom 39 attended hospital for treatment, but the majority only suffered minor injuries and were released after treatment. The guards of the two trains, together with 11 passengers, were detained in hospital, but I am glad to report that they had all been discharged before I commenced my formal Inquiry.

Following removal of the damaged coaches, the Up and Down Main lines were re-opened to traffic at 08:30 and 08:54 the same morning, following which trains ran under caution whilst the signalling was being fully tested. Normal working was resumed at 15:30 the same day.

Low adhesion leading to wheelslide was stated as the primary cause (driver error was not identified). In respect of the rolling stock the report also stated:

The damage to the two trains fell into two categories, that to the underframes and that to the interior of the coaches. The underframes suffered most damage at the ends of the coaches where the impact had buckled them. There was also much damage to the drawgear and centre casting housings on the motor coaches indication the very heavy impact between the two trains. The damage to each coach may be summarised as follows:-

01.00 Victoria-Brighton – Unit 7390
4th Coach – 76811
Moderate bogie, underframe and interior fitting damage.

3rd Coach – 71058
Moderate body, interior and bogie damage, serious damage to underframe.

2nd Coach – 62389
Severe bogie, underframe, body and interior damage.

1st Coach – 76740
Severe bogie, underframe, body and interior damage.

01.35 Victoria-Brighton – Unit 7724
1st Coach - 76339
Serious bogie and severe underframe, body and interior damage.

2nd Coach – 70843
The ‘B’; end of this coach took much of the force of the impact. The underframe was distorted 24-39in downwards in contact with the bogie. The headstock, solebars and longitudinals, were all badly buckled. There was very severe body damage at the ‘B’ end of the coach and in ‘K’ compartment; there was severe interior damage throughout.

3rd Coach – 62185
Slight bogie damage, severe underframe damage, serious body and interior damage.

4th Coach – 76340
Serious underframe damage, moderate body and interior damage. 

DTC 76811 repaired by Mar-86 and transferred to a ‘new’ temporary 4 VEP unit numbered 7700 from May-86, being replaced by fire damaged 76812 (ex.7391). This coach returned to no.7391 Nov-86 on completion of repairs and unit shown held as 3-car only.

DTC 76740 released from Slade Green 1-May-87 and used temporarily in 4 VEPs 7701 & 7706 between 15-May-87 and 29-Jun-87. TS 71058 released from Slade Green 19-Aug-86 and stored at Fratton until repairs to MBS 62378 completed at Selhurst Repair Shop 14-Aug-87 when all vehicles of 7390 repaired and unit back to traffic in original formation 17-Aug-87 now renumbered as 1290.

7391

Unit delivered to SR 6-Jun-71.

Unit in collision with 4 COR 3150 at Farnham shed 28-Dec-71 but repaired.

DTC 76812 badly damaged by fire near Cooksbridge 8-Nov-85 and to Slade Green for repair. DTC 76741 exchanged with damaged 76824 (ex.7403). MBS 62379 temporarily transferred to 4 VEP no.7805 from Feb-86 until Apr-86 whilst that unit's MBS undergoing repairs.

DTC 76824 repaired and exchanged back with 76741 22-Apr-86 and damaged 76812 to no.7390 and replaced by 76804 (spare ex.7383) and unit back to traffic.

Repairs to 76812 completed 19-Nov-86 and returned to unit displacing 76804 to 4 VEP no.7700. DTC 76812 now fitted throughout with ‘CEP-style’ hopper windows, though no change to internal layout.

7392

 

7393

Unit delivered to SR 17-Jun-71. Unit in collision with no.7383 at Wimbledon Park Aug‑72 and DTC 76814 temporarily exchanged with damaged 76804 (ex.7383) and unit for repairs. Reverted to normal Oct-72.

7394

Unit delivered to SR 17-Jun-71. Three coaches of unit used for SRAWS cab signalling tests with 4 VEP DTC 76370 (ex.7739) from 26-Jul-71 prior to unit being released to traffic.

DTC 76744 damaged in collision with 4732 at Wimbledon Park 24-Nov-74 but repaired.

7400

Unit delivered to SR 20-Aug‑71.

Unit in collision with 4627 at Victoria 23-Jan-72 and DTC 76821 damaged and temporarily replaced by 4 VEP DTC 76370 (ex.7739) and unit used for SRAWS cab signalling tests from 6-Mar-72.

TS 71068 to spare and replaced by 4 VEP TS 70875 (spare ex.7724 via 7406), this coach fitted with experimental ‘H frame’ flexicoil suspension bogies. Reverted to normal formation from 16-Jun-72 when 76821 repaired with new cab end.

TS 70875 to spare until formed into no.7706 c.Aug‑72.

7401

Unit delivered to SR 20-Aug‑71.

Unit formed as part of 8 MIG unit 2601 from 27-May-83 until 3-Oct-83.

7402

Unit delivered to SR 3-Sep-71.

Unit reduced to 3-car from 27-May-83 and formed as part of 8 MIG unit 2601 until reformed as 4 CIG again from 3-Oct-83. TS 71070 spare during this period.

7403

Unit delivered to SR 3-Sep-71.

Unit formed as part of 8 MIG unit 2602 from 16-May-83 until 3‑Oct-83. Unit in collision with tractor on crossing near Billingshurst 8-Nov-85 and DTC 76824 damaged and to Slade Green for repair Jan-86. This coach exchanged with 76741 (ex.7391) and unit running with both DTC's with no second-class compartment seating 48 first and 184 second. Reverted back to normal 22-Apr-86.

7404

Unit delivered to SR 17-Sep-71.

Unit reduced to 3-car from 16-May-83 and formed as part of 8 MIG unit 2602 until reformed as 4 CIG again from 3‑Oct-83. TS 71072 spare during this period.

7405

Unit delivered to SR 24-Sep-71.

DTC 76826 damaged in collision with level crossing gates at Bosham 19-Nov-85 and replaced by 76804 (ex.7383) until reverted back Jan-86. 76804 then to spare.

7406

Unit delivered to SR 23-Sep-71.

TS 71074 spare and replaced by 4 VEP TS 70875 (spare ex.7724), this vehicle fitted with experimental ‘H frame’ flexicoil suspension bogies. Unit then used for tests from 11-Oct-71 prior to release to traffic 31-Dec-71 in normal formation. 70875 then to 7400 from Mar‑72.

7407

Unit delivered to SR 23-Sep-71.

Unit in collision with no.7836 at Guildford 19-Aug‑76 and DTC 76828, TS 71075 and MBS 62395 all damaged. DTC 76828 and TS 71075 moved from Guildford to Wimbledon Park 20-Sep-76. DTC 76757 to 4 VEP no.7836 and replaced with damaged 76620 (ex.7346 via 7378 & 7425). 76757 later transferred to no.7346 Dec‑76.

HM Railway Inspectorate’s Inspecting Officer was Maj. A.B.G. King. His Guildford accident report summary stated:

‘At 18.31, while the 17.54 electric passenger train from Waterloo to Portsmouth Harbour was crossing from the Down Main line to No. 2 Platform line at Guildford Station, an empty coaching stock train, which had previously formed the 17.34 electric passenger train from Waterloo to Guildford, was set back on a bell signal from the guard, from No. 4 Platform line in the London direction past a signal at Danger and collided side-on with the rear of the passenger train. The last two coaches of the passenger train and the leading coach of the empty train were derailed.
One passenger, unfortunately, received severe spinal injuries but has now recovered and seven suffered minor injuries, six being treated in hospital and then released.’

62395 to Slade Green for repair 28-Jun-77 and then used for tests with 61035 (4 CEP MBS spare ex.7102) and test coach ‘Mars‘ ADB975032 on the Shepperton branch from 6-Sep-77 prior to being formed into no.7434 from 1‑78.

MBS 62395 used temporarily in no.7434 about Jun‑78, being replaced by damaged 62422 (ex.7434). Unit back to original formation Jan‑79 with 76620 exchanged with 76757 (ex.7346) and 62395 returned from no.7434 though still out of use with 76828 damaged.

This coach then exchanged with 76773 (ex.7423) Mar‑79 and unit back to traffic. 76773 had four first-class compartments and unit seated 48 first and 184 second in this formation. 76828 repaired Jun‑79 and returned to unit displacing 76773 to no.7381 and unit back to normal formation.

7408

Unit delivered to SR 15-Oct-71.

7409

Unit delivered to SR 15-Oct-71.

7410

Unit delivered to SR c.20-Oct-71.

7411

Unit delivered to SR c.20-Oct-71.

7412

Unit delivered to SR 12-Nov-71.

7413

Unit delivered to SR 12-Nov-71 with MBS 62401 used in 4 BIG no.7058 for about three weeks in Dec‑71 prior to unit entering traffic.

7414

Unit derailed at Waterloo 24-Nov-74, back to traffic Jan‑75.

7415

Unit delivered to SR 10-Dec‑71.

7416

Unit delivered to SR 10-Dec‑71.

Unit in collision with no.7417 at Wimbledon Park 17-Apr-84 and DTC 76766 damaged and exchanged with 76767 (ex.7417). Reverted to booked formation early June 1984.

TS 71084 damaged c.Jun-83 (where?) and repaired at Slade Green.

7417

Unit delivered to SR c.3-Dec-71.

Unit in collision with no.7416 at Wimbledon Park 17-Apr-84 and DTC 76838 damaged. DTC 76767 exchanged with damaged 76766 (ex.7416) until repairs completed at Slade Green early Jun-84 when reverted to original formation.

7418

Unit delivered to SR 9-Dec-71.

7419

Unit delivered to SR 9-Dec-71.

7420

Unit delivered to SR by 15-Jan-72.

7421

Unit damaged in collision with 508 unit no.8042 at Wimbledon Park 4-Apr-81 but repaired.

7422

Unit delivered to SR 22-Jan-72.

7423

Unit damaged in sidelong collision with no.4662 at Hampton Court Junction 23-Feb-79 and DTC 76844, TS 71091 and MBS 62411 all damaged.

HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel A.G. Townsend-Rose. His Hampton Court accident report summary stated:

‘The 13.13 Hampton Court to Waterloo eight-car electric multiple-unit passenger train, after making its scheduled stop at Thames Ditton, was driven past the branch exit signal at Danger onto the Up Slow line on which the 12.20 from Alton coupled with the 12.28 from Basingstoke to Waterloo eight-car electric multiple unit passenger train was passing at speed. The Hampton Court train struck the rear three cars of the Alton train and the leading car of the Hampton Court train was diverted down a steep embankment with its trailing end, to which the second car remained attached, some twelve feet above the ground. The rear six cars of the train remained on the Branch line.

The Alton train came to a stand with the seventh car derailed and the trailing bogie of the rear car detached. The rear two cars struck and demolished the brick parapet of Angel Road underbridge which crashed onto the road below. Luckily nobody was passing at the time, but the roofs of several houses adjacent to the line were damaged by flying debris.

The emergency services were quickly called by a householder beside the line and thirty ambulances were soon on the scene, but only one passenger and the crew of the Hampton Court train and four passengers of the Alton train were taken to hospital suffering minor injuries. All were discharged after treatment. The guard of the Alton train was also slightly injured. A fifth person travelling on the Alton train suffered injuries which he did not report until the next day. All the Main lines, as well as the Hampton Court and Cobham lines, were blocked following the collision but normal services were resumed at 12.20 on 24th February and the Hampton Court line was restored by 04.00 on 26th February.’

DTC 76773 exchanged with damaged 76828 (ex.7407) Mar‑79 and unit out of use for repairs at Slade Green. 76828 repaired by Jun‑79 and returned to 7407, being replaced by fire damaged 76802 (ex.7381) from Jun‑79 to Sep‑79 and then damaged 76738 (ex.7388) from Sep‑79 to 10-Oct-79 when this returned to no.7388.

76773 to spare as no.7423 then shown as temporarily disbanded, TS 71091 to spare (still damaged at Wimbledon), remaining coaches 76844 and 62411 to 4‑BIG no.7040 in Nov‑79, 76773 to 7438 in Nov‑79.

76773 later also to 7040 in 1-80 and then moved on to 7435 3-80. Unit reinstated (still stopped damaged) by Apr-80 with three of original vehicles DTC 76844, TS 71091 and MBS 62411 also DTC 76785 (damaged ex.7435). 62411 released ex. repairs 20-Jul-80 (‘paint date’ 8-Jul-80).

76785 repaired by Dec-80 and returned to no.7435 in exchange for ‘own’ DTC 76773 and unit further reformed, TS 71091 and DTC 76844 to spare (still damaged) and replaced by 70995 and 76639 (both ex. withdrawn 7365).

Unit ran as such until involved in a further collision in Fratton depot with 4 VEP no.7710 28-Nov-82 when DTC 76773 damaged. ‘Own’ spare trailers 71091 & 76844 both now repaired (71091 Mar-82 and 76844 Apr-82) so 76773 exchanged with 76844 and 71091 exchanged with 70995.

Unit then ran for a few weeks formed as:- 76844 + 62411 + 71091 + 76639, then 76773 repaired and unit finally returned to original formation from Jun-83 as: 76773 + 62411 + 71091 + 76844. DTC 76639 to spare once again.

7424

DTC 76845 briefly exchanged with 76582 (ex.7338) for a few days from 18-Jan-87 due to large number of units with snow damage.

7425

Unit delivered to SR c.18-Feb-72.

DTC 76775 and MBS 62413 damaged in collision with no.4738 at Wimbledon Park 19-Mar-76. Replaced from 2-Apr-76 by 76728 (ex.7378 via 7346) and 4 VEP MBS 62200 (ex. spare), these two moved from Bournemouth; unit in this formation seating 42 first and 194 second.

Damaged MBS 62413 and DTC 76775 moved to Selhurst for repairs 21-Sep-76. Unit out of use from May‑76 and DTC 76846 to 7346, being replaced by 76799 (also ex.7378 via 7346) but then both of no.7378 DTC coaches returned to that unit, damaged 76620 (ex.7346 via 7378) then being shown as part of ‘7425‘.

MBS 62200 and TS 71093 then spare, 71093 being used in 4 VEP no.7836 from Aug‑76 to Dec‑76. Repairs to 76775 and 62413 completed 2-Dec-76 and both to Eastleigh 14-Dec-76. DTC 76846 returned ex.7346 and unit back to original formation.

7426

Unit damaged (details unknown) Apr-83.

7427

Unit delivered to SR c.18-Feb-72.

Unit stored out of use at Norwood Yard late-74 /early-75 with defective wheel bearings.

7428

Unit used briefly for AWS tests from 17-Mar-72 prior to release to traffic 27-Mar-72.

Unit stored out of use late-74 /early-75 with defective wheel bearings, back to traffic c.May‑75.

7429

Unit delivered to SR 8-Mar-72.

7430

 

7431

Unit delivered to SR c.24-Feb-72.

Unit reformed prior to first release to traffic and TS 71099 spare and replaced by TB 69302 (ex.7032) and unit ran as 4 BIG no.7032 until reverted to normal formation Jul‑72.

DTC 76852 damaged about Sep-83 (where?) and exchanged with 76639 (ex. spare). Reverted back after repairs to 76852 completed at Chart Leacon 3-Feb-84.

7432

Unit delivered to SR 4-Mar-72.

7433

Unit delivered to SR 4-Mar-72.

7434

Unit delivered to SR 22-Mar-72. MBS 62422 damaged c7‑77 (where?) and replaced by 4 VEP MBS 62200 (ex. spare) until 12‑77 when 62200 to 7725 and replaced by defective 62186 (ex.7725) and unit out of use. Whilst formed with 4 VEP MBS vehicle unit seated 42 first and 194 second. 62186 to spare 1‑78 and replaced by 62395 (ex.7407 and via RSD tests at Strawberry Hill). Unit back to normal formation c2‑79.

7435

DTC 76785 damaged in collision with no.7801 at Fratton depot 19-Feb-73 and to spare for repairs. Replaced by 76858 (spare ex.7437) from 29-Feb-73 until reverted 10-Jun‑73. 76858 had second-class compartment and in this formation, unit seated 36 first and 200 second.

MBS 62423 temporarily exchanged with fire damaged 62279 (ex.7051) from 8-Aug‑73 to Oct-73.

DTC 76785 damaged again in derailment at Preston Park 3-Jan-80 and exchanged Feb-80 with 76773 (ex. temporary ‘7040’ originally from no.7423 via 7407, 7381, 7388 & 7438). After repairs completed by Dec-80, 76773 returned to no.7423 and replaced by ‘own’ 76785 (ex.7423).

7436

Unit used for SRAWS tests 10-Jul-72 with one DTC (which?) replaced by 4 VEP DTC 76370 (ex.7739).

7437

DTC 76858 replaced by 4 VEP DTC 76370 (ex.7739) early 1973, to Eastleigh 12-Jun-73 for modifications to DTC 76730 (only) this coach being fitted with experimental signal repeating AWS (SRAWS) equipment.

Unit released 27-Jun-73 and used from Fratton depot on tests between Surbiton and Raynes Park.

DTC 76858 to spare, but then to unit no.7435 from 29-Feb-73 to 10-Jun‑73 and subsequently used in 4 BIG no.7057 from 29-Feb-74 until 12-Sep-74 when unit to Eastleigh for C3 overhaul; 76858 also then overhauled and spare at Eastleigh.

Reverted to original formation 3-Jan-75 and unit (with exception of 76858) given a C3 overhaul between 13-Jan-75 and 28-Jan-75.

7438

Unit temporarily disbanded Feb‑73 and TS 71106 to spare, remaining three vehicles used with TB 69335 (ex.7045) as 4 BIG no.7045 pending repair to that unit’s own vehicles damaged at Copyhold Junction 16-Dec-72. Reverted to normal 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.

Unit again temporarily disbanded following derailment damage at Streatham Hill 14-Aug‑79. TS 71106 exchanged with damaged TB 69310 (ex.7040), the reformed 7040 then running as a temporary 4 CIG numbered 7300. Remaining three cars of 7438 with 69310 held out of use under repair as 7040.

Both 76859 and 62430 repaired by Oct-79 and unit 7438 reinstated with these two vehicles and TS 70995 (ex. withdrawn no.7365) and DTC 76773 (ex.7423 but via 7407, 7381 & 7388). In this formation both DTCs had second-class compartment and unit seated 36 first and 200 second.

Repairs to 76860 complete by Jan-80 and 76773 exchanged with 76860 (ex.7040) and TS 70995 exchanged with ‘own’ 71106 (ex.7300) and unit back to original formation.

       

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Redhill platform no.3 on Friday 12th October 1979 with unit no.7300 on the rear of a Victoria to Brighton semi-fast train; note the hastily applied unit numbers and change of unit designation from 4 BIG to 4 CIG.

The down platform no.3 is covered with mail bags – a scene now long gone. On the opposite platform (no.2) a 4 VEP unit still sports its orange curtains.

© John Atkinson

 

4 CIG unit no.7300
(Temporary Unit Formation)

Due to several 4 CIG and 4 BIG units being damaged during 1979, a temporary unit numbered 7300 was formed in August to utilise available vehicles. It consisted of three vehicles from 4 BIG no.7040 whose buffet car was under repair and the TS from temporarily disbanded no.7438. The unit was reformed in Jan-80 and TS 71106 returned to unit no.7438 being replaced by 70995 spare (following the withdrawal of unit no.7365); this vehicle ex. damage repairs and via no.7438 since Oct-79.

When unit disbanded Apr-80, the three vehicles from no.7040 returned to that unit and 70995 then went to damaged unit no.7423 from Dec-80.

The following list show these with dates formed and disbanded and the number of the donor unit shown below in brackets.

Unit No.

DTC

MBS

TS

DTC

Formed

Disbanded

Diag. No.
Code

453
FA

423
EA

472
BO-1A

452
FA

7300

76121
(7040)

62062
(7040)

71106
(7438)
70995
(7365)

76067
(7040)

Aug-79

Apr-80

Note

A further unit also numbered 7300 was formed in Mar-86 in connection with the removal of buffet cars from the first batch of 4 BIG units. This unit was formed from entirely different vehicles from those shown above and is also covered by this history.

 

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Central Division unit no.7392 approaching Waterloo East sporting headcode no.00!

Rare on the South Eastern Division, this 4 CIG had been into Charing Cross on a driver route-refreshing trip Monday 4th February 1980. On the Down Fast two HAP units (both from batch 3 – Phase 2) are heading out on Gravesend via Bexleyheath service.

To the rear of the 4 CIG smoke can be seen rising from the ‘Monday-morning’ coffee-bean roasting session from the shop in the last viaduct arch. Sitting on a bridge girder a member of permanent way staff waits for the Gravesend train to clear.

A ‘RM’ Routemaster bus is entering the roundabout off Waterloo bridge; the centre of this roundabout is now the circular IMAX cinema. Immediately below, the roof of the cab road is also visible opposite the ‘Hole in the Wall’ public house.

© John Atkinson

 

AWS
Automatic Warning System (BR system)

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

 

Unit

Date

Unit

Date

Unit

Date

Unit

Date

7031

Dec-83

7032

Oct-82

7033

Mar-83

7034

Dec-82

7035

Jun-83

7036

Jan-83

7037

Feb-83

7038

Mar-83

7039

Jan-84

7040

Jan-83

7041

Jun-83

7042

Dec-82

7043

Nov-82

7044

Jun-83

7045

Mar-83

7046

Jul-82

7047

Sep-83

7048

Oct-82

7049

by 6-May-76

7050

-77

7051

-77

7052

-77

7053

-77

7054

-77

7055

-77

7056

-77

7057

-77

7058

-77

7301

Oct-83

7302

Dec-83

7303

Jun-83

7304

Nov-83

7305

Sep-83

7306

Mar-84
Jun-84 ½

7307

Sep-83

7308

Jan-84

7309

Apr-83

7310

Apr-82

7311

Feb-83

7312

Nov-82

7313

May-84

7314

Sep-83

7315

May-82

7316

Aug-82

7317

Apr-84

7318

Dec-82

7319

Jun-84

7320

Jan-83

7321

Jun-82

7322

Mar-84

7323

Feb-84

7324

Jun-82

7325

Jan-84

7326

Mar-83

7327

Jul-83

7328

Apr-83

7329

Nov-82

7330

Sep-82

7331

May-84

7332

Jun-84

7334

Mar-82

7335

Apr-83

7336

Oct-82

7337

-77

7338

by 6-May-76

7339

by 6-May-76

7340

11-May-78 *

7341

14-Jul-77

7342

29-Oct-77 *

7343

Dec-77 *

7344

13-Apr-78 *

7345

1-Sep-77 *

7346

26-Jan-78 *

7347

27-Apr-78 *

7348

16-Mar-78 *

7349

4-May-78 *

7350

-77

7351

-77

7352

by 6-May-76

7353

-77

7354

-77

7355

-77

7356

-77

7357

-77

7358

Jan-80

7359

Jun-79

7360

Jul-79

7361

Aug-81

7362

Sep-81

7363

Aug-79

7364

Oct-81

7366

Oct-80

7367

Oct-81

7368

by Sep-81

7369

Oct-79

7370

Jan-82

7371

Feb-82

7372

by Sep-81

7373

Nov-79

7374

Dec-79

7375

Mar-82

7376

Feb-80

7377

-77

7378

-77

7379

-77

7380

-77

7381

-77

7382

-77

7383

-77

7384

-77

7385

-77

7386

-77

7387

-77

7388

-77

7389

-77

7390

-77

7391

-77

7392

-77

7393

-77

7394

-77

7395

-77

7396

-77

7397

-77

7398

-77

7399

-77

7400

Aug-80

7401

Aug-80

7402

Sep-80

7403

Sep-79

7404

Sep-80

7405

by Sep-81

7406

by 6-May-79

7407

by 6-May-79

7408

by 6-May-79

7409

by 6-May-79

7410

by 6-May-79

7411

by 6-May-79

7412

-77

7413

by 6-May-79

7414

-77

7415

-77

7416

-77

7417

-77

7418

-77

7419

-77

7420

-77

7421

-77

7422

-77

7423

-77

7424

-77

7425

Mar-78

7426

Nov-77

7427

Jul-83

7428

Aug-83

7429

Sep-83

7430

Aug-83

7431

Oct-83

7432

Nov-83

7433

Nov-83

7434

Nov-83

7435

Mar-84

7436

Mar-84

7437

by Sep-81

7438

Apr-84

* Unit fitted with AWS when SR AWS removed.

 

 

Back to Top

 

 

8 MIG unit no.2602 at Woking, Friday 27th May 1983. The front four coaches of the unit were no.7403, the RMB was 1873 and the rear three coaches were from unit no.7404.

Either side of the RMB is a DTC (76754 of no.7404) diagram no.453 with three first-class compartments and a DTC (76824 of no.7403) diagram no.452 with four first-class compartments. Woking PAD (pre-assembly depot) can be seen in the background with a railway cottage and sub-station in the fork of the junction.

© John Atkinson

 

8 MIG units nos.2601 - 2602
(Restaurant Miniature Buffets in CIG stock)

To cover for a shortage of buffet units during the summer of 1983, two 8-car units classified as Class 482 8 MIG were formed; 8 MIG being from 8-car Miniature buffet CIG. This was due to the start of an asbestos removal programme for the original batch of Brighton line 4 BIG units nos.7031 ‑ 7048 and these two 8-car units were diagrammed for use on the Waterloo to Portsmouth route, releasing two 4 BIG units (nos.7052 & 7053) from Fratton to Brighton to cover.

These units consisted of two 4 CIG units, one of which was reduced to a 3-car by removal of the TS vehicle which was held spare. Between the two units, a former loco‑hauled RMB (Restaurant Miniature Buffet) was marshalled, these being vehicles 1872 & 1873, both of which had been modified previously and wired with control jumpers to operate in conjunction with 4 TC units on charter trains requiring refreshment facilities.

8 MIG RMB Coaches

These two RMB coaches were built at Wolverton in 1962 and weighed 38 tons and were mounted on Commonwealth bogies. Originally dual-heated and vacuum-braked they had earlier been converted to air braking and SR type 750-volt electric heating and now weighed 34½ tons.

Both vehicles comprised an entrance - vestibule with access doors each side, a two-bay passenger saloon, a two-bay buffet area with a central gangway (to one side were storage shelves, to the other the service area) an entrance vestibule with doors on each side, a further four-bay passenger saloon, that nearest the centre vestibule (having a store cupboard to one side of the gangway) and another full width entrance vestibule with access doors each side with finally a short central gangway dividing two toilets. Seating capacity was 44 (unclassed), all seats having tables.

Each had been stored out of use at Clapham Yard for some time (having been withdrawn 2‑Oct-82 and reinstated 14-May-83) and were given attention to enable them to be returned to service formed into unit nos.2601 & 2602.

They were marshalled with the smaller saloon against the 3 CIG portion of the unit. The 4 CIG portion was marshalled with the MBS vehicle outermost. As 4 CIG units were not fitted with cab end power jumpers, the buffet coach could not be heated so these units were only diagrammed to operate for the summer timetable from May 1983 until October 1983.

 

8 MIG Workings dated 3rd June 1983

 

Cooking in these vehicles was by liquid gas so this was operative. 4 CIG units nos.7401 ‑ 7404 were the units used to form the 8 MIG units, nos.7402 and 7404 both being reduced to 3-car. RMB 1872 was used in nos.2601 & 1873 in 2602. Due to preparation work on 1872, unit no.2601 was not formed until 27th May but no.2602 was in traffic on the first day of the summer timetable on 16th May 1983.

These 8 MIG units were 531' 5½" long, weighed 299½ tons, seated 84 first, 312 second and 44 unclassified in the buffet car. They lasted in service until 3rd October 1983 when both were disbanded and 4 CIG nos.7401 ‑ 7404 reinstated; the buffet cars being stored at Stewarts Lane and later withdrawn.

Unit no.2602 ran for one day only (21st July 1983) with the four-car portion (no.7403) replaced by unit no.7345.

 

Unit formations
(nos.2601 – 2602)

Unit formations were as follows:

 

Unit

DTC

MBS

TS

DTC

RMB

DTC

MBS

DTC

Diag. No.
Code

453
FA-2A

423
EA-2A

472
BO-1A

452
FA-2A

99

452
FA-2A

423
EA-2A

453
FA-2A

2601

76751

62389

71069

76822

1872

76823

62390

76752

2602

76753
76589
76753

62391
62295
62391

71071
70975
71071

76824
76619
76824

1873

76754 70

62392

76825 71

 

Footnote (nos.2601 - 2602)

70

DTC Diagram 453.

71

DTC Diagram 452.


 

Back to Top

 

 

August 1986 and at Clapham Junction 4 CIG no.1807 (first facelifted unit in first NSE livery – lighter blue with angled upsweeps) sitting behind 4 BIG unit no.2111 in blue /grey livery; these are on a Victoria to Ore service. The movement of the downgraded first-class compartment can be compared between these two units. Entering platform no.12 is 4 BIG no.2202 on a Littlehampton to Victoria service; this unit having recently been renumbered.

© John Atkinson

 

4 BIG unit nos.2101 – 2112
(Renumbered units)

This series of units consisted of original 1965 Brighton line 4 BIG units, these being classified as Class 422/1 from 1st April 1985. The first seven units were renumbered from 7032 /7042 /7043 /7036 /7040 /7037 & 7041, this being the order in which these units had been shopped for asbestos stripping. All were renumbered at Brighton early in April 1985. The remaining units were renumbered at works during their asbestos stripping overhaul.

Several of the first units treated were shown running in temporary formations but these became permanent on renumbering. Unit no.2112 was damaged in a side scrape collision late in 1987 and re‑entered service formed with a buffet car from one of the later batches of 4 BIG units.

As the 4 BIG units worked higher mileage diagrams than the 4 CIG units, problems with high maintenance costs on the Mk 4 motor bogies fitted to this batch of units led to a decision to reform them all, each losing its buffet car to a 4 CIG from the later Mk 6 motor bogie batches and being replaced by the 4 CIG TSO from the unit receiving the buffet car.

 

Unit formations
(nos.2101 – 2112)

These reformed units were reclassified as 4 CIG and classed as 421/6 and all were renumbered into a new series from 1751 ‑ 1762. These reformations took place between October and late-November 1989.

Unit formations were as follows:

 

Unit No.

DTC

MBS

TB

DTC

New No.

Date

Diag. No.
Code

453
FA

423
EA

472
BP

452
FA

2101
Apr-85

76063 72
(7036)

62054
(7032)

69302
(7032)

76059
(7032)

1751

21-Oct-89

2102
Apr-85

76129
(7048)

62064
(7042)

69312
(7042)

76069
(7042)

1752

14-Oct-89

2103
Apr-85

76124
(7043)

62065
(7043)

69313
(7043)

76070
(7043)

1753

4-Oct-89

2104
Apr-85

76117
(7036)

62058
(7036)

69306
(7036)

76051
(7330)

1754

8-Oct-89

2105
Apr-85

76121
(7040)

62062
(7040)

69310
(7040)

76067
(7040)

1755

14-Oct-89

2106
Apr-85

76118
(7037)

62059
(7037)

69307
(7037)

76064
(7037)

1756

Nov-89

2107
Apr-85

76122
(7041)

62063
(7041)

69311
(7041)

76068
(7041)

1757

30-Sep-89

Those units marked (W) - asbestos stripped at Wolverton.

2108 (W)
9-Sep-85

76127
(7046)

62068
(7046)

69316
(7046)

76073
(7046)

1758

Nov-89

2109 (W)
23-Oct-85

76123
(7042)

62070
(7048)

69318
(7048)

76075
(7048)

1759

Nov-89

2110 (W)
28-Nov-85

76115
(7034)

62056
(7034)

69304
(7034)

76061
(7034)

1760

6-Nov-89

2111
28-Sep-85

76112
(7031)

62053
(7031)

69301
(7031)

76058
(7031)

1761

28-Oct-89

2112 (W)
9-Jan-86

76126
(7045)

62067
(7045)

69315
(7045)
69333 73

76072
(7045)

1762

27-Nov-89

 

Footnote (nos.2101 – 2112)

72

DTC Diagram 452.

73

TB Code BP-1A.


 

No.

Individual Unit Notes

2101

Unit formed with two DTC coaches with four first-class compartments and had non‑standard seating capacity of 48 first, 112 standard and 40 buffet as a result.

2102

 

2103

 

2104

 

2105

 

2106

 

2107

 

2108

During facelift unit painted into Inter‑City colours but then reverted to blue /grey prior to being outshopped from Wolverton 9-Sep-85 as no.7046 but unit renumbered 2108 prior to re‑entering service.

2109

Units asbestos stripped at Wolverton.

2110

Unit outshopped from Wolverton 28-Nov-85 but returned to works for rectification 9-Jan-86. Released again 5-Feb-86

2111

 

2112

Unit outshopped from Wolverton 9-Jan-86 but returned to works for rectification 5-Feb-86. Released again 7-Mar-86.

All four coaches side scrape damaged at Littlehampton 11-Dec-87 in sidelong collision with no.1105 and unit stored at Gatwick out of use pending repairs.

Unit to Eastleigh c.May-88 for repair, buffet car 69315 facelifted as TSO 71926 for unit no.1823, replaced by 69333 (ex no.2207) and unit released 9-Jul-88 and back to traffic Jul-88.

 

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Leaving Gatwick’s platform 2 (Up Slow) on a Brighton to Victoria semi-fast service on Tuesday 21st January 1997, 4 BIG unit no.2210 in later NSE livery (darker blue curved upsweep /no BR double arrow /Network SouthEast under saloon windows). The black capping on the yellow cab end was an unashamed attempt to hide the dirt!

© John Atkinson

 

4 BIG units nos.2201 - 2210
(Renumbered units)

These units were renumbered from Portsmouth line 4 BIG units nos.7049 ‑ 7058 following reclassification as Class 422/2 from 1st April 1985. All units, by now allocated to Brighton depot, were renumbered there during April 1985.

Units were subsequently taken into Eastleigh works for facelifting, three of them being converted to 4 CIG units at this time using TSO vehicles rebuilt from former buffet cars, one of which came from the earlier batch of 4 BIG units. All had the seating layout in their DTCs amended during facelifting with a standard compartment at the outer end, now seating 18 first and 36 standard, the unit total now being 36 first, 128 standard and 40 buffet.

The buffet cars were subsequently fitted with microwave cooking equipment. Date In column is the date unit taken into Eastleigh works for facelift, and the new unit number shown where units were renumbered. When first renumbered, all units were in blue /grey livery, and gained NSE livery during their subsequent facelift overhauls.

 

Unit formations
(nos.2201 – 2212)

Units in traffic on 1st April 1994 were allocated to the ownership of the Porterbrook Leasing Company Limited train leasing company under the BR privatisation arrangements, these units shown with ‘P’ after unit number. A reduction in requirements for buffet units from June 1997 led to five of the remaining units being renumbered into a new series 1401 ‑ 1405 and their buffet cars being decommissioned; the units running initially as four cars, but with the buffet cars planned to be subsequently removed and the units reclassified as 3 COP units. The final two remaining units were similarly treated in September 1997 (nos.2209 /2210 becoming nos.1409/11) thus rendering this number series extinct.

Unit formations were as follows:

 

Unit No.

DTC

MBS

TB

DTC

Ex. Unit

Facelifting

New no.

Diag. No.
Code

453
FA-1A
FA-8B

423
EA-1A
EA-5B

472
BP-1A
BP-4B 74

452
FA-1A
FA-8B


[Code prior to facelifting]
[Code after facelifting]

2201

76561

62277

69330

76571

7049

7-Sep-88

1824

2202

76562

62278

69331

76572

7050

25-Oct-88

1825

2203 P

76563

62279

69332

76573
76629
76573

7051

c.Oct 90

1403

2204 P

76564

62280

69336

76574

7052

19-Jul-90

1402

2205 P

76565

62281

69339

76575

7053

Jan-91

1405

2206 P

76602

62308

69338

76632

7054

c.Nov-90

1404

2207

76567

62283

69333

76577

7055

21-Jun-88

1823

2208 P

76568

62284

69334

76578

7056

c. Jul-90

1401

2209 P

76569

62285

69335

76579

7057

13-Jun-91

1409

2210 P

76570

62286

69337

76580

7058

c.Jul-91

1411

 

 

Footnote (nos.2201 – 2210)

74

TB codes were BP-3B prior to fitting with microwave cooking.


 

No.

Individual Unit Notes

2201

Unit slightly damaged in collision with no.1703 at Eastbourne 26-Jun-86 but repaired.

Unit to Eastleigh for facelift 6-Sep-88, TB 69330 rebuilt as TSO and renumbered 71927. Unit released as 4 CIG no.1824.

2202

Unit to Eastleigh for facelift 24‑Oct-88, TB 69331 rebuilt as TSO and renumbered 71928. Unit released as 4 CIG no.1825.

2203

Unit in collision with 4 VEP no.3515 at Lovers Walk early Nov-91. DTC 76573 damaged and exchanged with 76629 (ex.1845) 18-Nov-91 whilst repairs completed on 76573. Back to original formation from mid‑Mar-92.

Last day in traffic as 4 BIG unit 27-May-97 and unit renumbered 1403 29-May-97. TB 69332 exchanged with 69311 (ex.2257) 31-May-97 prior to release to traffic as no.1403.

2204

Last day in traffic as 4 BIG unit 30-May-97 and unit renumbered 1402 1-Jun-97.

2205

Last day in traffic as 4 BIG unit 30-May-97 and unit renumbered 1405 31-May-97.

2206

Last day in traffic as 4 BIG unit 30-May-97 and unit renumbered 1404 31-May-97.

2207

Unit to Eastleigh for facelift 21-Jun-88, TB 69333 exchanged with 69315 (ex.2112) this coach ex. damage repairs and rebuilt as TSO numbered 71926. Unit released as 4 CIG no.1823.

2208

Unit formed as part of 8 DIG unit no.2001 from 23-Nov-96, though continued to show 2208 on both cab ends whilst running in unit no.2001. The 4 BIG portion of no.2001 officially renumbered 2208, though this unit out of use for wiring repairs and not physically renumbered.

When the 8 DIG units disbanded in Jan-97, the stored ‘2208’ renumbered 2262 and the original no.2208 returned to traffic from disbanded unit no.2001 27-Jan-97. Last day in traffic as 4 BIG unit 30-May-97 and unit renumbered 1401 1-Jun-97.

2209

Last day in traffic as 4 BIG 26-Sep-97 and unit renumbered 1409 27-Sep-97.

2210

Last day in traffic as 4 BIG 26-Sep-97 and unit renumbered 1411 28-Sep-97.

       

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Leaving Somerhill Tunnel on Monday 18th June 1990 with a Charing Cross to Hastings train, 4 CIG unit no.1100 is in NSE (later) livery and with white cab-front handrails. 4 CIG units were used on the direct line to Hastings because of the high demand for first-class accommodation on this route.

This was in a period when Lover’s Walk depot was supplying up to ten units each day for Hastings line services. This meant Tonbridge, St. Leonards and Grove Park drivers had to be trained on the use of electric parking brakes. Eventually Ramsgate received an allocation of 4 CIG units (without electric parking brake) for the Hastings line.

The Mountfield Gypsum train can just be seen beyond the tunnel awaiting the road.

© John Atkinson

 

4 CIG units nos.1100 - 1127
(Renumbered units)

This series of units consisted of the remaining original Brighton line parking brake units which were (with two exceptions) asbestos stripped but had not been facelifted when this was undertaken. Units were all renumbered from the 73xx series in June 1987 and retained the last two digits of their original numbers.

Units were Class 421/1. Units nos.1120 & 1121 only ran for a few weeks prior to dispatch to Eastleigh for asbestos stripping and facelift, no.1121 being the last remaining 4 CIG or 4 BIG unit in traffic with blue asbestos insulation. Unit no.1110 was the only unit with the standard class compartment at both ends; this modification being done as a prototype during its asbestos stripping overhaul.

Units were all still blue /grey when first renumbered and gained NSE livery at their next repaint. All these units were subsequently also facelifted at Eastleigh and renumbered again into the 17xx series. Their DTC coaches were altered to the arrangement in no.1110 at this time.

 

Unit formations
(nos.1100 – 1127)

Unit formations were as follows:

 

Unit No.

DTC

MBS

TB

DTC

New No.

Date

Diag. No.
Code

453
FA

423
EA

472
BO-1A

452
FA

1100

76125

62066

71051

76071

1751

3-Sep-92

Code

 

 

BO

 

 

 

1105

76080

62021

70699

76026
76039

1750

14-Aug-92

1110

76085

62026

70704

76031

1745

22-Jan-92

1111

76086

62027

70705

76032

1742

6-Nov-91

1114

76089

62030

70708

76035

1741

17-Sep-91

1116

76091

62032

70710

76037

1746

12-Mar-92

1118

76093
76026 75

62034

70712

76039
76093 76

1747

19-Mar-92

1120

76095

62036

70714

76041

1731

9-Jun-87

1121

76096

62037

70715

76042

1732

5-Jul-87

1123

76119

62060

70717

76065

1752

21-Sep-92

1127

76102

62043

70721

76048

1753

17-Nov-92

 

Footnote (nos.1100 – 1127)

75

DTC Diagram 452.

76

DTC Diagram 453.


 

No.

Individual Unit Notes

1100

 

1105

Unit in sidelong collision at Littlehampton 11-Dec-87 with empty 12-car train (1118 + 2112 + 1730) which was driven past front coach 76026 causing serious damage to cab. This coach exchanged with 76039 (ex.1118).

1110

 

1111

 

1114

 

1116

 

1118

Unit leading 12-car empty train at Littlehampton 11-Dec-87 when in sidelong collision with no.1105 and only DTC 76039 not side damaged. This coach exchanged with damaged 76026 (ex.1105) and unit out of use pending repairs. To Ilford for repair due 6-Apr-88, and back to traffic Sep-88. 76026 formed against MBS vehicle with 76093 now on opposite end of unit.

1120

 

1121

This unit last of batch not asbestos stripped when these units renumbered Jun-87 and unit sent to Eastleigh for asbestos strip and facelift 5-Jul-87. Released 5-Jan-88 and renumbered 1732. Unit also had electric parking brake removed during facelift as an experiment and to provide spares for other units.

1123

 

1127

 

 

Back to Top

 

 

4 CIG unit no.1241 waiting to depart from Bournemouth Central

Colin Watts collection ©

 

4 CIG units nos.1201 - 1300
(Renumbered units)

This series of units consisted of 4 CIG units from the later non‑parking brake fitted batches which had not been facelifted by June 1987. Units were all renumbered fairly quickly from May 1987 and retained the last two digits of their original numbers. Class number was 421/2.

Numbering was as follows:

Nos.7401 ‑ 7426 became nos.1201 – 1226.

Nos.7337 ‑ 7400 became nos.1237 ‑ 1300.

Units from this series continued to be taken for facelifting at Eastleigh, then being further renumbered upwards in the 18xx series.

In overall terms no.7401 (for example) became no.1201 thence no.1868 after facelifting (the 18xx number series bearing no resemblance to previous number sequences).

 

Unit formations
(nos.1201 – 1300)

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

Old No.

Renumber

Diag. No.
Code

453
FA-2A

423
EA-2A

472
BO-1A

452
FA-2A

(date)

1201

76751

62389

71069

76822

7401

1868
(11-Dec-91)

1202

76752

62390

71070

76823

7402

1860
(30-Apr-91)

1203

76753

62391

71071

76824
76804

7403

1869
(2-Jan-92)

1204

76754

62392

71072

76825

7404

1875
(28-May-92)

1205

76755

62393

71073

76826

7405

1874
(18-May-92)

1206

76756

62394

71074

76827

7406

1871
(3-Mar-92)

1208

76758
76771

62396

71076

76829

7408

1872
(14-Apr-92)

1209

76759

62397

71077

76830

7409

1873
(22-Apr-92)

1210

76760

62398

71078

76831

7410

1879
(14-Jul-92)

1211

76761

62399

71079

76832

7411

1876
(2-Jun-92)

1212

76762

62400

71081

76833

7412

1881
(25-Aug-92)

1213

76763

62401

71081

76834
76108
77
76834

7413

1877
(9-Jun-92)

1214

76764

62402

71082

76835

7414

1883
(29-Sep-92)

1215

76765

62403

71083

76836

7415

1882
(14-Sep-92)

1216

76766

62404

71084

76837
76266
78
76837

7416

1887
(10-Nov-92)

1217

76767

62405

71085

76838

7417

1884
(6-Oct-92)

1218

76768

62406

71086

76839

7418

1878
(1-Jul-92)

1219

76769

62407

71087

76840

7419

1885
(22-Oct-92)

1220

76770

62408

71088

76841

7420

1880
(17-Jul-92)

1221

76771
76758
76108
79
76834
80
76108 81

62409

71089

76842

7421

1870
(26-Feb-92)

1222

76772

62410

71090

76843

7422

1886
(27-Oct-92)

1223

76773

62411

71091

76844

7423

1888
(9-Dec-92)

1224

76774

62412

71092

76845

7424

1889
(14-Dec-92)

1225

76775

62413

71093

76846

7425

1890
(11-Jan-93)

1226

76776

62414

71094

76847

7426

1891
(26-Jan-93)

Code

FA-1A

EA-1A

BO-1A

FA-1A

 

 

1237

76581

62287

70967

76611

7337

1816
(4-Mar-88)

1238

76582

62288

70968

76612

7338

1833
(11-Apr-90)

1239

76583

62289

70969

76613

7339

1817
(25-Mar-88)

1240

76584

62290

70970

76614

7340

1815
(26-Feb-88)

1241

76585

62291

70971

76615

7341

1316
(10-Mar-90)

1242

76586

62292

70972

76616

7342

1820
(25-Apr-88)

1243

76587

62293

70973

76617

7343

1838
(18-Jun-90)

1244

76588

62294

70974

76618

7344

1314
(26-Jan-90)

1245

76589

62295

70975

76619

7345

1844
(5-Sep-90)

1246

76590

62296

70976

76620

7346

1849
(12-Oct-90)

1247

76591

62297

70977

76621

7347

1852
(6-Nov-90)

1248

76592

62298

70978

76622

7348

1821
(3-May-88)

1249

76593

62299

70979

76623

7349

1836
(29-May-90)

1250

76594

62300

70980

76624

7350

1822
(18-May-88)

1251

76595

62301

70981

76625

7351

1814
(5-Feb-88)

1252

76596

62302

70982

76626

7352

1313
(12-Jan-90)

1253

76597

62303

70983

76627

7353

1317
(27-Sep-90)

1254

76598

62304

70984

76628

7354

1831
(12-Mar-90)

1255

76599

62305

70985

76629

7355

1845
(12-Sep-90)

1256

76600

62306

70986

76630

7356

1847
(2-Oct-90)

1257

76601

62307

70987

76631

7357

1835
(18-May-90)

1258

76566

62282

70988

76576

7358

1834
(3-May-90)

1259

76603

62309

70989

76633

7359

1841
(18-Jul-90)

1260

76604

62310

70990

76634

7360

1858
(4-Apr-91)

1261

76605

62311

70991

76635

7361

1848
(10-Oct-90)

1262

76606

62312

70992

76636

7362

1853
(21-Nov-90)

1263

76607

62313

70993

76637

7363

1839
(27-Jun-90)

1264

76608

62314

70994

76638

7364

1315
(9-Feb-90)

1266

76610

62316

70996

76640

7366

1857
(12-Mar-91)

Code

FA-2A

EA-2A

BO-1A

FA-2A

 

 

1267

76717

62355

71035

76788

7367

1818
(6-Apr-88)

1268

76718

62356

71036

76789

7368

1850
(22-Oct-90)

1269

76719

62357

71037

76790

7369

1832
(26-Mar-90)

1270

76720

62358

71038

76791

7370

1855
(18-Dec-90)

1271

76721

62359

71039

76792

7371

1851
(1-Nov-90)

1272

76722

62360

71040

76793

7372

1837
(9-Jun-90)

1273

76723

62361

71041

76794

7373

1819
(19-Apr-88)

1274

76724

62362

71042

76795

7374

1840
(2-Jul-90)

1275

76725

62363

71043

76796

7375

1842
(25-Jul-90)

1276

76726

62364

71044

76797

7376

2251
(Oct-89)

1277

76727

62365

71045

76798

7377

1859
(25-Apr-91)

1278

76728

62366

71046

76799

7378

2252
(Oct-89)

1279

76729

62367

71047

76800

7379

2257
(Sep-89)

1280

76730
76667
82
76730

62368

71048

76801

7380

Withdrawn
(30-Oct-89)

 

1281

76731

62369

71049

76802

7381

1843
(22-Aug-90)

1282

76732

62370

71050

76803

7382

2254
(Oct-89)

1284

76734

62372

71052

76805

7384

2253
(Oct-89)

1285

76735

62373

71053

76806

7385

1861
(c.Jun-91)

1286

76736

62374

71054

76807

7386

1862
(20-Jun-91)

1287

76737

62375

71055

76808

7387

1846
(19-Sep-90)

1288

76738

62376

71056

76809

7388

1854
(3-Dec-90)

1289

76739

62377

71057

76810

7389

1856
(19-Dec-90)

1290

76740

62378

71058

76811

7390

2255
(Oct-89)

1291

76741

62379

71059

76812

7391

1864
(22-Jul-91)

1292

76742

62380

71060

76813

7392

1863
(26-Jun-91)

1293

76743

62381

71061

76814

7393

1866
(20-Oct-91)

1294

76744

62382

71062

76815

7394

1867
(29-Nov-91)

1295

76745

62383

71063

76816
76639 83

7395

1865
(14-Oct-91)

1296

76746

62384

71064

76817

7396

2258
(Nov-89)

1297

76747

62385

71065

76818

7397

2256
(Nov-89)

1298

76748

62386

71066

76819

7398

2259
(Nov-89)

1299

76749

62387

71067

76820

7399

2260
(Nov-89)

1300

76750

62388

71068

76821

7400

2261
(Oct-89)


 

Footnote (nos.1201 -1300)

77

DTC Diagram 453, Code FA.

78

4 VEP DTC, Diagram 458, Code FB.

79

DTC Code FA.

80

DTC Diagram 452.

81

DTC Code FA.

82

4 VEP DTC, Diagram 458, Code FB-1A.

83

DTC Diagram FA-1A.


 

No.

Individual Unit Notes

1201

 

1202

 

1203

DTC 76824 cab damaged 10-Nov-89 after hitting level crossing blown across line during gales at Fishbourne and temporarily replaced by 76804 (ex. spare) 15-Nov-89. This formation made permanent from Jul‑91 and 76824 (now a spare vehicle) withdrawn May‑91.

DTC 76824 still spare (and not facelifted) at Eastleigh and allocated to the ownership of the Porterbrook Leasing Company Limited train leasing company.

Offered for sale for disposal May‑98 and moved to Old Dalby late in 1998 for ‘Cup & Cone’ crash test c.17-Feb-99.

Coach moved to M. C. Metal Processing, Glasgow for scrapping 19-Apr-99 and broken‑up 20-Apr-99.

1204

 

1205

 

1206

 

1208

DTC 76758 badly damaged by fire at Waterloo 1-Nov-90 and exchanged with 76771 (ex.1221). 76758 scrapped by Booth Roe Metals, Rotherham -Oct91, moving from Eastleigh 16-Oct-71

1209

 

1210

 

1211

 

1212

 

1213

Unit damaged in side scrape collision with no.1221 at Wimbledon Park c.29-Apr-91 and undamaged DTC 76834 to no.1221 Apr‑91 and replaced by 76108 (ex.1221) and unit to Eastleigh for repairs 1-May-91.

Released 17-Jun-91 and 76108 exchanged back with 76834 (ex.1221) 7‑91. Whilst formed with 76108, unit seated 36 first and 200 second as both DTCs had second-class compartment.

1214

 

1215

 

1216

Unit involved in side scrape collision at Fratton with no.3019 24-Jan-89 and three coaches damaged. Undamaged DTC 76837 exchanged with 4 VEP DTC 76266 (ex.3019) and unit to Doncaster 2-Mar-89 for repairs. Back to traffic in original formation Jul-89.

1217

 

1218

 

1219

 

1220

 

1221

Unit derailed on trap points at Ash Vale 29-Aug‑90 and three coaches damaged. Undamaged 76771 exchanged with fire damaged 76758 (ex.1208) and unit stopped pending damage repairs.

Unit repaired at Selhurst and hauled to Eastleigh 21-Dec-90. DTC 76758 beyond economic repair and withdrawn Apr‑91. Unit back to traffic 19-Mar-91 with DTC 76108 (ex. spare); this vehicle being from the earlier parking brake fitted batches (but with feature now removed).

Unit in side scrape collision with no.1213 at Wimbledon Park cm29-Apr-91 and 76108 damaged and temporarily exchanged with 76834 (ex.1213). This exchange reverted Jul‑91. Whilst formed with 76834, both DTC coaches had four first-class compartments and unit seated 48 first and 184 second.

1222

 

1223

 

1224

 

1225

 

1226

 

1237

 

1238

 

1239

 

1240

 

1241

 

1242

 

1243

 

1244

 

1245

 

1246

 

1247

 

1248

 

1249

 

1250

 

1251

 

1252

 

1253

 

1254

 

1255

 

1249

 

1250

 

1251

 

1252

 

1253

 

1254

 

1255

 

1266

DTC 76640 and TS 70996 slightly damaged in derailment at East Grinstead 3-Nov-88.

1267

 

1268

 

1269

 

1270

DTC 76791 fire damaged at Hastings (Park Sidings) 3-Mar-89 but repaired.

1271

 

1272

 

1273

 

1274

 

1275

 

1276

 

1277

 

1278

 

1279

 

1280

Three compartments of DTC 76730 damaged by fire (where?) 21-Feb-88 and to Slade Green for repairs with 76730 replaced by 4 VEP DTC 76667 (ex.3129) from Mar-88 (although not in traffic in this form until Apr-88).

Whilst mis formed, unit seated 48 first and 194 second and VEP DTC in blue /grey, other three CIG coaches in NSE livery. Reverted to original formation by mid-July 1988.

Unit involved in Purley collision 4-Mar-89 and all four coaches down embankment and seriously damaged. Removed by road to Three Bridges yard.

HM Railway Inspectorate’s Inspecting Officer was Alan Cooksey, Deputy Chief Inspecting Officer of Railways for HMRI. His Purley accident report summary stated:

‘At 13.39, the 12.50 train from Horsham to Victoria was struck in the rear by the 12.17 train from Littlehampton to Victoria. The train from Horsham had just departed from Purley Station and had crossed from the Up Slow line onto the Up Fast line. The train from Littlehampton had been travelling at speed along the Up Fast line. The leading 6 vehicles of the 8 coach train from Littlehampton were derailed and deflected to the left down an embankment. The seventh coach of the. train from Littlehampton was also derailed as were the rear two coaches of the train from Horsham.

I regret to report that 5 passengers wen killed and 88 persons, including 3 railway staff, required hospital treatment. Of the injured, 32 were detained in hospital, some with serious injuries but by the time L opened my Inquiry only 4 remained in hospital.

The accident caused considerable disruption to rail services. The Up and Down slow lines, which were blocked to traffic to facilitate the recovery work, were re-opened at 05.17 on 6 March. The Up and Down Fast lines were re-opened, subject to a 20 mile/h speed restriction and without the damaged crossover being replaced, at 15.43 on 6 March. The removal of the vehicles from the side and bottom of the embankment was a difficult task and the last one was taken away by road on 9 March. The re-instatement of the crossover was completed and normal operations were restored at 08.00 on 27 March.’

Unit withdrawn 30‑Oct-89 and all coaches scrapped at Three Bridges by contractors Maize Metals, 76730 and 62368 w/e 24-Feb-90, 71048 w/e 3-Mar-90 and 76801 w/e 10-Mar‑90.

1281

 

1282

 

1284

 

1285

 

1286

 

1287

 

1288

 

1289

 

1290

 

1291

 

1292

 

1293

 

1294

 

1295

Unit involved in Purley collision 4-Mar-89 and two coaches, DTC 76816 and TSO 71063 partly down embankment. 76816 removed by road to Three Bridges yard and scrapped there w/e 17-Mar-90 by contractors Maize Metals. Remaining vehicles spare.

HM Railway Inspectorate’s Inspecting Officer was Alan Cooksey, Deputy Chief Inspecting Officer of Railways for HMRI. His Purley accident report summary stated:

‘At 13.39, the 12.50 train from Horsham to Victoria was struck in the rear by the 12.17 train from Littlehampton to Victoria. The train from Horsham had just departed from Purley Station and had crossed from the Up Slow line onto the Up Fast line. The train from Littlehampton had been travelling at speed along the Up Fast line. The leading 6 vehicles of the 8 coach train from Littlehampton were derailed and deflected to the left down an embankment. The seventh coach of the. train from Littlehampton was also derailed as were the rear two coaches of the train from Horsham.

I regret to report that 5 passengers wen killed and 88 persons, including 3 railway staff, required hospital treatment. Of the injured, 32 were detained in hospital, some with serious injuries but by the time L opened my Inquiry only 4 remained in hospital.

The accident caused considerable disruption to rail services. The Up and Down slow lines, which were blocked to traffic to facilitate the recovery work, were re-opened at 05.17 on 6 March. The Up and Down Fast lines were re-opened, subject to a 20 mile/h speed restriction and without the damaged crossover being replaced, at 15.43 on 6 March. The removal of the vehicles from the side and bottom of the embankment was a difficult task and the last one was taken away by road on 9 March. The re-instatement of the crossover was completed and normal operations were restored at 08.00 on 27 March.’

Unit back to traffic Jul‑90 with DTC 76639 (ex. spare) now in permanent formation.

1296

 

1297

 

1298

 

1299

 

1300

 

 

Back to Top

 

Sitting alongside ‘Jaffa cake’ liveried 4 CEP no.1550 at Sevenoaks on Thursday 31st May 1990, Lover’s Walk-based ‘parking brake’ 4 CIG unit no.1758 forms a Charing Cross – Hastings train. Note NSE logo on end-doorway and glimpse of blue /grey EPB behind.

© Colin Price

 

4 CIG unit nos.1751 - 1762
(Reformed 4 BIG units)

These units were formed from October to late-November 1989 by reforming former 4 BIG units nos.2101 to 2112. These units were from the original Brighton line batch delivered in 1965 /1966 and were fitted with the earlier Mk 4 motor bogies. Due to the higher mileages worked by 4 BIG units compared with 4 CIG units and in order to reduce maintenance costs, this batch of units swapped their buffet cars with TSO coaches from 4 CIG units from the later batches. The units were then reclassified as 4 CIG units, sub‑class 421/6 and renumbered 1751 ‑ 1762. All the reforms were done at Brighton depot and (as these units still retained their electric parking brakes), all remained allocated to this depot.

Unit no.2112 had earlier received a buffet car from one of the later 4 BIG units due to damage to its own and this unit was reformed with a ‘facelift’ 4 CIG (although the buffet car remained not facelifted, without fluorescent lighting and PA equipment); the TSO in this unit was the only facelifted vehicle.

These units were subsequently taken into Eastleigh works for facelifting and further renumbered into the ‘facelift’ number series (upwards from 1733) this range eventually extending up to 1753 with some duplication of numbers although the ‘first’ nos.1751 ‑ 1753 had been facelifted and renumbered by this stage.

These units still retained the original layout in their DTC coaches and therefore seated 42 first and 192 standard (no.1751 was non-standard); these DTC coaches being modified to the new standard compartment outermost at each end layout on facelifting. All units were in NSE livery when formed; nos.1751 & 1752 in the first version, others in the later version. However, unit no.1757 had one coach in the first scheme and three in the second version.

 

Unit formations
(nos.1751 – 1762)

Date In column is date unit taken to Eastleigh works for facelift followed by new unit number. Date below unit number is date unit first formed. Unit formations were as follows:

 

Unit No.

DTC

MBS

TB

DTC

Date in

New No.

Diag. No.
Code

453
FA

423
EA

472
BO-1A

452
FA

1751
21-Oct-89

76063 84
(2101)

62054
(2101)

71044
(1276)

76059
(2101)

20-Nov-90

1734

1752
14-Oct-89

76129
(2102)

62064
(2102)

71046
(1278)

76069
(2102)

19-Mar-91

1738

1753
4-Oct-89

76124
(2103)

62065
(2103)

71052
(1284)

76070
(2103)

c.Jan-91

1736

1754
8-Oct-89

76117
(2104)

62058
(2104)

71050
(1282)

76051
(2104)

8-Jan-91

1735

1755
14-Oct-89

76121
(2105)

62062
(2105)

71058
(1290)

76067
(2105)

29-Jan-91

1737

1756
27-Nov-89

76118
(2106)

62059
(2106)

71065
(1297)

76064
(2106)

2-Dec-91

1743

1757
30-Sep-89

76122
(2107)

62063
(2107)

71047
(1279)

76068
(2107)

29-Aug-90

1733

1758
9-Nov-89

76127
(2108)

62068
(2108)

71064
(1296)

76073
(2108)

19-Dec-91

1744

1759
16-Nov-89

76123
(2109)

62070
(2109)

71066
(1298)

76075
(2109)

21-Aug-91

1739

1760
6-Nov-89

76115
(2110)

62056
(2110)

71067
(1299)

76061
(2110)

26-Mar-92

1749

1761
28-Oct-89

76112
(2111)

62053
(2111)

71068
(1300)

76058
(2111)

2-Apr-92

1749

Code

 

 

BO-4B

 

 

 

1762
27-Nov-89

76126
(2112)

62067
(2112)

71097
(1802)

76072
(2112)

4-Sep-91

1740

 

Footnote (nos.1751 – 1762)

84

DTC Diagram 452, unit 1751 seated 48 first and 184 standard.

 

Back to Top

 

 

On its first passenger run in London & South East sector livery (a.k.a ‘Jaffa cake) unit no.1702 enters Clapham Junction station with the 06.30 West Worthing Victoria train on Sunday 1st September 1985. The unit had been released from Eastleigh on the previous Wednesday (28th August) running ecs to West Worthing the night before.

© John Atkinson

 

4 CIG units nos.1701 – 1753
(Facelifted units)

This series of units started to appear from Eastleigh works from July 1985 and were former Brighton line 4 CIG and 4 BIG units of the earlier series fitted with electric parking brakes. Units were renumbered upwards from 1701 in order of shopping, all having been asbestos stripped and facelifted. A PA system was fitted, fluorescent lighting installed and the seating layout in the DTCs altered; both now having a second-class compartment at the outer end (the compartment with the outside access door), the former second-class compartment in one DTC being converted to first-class and its associated corridor swing door relocated to the end of the side corridor. These coaches both now seated 18 first and 36 second giving a revised unit total of 36 first and 200 second. Reading lights were also removed from the luggage racks making these units standard with the later batches.

Several 4 BIG units lost their buffet cars or had them rebuilt as trailer seconds and a subsequent swapping of buffet cars out of the earlier Mk 4 motor bogie units led to this number series steadily increasing upwards until all remaining parking brake units were in this one number range. A few units had their parking brakes removed and replaced with conventional handbrakes to provide a float of spare parts for the others.

‘Jaffa Cake’ Livery

The first eleven units were delivered in the L&SE two‑tone brown (Jaffa Cake) livery, but a change of policy led to the next few reverting to blue /grey prior to the introduction of the NSE red /white /blue livery, the eleven ‘Jaffa Cake’ units being fairly quickly repainted into these colours. All units eventually gained NSE livery, units nos.1716 ‑ 1731 being new in the first version, no.1732 upwards were outshopped in the second style, and nos.1701 ‑ 1711 gaining the first version when they lost ‘Jaffa Cake’ livery. Units nos.1712 ‑ 1715 went direct from blue /grey to the later NSE style, and all the early version NSE units later were painted a second time in the later style.

Angel Train Contracts Ltd

This whole batch of units were allocated to the ownership of Angel Train Contracts Limited leasing company from 1st April 1994 under the BR privatisation arrangements.

[Angel Train Contracts Limited became Angel Trains Limited on 16th May 2000.]

During 1993 /1994, eight units were modified and had their motor coaches fitted with Mark 6 motor bogies from withdrawn 4 REP units (these being renumbered 1901 ‑ 1908 in order of out-shopping). However, the first two were formed as part of 8 DIG units almost immediately and further renumbered as parts of nos.2004 (1901) and 2002 (1902).

Four units were ‘off lease’ in May 1995 and stored out of use; one at Eastleigh, the remainder at Ludgershall. Two further units were similarly stored from October 1995; these being stored at Chart Leacon. The units at Ludgershall were taken to Eastleigh in November 1996 along with one of the units from Chart Leacon, one DTC of the remaining unit there (no.1749) moving to Doncaster where the body was scrapped and the underframe used as the basis for a new ‘Networker Classic’ prototype.

Connex South Central

Unit no.1719 was the first to be repainted into Connex white /yellow livery from January 1997, although it ran initially without the yellow decals applied.

[Connex South Central Limited became South Central Trains on 10th September 2001].

Units nos.1710 /1721 /1722 & 1725 were similarly treated until problems with application of the yellow areas were resolved; the first unit to carry the full livery being no.1724 outshopped 6th June 1997.

Many of the units remaining in NSE livery had the cab ends painted in similar style to the Connex liveried units, this being done at Lovers Walk as part of a heavy cleaning procedure. Two of the stored ‘off lease’ units were returned to traffic during July 1997 following overhaul and repainting in the Connex white /yellow livery at Eastleigh. The ‘white’ units had the yellow areas applied to their livery in a special programme at Selhurst Repair Shops from August 1997 (although only units nos.1710 & 1725 were completed) with units nos.1719 & 1722 running in ‘white’ until March 1998 when the yellow was applied at Lovers Walk.

Two further units 1737 & 1742 were ‘off lease’ from July 1997 (being replaced by nos.1741 & 1744 above) and moved to storage at RAF Kineton 19th August 1997. Further units ‘off lease’ in September 1997 were nos.1701 /1736 & 1748, these being replaced by further previously stored units nos.1704 /1740 & 1743 (being overhauled at Eastleigh and returned to traffic).

Units nos. 1701 /1736 & 1748 were moved to storage at Shoeburyness 22nd October 1997, but all three were returned to Eastleigh 14th December 1997 for C4P overhaul. The two units at Kineton (nos.1737 & 1742) also moving to Eastleigh 2nd March 1998. These five units were overhauled (including having their electric parking brakes replaced with conventional handbrakes in each cab) and repainted into ‘all‑white’ livery and used for short‑term leases to Connex (both South Eastern and South Central) to cover stock shortages. These ‘white’ units were on so-called ‘warm leases’ where Connex paid a much lower charge but were then responsible for the overhaul costs.

Downgrading of first-class

 With the exception of the five ‘white’ units (nos. 1701 /1736 /1737 /1742 & 1748) all units started to have the seating in the DTC adjacent to the MBS downgraded to standard from May 1998, the compartment sliding doors and armrests being removed and the coach then seating 54 standard (the revised unit total now being 18 first and 218 standard). This work was carried out at Lovers Walk depot during routine maintenance. Some vehicles subsequently had the seating in the downgraded compartments rebuilt to seat four aside (these vehicles then seating 60 standard with a revised unit total of 18 first and 224 standard).

A new electrical code was also issued for these modified vehicles, being amended from EE36xxX to EE28xxX though the final three suffix letters differed widely between otherwise similar units following many modifications over the years. To assist passengers to locate where the first-class accommodation was situated in the train, a wide (approx. 2') yellow band was later painted along the roof above the first-class compartments (just above the gutter line of the coach).

The two ‘white’ units working on Connex South Central later had their first-class compartments at one end similarly downgraded, though still retaining their small yellow cantrail bands at both ends and without the thick band on the roof at the remaining first-class end. Connex South Central completed painting all their CIG units into their livery when unit no.1720 was sent to Eastleigh in April 2000. South Eastern only had one CIG unit in the Connex livery (no.1870) with all their others running in NSE colours until withdrawal.

GoVia (New Southern Railway Ltd)

Further ‘white’ units were outshopped from Eastleigh during late July 2001 at the time of the handover from Connex to GoVia (New Southern Railway Ltd) of the South Central franchise when the new livery had yet to be finalised; unit no.1734 being outshopped in this condition on 24th July 2001.

The first unit in the new GoVia South Central two‑tone green /biscuit livery was no.1735 outshopped from Eastleigh on 16th October 2001. However, only two further units from this batch were done (units nos.1738 & 1740), before repainting ceased in anticipation of the introduction of new Class 375 /377 units.

Following repainting at Eastleigh in January 2002, unit no.1738 then went to Chart Leacon for a bogie overhaul and was also fitted with TPWS equipment as a prototype for units working on South Central. Further units followed from May 2002 in a programme dealt with at Eastleigh. However, the possibility of exposing any residual blue asbestos contamination meant that some of this batch was not planned to be fitted, with withdrawal proposed before the TPWS deadline of 31st December 2002.

Units nos.1702 /1703 /1705 /1707 /1709 /1710 /1734 /1736 & 1737 were not planned to be fitted, these nine units being identified as in poorest bodily condition and planned to be replaced by 3 COP units displaced from Coastway work by new Class 375 units.

One of the ‘white’ Connex SouthEastern units (no.1742) was stored at Ramsgate from 15th April 2002 with body defects and requiring a door lock change. However, this work was carried out in August 2002 and the unit returned to service.

Introduction Class 375 units

The introduction of the first Class 375 units to all day service on South Central during December 2002 saw the first withdrawals of 4 CIG units for storage, some of the displaced 3 COP units replacing them. Units nos.1702 & 1706 were out of use with bogie defects during November 2002 and after a period of storage at Gatwick were moved to Shoeburyness for secure storage along with unit no.1703. Units nos.1705, 1707, 1731 & 1750 were also taken out of service and stored.

Proposed Heritage Unit

Unit no.1705 was retained for overhaul, TPWS fitting and restoration to green livery with its original identity of unit no.7301 as a ‘heritage’ unit. However, this did not take place and the unit remained stored at Selhurst depot and used for train evacuation exercises.

TPWS

A further Connex ‘white’ unit (no.1748) was out of use at Ramsgate from 16th December 2001 but a decision to fit the three ‘white’ Connex units with TPWS saw it repaired and returned to service in March 2002.

The approach of the revised TPWS fitment deadline of 31st March 2002 saw the remaining units in traffic not so fitted with nos.1709 /1710 /1734 /1736 & 1737 taken out of traffic over the preceding few days at Lovers Walk, though units nos.1710 & 1734 were quickly reprieved and sent to Eastleigh 4th January 2003 for TPWS fitment.

A further batch of units began to be withdrawn in June 2003 following the introduction of Class 377 units, these withdrawals also including the first units from the 18xx & 19xx batches. Further units were taken out of use with the timetable change from 27th September 2003, including no.1738 in the South Central green livery.

Fitment Window Bars

All survivors in traffic by July 2003 had window bars fitted over their droplight windows as a safety enhancement. Six TS vehicles from withdrawn units at Shoeburyness were moved back to Selhurst by road late in September 2003 and used to augment the surviving 3 COP units to four cars once again.

2004 Withdrawals

A further round of unit withdrawals began early in 2004, with units nos.1744 & 1753 being withdrawn in January 2004. The introduction of more Class 377 units from 15th March 2004 saw units nos.1713, 1722, 1724 & 1735 withdrawn that month.

Introduction of further Class 377 diagrams in May 2004 displaced more units for withdrawal, 1740 going in April (the last of this batch running in the new South Central livery), with units nos.1727 & 1739 following in May 2004 and the only remaining ‘white’ unit (no.1734) being withdrawn in June.

Unit Disposals

Withdrawn units were all worked to Shoeburyness for some stripping of hazardous material prior to being disposed of for scrapping, mostly by road to SimsMetals (mainly at Cardiff, though a few vehicles were sent to Beeston near Nottingham). However, the numbers of withdrawn units saw this partly changed by June 2004, with a few units being hauled away by rail to scrapyards in South Wales; SimsMetals at both Cardiff and Newport being used, along with J.T. Lanscapes at MOD Caerwent.

South Eastern Trains withdrawals

South Eastern Trains (successors to Connex on that franchise) withdrew unit no.1748 in May, and it was followed in July by their last two ‘white’ units (nos.1701 & 1742) rendering this batch of 4 CIG units extinct with that operator.

Southern withdrawals

Withdrawal of further ‘Southern’ units continued during 2004 with units now all going directly to scrapyards (mostly Caerwent and not via Shoeburyness). Into 2005 only five ‘phase 1’ units remained active; these being units nos.1704 /1708 /1712 /1717 & 1743.

Unit no.1704 became the last complete ‘phase 1’ unit to run, being withdrawn after working the 09.36 Victoria to Brighton on 7th February 2005, bringing to an end the last of the ‘Brighton replacement’ stock. However, three odd TSO coaches remained in use for a few more weeks working in 4 COP units.

Withdrawn unit no.1753 (stored at Shoeburyness) was purchased by a private individual and moved by road for undercover storage to Ellough Airfield, near Lowestoft in January 2005.

 

Unit formations
(nos.1701 – 1753)

The date below the unit number is release date from Eastleigh after facelifting. Electrical codes were complex due to the mixing of various earlier batches of units prior to and during facelifting and appears wherever there is a change in that column.

Units with a * symbol after their number were those with the electric parking brake removed.

Unit formations were as follows:

 

Unit No.

DTC

MBS

TB

DTC

Ex. Unit.

Withdrawn

Scrap

Code

FA-3B

EA-3B

BO-2B

FA-3B

(date)

(date)

1701 *
12-Jul-85

76087 85

62028

70706

76033

7312

24-Jun-04

JLC
(Aug-04)

Code

FB-4B

 

 

FA-4B

 

 

 

1702
28-Aug-85

76101

62042

70720

76047

7326

1-Nov-02

SMC
(Aug-03)
(3 cars)

Code

FA-3B

 

 

FA-3B

 

 

 

1703
12-Sep-85

76097

62038

70716

76043

7322

17-Dec-02

SMC
(Aug-03)
(3 cars)

Code

 

 

 

FA-4B

 

 

 

1704 *
22-Oct-85

76092 86

62033

70711

76038 87

7317

7-Feb-05

JLC
(Mar-05)

1705
9-Nov-85

76076 88

62017

70695

76022

7301

5-Jan-03

SMN
(Mar-06)

1706
7-Dec-85

76094

62035

70713

76040

7319

1-Nov-02

SMC
(Jul-03)
 (3 cars)

1707
23-Dec-85

76084

62025

70703

76030

7309

12-Jan-03

See notes

1708
21-Jan-86

76110

62051

70729

76056

7335

20-Jan-05

JLC
(Feb-05)

1709
7-Feb-86

76103

62044

70722

76049

7328

30-Mar-03

See notes

1710
28-Feb-86

76078

62019

70697

76024

7303

6-Sep-04

JLC
(Oct-04)

1711
26-Mar-86

76114 89

62055

71766

76060

7033

13-Dec-04

SMN
(Apr-06)

1712
25-Apr-86

76079

62020

70698

76025

7304

21-Jan-05

JLC
(Feb-05)

1713
30-May-86

76128
(7047)

62069
(7047)

71767
(7044)

76074
(7047)

-

5-Mar-04

See notes

1714
20-Jun-86

76028
76077

62018

70696

76023

7302

15-Nov-04

JLC
(Dec-04)

1715
15-Jul-86

76082

62023

70701

76077
76028

7307

Renum.
1901
(Apr-93)

-

1716
20-Aug-86

76100
(7325)

62041
(7325)

71768
(7047)

76046
(7325)

-

Renum.
1902
(Apr-93)

-

1717
12-Sep-86

76083

62024

70702

76029

7308

5-Jan-05

JLC
(Feb-05)


1718
3-Oct-86

76027

62022

70700

76081

7306

Renum.
1903
(Jul-93)

-

1719
24-Oct-86

76116
(7035)

62057
(7035)

70719
(7325)

76062
(7035)

-

13-Mar-04

See notes

1720
21-Nov-86

76098
(7299)

62039
(7299)

71769
(7035)

76044
(7299)

-

2-Aug-04

JLC
(Oct-04)

1721
12-Dec-86

76090

62031

70709

76036

7315

6-Aug-04

JLC
(Oct-04)

1722
9-Jan-87

76106 90

62047

70725

76052

7331

9-Mar-04

SMC
(May-04 /Jun-04)

1723
12-Feb-87

76107

62048

70726

76053

7332

Renum.
1904
(Nov-93)

-

1724
9-Mar-87

76120
(7039)

62061
(7039)

71770
(7038)

76066
(7039)

-

1-Mar-04

See notes

1725
27-Mar-87

76088

62029

70707

76034

7313

22-Jun-04

JLC
(Aug-04)

1726 *
6-May-87

76109

62050

70728

76055

7334

22-Sep-03

SMC
(Feb-04
/Jul-04)

1727 *
4-Jun-87

76111

62052

70730

76057

7336

7-Jun-04

JLC
(Jul-04
Aug-04)

Code

FA-5B

EA-4B

BO-3B

FA-5B

 

 

 

1728
8-Jul-87

76099

62040

70718

76045

7324

Renum.
1905
(Mar-94)

-

1729
28-Jul-87

76104

62045

70723

76050

7329

Renum.
1907
(Jul-94)

-

1730
1-Oct-87

76105

62046

70724

76113

7330

Renum.
1906
(May-94)

-

Code

FB-7B

 

 

FB-7B

 

 

 

1731 *
10-Nov-87

76095

62036

70714

76041

7320

24-Dec-02

SMC
(Jul-03
/Aug-03)

1732 *
5-Jan-88

76096

62037

70715

76042

1121

Renum.
1908
(Dec-94)

-

Code

FA-3B

EA-3B

BO-4B

FA-3B

 

 

 

1733
15-Oct-90

76122

62063

71047

76068

1757

4-Aug-04

JLC
(Oct-04)

1734
13-Dec-90

76063

62054

71044

76059

1751

21-Jun-04

JLC
(Aug-04)

1735
12-Feb-91

76117

62058

71050

76051

1754

1-Mar-04

See notes

1736 *
22-Feb-91

76124 91

62065

71052

76070

1753

31-Mar-03

SMC
(Mar-04
/Jun-04)

1737 *
14-Mar-91

76121 92

62062

71058

76067

1755

30-Mar-03

See notes

1738
14-May-91

76129

62064

71046

76069

1752

1-Sep-03

See notes

1739 *
6-Jan-92

76123

62070

71066

76075

1759

3-Jun-04

JLC
(Jul-04)

1740 *
4-Nov-91

76126

62067

71097

76072

1762

22-Apr-04

See notes

Code

 

 

BO-2B

 

 

 

 

1741 *
8-Nov-91

76089

62030

70708

76035

1114

19-Nov-04

JLC
(Jan-05)

1742 *
23-Dec-91

76086 93

62027

70705

76032

1111

5-Jul-04

JLC
(Aug-04)

Code

 

 

BO-4B

 

 

 

 

1743 *
29-Jan-92

76118

62059

71065

76064

1756

6-Jan-05

JLC
(Jan-05)

1744 *
20-Feb-92

76127

62068

71064

76073

1758

28-Jan-04

See notes

Code

 

 

BO-2B

 

 

 

 

1745
12-Mar-92

76085

62026

70704

76031

1110

28-Jun-03

See notes

1746
24-Apr-92

76091

62032

70710

76037

1116

4-Aug-04

JLC
(Oct-04)

1747
27-Apr-92

76026

62034

70712

76093

1118

10-Sep-03

See notes

Code

 

 

BO-4B

 

 

 

 

1748 *
12-May-92

76115 94

62056

71067

76061

1760

26-May-04

See notes

1749 *
21-May-92

76112

62053

71068

76058

1761

30-Sep-95

See notes

Code

 

 

BO-2B

 

 

 

 

1750
25-Sep-92

76080

62021

70699

76039

1105

11-Jan-03

SMC
(Sep-03
/Oct-03)
(3 cars)

Code

 

 

BO-4B

 

 

 

 

1751
9-Oct-92

76125

62066

71051

76071

1100

19-Jul-04

JLC
(Aug-04)

Code

 

 

BO-2B

 

 

 

 

1752
10-Nov-92

76119

62060

70717

76065

1123

20-Jul-04

JLC
(Aug-04)

1753

15-Jan-93

76102

62043

70721

76048

1127

6-Feb-04

Preserved

 

Footnote (nos.1701 – 1753)

85

Vehicle remains DTC.

86

Vehicle remains DTC.

87

Vehicle downgraded to DTS.

88

60 seat DTS.

89

60 seat DTS.

90

60 seat DTS.

91

Vehicle remains DTC.

92

Vehicle remains DTC.

93

Vehicle remains DTC.

94

Vehicle remains DTC.


 

Key Letter Code for Scrap Dealers

IRT

Immingham Railfreight Terminal.

JLC

J.T. Lanscapes (Caerwent).

SMC

SimsMetals (Cardiff).

SMN

SimsMetals (Newport).

 

 

5th March 1986 and ‘Jaffa cake’ liveried unit no.1702 was derailed at Streatham Hill when a signalman normalised the points under the moving train. The unit remained out of use until June 1987 when repairs were completed.

© Brian Read

 

No.

Individual Unit Notes

1701

Unit last used 30-Sep-97 and stored ‘off lease’ at Lovers Walk. Moved to Shoeburyness for storage 22‑Oct-97 but returned to Eastleigh for C4P overhaul 14-Jan-98. Released 9-Mar-98 (after electric parking brake removed and in ‘all white’ livery) and to Ramsgate for CSE use, but returned to Eastleigh 17-Mar-98 due to poor internal condition.

Back to CSE traffic 9-Apr-98. Unit retained DTC vehicles at both ends.

Temporarily transferred to CSC from 4-Nov-99, but soon back on CSE.

Unit withdrawn at Ramsgate 24-Jun-04 (last working 10.18 Victoria to Ashford that day).

Moved to J.T. Lanscapes, Caerwent 21-Jul-04 for scrapping. Coaches cut‑up as follows:

MBS 62028 10-Aug‑04, DTC 76033 and TS 70706 both 11-Aug‑04 and DTC 76087 13-Aug‑04.

1702

Unit damaged in derailment and collision with no.7369 at Streatham Hill 5-Mar-86 and out of use until Jun-87 whilst repairs completed.

Damaged DTC 76101 to Slade Green for repairs, remaining three coaches stored at Tonbridge, Selhurst and later at Fratton. 76101 released after repairs 2-Jun-87 and taken to Fratton for unit to be reformed.

Owing to bogie defects, unit withdrawn and stored at Gatwick from 1-Nov-02, being moved to Shoeburyness 18-Dec-02. Three coaches moved by road to SimsMetals (Cardiff) for scrapping:

DTC 76047 arr 31-Jul-03, MBS 62042 arr 6-Aug‑03 and DTS 76101 arr 8-Aug‑03.

All three were broken‑up soon after arrival. TS 70720 moved by road to Selhurst depot and reformed into 4 COP unit no.1410 from 14-Oct-03.

1703

Unit in converging collision with no.2201 at Eastbourne 26-Jun-86. MBS 62038 damaged and to Slade Green for repairs.

Unit withdrawn 17-Dec-02 (last working 23.32 Victoria to Brighton) and moved to Shoeburyness for storage the following day.

Three coaches moved by road to SimsMetals (Cardiff) for scrapping:

 DTC 76043 moved 16-Jul-03 and cut‑up 21-Jul-03, MBS 62038 moved 24-Jul-03 and cut‑up 28-Jul-03 and DTS 76097 moved 30-Jul-03 and cut‑up 3-Aug‑03. TS 70716 moved by road to Selhurst depot and reformed into 4 COP unit 1405 from 29-Sep-03.

1704

Unit ‘ran‑away’ at Streatham Hill 13-May-93 and collided with buffers at Balham, one DTC being almost on side on main line. Unit to Selhurst for repairs, thence to Eastleigh and taken to Doncaster for further work 13-Dec-93.

Returned to SR by 17-Mar-94 and back to Eastleigh once again. Unit back to traffic 29-Apr-94.

Unit ‘off lease’ 30-Sep-95 and moved to Chart Leacon for storage 17‑Oct-95.

Unit moved to Eastleigh for C3M overhaul 4-Nov-96 and released 3-Mar-97 in NSE livery and stored, still ‘off lease’ at Victoria then Grove Park.

Returned to Eastleigh Aug‑97 for C4P overhaul and released 18-Sep-97, back to traffic 24-Sep-97. Unit had downgraded DTS at wrong end compared with all others done.

Unit became the last of this batch to run in service complete, being withdrawn at Lovers Walk 7-Feb-05 (last working 09.36 Victoria to Brighton). It was moved to Newhaven 14-Feb-05 and on to Stewarts Lane for shoegear removal 5-Mar-05.

Moved to J.T. Lanscapes, Caerwent 14-Mar-05 for scrapping, DTC 76092 and MBS 62033 both cut‑up 30-Mar-05, TS 70711 cut‑up 31-Mar-05 and DTS 76038 cut-up 1-Apr-05.

1705

Standard-class compartment of DTC 76022 gutted by fire at Angmering 25-Oct-96 and unit of use whilst repaired at Lovers Walk, released to traffic 5-Dec-96.

This same compartment again gutted by fire at Fishbourne 22-Dec-97 and repaired at Lovers Walk, unit back to traffic c.29-Jan-98.

Downgraded DTS 76076 modified with four aside seating in former first-class compartments, now seating 60 standard, revised unit total now 18 first and 224 standard.

Unit withdrawn at Lovers Walk 5-Jan-03 (last working 23.32 Victoria to Brighton 4-Jan-03) and stored pending possible preservation.

Unit moved to Selhurst and used for train evacuation training 19-Jan-03. Possible retention of unit by 'Southern' not proceeded with and unit for disposal from 3-Feb-05.

Coaches moved by road to Shoeburyness for stripping Jan‑06, unit hauled to SimsMetals (Newport) for scrapping 20-Mar-06 and cut‑up shortly after arrival.

1706

Owing to bogie defects, unit withdrawn and stored at Gatwick from 1-Nov-02, being moved to Shoeburyness 18-Dec-02.

TS 70713 moved by road to Selhurst depot and reformed into 4 COP 1404 from 16-Jan-04.

Other coaches moved by road to SimsMetals (Cardiff) for scrapping:

DTC 76040 arr 29-Jul-03 and cut‑up 2-Aug‑03, MBS 62035 arr 17-Jul-03 and cut‑up 19-Jul-03 and DTS 76094 moved 16-Jul-03 and cut‑up 20-Jul-03.

1707

Unit withdrawn 12-Jan-03 (last working 18.32 Victoria to Brighton) and stored at Lovers Walk. Moved to Stewarts Lane for further storage 2-Apr-03 and on to Shoeburyness 16-Apr-03.

TS 70703 moved by road to Selhurst depot and reformed into 4 COP unit 1403 from 4‑Oct-03. MBS 62025 to SimsMetals (Cardiff) for scrapping arriving 17-Mar-04 and cut‑up 19-Mar-04. Both DT coaches 76030 and 76084 hauled to SimsMetals (Newport) 21-Mar-05 for scrapping and cut‑up c.4-Apr-05.

1708

Unit withdrawn at Lovers Walk 20-Jan-05 (last working 18.50 London Bridge to Selhurst) and moved to Newhaven for store the next day.

Moved to Stewarts Lane for shoegear removal 24-Jan-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 31-Jan-05. DTC 76056 cut‑up 10-Feb‑05, MBS 62051 and TS 70729 both cut‑up 11-Feb-05 and DTS 76110 cut‑up 14-Feb-05.

1709

Unit not fitted with TPWS and withdrawn 30-Mar-03 (last working 22.02 Victoria to Brighton 29-Mar-03). Stored at Gatwick from 30-Mar-03 thence moved to Stewarts Lane 24-May-03 before haulage to Shoeburyness 11-Jun-03.

TS 70722 moved by road to Selhurst depot and reformed into 4 COP unit no.1411 from 11-Nov-03. MBS 62044 by road to SimsMetals (Cardiff) for scrap arriving 11-Mar-04 and cut‑up 13-Mar-04. Both DT coaches 76049 and 76103 hauled to SimsMetals, (Newport) for scrapping 6-Mar-06 and cut‑up shortly after arrival.

1710

Unit leading 12‑car train which ‘ran‑away’ from Bognor sidings and DTC 76024 cab crushed in subsequent collision with the signal box 18-Nov-95.

Unit to Lovers Walk for storage and 76024 taken by road to Derby Dec‑95 for repair. Remaining three coaches stored at Lovers Walk. DTC 76024 returned by road to Lovers Walk 31‑Oct-96.

Unit to Chart Leacon for C4 overhaul Feb‑97 then Eastleigh for C6 overhaul between 3-Mar-97 and 14-Apr-97 prior to release to traffic 14-Apr-97.

Unit withdrawn at Lovers Walk 6-Sep-04 (last working 08.28 West Croydon to London Bridge).

Moved to West Worthing for storage 10-Sep‑04 and on to Stewarts Lane for shoegear removal 21-Sep-04.

Hauled to J.T. Lanscapes (Caerwent) 7‑Oct-04 for scrapping, MBS 62019 and DTC 76024 both cut‑up 27‑Oct-04, DTS 76078 and TS 70697 both cut‑up 28‑Oct-04.

1711

Downgraded DTS 76114 modified with four aside seating in former first-class compartments, now seating 60 standard, revised unit total now 18 first and 224 standard.

Unit withdrawn at Lovers Walk 13-Dec-04 (last working 06.03 Southampton to London Bridge).

Moved for storage to Newhaven 14-Dec-04 and on to Stewarts Lane for shoegear removal 21-Dec-04.

Hauled to Shoeburyness 6-Jan-05 for stripping. Unit hauled to SimsMetals (Newport) 27-Mar-06 for scrapping, all coaches cut‑up shortly after arrival.

1712

Unit withdrawn at Lovers Walk 21-Jan-05 (last working 06.33 Littlehampton to Victoria), and moved to Newhaven for storage that day.

Moved to Stewarts Lane for shoegear removal 24-Jan-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 31-Jan-05. DTS 76079 cut‑up 8-Feb-05, MBS 62020 and TS 70698 both cut‑up 9-Feb-05 and DTC 76025 cut‑up -Oct2‑05.

1713

Unit withdrawn at Lovers Walk 5-Mar-04 (last working 00.05 Victoria to Worthing).

Moved to Stewarts Lane for shoegear removal 8-Mar-04 and on to Shoeburyness for stripping 15-Mar-04.

Two coaches moved by road to SimsMetals (Cardiff) for scrapping, MBS 62069 arr 29-Jul-04 and cut‑up w/c 26-Jul-04, TS 71767 arr 5-Aug‑04 and cut‑up c6-Aug‑04.

Both DT coaches 76074 and 76128 hauled to SimsMetals (Newport) 3-Feb-05 for scrapping and cut‑up shortly afterwards.

1714

Unit released after facelift mis formed with DTC 76028 replacing 76077.

When no.1715 released, 76028 exchanged with 76077 at Lovers Walk 19-Jul-86.

Unit withdrawn 15-Nov-04 (last working 21.04 Brighton to Eastbourne) and ran direct to Newhaven for storage.

Moved to Stewarts Lane for shoegear removal 26-Nov-04 and hauled to J.T. Lanscapes (Caerwent) for scrapping 7-Dec-04. DTC 76023 cut‑up 20-Dec-04, other three coaches all on 21-Dec-04.

1715

Unit released after facelift mis formed with DTC 76077 replacing 76028, these vehicles then exchanged at Lovers Walk 19-Jul-86.

Unit to Eastleigh for C1 overhaul Jan‑93 and MBS 62023 fitted with Mk 6 motor bogies and parking brake removed.

Unit released Apr‑93 renumbered 1901.

1716

Unit to Eastleigh for C1 overhaul Feb‑93 and MBS 62041 fitted with Mk 6 motor bogies and parking brake removed. Unit released Apr‑93 renumbered 1902.

1717

Unit withdrawn at Lovers Walk 5-Jan-05 (last working 06.33 Littlehampton to Victoria) and moved to Gatwick for storage 7-Jan-05.

Moved to Stewarts Lane for shoegear removal 13-Jan-05 and hauled to J.T. Lanscapes (Caerwent) 31-Jan-05 for scrapping. DTC 76029 cut‑up 4-Feb-05, and the other three coaches all cut‑up 7-Feb-05.

1718

Unit to Eastleigh for C1 overhaul 6-May-93 and MBS 62022 fitted with Mk 6 motor bogies and parking brake removed. Unit released 1-Jul-93 renumbered 1903.

1719

Unit withdrawn at Lovers Walk 13-Mar-04 (last working 23.02 Victoria to Brighton 12-Mar-02) and moved to West Worthing for storage.

Moved to Newhaven 31-Mar-04 for further storage, thence to Stewarts Lane 29-Apr-04 for shoegear removal. Hauled to Shoeburyness for stripping 6-May-04.

MBS 62057 moved by road to SimsMetals (Cardiff) for scrapping, arr 30-Jul-04 and cut‑up that day. TS 70719 followed to SimsMetals (Cardiff) by road 6-Dec-04 and cut‑up soon after. DT coaches 76062 and 76116 hauled to SimsMetals (Newport) 21-Mar-05 for scrapping, and both cut‑up c.5-Apr-05.

1720

Unit withdrawn at Lovers Walk 2-Aug‑04 (last working 10.36 Victoria to Brighton). Moved to West Worthing for storage 3-Aug‑04 and on to Stewarts Lane for shoegear removal 28-Aug‑04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 2-Sep-04. Coaches cut‑up as follows:

DTC 76044 and TS 71769 both 28‑Oct-04, MBS 62039 and DTS 76098 both 1-Nov-04.

1721

Unit withdrawn at Lovers Walk 6-Aug‑04 (last working 06.33 Littlehampton to Victoria). Moved to West Worthing for storage 13-Aug‑04 and on to Stewarts Lane for shoegear removal 8-Sep-04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 15-Sep-04. DTS 76090 cut‑up 11‑Oct-04, MBS 62031 and TS 70709 both cut‑up 12‑Oct-04 and DTC 76036 cut‑up 13‑Oct-04.

1722

Downgraded DTS 76106 modified with four aside seating in former first-class compartments, now seating 60 standard, revised unit total now 18 first and 224 standard.

Unit withdrawn at Lovers Walk 9-Mar-04 (last working 06.57 Bognor to London Bridge). Moved to Newhaven for storage 10-Mar‑04 thence to Stewarts Lane for shoegear removal 16-Mar-04.

Hauled to Shoeburyness for stripping 25-Mar-04. All coaches moved by road to SimsMetals (Cardiff) for scrapping, DTC 76052 arr 13-May-04 and cut‑up 14-May-04, TS 70725 arr 19-May-04 and cut‑up 21-May-04, MBS 62047 arr 24-May-04 and cut‑up 26-May-04 and DTS 76106 arr 2-Jun-04 and cut‑up w/c 7-Jun-04.

1723

Unit to Eastleigh for C1 overhaul 23-Sep-93 and MBS 62048 fitted with Mk 6 motor bogies and parking brake removed. Unit released 16-Nov-93 renumbered 1904.

1724

Unit withdrawn at Lovers Walk 1-Mar-04 (last working 19.36 Victoria to Brighton). Moved to Stewarts Lane for shoegear removal 8-Mar-04 and on to Shoeburyness for stripping 15-Mar-04.

MBS 62061 and TS 71770 both hauled to SimsMetals (Newport) for scrapping 28-Jul-04, and both cut‑up c.29-Jul-04.

DTC 76066 hauled to SimsMetals (Newport) for scrapping 6-Mar-06, followed by DTS 76120 27-Mar-06. Both cut‑up soon after arrival.

1725

Unit withdrawn 22-Jun-04 after working 07.15 Victoria to Horsham and becoming defective. Hauled to Lovers Walk for examination, then moved to West Worthing for store 29-Jun-04.

Moved to Stewarts Lane for shoegear removal 19-Jul-04, and on to J.T. Lanscapes (Caerwent) for scrapping 22-Jul-04. Coaches cut‑up as follows:

DTS 76088 and MBS 62029 both 5-Aug‑04, TS 70707 and DTC 76034 both 6-Aug‑04.

1726

Unit withdrawn at Lovers Walk 22-Sep-03 (last working 18.21 Southampton to Victoria).

Moved to Shoeburyness for stripping 30-Sep-03.

Coaches moved by road to SimsMetals (Cardiff) for scrapping, MBS 62050 arr 4-Feb-04 and cut‑up 2‑04, DTS 76109 arr 5-Jul-04 and cut‑up w/c 12-Jul-04, TS 70728 arr 28-Jul-04 and cut‑up w/c 26-Jul-04 and DTC 76055 arr 29-Jul-04 and cut‑up w/c 26-Jul-04.

1727

Unit withdrawn at Lovers Walk 7-Jun-04 (last working 06.33 Littlehampton to Victoria). Moved to Gatwick for storage, and on to Stewarts Lane 15-Jun-04 for shoegear removal.

Hauled to J.T. Lanscapes (Caerwent) 28-Jun-04 for scrapping. DTC 76057 and TS 70730 both cut‑up 30-Jul-04, DTS 76111 and MBS 62052 both cut‑up 2-Aug‑04.

1728

Unit slightly damaged in collision with 5817 at Horsham 17-Dec-87.

Unit to Eastleigh for C1 overhaul 17-Feb-94 and MBS 62040 fitted with Mk 6 motor bogies and parking brake removed. Unit released 31-Mar-94 renumbered 1905.

1729

Unit to Eastleigh for C1 overhaul 14-Dec-93, released Feb‑94. Returned to works 10-Jun‑94 and MBS 62045 fitted with Mk 6 motor bogies and parking brake removed. Unit released 7-Jul-94 renumbered 1907.

1730

All four coaches side scrape damaged at Littlehampton 11-Dec-87 in sidelong collision with no.1105. Unit stored out of use pending repairs, and to Slade Green for repair Jun-88.

Taken to Doncaster for further repairs 21‑Oct-98 and released 2-Mar-89.

Unit to Eastleigh for C1 overhaul 8-Feb-94, released 21-Mar-94, unit returned to Eastleigh 26-Apr-94 and MBS 62046 fitted with Mk 6 motor bogies and parking brake removed. Unit released 18-May-94 renumbered 1906.

1731

Unit ‘stopped’ after electrical fire 4-Jun-01 and held at Lovers Walk pending repairs. Used as a parts donor for some months and not back to traffic until 10-Oct-01.

Unit withdrawn at Lovers Walk 24-Dec-02, (last working 22.14 Portsmouth Harbour to Brighton 23-Dec-02).

Hauled to Shoeburyness 14-Jan-03. Coaches all moved by road to SimsMetals (Cardiff) for scrapping:

MBS 62036 arr 9-Jul-03, DTC 76041 arr -Oct7‑03 and both cut‑up shortly after, DTS 76095 arr 23-Jul-03 and cut‑up 27-Jul-03 and TS 70714 arr 3-Aug‑04 and cut‑up w/c 2-Aug‑04.

1732

Unit to Eastleigh for C6X overhaul 4-Nov-94 and MBS 62037 fitted with Mk 6 motor bogies. Unit released 14-Dec-94 renumbered 1908.

1733

Unit withdrawn at Lovers Walk 4-Aug‑04 (last working 07.59 Bognor to Victoria). Moved to West Worthing for storage 5-Aug‑04 and on to Stewarts Lane for shoegear removal 8-Sep-04.

Hauled to J.T. Lanscapes (Caerwent) 15-Sep-04 for scrapping.

Unit used for MOD exercise, DTS 76122 cut‑up 14‑Oct-04, MBS 62063 cut‑up 15‑Oct-04 and TS 71047 and DTC 76068 both cut‑up 17‑Oct-04.

1734

Unit released from Eastleigh works after overhaul 24-Jul-01 in ‘all white’ livery pending finalisation of new livery for the GoVia franchise on South Central.

Unit withdrawn at Lovers Walk 21-Jun-04, (last working 09.36 Victoria to Brighton). Moved to West Worthing for store 29-Jun-04.

Moved to Stewarts Lane for shoegear removal 19-Jul-04, and on to J.T. Lanscapes (Caerwent) for scrapping 22-Jul-04. Coaches scrapped as follows:

DTS 76063 and MBS 62054 both 25-Aug‑04, TS 71044 and DTC 76059 both 26-Aug‑04.

1735

Unit the first painted into South Central two-tone green /biscuit livery, released 16‑Oct-01. Unit withdrawn at Lovers Walk 1-Mar-04 (last working 21.17 Victoria to Portsmouth Harbour).

Moved to Stewarts Lane for shoegear removal 8-Mar-04 and on to Shoeburyness for stripping 15-Mar-04. MBS 62058 and TS 71050 both hauled to SimsMetals (Newport) for scrapping 28-Jul-04 and both cut‑up c.29-Jul-04.

DTC 76051 hauled to SimsMetals (Newport) for scrapping 6-Mar-06 and DTS 76117 followed 27-Mar-06. Both cut‑up soon after arrival.

1736

Unit last used 11-Sep-97 and stored ‘off lease’ at Lovers Walk. Moved to Shoeburyness for storage 22-Oct-97 but returned to Eastleigh for C4P overhaul 14-Jan-98 and released 27-Mar-98 in ‘all‑white’ livery and with electric parking brake removed, to Lovers Walk for CSC traffic.

Back to traffic 11-Apr-98. Unit retained DTC vehicles at both ends. Unit not fitted with TPWS and withdrawn 31-Mar-03, (last working 07.19 Horsham to Victoria).

Sent to Stewarts Lane for storage 2-Apr-03, and on to Shoeburyness 16-Apr-03. Coaches moved by road to SimsMetals (Cardiff) for scrapping:

MBS 62065 arr 18-Mar-04 and cut‑up that day, TS 71052 arr 20-May-04 and cut‑up 22-May-04, DTC 76124 arr 3-Jun-04 and cut‑up w/c 7-Jun-04, DTC 76070 arr 8-Jun-04 and cut‑up w/c 14-Jun-04.

1737

Unit last used 21-Jun-97 and stored ‘off lease’ at Lovers Walk.

Moved to RAF Kineton for storage 19-Aug‑97.

Returned to Eastleigh for overhaul 2-Mar-98 and released 14-May-98 in 'all‑white' livery with electric parking brake removed, to Ramsgate for CSE traffic but sent to Chart Leacon for repairs and released to Lovers Walk for CSC traffic 14-Jul-98. Not used in traffic however until 7-Sep-98. Unit retained DTC vehicles at both ends.

Unit not fitted with TPWS and withdrawn 30-Mar-03 (last working 19.36 Portsmouth to Brighton) and stored at Gatwick from 30-Mar-03.

Moved to Stewarts Lane 24-May-03 and hauled to Shoeburyness for stripping 11-Jun-03. Coaches moved by road to SimsMetals (Cardiff) for scrapping, MBS 62062 arr 10-Mar‑04 and cut‑up 12-Mar-04, TS 71058 arr 27-Jul-04 and cut‑up w/c 26-Jul-04.

DTC 76121 hauled to SimsMetals (Newport) for scrapping 6-Mar-06 and DTC 76067 followed 27-Mar-06. Both cut‑up soon after arrival.

1738

Unit withdrawn 1-Sep-03 (last working 22.22 Hove to Brighton).

Moved to Shoeburyness for stripping 30-Sep-03.

Coaches moved by road to SimsMetals (Cardiff) for scrapping, MBS 62064 arr 4-Feb-04 and cut‑up soon after, TS 71046 arr 26-Jul-04 and cut‑up w/c 26-Jul-04.

DTS 76129 hauled to SimsMetals (Newport) for scrapping 6-Mar-06 and DTC 76069 followed 27-Mar-06. Both cut‑up soon after arrival.

1739

Unit withdrawn at Lovers Walk 3-Jun-04 (last working 09.36 Victoria to Brighton).

Moved to Gatwick for storage and on to Stewarts Lane 15-Jun-04 for shoegear removal. Hauled to J.T. Lanscapes (Caerwent) 28-Jun-04 for scrapping. Cut dates as follows:-

MBS 62070 16-Jul-04, TS 71066 and DTs 76075 and 76123 all on 19-Jul-04.

1740

Unit ‘off lease’ 28-May-95 and moved to Ludgershall for storage 14-Jun-95.

Returned to Eastleigh for C3M overhaul 6-Nov-96. Released 4-Mar-97 though not repainted and stored, still ‘off lease’ at Victoria then Grove Park.

Moved to Eastleigh for overhaul 9‑Oct-97 and released 5-Nov-97 in Connex white /yellow livery; back to traffic 5-Nov-97.

Unit withdrawn at Lovers Walk 22-Apr-04 (last working 09.06 Victoria - Brighton) and moved to Stewarts Lane 29-Apr-04 for shoegear removal.

Hauled to Shoeburyness for stripping 6-May-04. TS 71097 hauled to SimsMetals (Newport) for scrapping 28-Jul-04 and cut‑up shortly after.

MBS 62067 by road to SimsMetals (Cardiff) arriving 8-Sep-04 and cut‑up 11-Sep-04.

DTS 76126 hauled to SimsMetals (Newport) 21-Mar-05 for scrapping, and cut‑up c4-Apr-05.

DTC 76072 hauled to SimsMetals (Newport) 6-Mar-06 and cut‑up soon after arrival.

1741

Unit to Eastleigh for C6 overhaul 16-May-95 but this cancelled and unit ‘off lease’ from 28-May-95.

Unit stored at Eastleigh into 1997, but overhauled and released in full Connex livery 10-Jul‑97, re-leased to Connex South Central and back to traffic 17-Jul-97.

Unit withdrawn at Lovers Walk 19-Nov-04 (last working 08.28 West Croydon to London Bridge). Moved to Newhaven for storage 26-Nov-04 and on to Stewarts Lane for shoegear removal 14-Dec-04.

Hauled to J.T. Lanscapes (Caerwent), for scrapping 20-Dec-04. DTC 76035, MBS 62030 and TS 70708 all cut‑up 11-Jan-05, DTS 76089 cut‑up 12-Jan-05.

1742

Unit last used 8-Jul-97 and stored ‘off lease’ at Lovers Walk.

Moved to RAF Kineton for storage 19-Aug‑97.

Returned to Eastleigh for overhaul 2-Mar-98 and released 14-May-98 in ‘all white’ livery and with electric parking brake removed, to Ramsgate for CSE use and back to traffic 19-May-98. Unit retained DTC vehicles at both ends.

Temporarily transferred to CSC from 4-Nov-99.

Unit stored out of use at Ramsgate from 15-Apr-02, but door locks overhauled and unit returned to traffic 3-Sep-02.

Unit withdrawn at Ramsgate 5-Jul-04 (last working 16.23 Charing Cross to Ramsgate).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 21-Jul-04. Coaches cut‑up as follows:

DTC 76086 10-Aug‑04, MBS 62027 and TS 70705 both 13-Aug‑04 and DTC 76032 14-Aug‑04.

1743

Unit ‘off lease’ 28-May-95 and moved to Ludgershall for storage 14-Jun-95.

Returned to Eastleigh for C3M overhaul 6-Nov-96. Released 4-Mar-97 in NSE livery and stored, still ‘off lease’ at Victoria then Grove Park.

Returned to Eastleigh Aug‑97 and repainted again into full Connex livery, released 26-Aug‑97 and back to traffic 1-Sep-97.

Unit withdrawn at Lovers Walk 6-Jan-05 (last working 07.19 Horsham to Victoria) and moved to Gatwick for storage 7-Jan-05.

Moved to Stewarts Lane for shoegear removal 13-Jan-05 and hauled to J.T. Lanscapes (Caerwent) 19-Jan-05 for scrapping. DTS 76118 cut‑up 14-Feb-05 and other three coaches the following day.

1744

Unit ‘off lease’ 28-May-95 and moved to Ludgershall for storage 14-Jun-95.

Returned to Eastleigh 6-Nov-96 and still stored there into 1997, but overhauled and released in full Connex livery 10-Jul‑97, re-leased to Connex South Central and back to traffic 14-Jul-97.

Unit withdrawn 28-Jan-04 at Lovers Walk (last working 18.50 Brighton - Hove) and moved to Stewarts Lane for shoegear removal 13-Feb-04.

Hauled to Shoeburyness for stripping 18-Feb-04.

MBS 62068 and TS 71064 hauled to SimsMetals (Newport) for scrapping 28-Jul-04 and both cut‑up c.29-Jul-04. DT coaches 76073 and 76127 both hauled to SimsMetals (Newport) for scrapping 27-Mar-06 and cut‑up soon after arrival.

1745

Unit withdrawn 28-Jun-03 (last working 22.22 Hove to Brighton).

Moved to Shoeburyness for storage 3-Jul-03. MBS 62026 moved by road to SimsMetals (Cardiff) for scrapping 15-Mar-04 and cut‑up 20-Mar-04.

TS 70704 moved by road to SimsMetals (Beeston) arriving c.3-Dec-04 and cut‑up 4-Dec-04.

DTS 76085 and DTC 76031 both hauled to SimsMetals (Newport) for scrapping 6-Mar-06 and cut‑up soon after arrival.

1746

Unit withdrawn at Lovers Walk 4-Aug‑04 (last working 16.09 Southampton to Littlehampton 2-Aug‑04 which terminated at Fareham after a fatality).

Moved to West Worthing for storage 5-Aug‑04 and on to Stewarts Lane for shoegear removal 8-Sep-04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 15-Sep-04. DTC 76037 and TS 70710 both cut‑up 18-Oct-04, DTS 76091 and MBS 62032 both cut‑up 19-Oct-04.

1747

Unit withdrawn at Lovers Walk -10-Sep‑03 (last working 09.25 Barnham to Bognor).

Moved to Shoeburyness for stripping 30-Sep-03. MBS 62034 by road to SimsMetals (Beeston) 16-Dec-03 and cut‑up 19-Dec-03.

Three coaches moved by road to SimsMetals (Cardiff) for scrapping:

TS 70712 arr 9-Feb-04, DTC 76093 arr -Oct2‑04 and DTS 76026 arr 12-Feb-04, all cut‑up during 2‑04.

1748

Unit last used 6-Sep-97 and stored ‘off lease’ at Lovers Walk.

Moved to Shoeburyness for storage 22‑Oct-97 but returned to Eastleigh for C4P overhaul 14-Jan-98 and released 14-May-98 in ‘all white’ livery and with electric parking brake removed, to Ramsgate for CSE traffic. Unit retained DTC vehicles at both ends.

Unit withdrawn at Ramsgate 26-May-04, (last working 18.40 Charing Cross - Ashford that day).

Hauled to Shoeburyness for stripping 28-May-04.

TS 71067 hauled to SimsMetals (Newport) for scrapping 28-Jul-04 and cut‑up w/c 26-Jul-04, MBS 62056 followed by road 10-Nov‑04 and cut‑up during Dec‑04.

DTC 76115 by road to Booth Roe Metals (Rotherham) for scrapping 8-May-06 and DTC 76061 followed 12-May-06 arriving 15-May-06.

1749

Unit ‘off lease’ 30-Sep-95 and moved to Chart Leacon for storage 17-Oct-95.

DTC 76112 taken to Doncaster Oct-96 and bodywork scrapped and underframe used as basis for experimental new ‘Networker Classic’ prototype. Remaining three vehicles still stored at Chart Leacon.

Rebuilt 76112 on display at Railtech exhibition at Wembley Nov‑97 with new ‘Networker’ style body. Two pairs of sliding doors were provided each side and 3 & 2 seating, much of the seating airline style face-to-back provided for 77 standard. The coach now weighed 34 tons and the design code was altered to EE2.80.0A.

This coach later moved to Chart Leacon and temporarily formed with MBS and DTC of 4 VEP no.3588 and hauled to Victoria for display 10-Mar‑98, returning to Chart Leacon 12-Mar-98. It was also displayed at the Bournemouth depot open days on 16/17-May-98 coupled to a 4 BIG DTC from unit no.2256.

76112 moved to Derby Litchurch Lane Jun‑98, and MBS 62053 also taken there. TS 71068 and DTC 76058 remained stored at Chart Leacon for many months, but these two (along with 62053 ex. Derby) were all eventually moved for storage to Shoeburyness; all remaining in faded NSE livery. Modified 76112 later stored at Derby Litchurch Lane.

DTC 76058 moved to SimsMetals (Beeston) 28-Nov-03 and scrapped there 2-Dec-03.

Other two coaches by road to SimsMetals (Cardiff) for scrapping, TS 71068 arr 28-Apr-04 and cut‑up 30-Apr-04, MBS 62053 arr 25-May-04 and cut‑up 27-May-04.

DTS 76112 remained stored at Derby RTC until about mid-February 2012 when it was taken to Ward Recycling (Ilkeston) for scrapping. (moved by 24-Feb-12).

1750

Unit withdrawn at Lovers Walk 11-Jan-03, (last working 23.45 Eastbourne to Brighton -Oct1‑03).

Hauled to Shoeburyness 14-Jan-03. TS 70699 moved by road to Selhurst depot and reformed into 4 COP unit no.1406 from 2‑Oct-03.

Other coaches moved by road to SimsMetals (Cardiff) for scrapping:

DTC 76080 arr 13-Sep-03 and MBS 62021 arr 23-Sep-03, both cut‑up during 9‑03. DTS 76039 arr 15‑Oct-03 and cut‑up 19‑Oct-03.

1751

Unit withdrawn at Lovers Walk 19-Jul-04 (last working 08.35 Horsham to Victoria). Moved to West Worthing for storage and on to Stewarts Lane for shoegear removal 3-Aug‑04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 5-Aug‑04. Coaches cut‑up as follows:

DTS 76125 17-Aug‑04, MBS 62066 18-Aug‑04, TS 71051 and DTC 76071 both 19-Aug‑04.

1752

Unit withdrawn at Lovers Walk 20-Jul-04 (last working 22.17 Victoria to Worthing 19-Jul-04). Moved to West Worthing for storage and on to Stewarts Lane for shoegear removal 3-Aug‑04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 5-Aug‑04. Coaches cut‑up as follows:

DTS 76119 and MBS 62060 both 17-Aug‑04, TS 70717 18-Aug‑04 and DTC 76065 19-Aug‑04.

1753

Unit withdrawn at Lovers Walk 6-Feb-04 (last working 00.05 Victoria to Worthing), and moved to Stewarts Lane for shoegear removal 13-Feb-04.

Hauled to Shoeburyness for disposal 18-Feb-04.

Sold privately to N Bird and all coaches moved by road to Ellough Airfield, near Lowestoft, for undercover storage, about 26-Jan-05.

All four coaches moved by road to Finmere 6/7-Mar-15.

All four moved again by road to Nemesis Rail (Burton-on-Trent) for restoration work, first was 76048 on 15-Jan-20 with the others following by 17-Jan-20.

 

Back to Top

 

 

Less than a fortnight after facelifting and repainting at Eastleigh works, unit no.1803 heads a Hastings to Victoria service on Sunday 25th May 1986. Only the first six of these facelifted units received blue /grey livery; the remainder being painted in NSE. The first-class compartment behind both driving cabs now having been downgraded (in this instance the DTC coach is 76780).

Standing behind in platform 4 is a ‘Jaffa cake’ 4 CEP bringing a ‘new look’ on the recently electrified line to Charing Cross; diesel operations having finished on Sunday 11th May 1986.

© Colin Price

 

4 CIG units nos.1801 - 1891
(Facelifted units)

This series of units started to appear from Eastleigh works in April 1986 and consisted of 4 CIG units from the later two batches facelifted along similar lines to the 17xx series of units, though without the need for asbestos stripping. Units were renumbered upwards from no.1801 in order of shopping, and were now Class 421/4. These units also had the seating rearranged in the compartments of the DTC vehicles which now each seated 18 first and 36 second giving unit totals of 36 first and 200 second.

The first few units to appear were painted in blue /grey but from no.1807 onwards all were in the new Network South East red /white /blue livery, those up to no.1813 in the first version, no.1814 upwards in the later style. The earlier units also received these colours on first repaint.

The first thirteen conversions were allocated to Brighton, being converted in 1986/early 1987 and a second batch no.1814 ‑ 1825 were done during 1988 and allocated to Fratton for the Waterloo to Portsmouth route. These units were also fitted about this time with the so‑called ‘Greyhound’ electrical modification which removed certain resistances and allowed the motors to be connected almost directly across the line voltage, thereby achieving a higher level of acceleration above about 45mph. Most units were returned to Eastleigh shortly after conversion for this work to be carried out, though three (nos.1819 /1820 & 1821) were done during conversion. They also received slight livery modifications to distinguish them from unmodified units.

A further batch of five units were converted early in 1989 in readiness for the South Hampshire electrification scheme (also to the ‘Greyhound’ specification) these units emerging as nos.1313 – 1317; the units nos.1814 ‑ 1825 having been renumbered as nos.1301 ‑ 1312 during April 1990. Numbers 1826 ‑ 1830 were reserved for these units but were never carried, though no.1316 carried no.1829 in works in error but this was changed before release; the number 1830 was used for a ‘temporary‘ hybrid unit briefly in late 1991/early 1992.

‘Greyhound’ units are marked with a * after the unit number in the following tables.

From July 1991 the South Eastern division gained their first 4 CIG allocation based at Ramsgate depot, these units displacing the surviving 4 CAP units to the suburban area to allow withdrawal of 4 COM and 4 EPB units. Units allocated to the South Eastern division started to have one further first-class compartment downgraded to standard from April 1993; this being the compartment adjacent to the existing standard one at the outer end of the coach. However, the seating was not modified and amended capacity of each DTC was 12 first and 42 standard with the unit total altered to 24 first and 212 standard. These units were subsequently altered back to standard as most diagrams were by then on the Hastings line where a higher proportion of first-class accommodation was required.

Train Leasing Companies

Under the BR privatisation arrangements, from 1st April 1994 these units were split in allocation between two of the three new train leasing companies, those in the ownership of Angel Train Contracts Limited being marked with an ‘A’ after the unit number, those going to Eversholt Rail Leasing Limited being marked with an ‘E‘.

Two units, 1801 and 1875 were incorporated as part of 8 DIG units from May 1993 and these units were allocated to Porterbrook Leasing Company Limited along with all the 4 BIG units. Following the disbandment of the 8 DIG units in January 1997, these two units remained as part of the Porterbrook Leasing Company Limited fleet and no.1801 reverted to its former number, no.1875 now becoming no.1802, this number vacant as the original had been reformed as 4 BIG no.2262, and number 1875 was not reused. Both these units retained some of their internal enhancements.

Connex

Unit no.1831 was the first repainted into Connex white /yellow livery from 29-Nov-96, though it ran initially without the yellow decals applied whilst problems with application of the yellow areas were resolved (these being applied at Selhurst Repair Shop in Aug‑97).

Unit no.1832 was the first released from Eastleigh in full Connex livery 7-Jul-97 and all units working on the South Central franchise received Connex livery by 2001. From May 1998, all units allocated to Connex South Central started to have the DTC adjacent to the MBS downgraded to all‑standard, though the seating was not modified. Sliding doors to the compartments were removed along with the armrests; this coach now seating 54 standard with the unit total now being 18 first and 218 standard.

The design codes were amended from EE36xxX to EE28xxX and there were many slight variations in the suffix letters for otherwise similar vehicles owing to many modifications having been carried out over the years. These downgradings were carried out during routine maintenance at Lovers Walk depot. However, some vehicles had their downgraded compartment seating rebuilt to seat four aside; these vehicles then seating 60 standard with a revised unit total of 18 first and 224 standard.

The first CSE leased unit to gain Connex livery was no.1870 in Feb‑99, though no others were done, theirs remaining in service in increasingly tatty NSE livery.

The CSC units later gained a thick (approx. 2' wide) yellow band along the roofs above the gutter line on DTC coaches to allow passengers to locate the first-class accommodation more quickly. All the CSE units (except no.1812 which was not in normal traffic) were fitted with the enhanced AWS system, the ‘Train Protection Warning System’ (TPWS) following a trial installation on unit no.1878 in February 1999, this equipment being installed on the Tonbridge - Hastings line for an early large scale operational trial.

Units painted into the Connex colours were nos.1801‑05 /1831‑35 /1837/ 1845‑48/1850 /1851 /1853‑70 & 1874. Of these nos.1851 & 53 were later painted ‘all white’ whilst nos.1854 /1856-62 received the South Central livery.

 

Fitted with central door locking (note the orange lamps just below cantrail) on 6th February 1997 ( Eastleigh) unit no. 1812 at Sittingbourne on 20th June 1997 during its first spell in passenger use (on the Sheeness-on-Sea branch).

After just a few weeks it was sent to Ramsgate for modifications returning to traffic in October 1998 on the Bromley North branch.

Out of passenger service from July 1999 it remained busy as a ‘horse’ unit out of Ramsgate hauling new class 375 stock.

© Colin Price

 

Unit no.1812 - secondary door locking

Unit no.1812 was experimentally fitted with secondary door locking during overhaul at Eastleigh between 8-Nov-96 and 6-Feb-97 and after this time was not allowed to operate in passenger service in multiple with any other unit. It saw some limited passenger use, on the Sheerness Branch in June 1997 but was out of use from July until further modified by October 1998 when more extensive tests took place on the Bromley North branch, these ceasing in July 1999 when the unit was again stored out of use.

The unit was ‘off lease’ from 30th October 1999 and was then further used for experiments, being modified at the cab ends with a ‘cup-&-cone’ coupler, this also involved the removal of the corridor connections on the nose ends.

Experimental composite brake blocks

Six CSE units were fitted with experimental composite brake blocks during summer 2001, units nos.1813 /1839 /1840 /1842 /1878 & 1879 being involved, these units had a distinctive smell after heavy braking had taken place.

Livery Changes

A few South Central units were released from overhaul in all-white livery in August 2001 whilst a final decision on a new livery following the handover of the franchise from Connex to GoVia was made; unit no.1851 being the first (released 1-Aug‑01) with no.1853 following (25-Aug‑01).

Unit 1854 was the first outshopped in the new South Central two-tone green /biscuit livery on 20-Sep-01, entering traffic the following day. Units nos.1856 /1857 /1858 /1859 /1860 /1861 & 1862 followed before repainting ceased with the impending introduction of new Class 375 /377 units to replace the 4 CIG units; unit no.1862 being the last outshopped from Eastleigh 18-Feb-02.

Units leased to South Central began to be fitted with TPWS equipment at Lovers Walk from late April 2002, unit no.1835 being the first completed, with no.1833 completing the programme in early August. SWT also began fitting their units late in 2002.

SWT

SWT allocated units also began being painted into their white /blue /orange /red livery during 1999 and all were done by 2001.

The overall livery position with this batch was therefore complex, all units having NSE livery during the early 1990s, those which retained it until withdrawal were nos.1806‑13 /1839‑43 /1871‑73 /1876‑79, whilst nos.1880‑1891 gained SWT colours.

Withdrawals

The first withdrawal of undamaged units from this batch took place in late June 2003 when unit no.1850 was taken out of traffic, displaced by the introduction of further Class 377 units. SC allocated units also had window bars fitted over their droplights during 2003, all being done by July.

No further South Central leased units were disposed of during the remainder of this year, but in December South Eastern Trains allocated unit no.1809 was withdrawn, followed in January 2004 by nos.1810 & 1813; these SET units having not had a works overhaul for many years and still running in NSE livery (being in poor body condition).

Two further South Central units (nos.1832 & 1857) were withdrawn in March 2004; one of these being in the new South Central livery. Further units were withdrawn in May and early-June 2004 by both Southern and South Eastern Trains, units nos.1801 /1802 /1839 /1840 & 1842 going at this time.

Further introductions of new trains, Classes 375/377 on both South Eastern Trains (SET) and Southern (SR) and Classes 444 and 450 on South West Trains (SWT) saw more CIG unit withdrawals at regular intervals commence on all three former SR divisions.

Units owned by Eversholt Rail Leasing Limited and Porterbrook Leasing Company Limited leasing companies were disposed of (to Immingham Railfreight Terminal) whilst those owned by Angel Train Contracts Limited were sent to Shoeburyness for stripping before disposal from there (by both road and rail) to scrap dealers (mostly SimsMetals at either Cardiff, Newport or Beeston).

The number of disposals also saw some Porterbrook Leasing Company Limited and Angel Train Contracts Limited units disposed of direct without visiting Shoeburyness; a number were sold to J.T. Lanscapes (operating at MOD Caerwent) for scrapping.

The withdrawal of unit no.1843 at Ramsgate in November 2004 saw the 4 CIG unit extinct on SET. The withdrawal of nos.1851 and 1853 by ‘Southern’ in February /March 2005 saw the end of the ‘all-white’ livery on slam door stock, whilst SWT reduced units nos.1883 & 1888 to 3-car in January 2006 and carried out modifications on them to enable them to continue in traffic restricted to the Lymington branch these being renumbered 1497 & 1498.

‘Last Rites’

Units nos.1881 and 1890 were withdrawn by SWT at the end of April 2006, just leaving the surviving units on ‘Southern’ remaining in traffic into May 2006. By the end of July 2006, further withdrawals by ‘Southern’ saw only two units (nos.1805 & 1866) surviving in traffic into August 2006.

Southern’s last day of scheduled Mk1 workings was Friday 19th August 2005 as follows:

Morning

4 CIG unit no.1805 worked 05.09 Seaford-Brighton thence 06.15 Brighton-Eastbourne

4 VEP units no.3515 & 3911 worked 06.10 Eastbourne-Hastings thence 06.52 Hastings-Eastbourne.

Attaching at Eastbourne, all three units ran to Victoria (time?) thence the 09.36 Victoria-Brighton. 

Evening

Units nos.1866 (leading), 3535 & 3486 worked 17.17 Victoria-Seaford /Eastbourne with no.1866 detaching for Seaford (the two 4 VEP units to Eastbourne thence ECS to Lovers Walk).

Unit no.1866 worked 18.43 Seaford-Lewes, 19.07 Lewes-Seaford and 19.32 Seaford-Brighton thence ECS to Lovers Walk depot.

However, the two 4 CIG units (along with the 4 VEP units) continued working ad-hoc as follows (this list only records 4 CIG operations and may not be exhaustive):

 

Service

Sch. Time

Unit
No.

Unit
No.

Unit
No.

Monday, 7th November 2005

 

 

 

 

Littlehampton - Victoria

06:33

1805

1866

3535

Victoria - Littlehampton

17.47

3535

1866

1805

Tuesday, 8th November 2005

 

 

 

 

Littlehampton - Victoria

06.33

1805

1866

3535

London Bridge - Littlehampton

17.32

1805

3505

3530

Wednesday, 9th November 2005

 

 

 

 

Littlehampton - Victoria

06.33

3530

3505

1805

Victoria - Lovers Walk (ECS)

08+24

1805

3505

3530

Thursday, 10th November 2005

 

 

 

 

Brighton - Victoria

07.47

3530

3505

1805

Victoria - Brighton

09.06

1805

3505

3530

Hove - Victoria

16.24

3530

3505

1805

Victoria - Littlehampton

17.47

1805

3505

3530

Friday, 11th November 2005

 

 

 

 

Littlehampton - Victoria

06.33

3530

1805

3535

Victoria - Lovers Walk (ECS)

08+24

3535

1805

3530

Monday, 14th November 2005

 

 

 

 

Brighton - Victoria

07:47

3530

1866

1805

Victoria - Brighton
(thence ECS Lovers Walk via Hove)

09:06

1805

1866

3530

Lovers Walk - Victoria (ECS)

16+25

1866

3514

1805

Victoria - Littlehampton 

17.47

1805

3514

1866

Tuesday 15th November 2005

 

 

 

 

Littlehampton - Victoria

06.33

1866

3514

1805

Victoria - Lovers Walk (ECS)

08+24

1805

3514

1866

Lovers Walk – Victoria (ECS)

16+24

1866

3514

1805

Victoria - Littlehampton

17.47

1805

3514

1866

Wednesday, 16th November 2005

 

 

 

 

Littlehampton - Victoria

06.33

1866

3514

1805

Victoria - Lovers Walk (ECS)

08+26

1805

3514

1866

Thursday, 17th November 2005

 

 

 

 

Brighton – Victoria

07.47

1866

3514

1805

Victoria - Brighton

09.06

1805

3514

1866

Hove - Victoria

16+24

1866

3514

1805

Victoria - Littlehampton

17.47

1805

3514

1866

Friday 18th November 2005

 

 

 

 

Littlehampton - Victoria
(terminated East Croydon - lineside fire)

06.33

1866

3514

1805

East Croydon - Lovers Walk
(sch. 08+24 Victoria but started ECR 17 min early)

08+25

1805

3514

1866

Saturday 19th November 2005

 

 

 

 

Lovers Walk – Victoria (ECS)

06+35

1866

1805

3514

Victoria – East Grinstead
(Sussex Slammer Railtour 1st portion)

08:40

3514

1805

-

Victoria – East Grinstead
(Sussex Slammer Railtour 2nd portion)

08:42

-

-

1866

East Grinstead – London Bridge
(Sussex Slammer Railtour 1st portion)

09:25

1895

3514

-

East Grinstead – London Bridge
(Sussex Slammer Railtour 2nd portion)

09:27

-

-

1866

London Bridge - Littlehampton (rev) - Preston Park (rev) -Brighton (rev) - Newhaven Marine (rev) - Victoria
(Sussex Slammer Railtour both portions)

11:01

1866

3514

1805

Victoria – Brighton (non-stop passenger)
(thence ECS to Lovers Walk)

17.58

1805

3514

1866

 

1805 at the buffer stops at Brighton

Originally scheduled as an ecs move Southern decided to run the 17:58 Victoria – Brighton service as a passenger train on 19th December 2005; this being the last Mk1 electric train to run non-stop between the two cities.

Photographed upon arrival at Brighton still carrying its ‘Sussex Slammer’ headboard from that day’s railtour!

© Colin Watts

 

Both 4 CIG units (nos.1805 & 1866) lasted until the farewell ‘Sussex Slammer’ railtour of 19th November 2005 thence the 17.58 Victoria to Brighton run and withdrawal. The 4 CIG unit was then extinct on the main line.

 

3514 back at Brighton

Formed of 4 CIG no.1805 (leading), 4 VEP no.3514 & 4 CIG no.1866 the 17:58 Victoria – Brighton non-stop service seen here following is arrival at Brighton.

This would be the last time 4 CIG and 4 VEP units would be seen running together in a mainline passenger train.

© Colin Watts

 

Southern’s 4 CIG units were officially withdrawn 25th November 2005; the 4 VEP units saw their last mainline workings on Saturday 26th November 2005; slam door electric stock was then extinct on the main line.

Non-mainline use on SWT

However, the two SWT 3-car units had exemptions from some of the new regulations affecting rolling stock, albeit with very restrictive rules regarding their use and carried on running until 22nd May 2010.

 

Unit formations
(nos.1801 – 1891)

Unit formations were as follows with the date below the unit number is release date from Eastleigh following facelifting.

Units marked * after unit number were fitted with ‘Greyhound’ electrical modifications and subsequently renumbered. The owning Train Leasing Company is also shown with a code letter, A = Angel Trains Contracts Limited, E = Eversholt Rail Leasing Limited and P = Porterbrook Leasing Company Limited.

Coaches marked with ‘+’ after the number were downgraded to DTS during 1998.

Codes (electrical) are shown where there is a change in that column.

 

Unit No.

DTC

MBS

TB

DTC

Ex. Unit

Withdrawal

Scrap date

Diag. No.
Code

453
FA-6B

423
EA-5B

472
BO-4A

452
FA-6B

 

(date)

(yard)

1801
11-Apr-86

76777

62415

71095

76848

7427

Reformed into no.2003 May-93

-

1801 P
22-Jan-97

76777+

62415

71095

76848

2003

7-Jun-04

Aug /Sep-04
(IRT)

1802
22-Apr-86

76779

62417

71097

76850

7429

Renum. 2262 Nov-89

-

1802 P
27-Jan-97

76754+

62392

71072

76825

2001

19-Jun-04

Aug /Sep-04
(IRT)

1803 A
12-May-86

76780+

62418

71098

76851

7430

29-Jul-04

Oct-04
(JLC)

1804 A
23-May-86

76778+

62416

71096

76849

7428

1-Oct-04

Jul-05
(SMN)

1805 A
12-Jun-86

76782+

62420

71100

76853

7432

25-Nov-05

Mar-06
(SMN)

1806 E
27-Jun-86

76783

62421

71101

76854

7433

24-Sep-04

Nov-04
(JLC)

1807 E
25-Jul-86

76784

62422

71102

76855

7434

25-Jul-04

Sep-04
(JLC)

1808 E
4-Sep-86

76785

62423

71103

76856

7435

16-Jul-04

Sep-04
(JLC)

1809 E
30-Sep-86

76786

62424

71104

76857

7436

11-Dec-03

Apr /Jun-04
(IRT)

1810 E
3-Nov-86

76787

62425

71105

76858

7437

14-Jan-04

Apr /Jun-04
(IRT)

1811 E
5-Dec-86

76781

62419

71099

76852

7431

26-Mar-04

May /Jul-04
(IRT)

1812 E
16-Jan-87

76757

62395

71075

76828

7407

30-Sep-00

See notes

1810 E
3-Nov-86

76787

62425

71105

76858

7437

14-Jan-04

Apr /Jun-04
(IRT)

1811 E
5-Dec-86

76781

62419

71099

76852

7431

26-Mar-04

May /Jul-04
(IRT)

1812 E
16-Jan-87

76757

62395

71075

76828

7407

30-Sep-00

See notes

1813 E
13-Feb-87

76859

62430

71106

76860

7438

23-Jan-04

Mar-04
(IRT)

Code

FA-8B

 

 

FA-8B

 

 

 

1814*
8-Apr-88

76595

62301

70981

76625

1251

Renum. 1301 Apr-90

 

1815*
5-May-88

76584

62290

70970

76614

1240

Renum. 1302 Apr-90

-

1816*
16-May-88

76581

62287

70967

76611

1237

Renum. 1303 Apr-90

-

1817*
27-May-88

76583

62289

70969

76613

1239

Renum. 1304 Apr-90

-

Code

FA-9B

 

 

FA-9B

 

 

 

1818*
9-Jun-88

76717

62355

71035

76788

1267

Renum. 1305 Apr-90

-

Code

 

EA-6B

 

 

 

 

 

1819*
20-Jun-88

76723

62361

71041

76794

1273

Renum. 1306 May-90

-

Code

FA-8B

 

 

FA-8B

 

 

 

1820*
1-Jul-88

76586

62292

70972

76616

1242

Renum. 1307
May-90

-

1821*
8-Jul-88

76592

62298

70978

76622

1248

Renum. 1308
May-90

-

Code

 

EA-5B

 

 

 

 

 

1822*
26-Jul-88

76594

62300

70980

76624

1250

Renum. 1309
Apr-90

-

1823*
28-Oct-88

76567
(2207)

62283
(2207)

71926
(2112)

76577
(2207)

-

Renum. 1310
May-90

-

1824*
11-Nov-88

76561

62277

71927

76571

2201

Renum. 1311
May-90

-

1825*
16-Dec-88

76562

62278

71928

76572

2202

Renum. 1312
1-Jun-90

-

1831 A
12-Jun-90

76598+

62304

70984

76628

1254

25-May-05

Jun-05
(JLC)

Code

FA-9B

 

 

FA-9B

 

 

 

1832 A
24-May-90

76719+

62357

71037

76790

1269

13-Mar-04

Jul-05
(SMN)

Code

FA-8B

 

 

FA-8B

 

 

 

1833 A
11-Jun-90

76582+

62288

70968

76612

1238

21-Jul-04

Oct-04
(JLC)

1834 A
29-Jun-90

76566+

62282

70988

76576

1258

6-Nov-04

Dec-04
(JLC)

1835 A
30-Jun-90

76601+

62307

70987

76631

1257

17-Sep-04

Oct-04
(JLC)

1836*
18-Jul-90

76593

62299

70979

76623

1249

Renum. 1320
Jan-92

-

Code

FA-9B

 

 

FA-9B

 

 

 

1837 A
24-Jul-90

76722+

62360

71040

76793

1272

9-Nov-04

Dec-04
(JLC)

Code

FA-8B

 

 

FA-8B

 

 

 

1838*
16-Aug-90

76587

62293

70973

76617

1243

Renum. 1322
c.Mar-92

-

1839 E
20-Aug-90

76607

62313

70993

76637

1263

21-May-04

Jun-04
(SMN)

Code

FA-9B

 

 

FA-9B

 

 

 

1840 E
29-Aug-90

76724

62362

71042

76795

1274

25-May-04

Jun-04
(SMN)

Code

FA-8B

 

 

FA-8B

 

 

 

1841 E
c.Sep-90

76603

62309

70989

76633

1259

15-Jul-04

Sep-04
(JLC)

Code

FA-9B

 

 

FA-9B

 

 

 

1842 E
24-Sep-90

76725

62363

71043

76796

1275

24-May-04

Jun-04
(SMN)

1843 E
3-Oct-90

76731

62369

71049

76802

1281

17-Nov-04

Jan-05
(SMN)

1844*
16-Oct-90

76589

62295

70975

76619

1245

Renum. 1321
Feb-92

-

1845 A
30-Oct-90

76599
76544
[1]
76599+

62305

70985

76629
76573
76629
76718+ [2]

1255

8-Dec-04

Jan-05
(JLC)

1846 A
31-Oct-90

76737+

62375

71055

76808

1287

27-Nov-04

Jan-05
(JLC)

Code

FA-8B

 

 

FA-8B

 

 

 

1847 A
21-Nov-90

76600+

62306

70986

76630

1256

7-Jan-05

Jan-05
(JLC)

1848 A
20-Nov-90

76605+

62311

70991

76635

1261

23-Dec-04

Jan-05
(JLC)

1849*
30-Nov-90

76590

62296

70976

76620

1246

Renum. 1318
Jan-92

-

Code

FA-9B

 

 

FA-9B

 

 

 

1850 A
4-Dec-90

76718+
76629+

62356

71036

76789

1268

27-Jun-03

See notes

1851 A
19-Dec-90

76721+

62359

71039

76792

1271

18-Feb-05

Mar-05
(JLC)

Code

FA-8B

 

 

FA-8B

 

 

 

1852*
21-Dec-90

76591

62297

70977

76621

1247

Renum. 1319

Jan-92

-

1853 A
14-Jan-91

76606+

62312

70992

76626

1262

3-Mar-05

May-05
(JLC)

Code

FA-9B

 

 

FA-9B

 

 

 

1854 A
21-Jan-91

76738+

62376

71056

76809

1288

1-Apr-05

May-05
(JLC)

1855 A
30-Jan-91

76720+

62358

71038

76791

1270

13-Dec-04

Jul-05
(SMN)

1856 A
6-Feb-91

76739+

62377

71057

76810

1289

17-Apr-05

May-05
(JLC)

Code

FA-8B

 

 

FA-8B

 

 

 

1857 A
26-Apr-91

76610+

62316

70996

76640

1266

13-Mar-04

May-05
(SWB)

1858 A
30-May-91

76604
76800
76604+

62310

70990

76634

1260

9-May-05

Jun-05
(JLC)

Code

FA-9B

 

 

FA-9B

 

 

 

1859 A
13-Jun-91

76727+

62365

71045

76798

1277

11-Jun-05

Sep-05
(SMN)

1860 A
28-Jun-91

76752+

62390

71070

76823

1202

26-Jul-05

Sep-05
(SMN)

1861 A
25-Jul-91

76735+

62373

71053

76806

1285

5-Jul-05

Sep-05
(JLC)

1862 A
23-Aug-91

76736+

62374

71054

76807

1286

5-Jul-05

Sep-05
(JLC)

1863 A
2-Sep-91

76742+

62380

71060

76813

1292

5-Jul-05

Sep-05
(JLC)

1864 A
18-Sep-91

76741+

62379

71059

76812

1291

23-Jul-05

Sep-05
(SMN)

Code

 

 

 

FA-8B

 

 

 

1865 A
25-Nov-91

76745+

62383

71063

76639

1295

24-May-05

Jun-05
(JLC)

Code

 

 

 

FA-9B

 

 

 

1866 A
18-Dec-91

76743+

62381

71061

76814

1293

25-Nov-05

Mar-06
(SMN)

1867 A
21-Jan-92

76744+

62382

71062

76815

1294

16-Jun-05

Aug /Sep-05
(JLC)

1868 A
5-Feb-92

76751+

62389

71069

76822

1201

26-May-05

Sep-05
(JLC)

1869 A
26-Feb-92

76753+

62391

71071

76804

1203

17-Jun-05

Aug-05
(JLC)

Code

FA-7B

 

 

 

 

 

 

1870 E
8-Apr-92

76108

62409

71089

76842

1221

24-Jul-04

Sep-04
(JLC)

Code

FA-9B

 

 

 

 

 

 

1871 E
14-Apr-92

76756

62394

71074

76827

1206

8-Aug-04

Sep-04
(JLC)

1872 E
28-May-92

76771

62396

71076

76829

1208

25-Sep-04

Nov-04
(JLC)

1873 E
5-Jun-92

76759

62397

71077

76830

1209

24-Aug-04

Sep-04
(JLC)

1874 A
2-Jul-92

76755+

62393

71073

76826

1205

15-Dec-04

Mar-05
(JLC)

1875
5-Jul-92

76754

62392

71072

76825

1204

Ref. into no.2001
May-93

-

1876 E
7-Jul-92

76761

62399

71079

76832

1211

25-Aug-04

Oct-04
(JLC)

1877 E
16-Jul-92

76763

62401

71081

76834

1213

24-Aug-04

Oct-04
(JLC)

1878 E
25-Aug-92

76768

62406

71086

76839

1218

23-Sep-04

Nov-04
(JLC)

1879 E
3-Sep-92

76760

62398

71078

76831

1210

9-Aug-04

Aug /Sep-04
(JLC)

1880 E
5-Sep-92

76770

62408

71088

76841

1220

30-Sep-04

Nov-04
(SMN)

1881 E
2-Oct-92

76762

62400

71080

76833

1212

23-Apr-05

See notes

1882 E
23-Oct-92

76765

62403

71083

76836

1215

c21-Mar-05

See notes

1883 E
2-Nov-92

76764

62402

71082

76835

1214

Ref. as no.1497
Jan-05

-

1884 E
17-Nov-92

76767

62405

71085

76838

1217

5-Feb-05

See notes

1885 E
2-Dec-92

76769

62407

71087

76840

1219

15-Oct-04

Nov-04
(SMN)

1886 E
9-Dec-92

76772

62410

71090

76843

1222

28-Sep-04

Oct-04
(SMN)

1887 E
23-Dec-92

76766

62404

71084

76837

1216

27-Sep-04

Oct-04
(SMN)

1888 E
22-Jan-93

76773

62411

71091

76844

1223

Ref. as no.1498
Jan-05

-

1889 E
29-Jan-93

76774

62412

71092

76845

1224

30-Nov-04

See notes

1890 E
13-Feb-93

76775

62413

71093

76846

1225

24-Apr-05

See notes

1891 E
3-Mar-93

76776

62414

71094

76847

1226

1-Sep-04

Nov-04
(SMN)

 

Key Letter Code for Scrap Dealers

JLC

J.T. Lanscapes (Caerwent).

SMN

SimsMetals (Newport).

SWB

S. Wheeler (Boreham).

 

 

No.

Individual Unit Notes

1801

Unit ran as part of 8 DIG no.2003 May‑93 to Jan‑97. Unit withdrawn at Lovers Walk 7-Jun-04 (last working 23.17 Victoria to Brighton). Moved to West Worthing for store 9-Jun-04, and to Stewarts Lane for shoegear removal 13-Jul-04.

Hauled to Immingham Railfreight Terminal for scrapping 19-Jul-04, arriving 21-Jul-04. Coaches cut‑up as follows:

TS 71095 23-Aug‑04, MBS 62415 24-Aug‑04, DTC 76777 26-Aug‑04 and DTC 76848 20-Sep-04.

1802 (1)

Unit exchanged TS 71097 with TB 69333 (ex.2112) 27-Nov-89 and renumbered as 4 BIG unit 2262.

1802 (2)

Unit number 1802 used again from Jan‑97 with vehicles from former unit no.1875, these being in use in 8 DIG unit no.2001 since May‑93.

Unit defective at Redhill 12-Jun-04 (whilst working 13.33 London Bridge to Horsham) and withdrawn.

Assisted to Lovers Walk for checks then to West Worthing for storage 29-Jun-04. Moved to Stewarts Lane for shoegear removal 13-Jul-04.

Hauled to Immingham Railfreight Terminal for scrapping 19-Jul-04, arriving 21-Jul-04. Coaches cut‑up as follows:

 TS 71072 19-Aug‑04, DTC 76825 20-Aug‑04, MBS 62392 23-Aug‑04 and DTC 76754 21-Sep-04.

1803

Unit withdrawn at Lovers Walk 29-Jul-04 (last working 23.39 Littlehampton to Brighton previous day). Moved to West Worthing for storage and on to Stewarts Lane for shoegear removal 28-Aug‑04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 2-Sep-04. Unit used for MOD exercise Oct-04 prior to scrapping. DTC 76851 cut‑up 29‑Oct-04, TS 71098, MBS 62418 and DTS 76780 all cut‑up 30-Oct‑04.

1804

Unit to Derby for tests 29-Nov-96 as part of ‘Networker Classic’ experiments. Returned to Brighton 23-Dec-96.

Unit suffered repeated electrical faults and out of use for several periods interspersed with test runs. Last used 1‑Oct-04 on 21.21 Southampton to Brighton and subsequently withdrawn at Lovers Walk.

Hauled to Newhaven for storage 14-Dec-04 and on to Stewarts Lane for shoegear removal 21-Dec-04.

Hauled to Shoeburyness 6-Jan-05.

Hauled to SimsMetals (Newport) for scrapping 30-Jun-05 and all coaches cut‑up Jul‑05.

1805

Unit withdrawn at Lovers Walk 25-Nov-05 (last working 17.58 Victoria to Brighton Railtour 19-Nov-05). Moved to Stewarts Lane for shoegear removal 28-Nov-05.

Hauled to Shoeburyness for stripping 23-Jan-06.

Hauled to SimsMetals (Newport) for scrapping 28-Feb-06 and all coaches cut‑up soon after arrival.

1806

DTC 76783 and MBS 62421 both derailed at Charing Cross 8-Apr-02. Unit stored out of use at Slade Green until loco-hauled to Eastleigh for repairs 2-Aug‑02. Released 18‑Oct-02 and unit back to traffic 21‑Oct-02.

Unit ‘off lease’ 24-Sep-04, and withdrawn that day at Ramsgate (last working 21.04 Victoria to Ramsgate).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 29-Sep-04. DTC 76783 and TS 71101 both cut‑up 11-Nov-04, MBS 62421 cut‑up 13-Nov-04 and DTC 76854 cut‑up 15-Nov-04.

1807

Unit withdrawn at Ramsgate 25-Jul-04 (last working 17.54 Charing Cross to Ramsgate).

Hauled to Willesden 30-Jul-04 and on to J.T. Lanscapes (Caerwent) for scrapping 19-Aug‑04. DTC 76855, TS 71102 and MBS 62422 all cut‑up 16-Sep-04, DTC 76784 cut‑up 17-Sep-04.

1808

Unit damaged in collision with no.5828 at Selhurst 6-Aug-88. Unit ‘off lease’ 10-Aug‑04 and withdrawn at Ramsgate 16-Jul-04 (last working 17.56 Victoria to Ashford 15-Jul-04). Unit stored in Ashford Yard and moved to Ramsgate for shoegear removal 5-Aug‑04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 12-Aug‑04. DTC 76785 and MBS 62423 both cut‑up 6-Sep-04, TS 71103 and DTC 76856 both cut‑up 7-Sep-04

1809

Unit withdrawn at Ramsgate 11-Dec-03 (last working believed to be 15.24 Charing Cross to Ramsgate).

Hauled to Immingham Railfreight Terminal for scrapping 16-Mar-04. TS 71104 cut‑up 26-Mar-04, MBS 62424 cut‑up 1-Apr-04, DTC 76786 22-Apr-04 and DTC 76857 15-Jun-04.

1810

Unit withdrawn at Ramsgate 14-Jan-04 (last working unknown).

Moved to Ashford for storage 6-Feb-04, and hauled to Immingham Railfreight Terminal for scrapping 16-Mar-04. TS 71105 cut‑up 26-Mar-04, DTC 76858 cut‑up 1-Apr-04, MBS 62425 cut‑up 27-Apr-04 and DTC 76787 16-Jun-04.

1811

Unit withdrawn at Ramsgate 26-Mar-04 (last working 18.02 Ramsgate to Charing Cross which terminated at Ashford with a brake defect).

Hauled to Immingham Railfreight Terminal for scrapping 6-Apr-04. TS 71099 cut‑up 30-Apr-04, MBS 62419 cut‑up 6-May-04, DTC 76852 cut‑up 28-May-04 and DTC 76781 cut‑up 2-Jul-04.

1812

Unit released from C6 overhaul at Eastleigh 6-Feb-97 fitted with experimental secondary door locking. Unit out of use for testing until used in passenger traffic between Sittingbourne & Sheerness during June 1997. Unit not permitted to run in multiple with any others whilst in service. Not used after 7th July and stored at Ramsgate.

Unit back to traffic Oct-98 after modifications, used on Bromley North shuttle services only although maintenance was still carried out at Ramsgate.

Unit withdrawn from passenger use from 15-Jul-99 and returned to Ramsgate to be modified as a towing unit in connection with movements of newly delivered Class 375 units. Unit used solely for this purpose until ‘off lease’ 30-Sep-00 as gangway connections were slightly modified to allow coupling with Class 375 units.

Unit then sent to Eastleigh for storage, but moved back to Selhurst depot c.21-Feb-01 for assessment and fitting of prototype ‘Cup & Cone’ coupling modification for Angel Trains Contracts Limited.

This involved fitting a new type of buckeye coupler which incorporated a shear pin, removal of the side buffers, replacement by probe (on the driver’s side) and probe receptacle (on the offside); these being designed to lock together the underframes in the event of a collision and prevent overriding. To allow this equipment to work correctly the original gangway connection on the cab end was removed and capped.

Some tests were made on 17-Aug‑01 with both the driving trailers of unit no.1812 marshalled cab to cab with three coaches of 4 VEP units nos.3432 & 3520 on the outer ends, these running from Eastleigh works to Portsmouth & Southsea, back to Wimbledon Park (via Eastleigh), thence to Southampton and back to Eastleigh works.

Further modification carried out early in 2002 at Eastleigh and the gangways made useable once again and a further test run made, again with the two DTC coaches coupled cab-to-cab within an 8 coach formation.

Following these tests, the unit remained stored at Eastleigh. All three trailers scrapped at Eastleigh by contractor Raxstar, DTC coaches 76757 and 76828 during Oct-03, TS 71075 during Nov‑03. MBS 62395 remained stored at Eastleigh until cut‑up by Nicholas Steel -Oct05.

1813

Unit withdrawn at Ramsgate 23-Jan-04 (last working 17.57 Charing Cross - Margate).

Moved to Ashford for storage 6-Feb-04 and hauled to Immingham Railfreight Terminal for scrapping 16-Mar-04. TS 71106 cut‑up 25-Mar-04, DTC 76860 cut‑up 23-Apr-04, MBS 62430 cut‑up 26-Apr-04 and DTC 76859 cut‑up 28-Apr-04.

1822

Three coaches of unit derailed near flyover at Wimbledon Park 6-Apr-89.

1831

Unit withdrawn at Lovers Walk 25-May-05 (last working 18.50 London Bridge to Selhurst).

Moved to Stewarts Lane for shoegear removal 27-May-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 31-May-05. DTC 76628 and TS 70984 both cut‑up 21-Jun-05, MBS 62304 and DTS 76598 both cut‑up 22-Jun-05.

1832

Unit withdrawn at Lovers Walk 13-Mar-04 (last working 04.00 Victoria to Brighton) and moved to Newhaven for storage.

Moved to Stewarts Lane for shoegear removal 16-Mar-04 and on to Shoeburyness for stripping 25-Mar-04.

Hauled to SimsMetals (Newport) 30-Jun-05 for scrapping, all coaches cut‑up 7‑05.

1833

Unit withdrawn at Lovers Walk 21-Jul-04 (last working 23.17 Victoria to Worthing 20-Jul-04). Moved for storage at West Worthing and on to Stewarts Lane for shoegear removal 3-Aug‑04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 5-Aug‑04. DTS 76852 cut‑up 5‑Oct-04, DTC 76612, TS 70968 and MBS 62288 all cut‑up 6‑Oct-04.

1834

Unit withdrawn 6-Nov-04 (last working 22.10 Victoria to Horsham 5-Nov-04). Moved to Newhaven for store 9-Nov-04 and on to Stewarts Lane for shoegear removal 26-Nov-04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 7-Dec-04. DTS 76566 and MBS 62282 both cut‑up 16-Dec-04, TS 70988 and DTC 76576 both cut‑up 17-Dec-04.

1835

Unit withdrawn at Lovers Walk 17-Sep-04 (last working 07.59 Bognor to Victoria) and moved to West Worthing for storage. Moved to Stewarts Lane for shoegear removal 29-Sep-04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 7‑Oct-04. MBS 62307 cut‑up 25‑Oct-04, TS 70987 and DTS 76601 both cut‑up 26‑Oct-04, DTC 76631 cut‑up 27‑Oct-04.

1837

Unit withdrawn 9-Nov-04 (last working 09.10 Reigate to Victoria). Moved to Newhaven for storage 9-Nov-04 and on to Stewarts Lane for shoegear removal 26-Nov-04.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 7-Dec-04. DTC 76793 cut‑up 14-Dec-04, TS 71040, MBS 62360 and DTS 76722 all cut‑up 15-Dec-04.

1839

DTC 76607 slightly damaged in derailment at Ramsgate depot 22-Jun-02. Unit withdrawn at Ramsgate 21-May-04, (last working 21.30 Charing Cross to Ramsgate).

Hauled from Hither Green to Shoeburyness for stripping 3-Jun-04. Hauled to SimsMetals (Newport) for scrapping 21-Jun-04. All coaches broken‑up w/c 21-Jun-04.

1840

Unit withdrawn at Ramsgate 25-May-04 (last working 16.27 Victoria - Ashford that day).

Hauled from Hither Green to Shoeburyness for stripping 3-Jun-04.

Hauled to SimsMetals (Newport) for scrapping 21-Jun-04. All coaches broken‑up w/c 21-Jun-04.

1841

Unit withdrawn at Ramsgate 15-Jul-04 (last working 22.30 Charing Cross to Canterbury West previous day).

Hauled to Willesden 30-Jul-04 and on to J.T. Lanscapes (Caerwent) for scrapping 19-Aug‑04. MBS 62309 cut‑up 23-Sep-04, DTC 76633 and TS 70989 cut‑up 24-Sep-04 and DTC 76603 cut‑up 27-Sep-04.

1842

Unit withdrawn at Ramsgate 24-May-04 (last working 18.40 Charing Cross - Ashford that day).

Hauled from Hither Green to Shoeburyness for stripping 3-Jun-04.

Hauled to SimsMetals (Newport) for scrapping 21-Jun-04. All coaches broken‑up w/c 21-Jun-04.

1843

Unit ‘off lease’ 17-Nov-04 and withdrawn at Ramsgate that day, (last working 18.16 Charing Cross to Ramsgate).

Hauled to Temple Mills 22-Nov-04 and on to Shoeburyness for stripping 3-Dec-04.

Hauled to SimsMetals (Newport) -Oct1‑05 for scrapping, all coaches cut‑up 19-Jan-05.

1845

Due to a collision between 4 VEP no.3515 and 4 BIG no.2203 at Lovers Walk in early November 1991, unit no.1845 stopped and both DTC coaches used to replace the damaged vehicles in these two units. DTC 76599 exchanged with 4 VEP DTC 76544 (ex.3515), the resultant hybrid 4 VEP being temporarily renumbered as 4 CIG no.1800.

DTC 76629 exchanged with 76573 (ex.2203) and unit held out of service whilst these two vehicles repaired at Selhurst. DTC 76573 exchanged back with 76629 by mid‑March-92 and unit back to traffic in original formation 8-Aug‑92.

MBS 62305 and TS 70985 side damaged in collision with 1850 at Lewes 18‑Oct-99. DTC 76629 exchanged with damaged DTS 76718 (ex.1850) at Lovers Walk 29‑Oct-99 and unit held for repairs at Crewe, all three damaged vehicles moving by road from Brighton 16-Apr-00.

Returned to Lovers Walk 22-Nov-00 and unit back to traffic 9-Jan-01 still formed with two DTS vehicles, in this form unit seating 254 standard. This reformation later regarded as permanent and DTS 76718 had first-class accommodation restored, returning unit to a normal seating layout.

Unit ‘off lease’ 9-Dec-04 and withdrawn at Lovers Walk 8-Dec-04 (last working 09.36 Victoria to Brighton). Moved to Stewarts Lane 9-Dec-04 for shoegear removal.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Dec-04. DTC 76718 cut‑up 7-Jan-05, TS 70985 cut‑up 8-Jan-05 and MBS 62305 and DTS 76599 both cut‑up 9-Jan-05.

1846

Unit to Derby for tests 13-Sep-96 as part of ‘Networker Classic’ suspension experiments. Returned to Brighton 14‑Oct-96.

Unit ‘off lease’ 29-Nov-04. Unit withdrawn at Lovers Walk 27-Nov-04 (last working 08.56 Hastings to Brighton), and moved to Newhaven that day for storage. Moved to Stewarts Lane 14-Dec-04 for shoegear removal.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Dec-04. DTC 76808 cut‑up 12-Jan-05 and other three on 13-Jan-05.

1847

Unit withdrawn at Lovers Walk 7-Jan-05 (last working 07.19 Horsham to Victoria) and moved to Gatwick for storage that day.

Moved to Stewarts Lane for shoegear removal 13-Jan-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 19-Jan-05. DTS 76600 and MBS 62306 both cut‑up 26-Jan-05, TS 70986 and DTC 76630 both cut‑up 27-Jan-05.

1848

DTC 76605 slightly damaged in derailment at Bognor 21-Nov-03, and to Chart Leacon for repairs 15-Dec-03.

Unit withdrawn at Selhurst 23-Dec-04 (last working 18.50 London Bridge to Selhurst) and unit moved to Gatwick that day for storage.

Moved to Stewarts Lane 7-Jan-05 for shoegear removal. Reformed there 8-Jan-05 as five-car unit with TS 70699 (ex 1406) added and unit hauled to J.T. Lanscapes (Caerwent) for scrapping 19-Jan-05. DTS 76605 and additional coach 70699 both cut‑up 24-Jan-05, TS 70991, MBS 62311 and DTC 76635 all cut‑up 25-Jan-05.

1850

Unit in collision with no.1845 at Lewes 18‑Oct-99 and DTS 76718 damaged. This coach exchanged with DTC 76629 (ex.1845) at Lovers Walk 29‑Oct-99 and unit back to traffic, once again with two DTC vehicles from 2-Nov-99. This reformation later regarded as permanent and DTC 76629 downgraded to DTS layout, returning unit to a normal seating layout.

Unit withdrawn 27-Jun-03 (last working 22.14 Portsmouth to Brighton).

Moved to Shoeburyness for storage 3-Jul-03. Whole unit sold to Network Rail Infrastructure Limited and MBS 62356 moved by road to LH Group Services (Barton-under-Needwood) by 29-Feb-04, being converted into a Departmental vehicle for Ultrasonic rail testing. It was ready Nov‑04; now renumbered 999606 and registered for use from 17-Mar-05 (making a test run from Derby to Old Dalby and return 21-Mar-05).

Remaining three coaches moved to Marshall’s Transport (Throckmorton Airfield, Pershore) by SEp‑04 and held as a source of spares for 999606 and 62482.

All three for disposal Aug‑05 and sold to Booth Roe Metals (Rotherham) for scrapping; all moved by road, DTC 76629 arr 22-Sep-06, DTS 76789 arr 25-Sep-06 and TS 71036 arr w/e 16-Dec-06. Both DTs cut‑up w/e 3-Feb-07, TS 71036 stored in yard and not cut‑up until w/e 29-Nov-08.

1851

Unit withdrawn at Lovers Walk 18-Feb-05 (last working 17.24 Victoria to Littlehampton) and moved to Newhaven for store 19-Feb-05.

Moved to Stewarts Lane for shoegear removal 5-Mar-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 14-Mar-05. DTS 76721, MBS 62359 and TS 71039 all cut‑up 21-Mar-05, DTC 76792 cut‑up 22-Mar-05.

1853

Unit withdrawn at Lovers Walk 3-Mar-05 (last working 21.02 Victoria to Brighton the previous evening). Moved to Newhaven for storage 9-Mar-05 and on to Stewarts Lane for shoegear removal 17-Mar-05.

TS 70722 (ex.1411) inserted into unit (between 76606 and 62312) and unit hauled to J.T. Lanscapes (Caerwent) as a 5-car for scrapping 3-May-05. Coaches cut‑up as follows:

DTS 76606 and TS 70722 both on 19-May-05, MBS 62312, TS 70992 and DTC 76636 all on 20-May-05.

1854

Unit the first painted into the new two-tone green /biscuit South Central livery, released from Eastleigh 20-Sep-01.

Unit withdrawn at Lovers Walk 1-Apr-05 (last working 06.24 Eastbourne to London Bridge). Moved to Newhaven for storage 7-Apr-05 and on to Stewarts Lane for shoegear removal 16-Apr-05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 3-May-05. DTC 76809 and TS 71056 both cut‑up 24-May-05, MBS 62376 and DTS 76738 both cut‑up 25-May-05.

1855

DTC 76791 damaged by fire in toilet compartment at Lovers Walk 4-Jan-01. Back to traffic c.14-Feb-01.

Unit withdrawn at Lovers Walk 13-Dec-04 (last working 18.50 London Bridge to Selhurst). Moved to Newhaven for storage 14-Dec-04 and on to Stewarts Lane for shoegear removal 21-Dec-04.

Unit hauled to Shoeburyness 6-Jan-05. Hauled to SimsMetals (Newport) for scrapping 30-Jun-05, all coaches cut‑up in Jul‑05.

1856

Unit withdrawn at Lovers Walk 17-Apr-05 (last working 18.22 Guildford to London Bridge 15-Apr-05). Moved to Gatwick for storage 18-Apr-05 and on to Stewarts Lane for shoegear removal 23-Apr-05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 3-May-05. DTS 76739, MBS 62377 and TS 71057 all cut‑up 23-May-05, DTC 76810 cut‑up 24-May-05.

1857

Unit withdrawn at Lovers Walk 13-Mar-04 (last working 21.05 Hove to Brighton) and moved to Newhaven for storage.

Moved to Stewarts Lane for shoegear removal 16-Mar-04 and on to Shoeburyness for stripping 25-Mar-04.

All coaches moved by road to S. Wheeler scrap dealer (Boreham, Essex) by -Oct5‑05 and cut‑up shortly afterwards.

1858

Unit in collision with no.2257 at Eastbourne 11-Jun-94 and DTC 76634 damaged. DTC 76604 exchanged with damaged 76800 (ex.2257) at Lovers Walk 9-Jul-94 and unit to Eastleigh for repairs 15-Jul-94.

Released after repairs 20‑Oct-94, and to traffic still mis formed 26‑Oct-94. Reverted to original formation 26-Nov-94. Whilst mis formed unit had one DTC owned by Porterbrook Leasing Company Limited and three remaining coaches owned by Angel Train Contracts Limited.

Unit withdrawn at Lovers Walk 9-May-05 (last working 09.36 Victoria to Brighton). Moved to Stewarts Lane for shoegear removal -Oct5‑05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 31-May-05. DTC 7634 and TS 70990 both cut‑up 24-Jun-05, MBS 62310 and DTS 76604 both cut‑up 27-Jun-05.

1859

Unit withdrawn at Lovers Walk 11-Jun-05 (last working 07.06 Victoria to Brighton). Moved to Stewarts Lane for shoegear removal 17-Jun-05.

Hauled to Shoeburyness for stripping 11-Aug‑05. Hauled to SimsMetals (Newport) for scrapping 26-Aug‑05 and all coaches cut‑up soon after arrival.

1860

Unit withdrawn at Lovers Walk 26-Jul-05 (last working 23.17 Victoria to Worthing 25-Jul-05). Moved to Newhaven for storage 26-Jul-05, and on to Stewarts Lane for shoegear removal 3-Aug‑05.

Hauled to Shoeburyness for stripping 11-Aug‑05. Hauled to SimsMetals (Newport) for scrapping 26-Aug‑05 and all coaches cut‑up soon after arrival.

1861

Unit withdrawn at Streatham Hill 5-Jul-05 (last working 10.05 Epsom to Victoria). Moved to Stewarts Lane for shoegear removal 8-Jul-05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Jul-05. DTC 76806, TS 71053 and MBS 62373 all cut‑up 12-Sep-05, DTS 76735 cut‑up 13-Sep-05.

1862

Unit the last of eight painted into South Central two-tone green /biscuit livery, released from Eastleigh 18-Feb-02.

Unit derailed north of Merstham Tunnel 1-Jan-03 when ran into an earth slip and taken to Selhurst for repairs. Released from repairs 4-Apr-03 and back to traffic 7-Apr-03.

Unit withdrawn at Lovers Walk 5-Jul-05 (last working 09.36 Victoria to Brighton). Moved to Newhaven for storage 6-Jul-05 and on to Stewarts Lane for shoegear removal 9-Jul-05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Jul-05. DTS 76736 cut‑up 13-Sep-05, MBS 62374 and TS 71054 both cut‑up 14-Sep-06 and DTC 76807 cut‑up 15-Sep-05.

1863

Unit withdrawn at Lovers Walk 5-Jul-05 (last working 06.24 Eastbourne to London Bridge). Moved to Newhaven for storage 6-Jul-05 and on to Stewarts Lane for shoegear removal 9-Jul-05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Jul-05. DTS 76742 cut‑up 15-Sep-05, MBS 62380 and TS 71060 both cut‑up 16-Sep-05 and DTC 76813 cut‑up 19-Sep-05.

1864

Unit withdrawn at Lovers Walk 23-Jul-05 (last working 21.00 Brighton to Victoria 22-Jul-05). Moved to Newhaven for storage 26-Jul-05 and on to Stewarts Lane for shoegear removal 3-Aug‑05.

Hauled to Shoeburyness for stripping 11-Aug‑05. Hauled to SimsMetals (Newport) for scrapping 26-Aug‑05 and all coaches cut‑up soon after arrival.

1865

Unit withdrawn at Lovers Walk 24-May-05 (last working 09.36 Victoria to Brighton). Moved to Stewarts Lane for shoegear removal 27-May-05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 31-May-05. DTS 76745 cut‑up 22-Jun-05, MBS 62383 and TS 71063 both cut‑up 23-Jun-05, DTC 76639 cut‑up 24-Jun-05.

1866

Unit withdrawn at Lovers Walk 25-Nov-05 (last working 17.58 Victoria to Brighton Railtour 19-Nov-05). Moved to Stewarts Lane for shoegear removal 28-Nov-05.

Hauled to Shoeburyness for stripping 23-Jan-06. Hauled to SimsMetals (Newport) for scrapping 28-Feb-06 and all coaches cut‑up soon after arrival.

1867

Unit withdrawn at Lovers Walk 16-Jun-05 (last working 06.24 Eastbourne to London Bridge). Moved to Stewarts Lane for shoegear removal 17-Jun-05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 22-Jun-05. DTC 76815 and TS 71062 both cut‑up 31-Aug‑05, MBS 62382 and DTS 76744 both cut‑up 1-Sep-05.

1868

Unit defective with electrical fault at Sutton whilst working 17.25 Epsom to London Bridge 11-May-05 and assisted to Selhurst depot, thence to Lovers Walk where unit withdrawn 26-May-05. Assisted to Stewarts Lane for shoegear removal 27-May-05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 22-Jun-05. DTS 76751 and MBS 62389 both cut‑up 5-Sep-05, TS 71069 and DTC 76822 both cut‑up 6-Sep-05

1869

Unit in collision with nos.3527 & 3529 at Streatham Hill 2-Feb-99 and DTS 76753 damaged with crushed cab. To Eastleigh for repairs 24-Mar-99 and released 6-Jul-99.

Unit derailed near Fishbourne 31-Jan-03 when in collision with car on Level Crossing and DTS 76753 damaged. Unit moved to Lovers Walk 7-Feb-03 for repair assessment and on to Selhurst 28-Mar-03. Unit released 24-Apr-03 and back to traffic 27-Apr-03.

Unit withdrawn at Lovers Walk 17-Jun-05 (last working 06.33 Littlehampton to Victoria) and moved to Stewarts Lane that day for shoegear removal.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 22-Jun-05. DTS 76753 cut‑up 4-Aug‑05, MBS 62391 cut‑up 5-Aug‑05, TS 71071 and DTC 76804 both cut‑up 22-Aug‑05.

1870

Unit at Eastleigh for protracted C6 overhaul between 16‑Oct-95 and 3-Feb-96 (damaged?).

Unit withdrawn at Ramsgate 24-Jul-04 (last working 18.30 Charing Cross to Ramsgate).

Hauled to Willesden 30-Jul-04 and on to J.T. Lanscapes (Caerwent) for scrapping 19-Aug‑04. DTC 76842 cut‑up 22-Sep-04, DTC 76108, TS 71089 and MBS 62409 all cut‑up 25-Sep-04.

1871

DTC 76827 derailed at Ashford Yard 15-Jun-99 and unit moved to Ramsgate for examination 17-Jun-99 where DTC 76827 then in side scrape with de-icer 930002 and damaged. Unit repaired at Chart Leacon and most of the large sidelight windows along the driver’s side of the coach replaced by ‘4 CEP style’ windows with hopper lights.

Unit ‘off lease’ 10-Aug‑04 and withdrawn at Ramsgate 8-Aug‑04 (last working 18.54 Charing Cross to Ramsgate).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 12-Aug‑04. DTC 76756 and MBS 62394 both cut‑up 2-Sep-04, TS 71074 and DTC 76827 both cut‑up 3-Sep-04.

1872

Unit ‘off lease’ 24-Sep-04, (last working 17.19 Charing Cross to Tunbridge Wells that day) and worked to Ramsgate 25-Sep-04.

Unit hauled to J.T. Lanscapes (Caerwent) for scrapping 29-Sep-04. DTC 76771 and TS 71076 both cut‑up 10-Nov‑04, MBS 62396 cut‑up 12-Nov-04 and DTC 76829 cut‑up 13-Nov-04.

1873

Unit ‘off lease’ 26-Aug‑04 and withdrawn at Ramsgate 24-Aug‑04 (last working 19.30 Charing Cross to Ramsgate).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 1-Sep-04. DTC 76830 cut‑up 27-Sep-04, TS 71077 cut‑up 28-Sep-04, MBS 62397 cut‑up 29-Sep-04 and DTC 76759 cut‑up 30-Sep-04.

1874

Unit defective at Sutton whilst working 07.56 Horsham to Victoria 15-Dec-04 and to Selhurst for repairs. These not carried out and unit withdrawn 28-Jan-05.

Moved to Newhaven for store 23-Feb-05 and on to Stewarts Lane 5-Mar-05 for shoegear removal.

Reformed there as 6-car unit with TSs 70713 (ex 1404) and 70720 (ex 1410) added. Unit hauled to J.T. Lanscapes (Caerwent) for scrapping 14-Mar-05 now formed as:

76826 + 71073 + 62393 + 70713 + 70720 + 76755.

Coaches cut‑up as follows:

DTS 76755 22-Mar-05, TS 70720 23-Mar-05, TS 70713 and MBS 62393 both 24-Mar-05, TS 71073 29-Mar-05 and DTC 76826 31-Mar-05.

1875

Unit ran as part of 8 DIG no.2001 from May‑93. When no.2001 disbanded Jan‑97, unit numbered as 1802 to keep the two Porterbrook Leasing Company Limited owned units together.

1876

Unit ‘off lease’ 26-Aug‑04 and withdrawn at Ramsgate 25-Aug‑04 (last working 17.25 Victoria to Ashford).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 1-Sep-04. DTC 76761 cut‑up 2‑Oct-04, MBS 62399 and TS 71079 both cut‑up 4‑Oct-04 and DTC 76832 cut‑up 5‑Oct-04.

1877

Unit ‘off lease’ 26-Aug‑04 and withdrawn at Ramsgate 24-Aug‑04 (last working 18.16 Charing Cross to Ramsgate).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 1-Sep-04. DTC 76763 and MBS 62401 both cut‑up 30-Sep-04, DTC 76834 and TS 71081 both cut‑up 1‑Oct-04.

1878

Unit fitted with experimental TWPS, an enhanced form of AWS at Ramsgate Feb-99. Used for tests in Three Bridges area 9-Mar-99, unit not in normal traffic until 31-Mar-99.

Unit ‘off lease’ 24-Sep-04 and withdrawn at Ramsgate 23-Sep-04 (last working 20.41 Victoria to Faversham).

Unit hauled to J.T. Lanscapes (Caerwent) for scrapping 29-Sep-04. TS 71086 cut‑up 15-Nov-04, DTC 76768 and MBS 62406 cut‑up 16-Nov-04 and DTC 76839 cut‑up 17-Nov-04.

1879

Unit ‘off lease’ 10-Aug‑04 and withdrawn at Ramsgate 9-Aug‑04 (last working 07.00 Charing Cross to Ramsgate).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 12-Aug‑04. MBS 62398 and TS 71078 both cut‑up 31-Aug‑04, DTCs 76760 and 76831 both cut‑up 1-Sep-04.

1880

Unit withdrawn at Wimbledon Park 30-Sep-04 (last working 19.20 Portsmouth Harbour to Waterloo).

Moved to Shoeburyness for stripping 6‑Oct-04.

Hauled to SimsMetals (Newport) 28‑Oct-04 for scrapping. All coaches cut‑up Nov‑04.

1881

Unit withdrawn at Wimbledon Park 23-Apr-05 (last working 22.54 Basingstoke to Waterloo 22-Apr-05). Moved to Clapham Yard for storage 29-Apr-05 and back to Wimbledon Park for shoegear removal 8-Jun-05.

Hauled to Shoeburyness for stripping 14-Jun-05.

Unit sold to Knights Rail Services Limited [now Arlington Rail Services Limited] in June 2008 and hauled to Eastleigh for overhaul and possible return to main line use 16-Jul-08. Unit tested on power 8‑Oct-08 for first time since withdrawal.

Unit sold to the 5 BEL Trust and hauled to Barrow Hill for component recovery 3-Mar-10. MBS 62400 scrapped there in November 2010.

DTC 76833 moved by road to SimsMetals (Attercliffe) 17‑Oct-11 for scrapping.

TS 71080 stored for a while at Heanor’s yard (Ripley) and moved by road to Booth Roe Metals (Rotherham) for scrapping 29-Nov-13, cut‑up 13-Feb-14.

DTC 76762 stripped and stored at Barrow Hill still extant 12‑19.

1882

Unit withdrawn at Fratton c.21-Mar-05 (worked 08.09 Waterloo to Portsmouth that day). Moved to Guildford on ‘skate’ 30-Mar-05 and on to Wimbledon Park 5-Apr-05 for repair and shoegear removal.

Hauled to Shoeburyness for stripping 7-Apr-05.

MBS 62403 and TS 71083 hauled to SimsMetals (Newport) for scrapping 19-Jul-05, both cut‑up shortly after arrival.

DTC 76836 moved by road to Derby RTC for bogie recovery 6‑07. Body to Booth Roe Metals (Rotherham) for scrapping 28-Jan-08 and cut‑up w/e 16-Feb-08. DTC 76765 had arrived at Booth Roe Metals (Rotherham) 3-Jan-08 for scrapping and cut‑up w/e 24-May-08.

1883

Last use as 4 CIG on 17.45 Waterloo to Havant 21-Jan-05, then to Wimbledon Park 22-Jan-05 where TS 71082 withdrawn and unit reduced to 3 CIG.

TS 71082 formed into unit no.1884 for disposal.

Unit then overhauled and repainted into blue /grey livery and released 12-May-05 renumbered as no.1497.

1884

Unit withdrawn at Wimbledon Park 5-Feb-05 (last working 17.05 Waterloo to Aldershot previous day). Unit then made-up to 6-car with TS 71082 (ex.1883) and TS 71091 (ex.1888) added.

Unit hauled to Shoeburyness 24-Feb-05 for stripping formed as follows:

76838 + 71091 + 71082 + 71085 + 62405 + 76767.

TS coaches 71082 and 71091 both hauled to SimsMetals (Newport) for scrapping 19-Jul-05, both cut‑up shortly after arrival.

MBS 62405 moved by road to Booth Roe Metals (Rotherham) for scrapping 28-Feb-07 and cut‑up w/e 24-Mar-07.

TS 71085 sold to private buyer and moved by road to Deptford 14-Feb-08 for use as a café.

Both DTC coaches 76767 and 76838 sold to Knights Rail Services Ltd in June 2008 and hauled to Eastleigh for overhaul 16-Jul-08. They were formed as a 4-car unit, one each end of 4 VEP coaches TS 70897 and MBS 62207 as ‘unit no.1884’.

This unit used on a trip from Eastleigh to Marchwood and back as ‘brake force’ for movement of a damaged Class 508 unit from Marchwood to Eastleigh for repairs 31-Jul-08. Both 76767 and 76838 broken-up by contractor Raxstar at Eastleigh w/e 23-Jan-10.

1885

Unit completely derailed at Virginia Water 26‑Oct-00, back to traffic Jun‑01.

Unit withdrawn at Fratton 15‑Oct-04 (last working 18.40 Waterloo to Havant).

Moved to Wimbledon Park 26‑Oct-04 for shoegear removal and hauled to Shoeburyness 2-Nov-04 for stripping.

Hauled to SimsMetals (Newport) for scrapping 17-Nov-04. All coaches cut‑up between 26 and 29-Nov-04.

1886

Unit withdrawn at Wimbledon Park 28-Sep-04 (last working 21.24 Reading to Waterloo).

Hauled to Shoeburyness for stripping 30-Sep-04.

Hauled to SimsMetals (Newport) 14‑Oct-04 for scrapping. All coaches cut‑up Oct-04.

1887

Unit slightly damaged in derailment at Fratton 4-Jan-95.

Unit withdrawn at Wimbledon Park 27-Sep-04 (last working 05.34 Bournemouth to Waterloo).

Hauled to Shoeburyness for stripping 30-Sep-04.

Hauled to SimsMetals (Newport) 14‑Oct-04 for scrapping. All coaches cut‑up -Oct04.

1888

Unit withdrawn at Wimbledon Park 21-Jan-05 (last working 06.43 Cosham to Waterloo), where TS 71091 withdrawn and unit reduced to 3 CIG. TS 71091 formed into unit no.1884 for disposal.

Unit overhauled and repainted into green livery and released 12-May-05 renumbered as no.1498.

1889

Unit withdrawn at Wimbledon Park 31-Jan-05 (last working 22.20 Portsmouth Harbour to Waterloo 29-Nov-04 and stored defective).

Hauled to Shoeburyness for stripping 1-Feb-05.

MBS 62412 and TS 71092 both hauled to SimsMetals (Newport) for scrapping 19-Jul-05, both cut‑up shortly after arrival.

Both DTC coaches 76774 and 76845 moved by road to Booth Roe Metals (Rotherham) for scrapping, arriving 19-Dec-06. 76774 cut‑up w/e 6-Jan-07 and 76845 cut‑up w/e 13-Jan-07.

1890

Unit withdrawn 24-Apr-05 (last working 14.38 Fratton to Southampton ‘Footex’ and ecs back to Fratton). Hauled to Wimbledon Park for shoegear removal that day.

Hauled to Bournemouth depot for stripping 29-Apr-05 and back to Wimbledon Park 14-May-05.

Hauled to Shoeburyness for further stripping 19-May-05.

MBS 62413 and TS 71093 both hauled to SimsMetals (Newport) for scrapping 19-Jul-05, both cut‑up shortly after arrival.

DTC 76775 moved by road to Booth Roe Metals (Rotherham) for scrapping 28-Aug‑07 and cut‑up w/e 13‑Oct-07.

DTC 76846 also by road to Booth Roe Metals (Rotherham) for scrapping, arrived 3-Jan-08 and cut‑up w/e 7-Feb-09.

1891

Unit withdrawn at Wimbledon Park 1-Sep-04 (last working 08.55 Weybridge to Waterloo).

Moved to Shoeburyness 6‑Oct-04 for stripping.

Hauled to SimsMetals (Newport) 28‑Oct-04 for scrapping. All coaches cut‑up Nov‑04.

 

Back to Top

 

 

Sadly neither no. 1800 nor 1830 but an identical formation comprising NSE-liveried CIG DTC and three VEP coaches in the form of unit no. 3427 at Portcreek Junction on Monday 31st March 1997 (Southampton to Portsmouth Harbour service). On the SWD with no expectation of running through Oxted tunnel this unit retained a VEP number.

We are currently seeking a photograph of either no.1800 or 1830!

© Matt Taylor

 

4 CIG units nos.1800 & 1830
(Temporary units)

Two temporary units were formed at Brighton late in 1991 as a result of collision damage and units out of service with defects. The first was allocated number 1800 and was formed of three 4 VEP coaches from unit no.3515 and a DTC from no.1845, the reason for numbering the unit in the 4 CIG series was to keep the unit from straying onto the Oxted line where 4 CIG vehicles were banned due to a clearance restriction imposed in Oxted tunnel in respect of opening droplights (CIG units were not fitted with restricted opening droplights /slide vents so were prohibited). This unit lasted for around nine months.

A second similar unit was also formed consisting again of three 4 VEP vehicles and a DTC from 4 BIG no.2257, this unit being allocated unused number 1830, though it only ran in traffic for about two weeks.

In this formation these units seated 36 first and 256 standard.

 

Unit formations
(nos.1800 & 1830)

Formations were as follows with 4 VEP vehicles marked *

 

Unit No.

DTC

MBS

TB

DTC

Disbanded

Diag. No.
Code

453
FA-8B

423
EA-4A

472
BQ-1B

452
FB-8B

(date)

1800
18-Nov-91

76599
(1845)

62319*
(3515)

70958*
(3515)

76543*
(3515)

4-Aug-92

Code

FB-8B

EA-5B

BQ-1B

FA-9B

 

1830
23-Dec-91

76512*
(3501)

62332
(3501)

70942*
(3501)

76729
(2257)

11-Jan-92

 

Back to Top

 

 

Passing through the site of Coulsdon North station is a twelve car formation of two 4 CIG units no.1867 (leading) and no.1727 (Connex livery) with 4 BIG (de-stored) unit no.2260 on the rear still in NSE (later) livery but with the black half-cab (applied by Lover’s Walk depot to signify unit had been part of an enhanced cleaning programme).

© John Atkinson

 

4 BIG units nos.2251 – 2262
(Reformed 4 CIG units)

These units were formed from late September to late-November 1989 by reforming twelve 4 CIG units from the later Mk 6 motor bogie fitted units with the buffet cars from the remaining twelve Mk 4 motor bogie fitted 4 BIG units. This was to reduce maintenance costs on overhauling these bogies on high‑mileage units.

All units were reformed at Lovers Walk and remained allocated to that depot after reform. Eleven units were from the non-facelifted examples, the last was a facelift unit and was reformed with a buffet car originally from the later batch of 4 BIG units (though this vehicle was also not facelifted).

NSE livery

When formed, all units were in NSE livery with units nos.2251 & 2252 in the first style and the remainder in the second style. However, unit no.2257 had three coaches in the first style and the buffet car in the later version.

Facelifting at Eastleigh

These units were all subsequently facelifted at Eastleigh, though without further renumbering. During facelifting, all gained the modified layout in their DTC coaches with the standard-class compartment at each end in the outermost compartment. These DTC coaches then both seating 18 first and 36 standard and amending overall unit capacity to 36 first, 128 standard and 40 buffet.

Four units were incorporated as part of 8 DIG units no.2001 ‑ 2004 from May 1993; these units being reinstated again during January 1997 following the disbandment of the 8 DIG units. However, all four retained some of their internal enhancements initially.

Porterbrook Leasing Company Limited

All remaining units were allocated to the ownership of the Porterbrook Leasing Company Limited from 1st April 1994 under the BR privatisation arrangements (these units being shown with ‘P’ after the unit number).

A reduction in the requirement for buffet units in June 1997 resulted in unit no.2252 being renumbered 1406 in readiness for the removal of the buffet car and reclassification as 3 CIG. Three further units (nos.2253 /2257 & 2261) were similarly treated during September 1997, leaving only eight units running as 4 BIG.

Termination Catering Service

The contract to provide catering facilities on Connex South Central was terminated from 1st January 1998 and the last 4 BIG units ran with refreshment facilities in use on 23rd December 1997, the buffet cars then remaining in the units with the kitchens locked out of use.

The surviving eight 4 BIG units were all ‘off lease’ to Connex South Central from 27th March 1998, but units nos.2251 & 2260 were retained available for traffic to cover warranty repairs on the 3 COP units.

The other six units were stored briefly at Gatwick (3 no.) and Haywards Heath (3 no.) prior to moving for storage to Bournemouth depot. All six were briefly out-berthed at Wimbledon Park or Clapham Yard early in May 1998 to make space for the open days at Bournemouth depot on 16th and 17th of May 1998, though one unit left its buffet car at Bournemouth coupled to the ‘Classic’ prototype coach 76112 for a ‘before & after’ comparison.

To keep these units in serviceable condition, two diagrams were arranged, one on the Portsmouth - Waterloo line, another working the Lymington branch and the units were rotated on these workings from June 1998.

The two units retained in traffic by Connex were used regularly until taken out of traffic at the end of June 1998 and stored at Lovers Walk. An exchange took place 27th October 1998 with no.2254 moving to Lovers Walk for storage with worn wheelsets and no.2251 returning to Fratton for use in traffic.

One 4 BIG diagram was reintroduced on Connex South Central from 23rd November 1998 to utilise these units in traffic, lasting until both were transferred to South West Trains from 1st May 1999, both then working in traffic based at Fratton depot.

Unit modifications

An increased requirement for 4 CIG units with the ‘Greyhound’ electrical modification from the new timetable in June 1999 saw the surviving units taken into Eastleigh works from April 1999 for overhaul and electrical modification, the buffet car then being withdrawn for disposal and replaced by a former 4 CEP TSO vehicle (spare from the reduction to three coaches of a number of these units working for Connex South Eastern).

Units overhauled were then renumbered into a new 4 CIG series upwards from no.1392, the last unit to run with a buffet car being no.2256, taken into Eastleigh early in September 1999.

 

Unit formations
(nos. 2251 – 2262)

Unit formations were as follows:

 

Unit No.

DTC

MBS

TB

DTC

Facelift.

Renumber

Code

FA-2A

EA-2A

BP

FA-2A

(date)

2251 P
21-Oct-89

76726
(1276)

62364
(1276)

69302
(2101)

76797
(1276)

c.Jan-92

1394
(May-99)

2252 P
14-Oct-89

76728
(1278)

62366
(1278)

69312
(2102)

76799
(1278)

13-Feb-91

1406
(Jun-97)

2253 P
4-Oct-89

76734
(1284)

62372
(1284)

69313
(2103)

76805
(1284)

9-Apr-91

1410
(Sep-97)

2254
8-Oct-89

76732
(1282)

62370
(1282)

69306
(2104)

76803
(1282)

c8-91

2002
(May-93)

Code

FA-9B

EA-5B

BP-2B

FA-9B

 

 

2254 P
24-Jan-97

76732
(2002)

62370
(2002)

69306
(2002)

76803
(2002)

-

1396
(Jul-99)

Code

FA-2A

EA-2A

BP

FA-2A

 

 

2255
14-Oct-89

76740
(1290)

62378
(1290)

69310
(2105)

76811
(1290)

26-Sep-91

2003
(May-93)

Code

FA-9B

EA-5B

BP-2B

FA-9B

 

 

2255 P
22-Jan-97

76740
(2003)

62378
(2003)

69310
(2003)

76811
(2003)

-

1392
(Apr-99)

Code

FA-2A

EA-2A

BP

FA-2A

 

 

2256 P
27-Nov-89

76747
(1297)

62385
(1297)

69307
(2106)

76818
(1297)

5-Dec-91

1399
(Sep-99)

2257 P
30-Sep-89

76729
(1279)
76511
97
76729

62367
(1279)

69311
(2107)
69332 98

76800
(1279)
76604 99
76800

Feb-91

1407
(Sep-97)

2258 P
9-Nov-89

76746
(1296)

62384
(1296)

69316
(2108)

76817
(1296)

c.2-Dec-91

1393
(Apr-99)

2259
16-Nov-89

76748
(1298)

62386
(1298)

69318
(2109)

76819
(1298)

c.Sep-91

2004
(May-93)

Code

FA-9B

EA-5B

BP-2B

FA-9B

 

 

2259 P
20-Jan-97

76748
(2004)

62386
(2004)

69318
(2004)

76819
(2004)

-

1398
(Sep-99)

Code

FA-2A

EA-2A

BP

FA-2A

 

 

2260 P
6-Nov-89

76749
(1299)

62387
(1299)

69304
(2110)

76820
(1299)

c.Jan-92

1397
(Aug-99)

Note

 

 

 

 

 

 

After facelifting and fitting with fluorescent lighting, the electrical codes of these coaches were amended to:

DTC

FA-9B

 

 

 

 

 

MBS

EA-5B

 

 

 

 

 

TB

BP-2B 

(unit no.2262 excepted)

TB

BP-4B

(unit no.2262 non-facelifted TB vehicle)

 

Footnote (nos. 2251 – 2262)

97

4 VEP DTC, Code FB-8B.

98

TB Code BP-4B.

99

DTC Code FA-8B.


 

 

No.

Individual Unit Notes

2251

Buffet facilities out of use from 23-Dec-97.

Unit stored at Lovers Walk from 2-Jul-98 though used for empty trip to Littlehampton and return 13-Jul-98.

Unit moved to Fratton 27‑Oct-98 for use in SWT traffic.

Unit to Eastleigh 13-May-99 for overhaul and buffet 69302 withdrawn and replaced by 4 CEP TSO 70663 (ex.1561), unit renumbered 1394 and released 1-Aug‑99.

TB 69302 remained stored at Eastleigh. Subsequently sold to Cotswold Rail Engineering Ltd [dealer – company now dissolved] and resold to Suburban Electric Railway Association (SERA) at Coventry Airport.

Later sold again to the Abbey View District Day Centre, at Neath Abbey.

2252

Last day in traffic as 4 BIG unit 29-May-97 and unit renumbered 1406 30-May-97.

2253

Last day in traffic as 4 BIG unit 25-Sep-97 and unit renumbered 1410 26-Sep-97.

2254

Unit ran as part of 8 DIG unit no.2002 from May‑93 to Jan‑97.

Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Haywards Heath. Moved to Bournemouth depot for storage 7-Apr-98. Subsequently used in traffic by SWT.

Unit moved Fratton to Lovers Walk for storage with worn wheelsets 27‑Oct-98, but used again in CSC traffic from 23-Nov-98 when one 4 BIG diagram reintroduced.

Unit transferred to SWT from 1-May-99. Unit to Eastleigh 15-Jul-99 for overhaul and buffet 69306 withdrawn and replaced by 4 CEP TSO 70531 (ex.1610). Unit renumbered 1396 and released 10-Sep‑99.

TB 69306 remained stored at Eastleigh until sold to Colne Valley Railway c.Mar‑00, later moving to the Spa Valley Railway at Tunbridge Wells early in 2002.

2255

Unit ran as part of 8 DIG unit 2003 from May‑93 to Jan‑97.

Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Haywards Heath. Moved to Bournemouth depot for storage 7-Apr-98. Subsequently used in traffic by SWT.

MBS 62378 damaged by fire near Fratton c.Apr‑99 and unit to Eastleigh for repair and overhaul with buffet 69310 withdrawn and replaced by 4 CEP TSO 70273 (ex.1530). Unit renumbered 1392 and released 1-Jul-99 to Fratton for further modifications.

TB 69310 remained stored at Eastleigh until sold c.Feb‑00 and moved to Meldon Quarry for use as static buffet.

2256

Buffet facilities out of use from 23-Dec-97. Unit ‘off lease’ from 27-Mar-98 and stored at Haywards Heath. Moved to Bournemouth depot for storage 7-Apr-98. Subsequently used in traffic by SWT.

Unit to Eastleigh 9-Sep-99 for overhaul and buffet 69307 withdrawn and replaced by 4 CEP TSO 70508 (ex.1595) and unit renumbered 1399 and released 9‑Oct-99.

TB 69307 remained stored at Eastleigh. Subsequently sold to Cotswold Rail Engineering Ltd [dealer – company now dissolved] and resold to a private buyer for use as a static restaurant at Bridge of Earn.

Later moved to Widnes International Rail Depot for component recovery and scrapped there in Jan-05.

2257

Unit defective during Dec-91 and DTC 76729 temporarily exchanged with 4 VEP DTC 76511 (ex. 3501) from 23-Dec-91 until 11-Jan-92, though unit not used in this formation.

Unit in collision with no.1858 at Eastbourne 11-Jun-94 and DTC 76800 damaged. This coach exchanged with 76604 (exm1858) at Lovers Walk 9-Jul-94. Reverted to original formation 26-Nov-94. Whilst mis formed consisted of three coaches owned by Porterbrook Leasing Company Limited and one owned by Angel Train Contracts Limited.

TB 69311 had defective buffet equipment and exchanged with 69332 (ex.2203) 31-May-97 when 2203 being reclassified and renumbered 1403.

Last day in traffic as 4 BIG unit 26-Sep-97 and unit renumbered 1407 27-Sep-97.

2258

Unit out of use with buffet defects 2-Sep-96 and not back to traffic until 25-Apr-97 when released covering 4 CIG diagrams. Restored as 4 BIG again May‑97 though temporarily reverted to 4 CIG again until boiler repairs completed 9-Jul-97.

Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Gatwick. Moved to Bournemouth depot for storage 8-Apr-98. Subsequently used in traffic by SWT.

Unit to Eastleigh for overhaul Apr‑99 and buffet 69316 withdrawn and replaced by 4 CEP TSO 70527 (ex.1589) and unit renumbered 1393 and released 20-Jul-99.

TB 69316 remained stored at Eastleigh. Subsequently sold to Cotswold Rail Engineering Ltd [dealer – company now dissolved] and resold to a private buyer for use as a static restaurant at Coupar Angus, coach located on a short piece of isolated track adjacent to Smiths Bus Garage.

Also reported as moving to Fire Service Training College, Moreton-in-Marsh c.Apr-02.

Later located at Whitrope with the Waverley Line Heritage Association.

2259

Unit ran as part of 8 DIG unit no.2004 from May‑93 to Jan‑97. Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Gatwick. Moved to Bournemouth depot for storage 8-Apr-98. Subsequently used in traffic by SWT.

Unit to Eastleigh for overhaul 31-Aug‑99 and buffet 69318 removed and replaced by 4 CEP TSO 70292 (ex.1554) and unit renumbered 1398 and released 9‑Oct-99.

TB 69318 remained stored at Eastleigh until sold to Colne Valley Railway c.Mar‑00 and moved to Castle Hedingham.

This coach later re-sold to R Garbutt (date?) and moved to the Mid Norfolk Railway at Wymondham during 2013 for restoration to near original condition including the reinstatement of tungsten lighting.

2260

Buffet facilities out of use from 23-Dec-97. Unit stored at Lovers Walk from 26-Jun-98 but returned to use from 23-Nov-98 when one 4 BIG diagram reintroduced. Unit transferred to SWT from 1-May-99.

Unit to Eastleigh for overhaul 16-Aug‑99 and buffet 69304 removed and replaced by 4 CEP TSO 70515 (ex.1577) and unit renumbered 1397 and released 17-Sep-99.

TB 69304 stored at Eastleigh until sold to the Northampton Ironstone Trust at Ironside and moved to Hunsbury Hill.

2261

Last day in traffic as 4 BIG unit 26-Sep-97 and unit renumbered 1408 28-Sep-97.

2262

Unit to Eastleigh for C1 overhaul about Sep‑92 and TB 69333 facelifted to match remainder of unit.

Unit ran as part of 8 DIG unit 2001 from May-93 to Nov‑96 when out of use for wiring repairs and officially renumbered as 2208, although this was not carried.

Reverted to 2262 from Jan‑97 but unit not in traffic until Mar‑97.

DTC 76850 damaged by fire in toilet at Preston Park 29-Sep-97 and unit to Eastleigh for repairs 6-Nov-97, back to traffic Dec‑97.

Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Gatwick. Moved to Bournemouth depot for storage 8-Apr-98, and subsequently used in traffic by SWT.

Unit to Eastleigh for overhaul 1-Jul-99 and buffet 69333 withdrawn and replaced by 4 CEP TSO 70662 (ex.1619) and unit renumbered 1395 and released c3-Sep-99.

TB 69333 remained stored at Eastleigh until sold to the Lavender Line at Isfield, arriving there 14-Jun-00.

       

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Unit no.1319 approaching Esher on Saturday 13th September 2003 sporting headcode 51 (Waterloo to Alton ‘fast’). This unit carries one early curved ‘black caps’ (as originally used to signify ‘Greyhound’ units).

The black surround of the driver’s /secondman’s observation lights was also to identify these Greyhound’ units. Driving into a low sun the driver has his visor down!

© John Atkinson

 

4 CIG units nos.1301 – 1322
‘Greyhound’

This series of units were formed from March 1990 and were renumbered to distinguish units which had received the ‘Greyhound’ electrical modification which added additional field diverts, these units accelerating at the same rate as ‘standard’ units up to about 45mph (approx. 45 secs) when the extra field diverts cut-in allowing the amps to rise to a higher level than with the standard arrangement. The amps therefore declined from a higher level as speed increased compared with standard units, so these modified units accelerated faster in the 45mph – 75mph range. Modified motor coaches weighed about one ton more than usual with the extra ‘chokes’ carried below the underframe.

The units were reclassified as Class 421/5 and most diagrams were for the Waterloo ‑ Portsmouth via Guildford line, where they worked in conjunction with similarly modified 4 BEP units. Some workings were also run over the newly electrified South Hampshire lines from Waterloo to Portsmouth via Eastleigh, also certain trips on the Bournemouth line.

Units were allocated to Eastleigh depot, following the closure of Fratton as a maintenance depot from May 1990. The first twelve units had commenced operation during the summer of 1989 on the Guildford route as facelifted 4 CIGs nos.1814 ‑ 1825, units nos.1819 /1820 & 1821 being modified during facelift, but most returning to Eastleigh works for modification shortly after being released as facelift 4 CIG units. These units were all renumbered from April 1990 in order as units nos.1301 – 1312 with the last being renumbered by 1st June.

A further batch of five units were converted directly from 4 CIG units during facelift early in 1990 as there was an increased requirement for ‘Greyhound’ units to cover the Portsmouth to Waterloo via Eastleigh trains (which started with the new timetable in May 1990). Subsequently, a further batch of five units were converted, this time from already facelifted units in early 1992 as further trains were converted to ‘Greyhound’ schedules. Units were allocated back to Fratton depot when this depot reopened for EMU maintenance from 29th May 1994.

The first twelve units modified used equipment cases and contactors recovered from withdrawn 2 HAP units while later batches had new equipment made. The first conversions also had divert resistances, but these proved prone to cause motor flashovers and were changed to inductive chokes recovered from withdrawn 4 REP units or spares for Class 508. The later batches converted had new chokes specially made.

For the first batch modified, units nos.1819 /1820 & 1821 were done on facelift so ran for nearly a year before ‘greyhound’ schedules were introduced in May 1989. The remainder of the first twelve returned to Eastleigh for modification, starting with no.1825 in January 1989 and undertaken in reverse numerical order with one done every fortnight until no.1814 completed in May 1989 ready for the timetable alteration. All twelve then ran for a further year prior to renumbering. All these units were allocated to the ownership of Eversholt Rail Leasing Limited from 1st April 1994 under the BR privatisation arrangements.

These units remained working for the South West Trains franchise and started to be repainted into their livery late in 1996, unit no.1313 being the first released from Eastleigh 12th December 1996, all being done by 2001. TPWS equipment was fitted to units during the autumn of 2002.

  Deliveries of new ‘Desiro’ Class 444 and 450 into traffic during 2004 saw these units begin to be displaced, and the first withdrawals took place in July 2004. Withdrawn units were mostly hauled to Shoeburyness for some limited stripping work before being hauled away to scrap dealers, though a few went direct from Wimbledon Park. Unit no.1316 was the last to survive in traffic, being withdrawn on 20th May 2005.

 

Unit formations
(nos.1301 – 1322)

Unit formations were as follows with date of formation below unit number:

 

Unit No.

DTC

MBS

TB

DTC

Ex. Unit

Withdrawn

Scrap date

Code

FA-8B

EA-6B

BO-4B

FA-8B

 

(yard)

1301
(Apr-90)

76595

62301

70981

76625

1814

28-Aug-04

Sep-04
(SMN)

1302
(Apr-90)

76584

62290

70970

76614

1815

8-Apr-05

Mar-06
(JLC)

1303
(Apr-90)

76581

62287

70967

76611

1816

28-Jan-05

Jun-05
(SMN)
(3 cars)

1304
(Apr-90)

76583

62289

70969

76613

1817

23-Apr-05

See notes

Code

FA-9B

 

 

FA-9B

 

 

 

1305
(Apr-90)

76717

62355

71035

76788

1818

13-Jul-04

Nov-04
(JLC)

1306
(May-90)

76723

62361

71041

76794

1819

14-Jul-04

Nov-04
(JLC)
(3 cars)

Code

FA-8B

 

 

FA-8B

 

 

 

1307
(Apr-90)

76586

62292

70972

76616

1820

24-Oct-04

Nov-04
(SMN)

1308
(May-90)

76592
76627

62298

70978

76622

1821

8-Sep-04

Oct-04
(SMN)

1309
(Apr-90)

76594

62300

70980

76624

1822

22-Apr-05

Feb-06
( JLC)

1310
(May-90)

76567

62283

71926

76577

1823

17-Aug-04

Sep-04
(SMB)

1311
(May-90)

76561

62277

71927

76571

1824

26-Aug-04

Sep-04
(SMN)

Code

 

EA-7B

 

 

 

 

 

1312
(1-Jun-90)

76562

62278

71928

76572
76392
100
76572

1825

19-Apr-05

Jan-08
(JLC)

1313
(24-Mar-90)

76596

62302

70982

76626

1252

28-Dec-04

Apr-05
(JLC)

1314
(30-Mar-90)

76588

62294

70974

76618

1244

31-Aug-04

Sep-04
(SMB)

1315
(27-Apr-90)

76608

62314

70994

76638

1264

31-Dec-04

Jun-05
(SMN)

1316
(19-May-90)

76585

62291
62182
101
62291

70971

76615
76373
102
76615

1241

20-May-05

Mar-06
(JLC)

Code

 

EA-6B

 

 

 

 

 

1317
(12-Nov-90)

76597

62303

70983

76627
76592

1253

30-Sep-04

Nov-04
(SMN)

1318
(c.Jan-92)

76590

62296

70976

76620

1849

2-Dec-04

Jul-05
(SMN)

1319
(c.Jan -92)

76591

62297

70977

76621

1852

28-Jan-05

Jun-05
(SMN)

1320
(Jan-92)

76593

62299

70979

76623

1836

3-Dec-04

Jul-05
(SMN)

1321
(Feb-92)

76589

62295

70975

76619

1844

29-Aug-04

Sep-04
(SMB)

1322
(c.Mar-92)

76587

62293

70973

76617

1838

27-Aug-04

Sep-04
(SMN)

 

Footnote (nos.1301 – 1322)

100

4 VEP DTC, Code FB-5B.

101

4 VEP MBS, Code ED-1A.

102

4 VEP DTC, Code FB-5B.


 

Key letter codes for scrap dealers.

JLC

J.T. Lanscapes (Caerwent)

SMB

SimsMetals (Beeston).

SMN

SimsMetals (Newport).


 

 

Sporting unique experimental head lamps unit no.1315 (with no.1885) arrive at Basingstoke on Sunday 17th January 1993.

Fitted in April 1990 (only to DTC 76638) and mounted on plates forward of the jumpers, there were also red lamps inboard of the white headlamps. Eventually the lamps were plated over.

© Colin Price

 

 

No.

Individual Unit Notes

1301

Unit ‘off lease’ 31-Aug‑04 and withdrawn at Fratton 28-Aug‑04 (last working 19.53 Waterloo to Portsmouth Harbour).

Moved to Wimbledon Park for shoegear removal 30-Aug‑04 and hauled to Shoeburyness for stripping 31-Aug‑04.

Hauled to SimsMetals (Newport) for scrapping 9-Sep-04 and all coaches cut‑up by 10-Sep‑04.

1302

Unit withdrawn at Wimbledon Park 9-Apr-05 (last working 19.39 Haslemere to Waterloo 8-Apr-05).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 21-Apr-05. Both DTCs 76584 and 76614 held for possible sale, but whole unit scrapped, coaches cut‑up as follows:

DTC 76614 6-Mar-06, MBS 62290 and TS 70970 both 7-Mar-06 and DTC 76584 8-Mar-06.

1303

Unit withdrawn at Wimbledon Park 28-Jan-05 (last working 06.42 Hilsea to Waterloo).

Hauled to Shoeburyness 3-Feb-05 for stripping.

Trailers 76581 + 70967 + 76611 hauled to SimsMetals (Newport) for scrapping 24-Jun-05, all cut‑up shortly after arrival.

MBS 62287 sold to the Lincolnshire Wolds Railway (Ludborough near Grimsby) arriving there by 17-Jul-05. This coach later exchanged with former Gatwick Express Mark 2 TS 72707 in April 2013 and 62287 purchased by Network Rail and to be converted into a further Ultrasonic Test Car, to become UTU2.

1304

DTC 76613 fitted with one hopper light window in corridor side by ‘B’ compartment by Oct-99.

Unit withdrawn at Wimbledon Park 23-Apr-05 (last working 22.54 Basingstoke to Waterloo 22-Apr-05). Moved to Clapham Yard for storage 25-May-05 and back to Wimbledon Park for shoegear removal 8-Jun-05.

Hauled to Shoeburyness for stripping 14-Jun-05.

TS 70969 passed to Car Services UK Apr‑08 for resale. All coaches (including 70969) sold to Knights Rail Services Limited in June 2008 and hauled to Eastleigh 16-Jul-08, used as a source of spares for units nos.1881 & 1884.

Stripped remains of both DTC coaches cut in half and moved by road from Eastleigh to local scrap yard of Recycle Ltd. for scrapping 20-May-09. Stripped remains of MBS 62289 and TS 70969 both scrapped on site at Eastleigh between 18th and 22nd September 2009.

1305

Unit withdrawn at Fratton 13-Jul-04 (last working 17.34 Waterloo to Portsmouth Harbour). Moved to Wimbledon Park 31-Jul-04 and on to Bournemouth depot for storage 30-Aug‑04.

Hauled back to Wimbledon Park 16-Sep-04 and on to J.T. Lanscapes (Caerwent) for scrapping 27-Sep-04. All four coaches cut‑up 29-Nov-04.

1306

Unit withdrawn at Fratton 14-Jul-04 (last working 10.38 Waterloo to Portsmouth Harbour) and hauled to Woking 18-Jul-04. Then used for driver training trips to Bournemouth each day until 21-Jul-04.

Moved to Wimbledon Park for stripping 3-Aug‑04.

TS 71041 removed and taken by road to Hever station for use as an office 20‑Oct-04. TS 71041 subsequently carried Maroon livery, also tables and table lamps.

Remaining three coaches hauled to J.T. Lanscapes (Caerwent) for scrapping 27-Sep-04, and all cut‑up 27-Nov-04.

1307

Unit withdrawn at Bournemouth 24‑Oct-04 (last working? -  Weymouth to Bournemouth early morning).

Moved to Wimbledon Park for shoegear removal 29‑Oc-t04 and hauled to Shoeburyness 2-Nov-04.

Hauled to SimsMetals (Newport) 17-Nov-04 for scrapping. Three coaches cut‑up 22-Nov-04 and remaining one 26-Nov-04.

1308

Unit in collision with no.1317 at Fratton Jan‑92, DTC 76592 damaged and exchanged with 76627 (ex.1317).

Unit withdrawn at Wimbledon Park 8-Sep-04 (last working 07.40 Southampton Central to Waterloo).

Hauled to Shoeburyness for stripping 30-Sep-04.

Hauled to SimsMetals (Newport) 14‑Oct-04 for scrapping. All coaches cut‑up Oct-04

1309

Unit withdrawn at Clapham Yard 22-Apr-05 (last working 20.23 Windsor to Waterloo).

Hauled to Wimbledon Park 22-Apr-05 for shoegear removal, on to Bournemouth for stripping 29-Apr-05.

Hauled back to Wimbledon Park 14-May-05 and on to J.T. Lanscapes (Caerwent) for scrapping 24-May-05. DTC 76594 and MBS 62300 both cut‑up 27-Feb-06, TS 70980 and DTC 76624 both cut‑up 28-Feb-06.

1310

Unit ‘off lease’ 2-Sep-04, but defective at Fratton after working 16.26 Waterloo to Portsmouth & Southsea 17-Aug‑04.

Moved to Wimbledon Park for shoegear removal 30-Aug‑04 and hauled to Shoeburyness for stripping 2-Sep-04.

Unit hauled to Peterborough 21-Sep-04 and on to SimsMetals (Beeston) 23-Sep-04. All coaches cut-up by 25-Sep-04, except DTC 76577 cut‑up c.28-Sep-04.

1311

Unit ‘off lease’ 31-Aug‑04 and withdrawn at Wimbledon Park (last working 19.24 Waterloo to Guildford).

Hauled to Shoeburyness for stripping 31-Aug‑04.

Hauled to SimsMetals (Newport) for scrapping 9-Sep-04 and all coaches cut‑up 10-Sep‑04.

1312

DTC 76572 temporarily exchanged with 4 VEP DTC 76392 (ex.3457) c/Feb‑98. (reason unknown, probable side damage as coach later had two hopper windows in the corridor side of the coach behind the door at the cab end). In this formation unit seated 36 first and 210 standard and had NSE liveried DTC in otherwise Stagecoach liveried unit. Reverted to normal by 18-Mar-98.

Unit withdrawn at Wimbledon Park 19-Apr-05 (last working 21.30 Southampton to Waterloo). Hauled to Fratton for storage 1-May-05 and back to Wimbledon Park for shoegear removal 10-May‑05.

Hauled to J.T. Lanscapes (Caerwent) for scrapping 24-May-05 and unit stored for a long period, being used for some MOD exercises in the meantime. DTC 76572 cut‑up 3-Jan-08, TS 71928 cut‑up 4-Jan-08 (body) and 8-Jan-08 (underframe), MBS 62278 cut‑up 16-Jan-08 and DTC 76562 cut‑up 18-Jan-08.

1313

Unit withdrawn at Wimbledon Park 28-Dec-04 (last working 18.23 Waterloo to Basingstoke 24-Dec-04).

Hauled to J.T. Lanscapes (Caerwent) 12-Jan-05. DTC 76596 cut‑up 5-Apr-05, MBS 62302 and TS 70932 both cut‑up 6-Apr-05 and DTC 76626 cut‑up 7-Apr-05.

1314

Unit withdrawn at Wimbledon Park 31-Aug‑04 (last working 19.17 Waterloo to Woking).

Hauled to Shoeburyness for stripping 2-Sep-04.

Unit hauled to Peterborough 21-Sep-04 and on to SimsMetals, Beeston 23-Sep-04. All coaches cut‑up by 25-Sep-04.

1315

DTC 76638 was fitted with experimental light clusters on the cab and at the lower edge of the jumper recess, each side of the gangway having a white headlight outermost and a red tail light inside, the lower ends of the air hoses hanging behind these new lights. This modification done when unit had the Greyhound modification.

Unit withdrawn at Wimbledon Park 31-Dec-04 (last working 08.39 Haslemere to Waterloo).

Hauled to Willesden 11-Jan-05 and on to Shoeburyness 12-Jan-05 for stripping.

Hauled to SimsMetals (Newport) for scrapping 16-Jun-05, and all coaches cut‑up shortly after arrival.

1316

Unit in collision with 4 VEP no.3427 at Wimbledon Park ?‑ Oct-96 and DTC 76585 damaged. DTC 76615 to no.3427 and replaced by damaged 76373 (ex.3427) pending repairs at Eastleigh. MBS 62291 exchanged with damaged 4 VEP MBS 62182 (ex.3431) Dec‑96.

However, the unit was not used in traffic with 4 VEP vehicles in formation and back to normal formation Apr‑97.

Unit withdrawn at Wimbledon Park 20-May-05 (last working 23.14 Alton to Woking).

Hauled to J.T. Lanscapes (Caerwent) for scrapping 24-May-05. DTC 76615 and TS 70971 both cut‑up 2-Mar-06, MBS 62291 cut‑up 3-Mar-06 and DTC 76585 cut‑up 6-Mar-06.

1317

Unit in collision with unit no.1308 at Fratton Jan‑92 and DTC 76597 damaged. DTC 76627 exchanged with damaged 76592 (ex.1308) and unit stopped pending repairs to both DTCs. Back to traffic mid‑Mar-92.

Unit withdrawn at Bournemouth 1‑Oct-04 (last working 22.30 Waterloo to Bournemouth 30-Sep-04).

Hauled to Wimbledon Park 5‑Oct-04 for shoegear removal, and on to Shoeburyness 6‑Oct-04 for stripping.

Hauled to SimsMetals (Newport) 28‑Oct-04 for scrapping. All coaches cut‑up Nov‑04

1318

Unit defective at Wareham 2-Dec-04 on 08.17 Weymouth to Poole and after arrival at Poole ran ECS to Bournemouth depot. Moved to Wimbledon Park 7-Dec-04 and withdrawn 31-Jan-05.

Hauled to Shoeburyness 3-Feb-05 for stripping.

Hauled to SimsMetals (Newport) for scrapping 24-Jun-05, all coaches cut‑up Jul‑05.

1319

Unit unusually sent to Ilford for graffiti repaint in late May-93.

Unit derailed at Farnham 16-Feb-98 and DTC 76591 and MBS 62297 both slightly damaged.

Unit ‘off lease’ 31-Jan-05, and withdrawn at Wimbledon Park 28-Jan-05 (last working 06.43 Cosham to Waterloo).

Hauled to Shoeburyness 1-Feb-05 for stripping.

Hauled to SimsMetals (Newport) for scrapping 16-Jun-05, all coaches cut‑up shortly after arrival.

1320

Unit withdrawn at Wimbledon Park 3-Dec-04 (last working 12.25 Portsmouth Harbour to Waterloo).

Hauled to Willesden 11-Jan-05 and on to Shoeburyness 12-Jan-05 for stripping.

Hauled to SimsMetals (Newport) for scrapping 24-Jun-05, all coaches cut‑up Jul‑05.

1321

DTC 76589 fitted with toilet extractor fans during 1992.

Unit slightly damaged 30-Dec-93 when derailed on Lymington branch after collision with fallen tree.

Unit ‘off lease’ 2-Sep-04 but defective whilst working 15.45 Waterloo to Portsmouth Harbour 29-Aug‑04 which terminated at Fratton.

Moved to Wimbledon Park for shoegear removal 30-Aug‑04 and hauled to Shoeburyness for stripping 2-Sep-04.

Unit hauled to Peterborough 21-Sep-04 and on to SimsMetals, Beeston 23-Sep-04. All coaches cut‑up by 25-Sep-04.

1322

Unit ‘off lease’ 31-Aug‑04 and withdrawn at Wimbledon Park 27-Aug‑04 (last working 07.12 Portsmouth Harbour to Waterloo).

Hauled to Shoeburyness for stripping 31-Aug‑04.

Hauled to SimsMetals (Newport) for scrapping 9-Sep-04 and all coaches cut‑up by 10-Sep‑04.

       

Back to Top

 

 

Following snow at Penshurst, on Tuesday 5th December 1995 4 CIG unit no.1903 forms a Three Bridges to Tonbridge service whilst carrying later NSE livery with black-cap.

© John Atkinson

 

4 CIG units nos.1901 – 1908
(Renumbered units)

A further renumbering scheme to affect the earlier parking brake 4 CIG units commenced in April 1993, having just got them all into one number range from 1701 ‑ 1753. Several units were fitted with Mk 6 motor bogies recovered from scrapped 4 REP units and fitted with standard EE507 250hp motors. The first of these emerged from Eastleigh works on 15th April 1993 numbered 1901 and classified as Class 421/6. Sufficient bogies were available to enable about twenty units to be converted, but only eight were authorised to be done and some Mk 6 motor bogies were later used instead to upgrade three 4 CEP units.

8 DIG units

However, units nos.1901 and 1902 only ran in their new form for a matter of weeks prior to being incorporated as part of 8 DIG units and being renumbered once again. Units nos.1903-upwards entered traffic as intended. Unit no.1908 was modified from former no.1732 which had previously had its electric parking brake removed, the remainder had this removed during the bogie conversion work.

These units were all allocated to the ownership of Angel Train Contracts Limited train leasing company from 1st April 1994 under the BR privatisation arrangements. (the two working as part of 8 DIG units were allocated to Porterbrook Leasing Company Limited).

The 8 DIG units were disbanded in January 1997 and units nos.1901 & 1902 were reinstated in their previous formations, but remaining part of the Porterbrook Leasing Company Limited fleet. Both units nos.1901 & 1902 retained some of their internal enhancements until withdrawal. Unit no.1903 was the first repainted into Connex white /yellow livery (released from Eastleigh 15-Jan-97) though ran initially without the yellow decals applied due to problems with application of the yellow areas. Unit no.1904 was the first in full Connex livery in June 1997 and no.1903 had the yellow areas added at Lovers Walk during March 1998 (all being done by 2001).

 The DTC adjacent to the MBS was downgraded to all standard seating from May 1998 and the compartment sliding doors and armrests removed, this coach now seating 54 standard with a revised unit total of 18 first and 218 standard. This work was carried out at Lovers Walk depot during routine maintenance, though the DTC downgraded in unit no.1906 was at the opposite end to the remaining units.

Only unit no.1908 of this batch was repainted into the new South Central two-tone green /biscuit livery early in 2002. Unit no.1906 was the first fitted with TPWS equipment at Eastleigh in June 2002, with others following, all being completed by early- August 2002with unit no.1908.

Withdrawals

Withdrawals began in June 2003 with unit no.1903 being taken out of traffic on 28th. All the remainder were fitted with window bars over their droplight windows during the summer of 2003 following a fatality at Clayton Tunnel on Saturday 26th October 2002.

Unit no.1902 was withdrawn in November 2003 owing to poor condition and sent direct to Immingham for scrapping by owners Porterbrook Leasing Company Limited. Unit no.1904 was withdrawn in March 2004 and joined no.1903 in store at Shoeburyness for stripping prior to disposal. Unit no.1906 was withdrawn early in June but reinstated briefly to replace a damaged 4 VEP unit. It was withdrawn again soon afterwards and was followed by unit not 1907 (taken out of traffic in July 2004). Units nos.1905 & 1908 followed in October 2004, leaving just no.1901 to continue into 2005, this unit being withdrawn from 24th January 2005 thus eliminating this small batch of units.

 

Unit formations
(nos.1901 – 1908)

Unit formations are as follows with date of formation below unit number. Units allocated to Angel Train Contracts Limited marked with ‘A’ after their number, those allocated to Porterbrook Leasing Company Limited with ‘P’.

 

Unit No.

DTC

MBS

TB

DTC

Ex. Unit

Withdrawn.

Scrap date

Code

FA-4C

EA-3C

BO-2B

FA-4C

 

(date)

(yard)

1901
15-Apr-93

76082

62023

70701

76028

1715

Ref. into no.2004
(May-93)

-

1901 P
20-Jan-97

76082

62023

70701

76028

2004

24-Jan-05

Mar-05
(IRT)

1902
28-Apr-93

76100

62041

71768

76046

1716

Ref. into no.2002
(May-93)

-

1902 P
24-Jan-97

76100

62041

71768

76046

2002

7-Nov-03

Mar-04
(IRT)

1903 A
1-Jul-93

76081

62022

70700

76027

1718

28-Jun-03

Mar-06
(SMN)

1904 A
16-Nov-93

76107

62048

70726

76053

1723

14-Mar-04

Mar-06
(SMN)

1905 A
31-Mar-94

76099

62040

70718

76045

1728

11-Oct-04

Nov-04
(JLC)

1906 A
18-May-94

76105 103

62046

70724

76113 104

1730

23-Jun-04

Oct-04
(JLC)

1907 A
7-Jul-94

76104

62045

70723

76050

1729

27-Jul-04

Oct-04
(JLC)

Code

FA-7B

 

 

FA-7B

 

 

 

1908 A
14-Dec-94

76096

62037

70715

76042

1732

11-Oct-04

Nov-04
(JLC)

 

Footnote (nos.1901 – 1908)

103

Vehicle remained DTC.

104

Vehicle downgraded to DTS.


 

Key letter codes for scrap dealers.

IRT

Immingham Railfreight Terminal.

JLC

J.T. Lanscapes (Caerwent)

SMN

SimsMetals (Newport).


 

No.

Individual Unit Notes

1901

Unit withdrawn at Lovers Walk 24-Jan-05 (last working 06.33 Littlehampton to Victoria).

Unit used to assist no.1404 back from Lewes 25-Jan-05 then moved to Selhurst 2-Feb-05 and on to Stewarts Lane for shoegear removal 8-Feb-05.

Hauled to Immingham Railfreight Terminal for scrapping 14-Feb-05. DTS 76082 cut‑up 8-Mar-05, MBS 62023, TS 70701 and DTC 76028 all cut‑up 9-Mar-05.

1902

Unit withdrawn at Lovers Walk 7-Nov-03 (last working 06.32 Victoria to Brighton).

Hauled to Immingham Railfreight Terminal for scrapping 14-Nov-03. DTC 76046 and TS 71768 cut‑up 17-Mar-04, MBS 62041 cut‑up 18-Mar-04 and DTS 76100 cut‑up 19-Mar-04.

1903

Unit withdrawn at Lovers Walk 28-Jun-03 (last working 10.56 Hastings to Brighton).

Moved to Shoeburyness for storage 3-Jul-03.

Hauled to SimsMetals (Newport) for scrapping 20-Mar-06 and all coaches scrapped soon after arrival.

1904

Unit withdrawn at Lovers Walk 14-Mar-04 (last working 22.47 London Bridge to Brighton) and moved to West Worthing for storage.

Moved to Newhaven for storage 31-Mar-04 and on to Stewarts Lane 29-Apr-05 for shoegear removal.

Moved to Shoeburyness for stripping 6-May-04.

Hauled to SimsMetals (Newport) for scrapping 20-Mar-06 and all coaches scrapped soon after arrival.

1905

Unit withdrawn at Lovers Walk 11‑Oct-04 (last working 06.05 Southampton to London Bridge).

Moved to Newhaven for storage 13‑Oct-04 and on to Stewarts Lane for shoegear removal 26‑Oct-04.

Hauled to J.T. Lanscapes (Caerwent) 1-Nov-04 for scrapping. DTS 76099 and TS 70718 both cut‑up 19-Nov-04, DTC 76045 and MBS 62040 both cut‑up 26-Nov-04.

1906

Unit in ‘runaway’ at Selhurst depot 16-Feb-01 and DTS 76113 damaged in subsequent collision with no.319 423. Moved to Eastleigh for repair 26-Feb-01 and released 6-Apr-01.

Unit withdrawn at Lovers Walk 9-Jun-04 and moved to West Worthing for storage, but quickly reinstated to cover 4 VEP no.3529 (damaged and withdrawn 11-Jun-04).

Unit withdrawn again 23-Jun-04 at Lovers Walk, (last working 09.36 Victoria to Brighton). Moved again to West Worthing for storage 29-Jun-04.

Moved to Stewarts Lane 19-Jul-04 for shoegear removal and on to J.T. Lanscapes (Caerwent) for scrapping 22-Jul-04. DTS 76113 & TS 70724 both cut‑up 8‑Oct-04, MBS 62046 cut‑up 9‑Oct-04 and DTC 76105 cut‑up 10-Oct-04.

1907

Unit in collision with a car at Barns Green Level Crossing near Billingshurst 31-Jan-03 and DTC 76050 damaged. Unit taken to Selhurst for repairs. Released 30-May-03 and back to Lovers Walk prior to return to traffic 2-Jun-03.

Unit withdrawn at Lovers Walk 27-Jul-04 (last working 10.36 Victoria to Brighton) and moved to West Worthing for storage 3-Aug‑04.

Moved to Stewarts Lane for shoegear removal 28-Aug‑04 and hauled to J.T. Lanscapes (Caerwent) for scrapping 2-Sep-04.

Unit used for MOD exercise Oct-04 prior to scrapping. DTC 76050, MBS 62045 and TS 70723 all cut‑up 22‑Oct-04, DTS 76104 cut‑up 25‑Oct-04.

1908

Unit withdrawn at Lovers Walk 11‑Oct-04 (last working 06.57 Bognor to London Bridge). Moved to Newhaven for storage 13‑Oct-04 and on to Stewarts Lane for shoegear removal 26‑Oct-04.

Hauled to J.T. Lanscapes (Caerwent) 1-Nov-04 for scrapping. DTC 76042, TS 70715 and MBS 62037 all cut‑up 18-Nov-04, DTS 76096 cut‑up 19-Nov-04.

       

Back to Top

 

 

8 DIG unit no.2003 passing through Tonbridge on its return to Lover’s Walk from a running-gear overhaul at Chart Leacon (Ashford) on Tuesday 23rd May 1995. The CIG portion (ex.1801) had a ‘black-cap’; the BIG portion (ex.2255) did not. Note the short-lived signal gantry (replaced due to poor signal sighting). Alongside is Tonbridge signal box which controls Tunbridge Wells; Tonbridge coming under Ashford IECC.

© John Atkinson

 

8 DIG unit nos.2001 – 2004
(Capital Coast Express)

 To operate certain fast Brighton to London services (then being marketed as ‘Capital Coast Express‘) four dedicated 8-car units were formed at Brighton in early May 1993 numbered 2001 ‑ 2004. Designated 8 DIG from 8-car Designated CIG unit). Each consisted of a 4 BIG and 4 CIG unit semi‑permanently coupled and formed with the former 4 BIG unit at the London end of the train with the buffet car the third vehicle when travelling towards London. Unit numbers were carried at the outer ends of the units only, the two cab ends in the centre being blank, though still retaining yellow ends and fully operative driving equipment. Buckeye release chains were removed here to prevent inadvertent splitting of the units intermediately. U

nits were subject to an enhanced cleaning programme and had a number of detail differences internally, with some curtains restored to standard-class, moquette panelling between the seats around the trinket trays and improved corridor gangway curtains. The buffet cars also had some internal features enhanced. A small ‘CCE’ logo was carried on cab sides (within the red livery band) and a much larger version was placed within the blue area on the luggage van sides. The words Capital Coast Express appeared below one of the large sidelights on the sides of each driving trailer.

Three of the units were formed with the MBS vehicles 2nd and 7th in the train, the remaining one had the ‘4 CIG’ portion around the other way with the MBS coaches 2nd and 6th. Units were formed from stock recently ex Eastleigh works, including 4 CIG units nos.1901 & 1902 which had only run with these numbers for a matter of weeks.

Seats were later modified with clips to enable antimacassars to be fitted throughout the units, these again having the CCE logo printed on them. These clips were not entirely successful and a different design was later used.

Diagrams

Three diagrams were required to cover the fast services marketed as ‘Capital Coast Express‘, but there was a fourth which covered ordinary semi‑fast Victoria to Brighton trains (this was to utilise all four units and provide cover if one of the other three units failed). This fourth diagram was covered by ordinary 4 CIG and 4 BIG units when an 8 DIG was not available. One working also took a unit to Bognor where it berthed overnight, returning to Victoria the following morning. During peak hours, units ran as part of 12-car formations with a 4 CIG or 4 VEP (later some 4 CEP) unit attached to the London end.

Programmed bogie overhauls took place at Chart Leacon and each unit was overhauled at Eastleigh once and repainted, not all returning with their additional branding applied.

Porterbrook Leasing Company Limited

Under the BR privatisation arrangements, these units were all allocated to the ownership of the Porterbrook Leasing Company Limited (train leasing company) from 1st April 1994.

Reformation & Disbandment

All four units were temporarily reformed at some point (usually in an effort to keep sufficient buffet units in traffic) though the reform to unit no.2001 (intended as temporary) lasted until the unit was disbanded. The introduction of overhauled and upgraded Class 319/2 units onto fast Victoria to Brighton trains (now to be known as ‘Connex Express’) from 27th January 1997 led to the 8 DIG units being disbanded during the week prior to this change, all four 4 BIG and three of the 4 CIG units reverting to their previous numbers.

However, former unit no.1875 became no.1802, presumably to keep the Porterbrook Leasing Company Limited owned 4 CIGs (now nos.1801 /1802 & 1901 /1902) easily identifiable, as these four units were the only 4 CIGs allocated to Porterbrook Leasing Company Limited. Following disbandment, a number of the former 8 DIG constituent units ran for a while with some of their Capital Coast Express branding still applied and internal enhancements still in place.

 

Unit formations
(nos.2001 – 2004)

Unit formations were as follows:

 

Unit

DTC

MBS

TB

DTC

DTC

TSO

MBS

DTC

Code

FA-9B

EA-5B

BP-4B

FA-9B

FA-9B

BO-4B

EA-5B

FA-9B

2001

76779
(2262)
76568 105

62417
(2262)
62284

69333
(2262)
69334

76850
(2262)
76578 106

76825
(1875)

71072
(1875)

62392
(1875)

76754
(1875)

Code

FA-9B

EA-5B

BP-2B

FA-9B

FA-4B

BO-2B

EA-3C

FA-4B

2002

76732
(2254)
76748
76732

62370
(2254)

69306
(2254)

76803
(2254)

76046
(1902)

71768
(1902)

62041
(1902)

76100
(1902)

Code

FA-9B

EA-5B

BP-2B

FA-9B

FA-6B

EA-5B

BO-4B

FA-6B

2003

76740
(2255)
76748
76740

62378
(2255)
62386
62378

69310
(2255)
69318
69310

76811
(2255)

76777
(1801)

62415 107
(1801)

71095 108
(1801)

76848
(1801)

Code

FA-9B

EA-5B

BP-2B

FA-9B

FA-4B

BO-2B

EA-3C

FA-4B

2004

76748
(2259)
76732
76740
76748

62386
(2259)
62378
62386

69318
(2259)
69310
69318

76819
(2259)

76028
(1901)

70701
(1901)

62023
(1901)

76082
(1901)

 

Footnote (nos.2001 – 2004)

105

DTC Code FA-8B.

106

DTC Code FA-8B.

107

MBS vehicle.

108

TSO vehicle.

 

 

 

No.

Individual Unit Notes

2001

4 BIG portion of unit stopped with wiring defects Nov‑96 and replaced in unit by no.2208 from 23-Nov-96. This unit officially part of no.2001 but both cabs continued to show 2208.

Remained in this formation until unit disbanded 25-Jan-97 when 2208 returned to use and 4 CIG portion renumbered as no.1802, not its previous number of 1875 which remained unused.

The former 4 BIG portion of no.2001 (out of use for repairs) was officially renumbered as 2208, though this was not physically carried out and the unit became no.2262 once again from 27-Jan-97 though still out of use for a while longer.

2002

Unit in collision with buffer stops at Lovers Walk early Jun-93 and DTC 76732 temporarily exchanged with 76748 (ex.2004) though unit number not altered so unit carried different numbers each end. Reverted back after about three weeks.

Unit disbanded from 24-Jan-97, 4 BIG portion reverted to no.2254 and 4 CIG portion to no.1902.

2003

Unit out of service with buffet boiler defects 24-Jan-94 and DTC 76740, MBS 62378 and TB 69310 all exchanged temporarily with 76748 + 62386 + 69318 (ex. damaged no.2004). Reformed to normal 9-Feb-94.

Unit disbanded from 22-Jan-97, 4 BIG portion reverted to no.2255 and 4 CIG portion to no.1801.

2004

Unit stopped with defects to buffet car and DTC 76748 temporarily exchanged with damaged 76732 (ex.2002) early Jun-93 for about three weeks. Unit ran mis formed for about one week causing confusion with two units both with 2002 on one end and 2004 on the other.

Five coaches of unit damaged in open door collision with no.3444 near Balham 24-Jan-94. Remaining three coaches, DTC 76748, MBS 62386 and TB 69318 all exchanged temporarily with 76740 + 62378 + 69310 (ex.2003), these vehicles stopped due to buffet boiler defects on 69310. Reformed to normal 9-Feb-94.

Unit disbanded from 20-Jan-97, 4 BIG portion reverted to no.2259 and 4 CIG portion to no.1901.

Note

One unit (which?) ran briefly in Nov‑95 with 4 BIG no.2209 substituting for the four former 4 BIG vehicles.

       

Back to Top

 

 

Recently renumbered 4 BIG no.1408 (was no.2261) pulls away from Lancing with the 07.58 Portsmouth and Southsea to Seaford service on Wednesday 29th October 1997.

© Chris Wilson

 

4 BIG units nos.1401 – 1411
(Reformed 4 BIG units)

The new timetable of 1st June 1997 reduced the number of 4 BIG unit diagrams remaining from Brighton depot, a proposal to remove all buffet unit workings being modified at a late stage in the planning process, though this was the eventual aim. As a result, a number of 4 BIG units made surplus were planned to be reduced to 3-car units and the buffet vehicles removed and stored, these units also having further modifications to reduce the amount of vandalism on Coastway services during the evenings and at weekends.

It was planned to remove the luggage cages from the MBS vehicles and provide windows in the conductor’s compartment to enable a view to be kept along the train in both directions. In each DTC the former compartments would be stripped out above seat back level, though the layout of the seating would remain unchanged. This seating would then be reclassified as standard-class and the resulting 3 CIG units diagrammed mostly on Coastway workings.

The new timetable provided ten diagrams for 3 CIG units, and eleven units were to be converted to cover these. However, all the 4 BIG units remained in traffic up to the end of May 1997 and authorisation for the conversion work was still awaited at the start of the new timetable.

Six 4 BIG units had their buffet equipment decommissioned, (one unit to be retained as a buffet exchanging its buffet vehicle with a converted unit) and these units were renumbered as 1401 ‑ 1406 at Brighton depot prior to the commencement of the new timetable. All six units initially entered traffic formed as 4-car units with the buffet kitchen area locked out of use. Five of the units were from the later build units and the remaining one came from the original Brighton line batch, though three of these vehicles were from a later build unit due to earlier reformations of the older 4 BIG units in connection with provision of Mk 6 motor bogies on all 4 BIG units.

Unit no.2203 was the first 4 BIG taken out of use on 27-May-97 and was renumbered as 1403 29-May-97 and exchanged its TB vehicle with no.2257 31-May-97. Unit no.2252 last ran as 4 BIG 29-May-97 and had some buffet equipment removed to enable no.2258 (previously running covering 4 CIG diagrams with its kitchen out of use) to be restored as a working buffet unit and was renumbered 1406 30-May-97.

Units nos.2204 /2205 /2206 & 2208 were all last used as 4 BIG units 30-May-97 withnos.2205 & 2206 being renumbered 1405 & 1404 respectively (31-May-97); the final two nos.2204 & 2208 becoming 1402 & 1401 respectively from 1-Jun-97.

Further reductions in the number of 4 BIG diagrams from the winter timetable in September 1997 saw the renumbering of a further five units, these becoming 1407 ‑ 1411. The final two later build units (nos.2209 & 2210) were included (rendering this series extinct as active 4 BIG units) and three of the earlier build units, nos.2253 /2257 & 2261) were also included; once again three vehicles in each of these units were from later build batches due to earlier reforming.

All five of these units last ran as 4 BIG units on 26th September 1997 (although no.2253 was stopped the previous day). All were renumbered at Lovers Walk and the buffet cars decommissioned; all entered traffic temporarily as 4-car units pending overhaul at Eastleigh and removal of the buffet cars. The ‘Buffet’ branding on the sides of the buffet car was removed (although unit no.1403 ran with this still extant until taken to Eastleigh for overhaul).

The final 4-car unit (no.1411) went to Eastleigh 23rd January 1998. The buffet cars were all stored out of use at Eastleigh. However, 69337 was sold to Hastings Diesels Limited and moved to St Leonards West Marina depot -10th March 1998 for restoration and inclusion in DEMU unit 1001. Another nine were sold for further use with one being exported to Bahrain, the remaining one being stored pending disposal.

 

Unit formations
(nos.1401 – 1411)

Unit formations were then as follows with dates into traffic below unit numbers.

 

Unit No.

Ex. Unit

DTC

MBS

TB

DTC

To Eastleigh

Code

 

FA-8B

EA-5B

BP-4B

FA-8B

1401
2-Jun-97

2208

76568

62284

69334

76578

25-Jul-97

1401
2-Jun-97

2208

76568

62284

69334

76578

25-Jul-97

1402
2-Jun-97

2204

76564

62280

69336

76574

25-Nov-97

Code

 

 

 

BP-2B

 

 

1403
2-Jun-97

2203

76563

62279

69311

76573

27-Nov-97

Code

 

 

 

BP-4B

 

 

1404
2-Jun-97

2206

76602

62308

69338

76632

5-Jan-98

1405
1-Jun-97

2205

76565

62281

69339

76575

7-Aug-97

Code

 

FA-9B

 

BP-2B

FA-9B

 

1406
1-Jun-97

2252

76728

62366

69312

76799

30-Sep-97

Code

 

 

 

BP-4B

 

 

1407
27-Sep-97

2257

76729

62367

69332

76800

6-Nov-97

Code

 

 

 

BP-2B

 

 

1408
28-Sep-97

2261

76750

62388

69301

76821

18-Dec-97

Code

 

FA-8B

 

BP-4B

FA-8B

 

1409
27-Sep-97

2209

76569

62285

69335

76579

9-Dec-97

Code

 

FA-9B

 

BP-2B

FA-9B

 

1410
26-Sep-97

2253

76734

62372

69313

76805

20-Jan-98

Code

 

FA-8B

 

BP-4B

FA-8B

 

1411
28-Sep-97

2210

76570

62286

69337

76580

23-Jan-98

Note:

 

 

 

 

 

 

TS* - TB vehicle running as TS with buffet area out of use.

 

 

 

 

 

 

 

These units all entered service as four‑cars still leased by Porterbrook Leasing Company Limited and with identical seating capacities to surviving 4 BIG units, pending overhaul at Eastleigh works including removing the buffet cars, some rewiring of jumper connections and the compartment rebuilding.

The buffet cars of units 1401 ‑ 1411 were disposed of as follows:

 

Unit

Coach

Disposal

1401

69334

Sold to VSOE as source of B5 bogies. Coach stored at Cranmore.

To J.T. Lanscapes (Caerwent) for scrapping 23-Jul-05 & cut-up 27-Sep-05.

1402

69336

Sold to HSE as test vehicle at Old Dalby.

Scrapped M. C. Metal Processing, Glasgow 31-Mar-99.

1403

69311

Sold to HSE as test vehicle. Crash test at Rowsley 8-Dec-98.

Scrapped at M. C. Metal Processing, Glasgow 8-Mar-99.

1404

69338

Exported to Bahrain for use as static restaurant by Gulf Corporation as a Station Restaurant.

1405

69339

Held at Moreton-in-Marsh by Cotswold Rail, then sold to SERA at Coventry Airport, resold to Great Central Railway and moved there 21-Apr-07. Painted green as part of 4 BIG unit ‘7059’. Moved to Finmere 23-Aug-11 and on to Nemesis Rail, Burton-on-Trent for restoration.

1406

69312

Sold to HSE as test vehicle at Old Dalby.

Scrapped at M. C. Metal Processing, Glasgow 26-Mar-99.

1407

69332

Sold to Rolltrack Trains for use with TC unit 417.

Stored at Kineton by 6-00, moved to Dartmoor Railway c2-01.

1408

69301

Sold to HSE as test vehicle. Crash test at Rowsley 8-Dec-98.

Scrapped at M. C. Metal Processing, Glasgow 9-Mar-99.

1409

69335

Sold to Wensleydale Railway, Warcop, now at

Aysgarth Station, North Yorkshire.

1410

69313

Sold to VSOE as source of B5 bogies. Coach stored at Cranmore.

To J.T. Lanscapes (Caerwent) for scrapping 23-Jul-05. Arrived 28-Aug-05 and cut-up 26-Sep-05.

1411

69337

Sold to Hastings Diesels Limited, 10-Mar-98 for use in Preserved DEMU unit 1001.

 

Back to Top

 

 

3 COP unit no.1401 passes Lewes signal box on a West Worthing to Seaford service on Monday 27th April 1998. This unit ended its days at Chart Leacon as a shunting ‘horse’.

© John Atkinson

 

3 COP units nos.1401 – 1411
‘Coastway Open Plan’

The first modified 3-car former 4 BIG unit for the Coastway service was released from Wessex Traincare at Eastleigh on 5th November 1997, still numbered as 1401 and now reduced to three coaches only after the removal and storage of the former TB vehicle. It worked to Lovers Walk and was checked over prior to an inspection at Brighton station on 7th November 1997.

The unit had been subject to a number of modifications, the most significant being the complete removal of the compartment accommodation at the driving ends of both driving trailers. The seating in these areas now consisted of four bays of eight standard-class seats, with four-aside seating to the former compartment layout with a side gangway (on the offside when this cab leading) to provide access. However, the doorways each side immediately behind the cab access vestibule remained.

The partitions between the centre entrance vestibule and the original saloon area were also removed, being replaced by vertical grab poles and one of the former toilets was stripped‑out and remained unused as a storage area, the remaining toilet being rebuilt with more vandal‑resistant stainless steel fittings, the sink having a foot operated water spray system replacing the usual taps. As modified this coach now seated 60 standard class passengers.

The MBS vehicle had the former luggage area modified with the removal of the luggage cage and the former wooden planking interior surfaces replaced by white laminates. A wheelchair clamp was provided in the former luggage area and fittings for securing cycles whilst in transit. The conductor’s compartment was modified and a window provided in the partition which overlooked the passenger saloon in this vehicle. The heavy sliding doors at each end of the coach were provided with windows to enable a view along the entire train. The seating capacity of this coach was unchanged at 56.

Seating throughout the unit was to the original style with fixed trimmed seat backs and lift out cushions, the newly modified areas at each end matching the original style. The lighting in this area was now roof mounted fluorescent tubes with spacing adjusted to take account of the revised seating positions.

All units were outshopped in the Connex white /yellow livery with the standard cab end arrangement of yellow beneath the blue /black area. As modified, these 3-car units, now Class 421/8 were known as 3 COP (Coastway Open Plan) though some sources stated the ‘P’ referred to Porterbrook Leasing Company Limited, as this leasing company still owned these units. Each unit now seated 176 standard, a loss of only 26 seats compared with the total capacity of the former 4 BIG units.

Traction equipment was unchanged giving the units a more-sprightly performance on stopping services, though their maximum speed was reduced officially to 75mph due to a slightly different braking curve, to allow them to pull‑up within existing signal spacings. Driving Trailers weighed 35 tons and MBS coaches 48 tons giving an overall weight of 118 tons and a revised length of 201' 2½" and revised design code numbers were issued.

The first unit (no.1401) was given a press launch on 17th November 1997 between Chichester and Eastbourne and entered normal service from the following day. The other units followed shortly afterwards, all being in traffic by mid‑February 1998, though unit no.1407 was returned to Eastleigh for rectification work 10th February 1998.

Units remained described as 3 CIG in operating publications and all diagrammed work was now on the Coastway route between Portsmouth and Hastings and including the Seaford branch, though at times of disruption units occasionally strayed onto services to London.

All routine maintenance continued to be carried out at Lovers Walk depot with bogie and running gear overhauls being dealt with at Chart Leacon. Some slight modification to the heating arrangements in the DTS coaches was found to be necessary, this being done at Lovers Walk.

Unit no.1409 was named ‘Operation Perseus’ at Eastbourne 18th August 1998 in connection with a BTP security initiative on the East Coastway route. CCTV cameras were fitted in the units at Lovers Walk from mid-1999 as a further security initiative.

Unit no.1408 was the first fitted with TPWS equipment in July 2002, though this proved troublesome and no further units were done until no.1406 in mid‑August. All were completed (except withdrawn no.1402) with no.1411 from 27‑Oct-02.

During December 2002 the first of the Class 375 units began to enter service and were allocated to former 3 COP unit workings on the Coastway from Brighton. The displaced 3 COP units were used to replace a number of 4 CIG units in poor condition and therefore worked on services away from the Coastway much more frequently.

In January 2003 the units began to gain window bars over the door droplights in line with an HMRI Improvement Notice to reduce accidents to passengers leaning or climbing out of these windows following a fatality at Clayton Tunnel on Saturday 26th October 2002.

The lack of any booked workings for these units following their displacement on the Coastway routes by Class 375 units led to problems as they now covered 4 CIG diagrams randomly leading to passenger complaints of overcrowding and lack of first-class accommodation, particularly on trains where two of them operated together.

Therefore following the timetable change of September 2003 four were to be withdrawn and the six survivors began to be made‑up to 4-car units using a TS vehicle from a withdrawn 4 CIG unit, though plans were revised slightly and one three car unit (no.1401) remained in traffic into December 2003 and was then stored at Newhaven prior to movement to Chart Leacon in February 2004 for use as a ‘depot horse’ there.

The three redundant 3-car units were sent to Immingham for scrapping, while no.1401 remained in use at Chart Leacon until July 2005 when it was displaced by two withdrawn 4 VOP units and also sent to Immingham for disposal.

 

Unit formations
(nos.1401 – 1411)

Unit formations were as follows, with date released from Eastleigh works shown below unit numbers.

 

Unit No.

Ex, Unit

DTC

MBS

DTC

Withdrawn

Scrap date

Code

 

FA-8B
EE2.45.0A

EA-5B
ED2.64.0A

FA-8B
EE2.46.0A

(yard)

1401
5-Nov-97

2208

76568

62284

76578

14-Dec-03

Aug-05
(IRT)

1402
18-Dec-97

2204

76564

62280

76574

c.Jul-01

Oct /Nov-03
(EH)

1403
23-Dec-97

2203

76563

62279

76573

4 COP from
3-Oct-03

-

1404
29-Jan-98

2206

76602

62308

76632

4 COP from
11-Jan-04

-

1405
24-Nov-97

2205

76565

62281

76575

4 COP from
26-Sep-03

-

Code

 

FA-9B

 

FA-9B

 

 

1406
26-Nov-97

2252

76728

62366

76799

4 COP from
1-Oct-03

-

1407
8-Dec-97

2257

76729

62367

76800

23-Sep-03

Nov /Dec-03
(IRT)

1408
22-Jan-98

2261

76750

62388

76821

3-Nov-03

Feb-04
(IRT)

Code

 

FA-8B

 

FA-8B

 

 

1409
19-Jan-98

2209

76569

62285

76579

7-Nov-03

2-04
(IRT)

Code

 

FA-9B

 

FA-9B

 

 

1410
9-Feb-98

2253

76734

62372

76805

4 COP from
15-Oct-03

-

Code

 

FA-8B

 

FA-8B

 

 

1411
16-Feb-98

2210

76570

62286

76580

4 COP from
11-Nov-03

-

 

Key Letter Code for Scrap Dealers

EH

Eastleigh works

IRT

Immingham Railfreight Terminal.

 

 

Working a London Bridge to Tunbridge Wells train, 3 COP unit no.1408 at Tonbridge station on Thursday 16th October 2003; this unit having been named ‘Littlehampton Progress 2000’ on Friday 23rd June 2000 at Littlehampton station.

Note the later type of ‘post-Clayton tunnel’ window bars (two as compared to the earlier three) fitted to 4 VEP units for use on the East Grinstead line (Oxted Tunnel).

© John Atkinson

 

No.

Individual Unit Notes

1401

Unit stored at Lovers Walk from 14-Dec-03, (last use 23.02 Victoria to Brighton previous day). Moved to Newhaven for storage Dec‑03.

Moved to Chart Leacon 11-Feb-04 for use as a ‘depot horse’ shunting unit.

Displaced in July 2005, unit sent to Ramsgate 18-Jul-05 for shoegear removal and hauled to Immingham Railfreight Terminal for scrapping 27-Jul-05. DTS 76578 cut‑up 23-Aug‑05, MBS 62284 cut‑up 24-Aug‑05 and DTS 76568 cut‑up 25-Aug‑05.

1402

Unit derailed near Lancing 15-Feb-01 following collision with van on Salts Farm occupation crossing and DTS 76564 derailed and damaged. Initial repairs at Lovers Walk prior to moving to Eastleigh for further underframe and body repairs 25-May-01.

However, these not proceeded with and unit ‘off lease’ c.Apr‑02, still stored damaged at Eastleigh. Scrapped there during October (DTS 76564) and November (DTS 76574 and MBS 62280) 2003 by contractors Raxstar.

1403

Unit to Selhurst 3‑Oct-03 to be augmented to 4-car using TS 70703 (ex. withdrawn no.1707).

1404

Unit to Selhurst 11-Jan-04 to be augmented to 4-car using TS 70713 (ex. withdrawn no.1706).

1405

Unit to Selhurst 26-Sep-03 to be augmented to 4-car using TS 70716 (ex. withdrawn no.1703).

1406

Unit to Selhurst 1‑Oct-03 to be augmented to 4-car using TS 70699 (ex. withdrawn no.1750).

1407

DTS 76729 slightly damaged in collision with ‘runaway’ Class 150 unit at Chichester 3-Oct‑02.

Unit withdrawn 23-Sep-03 at Lovers Walk (last working 07.19 Horsham to Victoria).

Hauled to Immingham Railfreight Terminal for scrapping 17‑Oct-03. DTS 76800 cut‑up 27-Nov-03, MBS 62367 cut‑up 28-Nov-03 and DTS 76729 cut‑up 2-Dec-03.

1408

MBS 62388 named ‘Littlehampton Progress 2000’ at Littlehampton 23-Jun-00. Nameplates removed c.22‑Oct-03. Unit withdrawn 3-Nov-03 at Lovers Walk (last working 18.47 Victoria to Eastbourne).

Hauled to Immingham Railfreight Terminal for scrapping 14-Nov-03. All three coaches cut‑up 5-Feb-04.

1409

MBS 62285 named ‘Operation Perseus’ at Eastbourne 18-Aug‑98. Unit withdrawn 7-Nov-03 at Lovers Walk (last working 18.49 London Bridge to Selhurst).

Hauled to Immingham Railfreight Terminal for scrapping 14-Nov-03. DTS 76569 cut‑up 12-Dec-03, MBS 62285 and DTS 76579 both cut‑up 6-Feb-04

1410

Unit to Selhurst 8‑Oct- 03 to be augmented to 4-car using TS 70720 (ex. withdrawn no.1702).

1411

Unit to Selhurst -10-Nov‑03 to be augmented to 4-car using TS 70722 (ex. withdrawn no.1709).

 

Back to Top

 

 

Unit no.1397 leading no.1302 through Petersfield with a Waterloo to Portsmouth Harbour service on Saturday 14th August 2004. Not only was this unit running with a CEP trailer (70515 ex.1577) exchanged for its trailer buffet, one of the first-class compartment windows is also equipped with a hopper window. Also visible are SWT’s large no.1 numerals alongside the doors leading to first-class. The remaining BIG coaches came from unit no.2260 which appeared earlier in this history.

© John Atkinson

 

4 CIG units nos.1392 – 1399
‘Greyhound’

Following the transfer of the final two 4 BIG units working for Connex South Central to South West Trains in May 1999, all eight surviving units were then based at Fratton or Bournemouth depots for use in traffic as required. Increased train frequencies on the London to Portsmouth and Southampton routes introduced with the timetable alterations of 30th May 1999 saw a greater requirement for 4 CIG units with the ‘Greyhound’ electrical modification.

To provide these, the surviving 4 BIG units were overhauled and modified at Eastleigh works with the buffet car withdrawn for disposal. The buffet cars were replaced in the unit by a former 4 CEP TS vehicle; a number of these being available following the reduction to three coaches of some 4 CEP units working on Connex South Eastern. All the vehicles involved in these reformations were the property of Porterbrook Leasing Company Limited. 4 BIG units began being taken into Eastleigh from April 1999 for modification, and the new series of 4 CIG units were numbered upwards in order of shopping from no.1392 to 1399.

Weighing 34 tons the ex. 4 CEP trailers seated 64 standard and weighed 34 tons, these replacing the buffet coaches which had seated 40 standard. Some rewiring was required to allow these vehicles to operate within 4 CIG stock and their Commonwealth bogies were replaced by B5 ones similar to those on the trailer vehicles of the 4 CIG unit; their SR Code was altered to BX‑5G. Overall unit capacity was now therefore 36 first and 192 standard-class.

Units were outshopped in SWT livery and with a new pattern of red coloured seating moquette. The first unit (no.1392) was released 1st July 1999 but returned to Eastleigh for further work 13th July 1999 after failing with electrical problems on its first day in traffic 12th July 1999. The last unit was outshopped from Eastleigh 9th October 1999. Units were fitted with TPWS equipment during the autumn of 2002.

Deliveries of new ‘Desiro’ Class 444 and Class 450 units into traffic on SWT during 2005 saw the beginning of the displacement of these units for withdrawal. However, unit no.1394 was disbanded at Fratton in October 2004 owing to the poor condition of the ex. 4 CEP trailer (which was withdrawn for disposal). The resultant 3 CIG unit was renumbered 1499 and used to replace the 3 CEP unit working on the Lymington branch.

Unit no.1399 was taken out of service at Wimbledon Park on 9th March 2005 with electrical faults but not repaired. It was later sold for preservation to the Great Central Railway, whilst unit no.1393 (withdrawn on 1st April 2005) also followed into preservation; moving to the Dartmoor Railway at Meldon Quarry.

The remaining five units lasted into May 2005 and two (nos.1396 & 1398) were used on SWT’s final ‘slam‑door’ public working (along with 4 VEP no.3536), the 11.35 Waterloo to Bournemouth on 26th May.

Four of these units were then quickly disposed of to Immingham Railfreight Terminal for scrapping, whilst 1392 was another sale to a preserved railway, going to the Forest of Dean line in July. A further two coaches from this batch of units also entered preservation as the ex. 4 CEP TS coaches from nos.1396 & 1398 were purchased from Porterbrook Leasing Company Limited and moved by road from Immingham to a new owner in Dorset.

 

Unit formations
(nos. 1392 – 1399)

Unit formations were as follows (with date to traffic shown below the unit number) and the unit the coach was formerly used in shown below the coach numbers.

 

Unit No.

DTC

MBS

TB

DTC

Withdrawn

Scrap date

Code

EE3645B

ED2602B

EH2821A

EE3634C

(yard)

1392
12-Jul-99

76740
(2255)

62378
(2255)

70273
(1530)

76811
(2255)

12-May-05

See notes

Code

 

 

EH2822A

 

 

 

1393
26-Jul-99

76746
(2258)

62384
(2258)

70527
(1589)

76817
(2258)

1-Apr-05

See notes

1394
16-Aug-99

76726
(2251)

62364
(2251)

70663
(1561)

76797
(2251)

25-Oct-04

Renum. 1499

Code

 

 

EH2821A

 

 

 

1394
Early 2009

76726
(1499)

62364
(1499)

70273
(1392)

76797
(1499)

-

See notes

 

Code

EE3691A

ED2641B

EH2822A

EE3691A

 

 

1395
c.7-Sep-99

76779
(2262)

62417
(2262)

70662
(1619)

76850
(2262)

7-May-05

Jun-05
(IRT)

Code

EE3645B

ED2602B

 

EE3634C

 

 

1396
20-Sep-99

76732
(2254)

62370
(2254)

70531
(1610)

76803
(2254)

26-May-05

Jul-05
(IRT)
(3 cars)

Code

EE3645C

 

 

 

 

 

1397
23-Sep-99

76749
(2260)

62387
(2260)

70515
(1577)

76820
(2260)

13-May-05

Jul-05
(IRT)

Code

EE3645B

 

EH2821A

 

 

 

1398
9-Oct-99

76748
(2259)

62386
(2259)

70292
(1554)

76819
(2259)

26-May-05

Jul-05
(IRT)
(3 cars)

Code

 

 

EH2822A

 

 

 

1399
9-Oct-99

76747
(2256)

62385
(2256)

70508
(1595)

76818
(2256)

9-Mar-05

See notes

 

Key Letter Code for Scrap Dealers

IRT

Immingham Railfreight Terminal.

 

 

No.

Individual Unit Notes

1392

Unit withdrawn at Clapham Yard 12-May-05 (last working 20.23 Windsor to Waterloo).

Moved to Bournemouth for shoegear removal 1-Jul-05 and hauled to Lydney for preservation on the Dean Forest Railway. Last used there Apr‑06 and stored in a vandalised state.

TS 70273 removed from unit early 2009 and formed into no.1499. Both DTC 76740 and MBS 62378 moved to Southall Railway Centre Jun‑10 for spares recovery. DTC 76811 remained stored at Lydney until late July 2012 when cut-up on site, disposal completed by 30-Jul-12.

MBS 62378 moved by road to EMR Ltd. (Attercliffe) for scrapping, arriving 18-Aug‑12.

DTC 76740 moved by road to Booth Roe Metals (Rotherham) for scrapping arriving 24-Sep-13. Cutting postponed for a while as Ramparts required some parts from the coach.

1393

Unit withdrawn at Bournemouth 1-Apr-05 (last working 18.05 Waterloo to Poole). Hauled to Wimbledon Park 5-Apr-05 and on to Clapham Yard 6-Apr-05.

Unit then hauled to Hotchley Hill 20-Apr-05 for road movement on to the Great Central Railway at Quorn & Woodhouse. Complete unit stored at Swithland Sidings by 22-May-05. Former 4 BIG buffet car 69339 acquired by Great Central Railway to enable unit to be formed as a 4 BIG, arriving 21-Apr-07.

By May 2008 unit restored to green livery as 4 BIG ‘7059’. Displaced 4 CEP TSO 70527 still stored at Great Central Railway but moved to former Whitwell & Reepham station, Norfolk for use as static buffet car Aug‑08 (now finished in crimson lake & cream livery).

Unit no.7059 sold to SERCO in Aug-11, MBS 62384 moved by road to Derby 24-Aug‑11 for conversion to a ‘test coach’, TB 69339 resold to N. Bird and moved by road to Finmere 23-Aug‑11, both DTC coaches disposed of direct from Great Central Railway to EMR (Kingsbury) for scrapping, moving by road on 25 /26 -Aug-11. DTC 76817 held for possible further preservation and not scrapped until April 2012.

Conversion of 62384 completed by May-12 as moved to Old Dalby 3-May-12, still numbered as 62384. Coach extensively rebuilt with new sides /windows and grilles for generators etc. In use by 29-Jun-12.

1394

Unit ‘stopped’ at Fratton 25‑Oct-04 owing to defects on TS 70663. This coach beyond repair and withdrawn for disposal, the remaining three coaches being reformed as a 3 CIG unit and renumbered 1499. Unit released to traffic in its new form 14-Dec-04.

TS 70663 moved by road from Fratton to Immingham Railfreight Terminal for scrapping, arriving there 13-Jan-05 and cut‑up 8-Feb-05.

Unit reformed again early in 2009 at Dean Forest Railway using the three original 4 CIG coaches from no.1499 and TS 70273 removed from unit no.1392. Possible that 4 CIG TS 71080 (ex.1881) acquired (in exchange for 76740 and 62378) from 5 BEL Trust during 2010 to enable a complete 4 CIG unit to be formed once again.

However, unit disposed of scrap late 2013, DTCs 76726 & 76797 both to Booth Roe Metals (Rotherham) Nov‑13, along with TS 71080.

MBS 62364 moved away for store (where?) as possible parts needed in future for Network Rail Infrastructure Limited track assessment vehicles.

TS 71080 cut‑up 13-Feb-14, DTC 76726 cut‑up 21-Feb-14 and DTC 76797 cut‑up 28-Feb-14. TS 70273 offered for sale at Dartmoor Railway.

1395

Unit withdrawn at Wimbledon Park 7-May-05 (last working 20.51 Portsmouth Harbour to Waterloo). Moved to Clapham Yard for storage 16-May-05, and back to Wimbledon Park for shoegear removal 29-May-05.

Hauled to Immingham Railfreight Terminal for scrapping 31-May-05. DTC 76779 cut‑up 20-Jun-05, MBS 62417 and TS 70662 both cut‑up 22-Jun-05 and DTC 76850 cut‑up 23-Jun-05.

1396

Unit withdrawn at Bournemouth 26-May-05 (last working 11.35 Waterloo to Bournemouth).

Hauled to Wimbledon Park 1-Jun-05, and on to Immingham Railfreight Terminal for scrapping 2-Jun-05.

TS 70531 sold to a private owner and moved by road to West Bay in Dorset, moving 24-Jun-05 and arriving 27-Jun-05.

DTC 76732 cut‑up 12-Jul-05, MBS 62370 and DTC 76850 both cut‑up 13-Jul-05.

TS 70531 now royal blue lower and cream upper livery. This coach moved for storage to Long Marston 30-Jul-08, reported as ‘for sale’ by CAR Services Ltd (dealer) in April 2009.

Coach moved to Grantown-on-Spey about April 2018 and now in use as a self-service café at the Highland Heritage & Cultural Centre on the site of the former Grantown East station. Restored to crimson & cream livery and carrying its original number with an ‘SC’ prefix in place of the ‘S’.

1397

DTC 76749 had innermost first-class compartment (compt. side) fitted with a hopper window at some stage during repairs.

Unit withdrawn at Clapham Yard 13-May-05 (last working 19.05 Waterloo to Poole and ECS back). Moved to Wimbledon Park for shoegear removal 17-May-05.

Hauled to Immingham Railfreight Terminal for scrapping 2-Jun-05. DTC 76820 cut‑up 14-Jul-05, MBS 62387 cut‑up 15-Jul-05 and TS 70515 and DTC 76749 both cut‑up 18-Jul-05.

1398

Unit withdrawn at Bournemouth 26-May-05 (last working 11.35 Waterloo to Bournemouth).

Hauled to Wimbledon Park 1-Jun-05, and on to Immingham Railfreight Terminal for scrapping 2-Jun-05.

TS 70292 sold to a private owner and moved by road to West Bay in Dorset, moving 25-Jun-05 and arriving 30-Jun-05.

MBS 62386 cut‑up 7-Jul-05, DTC 76748 cut‑up 8-Jul-05 and DTC 76819 cut‑up 19-Jul-05.

TS 70292 livery as 70531 (ex.1396) above. This coach moved for storage to Long Marston 30-Jul-08, reported as ‘for sale’ by CAR Services Ltd (dealer) in April 2009.

Coach moved to Grantown-on-Spey about April 2018 and now in use as a restaurant car at the Highland Heritage & Cultural Centre on the site of the former Grantown East station. Restored to crimson & cream livery and carrying its original number with an ‘SC’ prefix in place of the ‘S’

1399

Unit ‘stopped’ at Wimbledon Park 9-Mar-05 with electrical defects (last working 06.42 Hilsea to Waterloo). Hauled to Clapham Yard for storage 6-Apr-05.

Unit sold to a private buyer via CAR Services Ltd (dealer) and moved from Clapham Yard to the Dartmoor Railway at Meldon Quarry 13-Apr-05.

Unit resold to ‘Save The CIGs’ 15-May-08 and TS 70508 removed from formation 12-Jun-08 and subsequently resold to a private buyer c.1-Jan-09 for partial conversion to a buffet /bar coach to run with 61743 at Meldon.

Unit no.1399 moved to the Pontypool & Blaenavon Railway by road with DTC coaches 76747 & 76818 arriving 25-Jun-08 and MBS 62385 the following day. TSO 70508 remained at Meldon. 76818 taken by road to Knights Rail Services Limited at Eastleigh works 22‑Oct-09 for overhaul, others to follow.

DTC 76747 visited Shepperton Studios arriving by road 1-Sep-11 for some filming work.

Work on 76818 at Eastleigh nearly complete by late 2014 and hoped coach would return to Dartmoor Railway early in 2015. DTC 76747 and MBS 62385 moved back to the Dartmoor Railway 9-Nov-11.

MBS 62385 moved by road to the East Kent Railway at Shepherd’s Well 3-May-17 as part of 4 VOP no.3905.

TS 70508 moved by road from Meldon to Sims Metals (Exeter - also reported as Avonmouth) (about 19-Jul-17) for scrapping.

DTC 76747 also sold to the owner of VOP no.3905 about May 2020 (likely to move to Barrow Hill for restoration with 62364?).

               

Back to Top

 

 

Two of the six 4 COP units (nos.1411 & 1404 trailing) seen running together into Lingfield on an East Grinstead to Victoria service on Friday 13th August 2004; clearly this Friday 13th was not a lucky day for First-class commuters!

© John Atkinson

 

4 COP units no.1403 – 1411
‘Coastway Open Plan’

The 3 COP units had been displaced from their original work on the Coastway routes from Brighton by new Class 375 and 377 units during the latter part of 2002 and the ten survivors where then used indiscriminately covering 4 CIG diagrams. This led to passenger complaints about short trains and lack of advertised first-class accommodation on some trains.

It was therefore decided from the timetable change of September 2003, to augment some of them to four coaches using TS vehicles from already withdrawn 4 CIG units sent to Shoeburyness for storage. A further four units were withdrawn at this time leaving six in traffic to be augmented. This was done at Selhurst, the withdrawn coaches having been taken there by road from Shoeburyness and prepared to go back into passenger service. The additional coach was inserted in the position of the original buffet car, thereby placing the brakevan back at the centre of the reformed unit.

As reformed the units reverted to the standard length of 4 CIG units at 265' 8½" and they now weighed 149 tons. The revised seating capacity was now 248 standard. However, these units were not renumbered. The additional TS coaches added to these units remained the property of Angel Trains Contracts Limited, whilst the other three coaches were owned by Porterbrook Leasing Company Limited.

These units themselves began to be displaced by further introductions of new Class 377 units to traffic, units nos.1403 & 1405 being withdrawn for disposal in June 2004, followed by no.1406 in December 2004. The final three in traffic (nos.1404 /1410 & 1411) lasted until March 2005 when all were ‘off lease’ for disposal.

The mixed ownership of these units led to complications in their disposal, Porterbrook Leasing Company Limited having a contract with Immingham Railfreight Terminal for disposal of their vehicles, whilst Angel Trains Contracts Limited used J.T, Lanscapes (Caerwent).

The first two withdrawn (nos.1403 & 1405) were sent to Immingham complete for scrapping, the TS coaches being held after the other three had been cut‑up whilst a contract was arranged for their disposal. The final four units withdrawn were split at Stewarts Lane before dispatch and the TS coaches sent (formed into other withdrawn 4 CIG units) to Caerwent, whilst the other three coaches of each unit were sent to Immingham.

Unit 1411 was the last to run in traffic on 11th March 2005 and so included the very last of the original ‘Brighton Replacement’ stock coaches to remain in service. Its withdrawal rendered the ‘COP’ variant extinct, though unit no.1401 still survived as a ‘depot shunter’ at Chart Leacon until July 2005.

 

Unit formations
(nos.1403 – 1411)

Dates below unit number are when unit released to traffic from Selhurst or Lovers Walk.

 

Unit No.

DTC

MBS

TB

DTC

Withdrawn

Scrap date

Diag. No.
Code

453
FA-8B
EE2450A

423
EA-5B
ED2640A

472
BO-2B
EH2870A

452
FA-8B
EE2460A

(date)

(yard)

1403
6-Oct-03

76563
(1403)

62279
(1403)

70703
(1707)

76573
(1403)

21-Jun-04

Oct /Dec-04
(IRT)

1404
29-Sep-03

76602
(1404)

62308
(1404)

70713
(1706)

76632
(1405)

5-Mar-05

Aug-05
(IRT - 3)
Mar-05
(JLC - 1)

1405
29-Sep-03

76565
(1405)

62281
(1405)

70716
(1703)

76575
(1405)

22-Jun-04

Sep /Dec-04
(IRT)

Code

FA-9B

 

 

FA-9B

 

 

1406
2-Oct-03

76728
(1406)

62366

70699
(1750)

76799
(1406)

20-Dec-04

Feb-05
(IRT - 3)
Jan-05
(JLC - 1)

1410
22-Oct-03

76734
(1410)

62372
(1410)

70720
(1702)

76805
(1410)

5-Mar-05

Apr-05
(JLC - 3)
Mar-05
(JLC - 1)

Code

FA-8B

 

 

FA-8B

 

 

1411
11-Nov-03

76570
(1411)

62286
(1411)

70722
(1709)

76580
(1411)

11-Mar-05

May-05
(IRT - 3)
May-05
(JLC - 1)

 

 

Key Letter Code for Scrap Dealers

IRT

Immingham Railfreight Terminal.

JLC

J.T. Lanscapes (Caerwent).

 

 

No.

Individual Unit Notes

1403

Unit withdrawn at Lovers Walk 21-Jun-04, (last working 09.36 Victoria to Brighton). Moved to Gatwick 25-Jun-04, and on to Stewarts Lane for shoegear removal 30-Jun-04.

Hauled to Immingham Railfreight Terminal for scrapping 6-Jul-04, arriving there 14-Jul-04. Both DTSs 76563 and 76573 cut‑up 19‑Oct-04, MBS 62279 cut‑up 21‑Oct-04 and TS 70703 cut‑up 7-Dec-04.

1404

Unit withdrawn at Lovers Walk 5-Mar-05 (last working 23.17 Victoria to Worthing 4-Mar-05). Moved to Gatwick for storage that day, and on to Stewarts Lane for shoegear removal 9-Mar-05.

TS 70713 removed from unit and formed into unit 1874 for disposal, being scrapped at J.T. Lanscapes (Caerwent) 24-Mar-05.

Remainder of unit hauled to Immingham Railfreight Terminal for scrapping 16-Mar-05. DTS 76632 cut‑up 7-Apr-05, DTS 76602 cut‑up 18-Apr-05 and MBS 62308 cut‑up 21-Apr-05.

1405

Unit withdrawn at Lovers Walk 22-Jun-04 (last working 01.25 London Bridge to Brighton). Moved to Gatwick 25-Jun-04, and on to Stewarts Lane for shoegear removal 30-Jun-04.

Hauled to Immingham Railfreight Terminal for scrapping 6-Jul-04 arriving there 14-Jul-04. DTS 76565 cut‑up 23-Sep-04, MBS 62281 cut‑up 24-Sep-04, DTS 76575 cut‑up 18‑Oct-04 and TS 70716 cut‑up 2-Dec-04.

1406

Unit withdrawn at London Bridge 20-Dec-04 (last working 18.22 Guildford to London Bridge) and ran to Gatwick for storage 21-Dec-04.

Moved to Stewarts Lane for shoegear removal 7-Jan-05 and TS 70699 removed from unit and formed into no.1848 for disposal, being scrapped at J.T. Lanscapes (Caerwent) 24-Jan-05.

Remainder of unit hauled to Immingham Railfreight Terminal 14-Jan-05 for scrapping. DTS 76799 cut‑up 3-Feb-05, DTS 76728 cut‑up 4-Feb-05 and MBS 62366 cut‑up 7-Feb-05.

1410

Unit withdrawn at Lovers Walk 5-Mar-05 (last working 11.10 Portsmouth Harbour to Brighton) and moved to Gatwick for storage that day.

Moved to Stewarts Lane for shoegear removal 9-Mar-05 and TS 70720 removed from unit and formed into 1874 for disposal, being scrapped at J.T. Lanscapes (Caerwent) 23-Mar-05.

Remainder of unit hauled to Immingham Railfreight Terminal for scrapping 16-Mar-05. DTS 76805 cut‑up 13-Apr-05, DTS 76734 cut‑up 14-Apr-05 and MBS 62372 cut‑up 15-Apr-05.

1411

Unit withdrawn at Lovers Walk 11-Mar-05 (last working 18.50 London Bridge to Selhurst).

Moved to Newhaven for store 15-Mar-05 and on to Stewarts Lane for shoegear removal 17-Mar-05, and TS 70722 removed from unit and formed into no.1853 for disposal, being scrapped at J.T. Lanscapes (Caerwent) 19-May-05.

Remainder of unit hauled to Immingham Railfreight Terminal for scrapping 27-Apr-05. DTS 76570 cut‑up 17-May-05, MBS 62286 cut‑up 23-May-05 and DTS 76580 cut‑up 24-May-05.

 

Back to Top

 

 

‘Lymington’ 3 CIG no.1497 being hauled through Eastleigh on its first visit from Bournemouth to Chart Leacon (Ashford) for a GO (General Overhaul) on Thursday 17th May 2007. The locomotive was 73 109 and route understood to be via East Putney and Factory Curve. Eastleigh PSB can be seen in the background. The crude magnetic passenger door locking mechanisms along the solebar visually stand out.

© John Atkinson

 

3 CIG units nos.1497 – 1499
(Lymington branch)

Unit no.1499 was formed at Fratton depot during early December 2004 using the three CIG vehicles from unit no.1394 which was disbanded following the withdrawal of ex.4 CEP TS 70663 owing to poor condition. Some minor electrical modifications were required to allow the unit to run in 3-car formation.

Both DTC coaches seated 18 first and 36 standard and weighed 35 tons, whilst the MBS seated 56 standard and weighed 48 tons, giving unit totals of 36 first, 128 standard and an overall weight of 118 tons.

The unit was in SWT livery on formation retaining the ‘Greyhound’ electrical modification, running for a few days between Portsmouth and Waterloo coupled to other units before being sent to Bournemouth depot for use on the Lymington line, taking-up duties there from 24-Dec-04.

Community Rail Partnership

Early in 2005 the Strategic Rail Authority (SRA) designated the Lymington line a ‘Community Rail Partnership’ route. Accordingly, SWT used both this designation and the power supply limitation on the line (single-end fed) to apply for and obtain a derogation to operate slam-door stock on this line beyond the end of 2005 (the deadline for Mk1-stock withdrawal).

Units no. 1497 & 1498

Two further 4 CIG units (nos.1883 & 1888) were taken out of traffic on 21st January 2005 and sent to Wimbledon Park for reduction to 3-car units and modifications required for use on the Lymington line. These included alterations to intermediate jumper cables (i.e. within the units) to allow operation as three coach formation. Internally, the toilets in the DTC at the saloon end of the motor coach were taken out of use and their doors panelled over, whilst those in the other DTC were stripped out and one used for storage of emergency equipment.

The brakevan area was altered, being repanelled internally to remove the wooden planking and a glazed partition provided to separate it from the corridor. A new window was cut in the corner of the brakevan (a recovered ¼ light one from a withdrawn 4 CIG vehicle) and a wheelchair space with low level help point installed here along with a tip‑up seat for a wheelchair helper to sit if needed.

Unlike unit no.1499, these two units were not fitted with the ‘Greyhound’ electrical modification. The brakevan end of the MBS was marshalled against the higher numbered DTC.

These two new three coach units were then numbered 1497 & 1498 with both being repainted into ‘heritage’ liveries at Wimbledon Park; no.1497 being finished in blue /grey whilst no.1498 was outshopped in BR green livery.

Into Service

Both units were run ECS to Bournemouth on 11th May 2005 ready for the launch of the ‘Community Rail Partnership’ at Brockenhurst on 12th May 2005. Unit no.1499 was taken out of traffic that day after working the 10.44 from Lymington and units nos.1497 & 1498 took over. Unit no.1498 returned to Bournemouth later in the day. Both units were named at Brockenhurst on 12th May 2005, reviving names once carried by Isle of Wight ferries; no.1497 being ‘Freshwater’ and no.1498 ‘Farringford‘.

Based at Bournemouth, these two units were then used to cover all the Lymington line workings (one in traffic each day). Movements to /from Brockenhurst were all made as empty stock as the derogation to use them applied only to the Lymington branch.

Units nos.1497 & 1498 were worked approximately monthly (usually on a Sunday morning) on a turning trip to Fareham to even‑out tyre wear and to keep all the doors in regular use as all the platforms are on the same side on the Lymington branch.

Unit no.1499 disposal

Unit no.1499 replaced 3 CEP no.1512 as the shunting unit at Bournemouth depot from 1st June 2005. However, it was then sold for preservation to the Forest of Dean line, moving from Bournemouth to Lydney on 5th July 2005.

OTMR restrictions

These units (nos.1497 & 1498) were not equipped with OTMR (On Train Monitoring Recorders) so were further restricted from 2007, having to have an OTMR equipped cab leading on other than their normal duties. Accordingly, the occasional trips to Wimbledon Park for tyre turning (or Chart Leacon for running gear overhaul) were usually made in multiple with a Class 73 EDL locomotive. Both units visited Chart Leacon during 2007 for a running gear overhaul.

Unit no.1498 was used (between locomotives nos.73 235 & 73 109) for a ‘staff special’ from Waterloo to Brockenhurst 11th July 2008; the unit having been to Wimbledon Park previously for tyre turning.

Both units went to Weymouth (EDL hauled) in October 2008 and again in October 2009 during some regenerative braking trails with Juniper and Desiro units, the units being needed there as part of an ‘electrical load’ during the tests.

Class 158 operations

A test run with a Class 158 unit (no.158 883 was used) took place on 10th May 2009 on the Lymington branch as it was likely that these units would replace the 3 CIG units later in 2009 or early 2010 when their next overhauls were due.

A further trial took place on 16th September 2009 when unit 158 885 was used all day in service.

From the timetable change of Sunday 23rd May 2010, the workings on the Lymington branch were diagrammed for a Class 158 diesel unit on Monday to Fridays and a Class 450 Desiro electric unit at weekends.

Withdrawal

The two 3 CIG units were withdrawn after service on Saturday 22nd May 2010 with both being used throughout the last day (green no.1498 in the morning and blue /grey no.1497). Both units returned to Bournemouth depot to await disposal.

 

Unit formations
(nos.1497 – 1499)

Date below unit number is date into traffic as a ‘Lymington’ 3 CIG. Code is the electrical code allocated to each vehicle.

 

Unit No.

DTC

MBS

DTC

Withdrawn.

Scrap

Diag. No.
Code

453
EE3645B

423
ED2602B

452
EE3645D

(date)

(date)

1497
12-May-05

76764

62402

76835

22-May-10

Sold to R Garbutt at
Mid-Norfolk Railway, Wymondham
(Sep-10)

1498
12-May-05

76773

62411

76844

22-May-10

Sold to Epping – Ongar Railway
(Sep-10)

Code

 

 

EE3634C

 

 

1499
14-Dec-04

76726

62364

76797

12-May-05

Sold to Dean Forest Railway
(Jun /Jul-05)

 

No.

Individual Unit Notes

1497

Unit withdrawn at Bournemouth 22-May-10 (last working 22.14 Lymington Pier to Brockenhurst).

Sale arranged to R. Garbutt with unit based at Mid-Norfolk Railway, Dereham during August 2010 with unit hauled to Wymondham from Bournemouth on 28-Sep-10.

Later in 2013, TB 69318 also acquired to be formed into this unit to make it a 4 BIG.

Restoration continues, with some of the stripped-out toilets being re-instated. Coaches of no.1497 moved by road to the Spa Valley Railway at Tunbridge Wells West 18-Jul-17 (76835 + 62402) with 76764 following day (on a five-year loan).

1498

Unit withdrawn at Bournemouth 22-May-10 (last working 12.14 Lymington Pier to Brockenhurst).

Unit sold to the Epping - Ongar Railway during December 2010,

Initially the unit was hauled to Swanage 5-May-11 to take part in the Diesel Gala weekend, remained there for a while as used again 7/8/9-Jun-11 and again on several other occasions during 2011.

Unit moved by road to Ongar during Dec-11 and stored at North Weald.

Whole unit sold to Mr David McGowan and moved on three lorries from Ongar on 14‑Oct-16 to Enniscrone in Ireland arriving 17‑Oct-16, unit will be used at the ‘Quirky Nights Glamping Village’ as sleeping accommodation.

1499

Unit withdrawn at Bournemouth 12-May-05 (last working 10.44 Lymington Pier to Brockenhurst) and used as a depot shunting unit at Bournemouth from 1-Jun-05.

Unit sold to the Dean Forest Railway and moved to Lydney 5-Jul-05. It was last used in service in Jun-06 and then stored there in a vandalised condition. Unit had TS 70273 (ex.1392) formed into it early in 2009 and numbered back to no.1394.

Moved to a more secure area of the railway for restoration to passenger use. By Feb-10 unit repaired and made operational once again.

TS 70273 sold and moved by road to Dartmoor Railway at Meldon Quarry by Apr‑13. Unit subsequently vandalised again and sold for disposal.

DTC 76726 arrived at Booth Roe Metals, Rotherham for scrap 22-Nov-13 and cut-up 21-Feb-14, DTC 76797 followed arriving 29-Nov-13 and cut-up 28-Feb-14.

MBS 62364 was sold to Network Rail as a source of spares and stripped of traction equipment at Derby RTC.

Coach sold again to the owners of 4 VOP no.3905 in January 2018 and for restoration as a hauled EMU vehicle in due course. Moved to Barrow Hill c.22-Feb-18, on hand there Dec‑19.

 

Back to Top

 

 

Rare photograph of a spare CIG coach TS 70995 sitting in the yard at Fratton in the late 1980's; the rail-built buffer stop having been the main subject of the photograph!

© John Atkinson

 

Spare Vehicles

From time to time due to collision or other damage, vehicles became spare, these then frequently being used to cover for other damaged stock under repair. Several vehicles were subsequently written‑off and scrapped leaving some coaches spare, with complex reforms taking place to keep the maximum number of units available for traffic. The following table lists vehicles spare for a period and shows their subsequent re‑use.

 

Coach

Type

Ex. unit

Date out

Status

To unit

Date in

62062

MBS

7040

Aug-79

-

7300

Aug-79

62062

MBS

7300

Apr-80

-

7040

Apr-80

62067

MBS

7045

Dec-72

Damaged

7045

c.Nov-73

62285

MBS

7057

Dec-84

Fire damage

7057

Feb-85

62291

MBS

7341

Dec-84

Damaged

7700

Feb-85

62291

MBS

7700

Mar-85

-

7341

Apr-85

62357

MBS

7369

Aug-86

Fire damage

7369

Nov-86

62378

MBS

7390

Nov-85

Damaged

1290

Aug-87

62379

MBS

7391

Nov-85

-

7805

Feb-86

62379

MBS

7805

Apr-86

-

7391

Apr-86

62383

MBS

1295

Mar-89

-

1295

Jul-90

62395

MBS

7407

Aug-76

Damaged

RSD test

Sep-77

62395

MBS

RSD test

Jan-78

-

7434

Jan-78

62395

MBS

7434

Feb-79

-

7407

Feb-79

62411

MBS

7423

Feb-79

Damaged

7040

Nov-79

62411

MBS

7040

Apr-80

-

7423

Apr-80

62413

MBS

7425

Mar-76

Damaged

7425

Dec-76

62422

MBS

7434

c.Jul-77

Damaged

7434

Feb-79

62430

MBS

7438

Jan-73

-

7045

Jan-73

62430

MBS

7045

c.Nov-73

-

7438

c.Nov-73

62430

MBS

7438

Aug-79

Damaged

7040

Aug-79

62430

MBS

7040

Nov-79

-

7438

Nov-79

69309

TB

7039

Oct-86

-

Scrap

Aug-91

69314

TB

7044

Nov-85

Rebuilt as TS

1713

May-86

70995

TS

7365

Dec-78

Damaged

7438

Oct-79

70995

TS

7438

Jan-80

-

7300

Jan-80

70995

TS

7300

Apr-80

-

7423

Dec-80

70995

TS

7423

Nov-82

-

Scrapped

Nov-03

71051

TS

7383

May-85

Damaged

7044

Nov-85

71058

TS

7390

Nov-85

Damaged

1290

Aug-87

71063

TS

1295

Mar-89

Damaged

1295

Jul-90

71070

TS

7402

May-83

-

7402

Oct-83

71072

TS

7404

May-83

 

7404

-Oct-83

71075

TS

7407

Aug-76

Damaged

7407

Mar-79

71091

TS

7423

Feb-79

Damaged

7423

Dec-82

71093

TS

7425

May-76

-

7836

Aug-76

71093

TS

7836

Dec-76

-

7425

Dec-76

71106

TS

7438

Jan-73

-

7438

c.Nov-73

71106

TS

7438

Aug-79

-

7300

Aug-79

71106

TS

7300

Jan-80

-

7438

Jan-80

76067

DTC

7040

Aug-79

-

7300

Aug-79

76067

DTC

7300

Apr-80

-

7040

Apr-80

76072

DTC

7045

Dec-72

Damaged

7045

c.Nov-73

76108

DTC

7333

Dec-78

Damaged

7301

Jun-79

76108

DTC

7301

Jun-79

-

7037

Jun-79

76108

DTC

7037

Jul-79

Overhauled

7048

Feb-81

76108

DTC

7048

Aug-83

-

7040

May-84

76108

DTC

7040

Jun-84

-

1221

Mar-91

76121

DTC

7040

Aug-79

-

7300

Apr-80

76121

DTC

7300

Apr-80

-

7040

Apr-80

76121

DTC

7040

May-84

-

7040

Jun-84

76123

DTC

7042

Aug-83

-

7048

Aug-83

76126

DTC

7045

Dec-72

Damaged

7045

c.Nov-73

76129

DTC

7048

Feb-81

-

7042

Aug-83

76566

DTC

7358

Feb-79

Damaged

7358

Dec-79

76573

DTC

2203

Nov-91

Damaged

1845

Nov-91

76573

DTC

1845

Mar-92

-

2203

Mar-92

76579

DTC

7057

Feb-74

Damaged

7057

Jun-74

76599

DTC

1845

Nov-91

-

1800

Nov-91

76599

DTC

1800

Aug-92

-

1845

Aug-92

76620

DTC

7346

Jul-75

Damaged

7378

Jul-75

76620

DTC

7378

May-76

Damaged

7425

May-76

76620

DTC

7425

Dec-76

Damaged

7346

Feb-79

76629

DTC

1845

Nov-91

-

2203

Nov-91

76629

DTC

2203

Mar-92

-

1845

Mar-92

76639

DTC

7365

Dec-78

Damaged

7358

Feb-79

76639

DTC

7358

Dec-79

-

7723

Feb-80

76639

DTC

7723

May-80

-

7362

Jun-80

76639

DTC

7362

Aug-80

-

7423

Dec-80

76639

DTC

7423

Jun-83

-

7431

Sep-83

76639

DTC

7431

Feb-84

-

7700

Apr-84

76639

DTC

7700/3000

Oct-88

-

1295

Jul-90

76729

DTC

2257

Dec-91

-

1830

Dec-91

76729

DTC

1830

Jan-92

-

2257

Jan-92

76730

DTC

1280

Feb-88

Fire damage

1280

Jul-88

76740

DTC

7390

Nov-85

Damaged

7701

May-87

76740

DTC

7701

Jun-87

-

7706

Jun-87

76740

DTC

7706

Jun-87

-

1290

Aug-87

76745

DTC

1295

Mar-89

-

1295

Jul-90

76757

DTC

7407

Aug-76

-

7836

Aug-76

76757

DTC

7836

c.Jan-77

-

7346

cJan-77

76757

DTC

7346

Feb-79

-

7407

Feb-79

76771

DTC

1221

Aug-90

-

1208

Nov-90

76773

DTC

7423

Feb-79

-

7407

Mar-79

76773

DTC

7407

Jun-79

-

7381

Jun-79

76773

DTC

7381

Sep-79

-

7388

Sep-79

76773

DTC

7388

-Oct79

-

7438

Nov-79

76773

DTC

7438

Jan-80

-

7040

Jan-80

76773

DTC

7040

Mar-80

-

7435

Mar-80

76773

DTC

7435

Mar-80

-

7423

Dec-80

76775

DTC

7425

Mar-76

Damaged

7425

Dec-76

76785

DTC

7435

Feb-73

Damaged

7435

Jun-73

76785

DTC

7435

Mar-80

Damaged

7040

Mar-80

76785

DTC

7040

Apr-80

Damaged

7423

Apr-80

76785

DTC

7423

Dec-80

-

7435

Dec-80

76804

DTC

7383

May-85

-

7703

Jun-85

76804

DTC

7703

Sep-85

-

7391

Apr-86

76804

DTC

7391

Nov-86

-

7700

Nov-86

76804

DTC

7700/3000

Oct-88

-

1203

Nov-89

76811

DTC

7390

Nov-85

Damaged

7700

May-86

76811

DTC

7700

Nov-86

-

7727

Nov-86

76811

DTC

7727

Apr-87

-

7791

Apr-87

76811

DTC

7791

Jun-87

-

1290

Aug-87

76812

DTC

7391

Nov-85

Fire damage

1291

Nov-86

76821

DTC

7400

Jan-72

Damaged

7400

Jun-72

76824

DTC

1203

Nov-89

Damaged

Scrapped

31-Mar-99

76828

DTC

7407

Aug-76

Damaged

7423

Mar-79

76828

DTC

7423

Jun-79

-

7407

Jun-79

76837

DTC

1216

Jan-89

-

3019

Jan-89

76837

DTC

3019

Jul-89

-

1216

Jul-89

76844

DTC

7423

Feb-79

Damaged

7040

Nov-79

76844

DTC

7040

Apr-80

Damaged

7423

Dec-82

76846

DTC

7425

May-76

-

7346

May-76

76846

DTC

7346

Dec-76

-

7425

Dec-76

76852

DTC

7431

Sep-83

Damaged

7431

Feb-84

76858

DTC

7437

Feb-73

-

7435

Feb-73

76858

DTC

7435

Jun-73

-

7057

Feb-74

76858

DTC

7057

Jun-74

-

7437

Jan-75

76859

DTC

7438

Jan-73

-

7045

Jan-73

76859

DTC

7045

c.Nov-73

-

7438

c.Nov-73

76859

DTC

7438

Aug-79

Damaged

7040

Aug-79

76859

DTC

7040

Nov-79

-

7438

Nov-79

76860

DTC

7438

Jan-73

-

7045

Jan-73

76860

DTC

7045

c.Nov-73

-

7438

c.Nov-73

76860

DTC

7438

Aug-79

Damaged

7040

Aug-79

76860

DTC

7040

Dec-79

-

7438

Dec-79

 

Back to Top

 

 

Sporting its ‘above cant-rail’ yellow painted band on the roof to give clearer visibility as to the location of first-class (along with No.1 on the cab corner pillars alongside the observation lights) no.1903 departs from Horsham with the 11.32 Victoria to Chichester train on Thursday 31st August 2002. However, this unit wasn’t equipped with TPWS (Train Protection & Warning System) until 24th July 2002.

© John Atkinson

 

TPWS Fitting
(South Central Units)

The following is transcribed from a table provided by Lover’s Walk depot of units proposed to be fitted with TPWS; the date of fitting being subsequently added upon completion.

Unit

Fitted

Unit

Fitted

Unit

Fitted

1702

DNF

1801

4-Jun-02

1901

4-Jul-02

1703

DNF

1802

6-Aug-02

1902

19-Jul-02

1704

22-Oct-02

1803

28-Jun-02

1903

24-Jul-02

1705

DNF

1804

13-Jun-02

1904

29-Jul-02

1706

8-Aug-02

1805

20-May-02

1905

16-Jul-02

1707

DNF

1831

3-Jun-02

1906

24-Jun-02

1708

7-Aug-02

1832

26-Jun-02

1907

11-Jul-02

1709

DNF

1833

11-Aug-02

1908

2-Aug-02

1710

DNF

1834

30-May-02

 

 

1711

19-Sep-02

1835

29-Apr-02

 

 

1712

26-Sep-02

1837

11-Jul-02

 

 

1713

10-Oct-02

1845

28-Jul-02

1401

20-Sep-02

1714

15-Oct-02

1846

30-May-02

1403

7-Sep-02

1717

2-Aug-02

1847

2-Jul-02

1404

17-Oct-02

1719

12-Nov-02

1848

17-Jul-02

1405

21-Oct-02

1720

13-Dec-02

1850

13-Jun-02

1406

20-Aug-02

1721

24-Sep-02

1851

12-Jul-02

1407

22-Aug-02

1722

24-Nov-02

1853

1-Jul-02

1408

15-Jul-02

1724

16-Aug-02

1854

23-May-02

1409

8-Oct-02

1725

26-Nov-02

1855

9-Jul-02

1410

10-Oct-02

1726

14-Aug-02

1856

6-Jun-02

1411

27-Oct-02

1727

16-Aug-02

1857

29-Jun-02

 

 

1731

21-Aug-02

1858

18-Jun-02

 

 

1733

?

1859

24-Jul-02

 

 

1734

DNF

1860

1-Jun-02

 

 

1735

25-Jun-02

1861

28-May-02

 

 

1736

DNF

1862

30-Jun-02

 

 

1737

DNF

1863

4-Jul-02

 

 

1738

25-Jul-02

1864

20-Jun-02

 

 

1730

17-Oct-02

1865

8-May-02

 

 

1740

1-Oct-02

1866

24-Jun-02

 

 

1741

31-Oct-02

1867

23-Jul-02

 

 

1743

28-Nov-02

1868

12-Jun-02

 

 

1744

3-Oct-02

1869

10-Jul-02

 

 

1745

8-Oct-02

1874

17-May-02

 

 

1746

21-Nov-02

 

 

 

 

1747

10-Dec-02

 

 

 

 

1750

17-Sep-02

 

 

 

 

1751

17-Sep-02

 

 

 

 

1752

11-Sep-02

 

 

 

 

1753

24-Aug-02

 

 

 

 

Note:

 

DNF

Do not fit (as determined by Lover’s Walk depot)

 

Back to Top

 

 

Green 4 BIG no.7034 leads a Victoria to Ore train onto the Quarry Line at Coulsdon North during 1968. Note the red UIC ‘buffet’ line extends only halfway along the coach.

© Chris Wilson

 

Liveries – British Rail

Dates preceding the livery code are ‘paint dates’ applied to the vehicles at works. These sometimes varied between coaches of a unit (sometimes by a week or so) and the latest one is shown in those cases.

 

General codes use in these tables.

*

Prior to the first entry shows the livery carried when the unit was renumbered.

r/n

renumbered (followed by new number).

r/n o/h

renumbered during overhaul (did not run with old number in new livery).

disb

Unit disbanded.

Wdn

Unit withdrawn.

 

Liveries

British Rail (1st version)

Green with yellow warning panels.

British Rail (2nd version)

Green with full-yellow ends.

British Rail (3rd version)

Blue /Grey (with full yellow ends).

London & South East sector

Two-tone brown /orange (nicknamed ‘Jaffa Cake’).

Network SouthEast (1st version)

NSE (1) - lighter blue, angled upsweeps.

Network SouthEast (2nd version)

NSE (2) - darker blue, curved upsweeps

Connex (1st version)

‘B/W’ - blue/white (yellow areas missing).

Connex (2nd version)

‘B/W/Y’ blue /white /yellow.

Southern

Two-tone Green /Grey

First South West Trains (SWT)

NSE with additional orange stripe.

White Undercoat

Plain off-white ‘undercoat’ (also described as a very light grey).

 

 

4-BIG units nos. 7031 – 7058

Nos.7031-7048 new in green with small warning panel.
Nos. 7049-7058 new in blue /grey.

 

Unit

Green
yellow panel

Blue /Grey

Renumber

7031

New

12-Oct-67

2111

7032

New

14-Jan-69

2101

7033

New

19-Sep-67

1711

7034

New

23-Jan-69

2110

7035

New

2-Aug-67
(first ex.EH)

1720

7036

New

3-Apr-68

2104

7037

New

16-Apr-69

2106

7038

New

21-Feb-68

1720

7039

New

5-Nov-69

1724

7040

New

16-Dec-68

2105

7041

New

9-Oct-68

2107

7042

New

27-Nov-68

2102

7043

New

5-Nov-68

2103

7044

New

20-Mar-69

7300

7045

New

26-Jun-68

2112

7046

New

10-Sep-68

2108

7047

New
(last BIG)

16-Dec-69

1713

7048

New

15-May-69

2109

7049

No

 

2201

7050

No

 

2202

7051

No

 

2203

7052

No

 

2204

7053

No

 

2205

7054

No

 

2206

7055

No

 

2207

7056

No

 

2208

7057

No

 

2209

7058

No

 

2210

 

 

4-CIG units no.7301 – 7438

Nos.7301- 7336 new in green with small yellow warning panel.
Nos.7337-7438 new in blue /grey.

 

Unit

Green
yellow panel

Green
full yellow

Blue /Grey

NSE (1)

Notes

7300(1)

 

 

*Aug-79

 

r/n 7040

7300(2)

 

 

*7-Mar-86

 

r/n 1100

7301

New

29-Jul-67

17-Mar-70

 

r/n 1705

7302

New
(last CIG)

 

26-Oct-70

 

r/n 1714

7303

New

8-Mar-67

12-Jun-70

 

r/n 1710

7304

New

20-Apr-67

12-Aug-70

 

r/n 1712

7305

New

 

10-Oct-67

r/n 1105

 

7306

New

 

23-Nov-67

r/n 1718

 

7307

New

 

6-Mar-68

r/n 1715

 

7308

New

 

23-Nov-67

r/n 1717

 

7309

New

 

18-Jan-68

r/n 1707

 

7310

New

 

19-Apr-68

r/n 1110

 

7311

New

 

24-Jul-68

r/n 1111

 

7312

New

 

3-Oct-68

r/n 1701

 

7313

New

 

18-Sep-67

r/n 1725

 

7314

New

 

31-Oct-68

r/n 1114

 

7315

New

 

31-Jan-69

r/n 1721

 

7316

New

 

17-Nov-68

r/n 1116

 

7317

New

 

1-Aug-68

r/n 1704

 

7318

New

 

24-Apr-69

r/n 1118

 

7319

New

 

19-Aug-69

r/n 1706

 

7320

New

9-May-67

29-Sep-70

r/n 1120

 

7321

New

 

28-May-69

r/n 1121

 

7322

New

 

9-Sep-69

r/n 1703

 

7323

New

 

18-May-70

r/n 1123

 

7324

New

 

13-Mar-69

r/n 1728

 

7325

New

 

22-Dec-69

r/n 1716

 

7326

New

 

4-Sep-69

r/n 1702

 

7327

New

 

11-Feb-70

r/n 1127

 

7328

New

 

16-Aug-68

r/n 1709

 

7329

New

 

12-Jun-69

r/n 1729

 

7330

New

 

24-Nov-69

r/n 1730

 

7331

New

 

17-Apr-70

r/n 1722

 

7332

New

 

6-Jun-70

r/n 1723

 

7333

New

 

16-Jul-70

Wdn

 

7334

New

 

5-Jan-70

r/n 1726

 

7335

New

 

7-Oct-69

r/n 1708

 

7336

New

 

23-Oct-67

r/n 1727

 

7337

 

 

New

r/n 1237

 

7338

 

 

New

r/n 1238

 

7339

 

 

New

r/n 1239

 

7340

 

 

New

r/n 1240

 

7341

 

 

New

r/n 1241

 

7342

 

 

New

r/n 1242

 

7343

 

 

New

r/n 1243

 

7344

 

 

New

r/n 1244

 

7345

 

 

New

26-Nov-86

r/n 1245

7346

 

 

New

c.Dec-86

r/n 1246

7347

 

 

New

6-Jan-87

r/n 1247

7348

 

 

New

r/n 1248

 

7349

 

 

New

24-Jul-86

r/n 1249

7350

 

 

New

r/n 1250

 

7351

 

 

New

r/n 1251

 

7352

 

 

New

r/n 1252

 

7353

 

 

New

12-Nov-86

r/n 1253

7354

 

 

New

r/n 1254

 

7355

 

 

New

27-Aug-86

r/n 1255

7356

 

 

New

20-Sep-86

r/n 1256

7357

 

 

New

24-Jan-87

r/n 1257

7358

 

 

New

3-Feb-87

r/n 1258

7359

 

 

New

10-Feb-87

r/n 1259

7360

 

 

New

r/n 1260

 

7361

 

 

New

r/n o/h 1261

 

7362

 

 

New

r/n 1262

 

7363

 

 

New

r/n 1263

 

7364

 

 

New

r/n 1264

 

7365

 

 

New

Wdn

 

7366

 

 

New

r/n 1266

 

7367

 

 

New

r/n 1267

 

7368

 

 

New

15-Oct-86

r/n 1268

7369

 

 

New

19-Dec-86

r/n 1269

7370

 

 

New

6-Dec-86

r/n 1270

7371

 

 

New

19-Nov-86

r/n 1271

7372

 

 

New

r/n 1272

 

7373

 

 

New

r/n 1273

 

7374

 

 

New

r/n 1274

 

7375

 

 

New

25-Mar-87

r/n 1275

7376

 

 

New

r/n 1276

 

7377

 

 

New

r/n 1277

 

7378

 

 

New

r/n 1278

 

7379

 

 

New

r/n 1279

 

7380

 

 

New

r/n 1280

 

7381

 

 

New

May-87

r/n 1281

7382

 

 

New

r/n 1282

 

7383

 

 

New

Wdn

 

7384

 

 

New

r/n 1284

 

7385

 

 

New

r/n 1285

 

7386

 

 

New

r/n 1286

 

7387

 

 

New

r/n o/h 1287

 

7388

 

 

New

r/n 1288

 

7389

 

 

New

r/n 1289

 

7390

 

 

New

r/n 1290

 

7391

 

 

New

r/n 1291

 

7392

 

 

New

r/n 1292

 

7393

 

 

New

r/n 1293

 

7394

 

 

New

r/n 1294

 

7395

 

 

New

r/n 1295

 

7396

 

 

New

r/n 1296

 

7397

 

 

New

r/n 1297

 

7398

 

 

New

r/n 1298

 

7399

 

 

New

r/n 1299

 

7400

 

 

New

r/n 1300

 

7401

 

 

New

in 8 MIG 2601 May to Oct-83

r/n 1201

7402

 

 

New

in 8 MIG 2601 May to Oct-83

r/n 1202

7403

 

 

New

in 8 MIG 2602 May to Oct-83

r/n 1203

7404

 

 

New

in 8 MIG 2602 May to Oct-83

r/n 1204

7405

 

 

New

r/n 1205

 

7406

 

 

New

r/n 1206

 

7407

 

 

New

r/n 1812

 

7408

 

 

New

r/n 1208

 

7409

 

 

New

r/n 1209

 

7410

 

 

New

r/n 1210

 

7411

 

 

New

r/n 1211

 

7412

 

 

New

r/n 1212

 

7413

 

 

New

r/n 1213

 

7414

 

 

New

r/n 1214

 

7415

 

 

New

r/n 1215

 

7416

 

 

New

r/n 1216

 

7417

 

 

New

r/n 1217

 

7418

 

 

New

r/n 1218

 

7419

 

 

New

r/n 1219

 

7420

 

 

New

r/n 1220

 

7421

 

 

New

r/n 1221

 

7422

 

 

New

r/n 1222

 

7423

 

 

New

r/n 1223

 

7424

 

 

New

r/n 1224

 

7425

 

 

New

r/n 1225

 

7426

 

 

New

r/n 1226

 

7427

 

 

New

r/n 1801

 

7428

 

 

New

r/n 1804

 

7429

 

 

New

r/n 1802

 

7430

 

 

New

r/n 1803

 

7431

 

 

New

r/n 1811

 

7432

 

 

New

r/n 1805

 

7433

 

 

New

r/n 1806

 

7434

 

 

New

r/n 1807

 

7435

 

 

New

r/n 1808

 

7436

 

 

New

r/n 1809

 

7437

 

 

New

r/n 1810

 

7438

 

 

New

r/n 1813

 

 

 

8-MIG units no.2601 – 2601

 

Unit

Blue /Grey

Notes

2601

Formed

disb

2602

Formed

disb

 

 

4-BIG units nos.2101 – 2210

The British Rail Network SouthEast liveries were as follows:

Network SouthEast - NSE(1)
(First version, lighter blue, angled upsweeps).

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

 

Unit

Blue /Grey

NSE (1)

NSE (2)

Notes

2101

*Apr-85

23-Oct-87

 

r/n 1751

2102

*Apr-85

 

20-Nov-87

r/n 1752

2103

*Apr-85

 

23-Dec-87

r/n 1753

2104

*Apr-85

 

22-Feb-88

r/n 1754

2105

*Apr-85

 

6-May-88

r/n 1755

2106

*Apr-85

 

16-Sep-88

r/n 1756

2107

*Apr-85

 

28-Jan-88

r/n 1757

2108

*9-Sep-85

 

16-Dec-88

r/n 1758

2109

*23-Oct-85

 

28-Oct-88

r/n 1759

2110

*28-Nov-85

 

24-Jan-89

r/n 1760

2111

*28-Sep-85

 

15-Feb-89

r/n 1761

2112

*9-Jan-86

 

9-Jul-88

r/n 1762

2201

*Apr-85

r/n 1824

 

 

2202

*Apr-85

r/n 1825

 

 

2203

*Apr-85

 

12-90

r/n 1403

2204

*Apr-85

 

24-Sep-90

r/n 1402

2205

*Apr-85
(Last main line)

 

5-Mar-91

r/n 1405

2206

*Apr-85

 

11-Jan-91

r/n 1404

2207

*Apr-85

r/n 1823

 

 

2208

*Apr-85

 

19-Jun-89

r/n 1401

2209

*Apr-85

20-Nov-86

Jul-91

r/n 1409

2210

*Apr-85

21-Oct-86

13-Sep-91

r/n 1411

 

 

4-CIG unit nos.1100 - 1300 & 1751 - 1752

 

Unit

Blue /Grey

NSE (1)

NSE (2)

Notes

1100

*Jun-87

 

20-May-89

r/n 1751

1105

*Jun-87

 

10-Oct-89

r/n 1750

1110

*Jun-87

 

29-Sep-88

r/n 1745

1111

*Jun-87

 

16-Jun-88

r/n 1742

1114

*Jun-87

 

26-Nov-88

r/n 1741

1116

*Jun-87

 

30-Jan-89

r/n 1746

1118

*Jun-87

 

c.Sep-88

r/n 1747

1120

*May-87

r/n 1731

 

 

1121

*Jun-87

r/n 1732

 

 

1123

*Jun-87

 

20-Jul-89

r/n 1752

1127

*Jun-87

 

23-May-89

r/n 1753

1201

*Jun-87

 

20-Oct-88

r/n 1868

1202

*May-87

 

25-Oct-88

r/n 1860

1203

*Jul-87

 

29-Oct-88

r/n 1869

1204

*May-87

 

9-Nov-88

r/n 1875

1205

*Jun-87

 

18-Nov-88

r/n 1874

1206

*Jul-87

 

14-Jan-89

r/n 1871

1208

*Jul-87

 

30-Nov-88

r/n 1872

1209

*Jun-87

 

7-Dec-88

r/n 1873

1210

*May-87

 

6-Jan-89

r/n 1879

1211

*Aug-87

 

21-Jan-89

r/n 1876

1212

*Aug-87

 

27-Jan-89

r/n 1881

1213

*Sep-87

 

2-Feb-89

r/n 1877

1214

*Sep-87

 

3-Mar-89

r/n 1883

1215

*Jun-87

 

16-Feb-89

r/n 1882

1216

*Sep-87

 

17-Aug-89

r/n 1887

1217

*Sep-87

 

10-Mar-89

r/n 1884

1218

*Sep-87

 

15-Dec-88

r/n 1878

1219

*Sep-87

 

11-Apr-89

r/n 1885

1220

*Jun-87

 

17-Mar-89

r/n 1880

1221

*Aug-87

 

20-Mar-89

r/n 1870

1222

*Aug-87

 

13-May-89

r/n 1886

1223

*Jun-87

 

10-Jun-89

r/n 1888

1224

*Sep-87

 

17-Jul-89

r/n 1889

1225

*Aug-87

 

13-Sep-89

r/n 1890

1226

*Jun-87

 

30-Sep-89

r/n 1891

1237

*Aug-87

r/n 1816

 

 

1238

*Jun-87

 

10-Aug-89

r/n 1833

1239

*Aug-87

r/n 1817

 

 

1240

*Sep-87

r/n 1815

 

 

1241

*Aug-87

r/n 1316

 

 

1242

*Sep-87

r/n 1820

 

 

1243

*Sep-87

r/n 1838

 

 

1244

*Jun-87

r/n 1314

 

 

1245

 

*Jun-87

r/n 1844

 

1246

 

*Jun-87

r/n 1849

 

1247

 

*Jun-87

r/n 1852

 

1248

*Jun-87

r/n 1821

 

 

1249

 

*Sep-87

r/n 1836

 

1250

*Aug-87

r/n 1822

 

 

1251

*Aug-87

r/n 1814

 

 

1252

*Jul-87

r/n 1313

 

 

1253

 

*Sep-87

11-Aug-89

r/n 1317

1254

*Nov-87

 

r/n 1831

 

1255

 

*Feb-88

r/n 1845

 

1256

 

*Jun-87

r/n 1847

 

1257

 

*Jul-87

r/n 1835

 

1258

 

*Jun-87

r/n 1834

 

1259

 

*Jun-87

r/n 1841

 

1260

*Jun-87

 

2-Dec-87

r/n 1858

1261

 

*18-Jun-87

r/n 1848

 

1262

*May-87

2-Oct-87

r/n 1853

 

1263

*May-87

 

r/n 1839

 

1264

*Jun-87

 

r/n 1315

 

1266

*May-87

10-Nov-87

r/n 1857

 

1267

*Jul-87

 

r/n 1818

 

1268

 

*Jun-87

r/n 1850

 

1269

 

*May-87

r/n 1832

 

1270

 

*Jun-87

r/n 1855

 

1271

 

*Jun-87

Jul-89

r/n 1851

1272

*Jun-87

 

r/n 1837

 

1273

*May-87

 

r/n 1819

 

1274

*Jun-87

 

r/n 1840

 

1275

 

*Jun-87

r/n 1842

 

1276

*Jun-87

15-Oct-87

 

r/n 2251

1277

*Jun-87

 

10-Dec-87

r/n 1859

1278

*Jun-87

27-Oct-87

r/n 2252

 

1279

*Jun-87

6-Nov-87

r/n 2257

 

1280

*Jun-87

 

27-Nov-87

Wdn

1281

 

*Jun-87

r/n 1843

 

1282

*Jun-87

 

Jan-88

r/n 2254

1284

*Jun-87

 

8-Dec-87

r/n 2253

1285

*May-87

 

25-Jan-88

r/n 1861

1286

*Jun-87

 

16-Feb-88

r/n 1862

1287

 

*9-Jun-87

r/n 1846

 

1288

*Jun-87

25-Sep-87

r/n 1854

 

1289

*Jun-87

9-Sep-87

r/n 1856

 

1290

*Sep-87

 

7-Jul-88

r/n 2255

1291

*Jun-87

 

30-Jun-88

r/n 1864

1292

*Jun-87

 

21-Jul-88

r/n 1863

1293

*Jun-87

 

28-Jul-88

r/n 1866

1294

*May-87

 

Aug-88

r/n 1867

1295

*Jun-87

 

11-Aug-88

r/n 1865

1296

*Jun-87

Aug-88

r/n 2258

 

1297

*Jun-87

 

Aug-88

r/n 2256

1298

*Jun-87

 

21-Sep-88

r/n 2259

1299

*May-87

 

6-Oct-88

r/n 2260

1300

*May-87

 

12-Oct-88

r/n 2261

 

 

 

 

 

1751

 

*Oct-89

r/n 1734

 

1752

 

*Oct-89

r/n 1738

 

1753

 

 

*Oct-89

r/n 1736

1754

 

 

*Oct-89

r/n 1735

1755

 

 

*Oct-89

r/n 1737

1756

 

 

*Nov-89

r/n 1743

1757

 


[TS only]

*Sep-89
[not TS]

r/n 1733

1758

 

 

*Nov-89

r/n 1744

1759

 

 

*Nov-89

r/n 1739

1760

 

 

*Nov-89

r/n 1748

1761

 

 

*Oct-89

r/n 1749

1762

 

 

*Dec-89

r/n 1740


 

4-CIG (facelift) unit nos.1701 - 1891
(British Rail)

The British Rail, British Rail Sectorisation and Network South East liveries were as follows:

London & South East sector
(two-tone brown /orange) nicknamed ‘Jaffa Cake’.

Network SouthEast - NSE(1)
(First version, lighter blue, angled upsweeps).

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

 

Unit

Blue /Grey

LSE
‘Jaffa Cake’

NSE (1)

NSE (2)

Notes

1701

 

12-Jul-85

1-Sep-86

23-Feb-89

 

1702

 

28-Aug-85

Jun-87

23-Mar-89

 

1703

 

12-Sep-85

22-Sep-86

6-Apr-89

 

1704

 

22-Oct-85

14-Oct-86

14-Apr-89

 

1705

 

9-Nov-85

7-Nov-86

5-May-89

 

1706

 

7-Dec-85

21-Nov-86

21-Apr-89

 

1707

 

23-Dec-85

25-Oct-86

31-May-89

 

1708

 

21-Jan-86

29-Jan-87

18-Jun-89

 

1709

 

7-Feb-86

1-Dec-86

27-Jun-89

 

1710

 

28-Feb-86

5-Mar-87

31-Aug-89

 

1711

 

26-Mar-86

24-Mar-87

30-Aug-89

 

1712

25-Apr-86

 

 

12-89

 

1713

30-May-86

 

 

6-Dec-89

 

1714

20-Jun-86

 

 

c.Dec-89

 

1715

15-Jul-86

 

 

9-Aug-89

 

1716

 

 

20-Aug-86

r/n 1902

 

1717

 

 

12-Sep-86

c.Jan-90

 

1718

 

 

3-Oct-86

c.Mar-90

 

1719

 

 

24-Oct-86

17-Jan-90

 

1720

 

 

21-Nov-86

6-Apr-90
(last)

 

1721

 

 

12-Dec-86

2-May-90

 

1722

 

 

9-Jan-87

20-Aug-90

 

1723

 

 

12-Feb-87

28-Jun-90

 

1724

 

 

9-Mar-87

11-Jul-90

 

1725

 

 

27-Mar-87

c7-90

 

1726

 

 

6-May-87

14-Aug-90

 

1727

 

 

4-Jun-87

20-Mar-90

 

1728

 

 

8-Jul-87

28-Sep-90

 

1729

 

 

28-Jul-87

c1-Aug-90

 

1730

 

 

1-Oct-87

26-Feb-89

 

1731

 

 

10-Nov-87

25-Apr-91

 

1732

 

 

 

5-Jan-88

 

1733

 

 

 

15-Oct-90

 

1734

 

 

 

13-Dec-90

 

1735

 

 

 

12-Sep-91

 

1736

 

 

 

22-Feb-91

 

1737

 

 

 

14-Mar-91

 

1738

 

 

 

14-May-91

 

1739

 

 

 

6-Jan-92

 

1740

 

 

 

4-Nov-91

 

1741

 

 

 

8-Nov-91

 

1742

 

 

 

23-Dec-91

 

1743

 

 

 

28-Jan-92

 

1744

 

 

 

20-Feb-92

 

1745

 

 

 

12-Mar-92

 

1746

 

 

 

24-Apr-92

 

1747

 

 

 

27-Apr-92

 

1748

 

 

 

12-May-92

 

1749

 

 

 

21-May-92

 

1750

 

 

 

25-Sep-92

 

1751

 

 

 

9-Oct-92

 

1752

 

 

 

10-Nov-92

 

1753

 

 

 

15-Jan-93

 

 

 

 

 

 

 

1800

 

 

 

18-Nov-91

 

1801

11-Apr-86

 

 

Nov-89

 

1802

22-Apr-86

 

 

7-Nov-89

 

1802

 

 

 

*25-Jan-97

 

1803

12-May-86

 

 

5-Jan-90

 

1804

23-May-86

 

 

7-Nov-89

 

1805

12-Jun-86

 

 

5-Jan-90

 

1806

27-Jun-86

 

 

12-Jan-90

 

1807

 

 

25-Jul-86

26-Jan-90

 

1808

 

 

4-Sep-86

19-Feb-90

 

1809

 

 

30-Sep-86

7-Mar-90

 

1810

 

 

3-Nov-86

21-Mar-90

 

1811

 

 

5-Dec-86

25-Apr-90

 

1812

 

 

16-Jan-87

11-Mar-90

 

1813

 

 

13-Feb-87

15-Jun-90

 

1814

 

 

 

11-Apr-88

r/n 1301

1815

 

 

 

5-May-88

r/n 1302

1816

 

 

 

16-May-88

r/n 1303

1817

 

 

 

27-May-88

r/n 1304

1818

 

 

 

9-Jun-88

r/n 1305

1819

 

 

 

20-Jun-88

r/n 1306

1820

 

 

 

1-Jul-88

r/n 1307

1821

 

 

 

8-Jul-88

r/n 1308

1822

 

 

 

19-Jul-88

r/n 1309

1823

 

 

 

28-Oct-88

r/n 1310

1824

 

 

 

11-Nov-88

r/n 1311

1825

 

 

 

16-Dec-88

r/n 1312

1830

 

 

 

23-Dec-91

disb

1831

 

 

 

12-May-90

 

1832

 

 

 

24-May-90

 

1833

 

 

 

11-Jun-90

 

1834

 

 

 

29-Jun-90

 

1835

 

 

 

30-Jun-90

 

1836

 

 

 

18-Jul-90

r/n 1320

1837

 

 

 

24-Jul-90

 

1838

 

 

 

16-Aug-90

r/n 1322

1839

 

 

 

20-Aug-90

Wdn

1840

 

 

 

29-Aug-90

Wdn

1841

 

 

 

c.-Sep-90

Wdn

1842

 

 

 

24-Sep-90

Wdn

1843

 

 

 

3-Oct-90

Wdn

1844

 

 

 

16-Oct-90

r/n 1321

1845

 

 

 

30-Oct-90

 

1846

 

 

 

31-Oct-90

 

1847

 

 

 

21-Nov-90

 

1848

 

 

 

20-Nov-90

 

1849

 

 

 

30-Nov-90

r/n 1318

1850

 

 

 

4-Dec-90

 

1851

 

 

 

19-Dec-90

 

1852

 

 

 

21-Dec-90

r/n 1319

1853

 

 

 

14-Jan-91

 

1854

 

 

 

21-Jan-91

 

1855

 

 

 

30-Jan-91

 

1856

 

 

 

6-Feb-91

 

1857

 

 

 

26-Apr-91

 

1858

 

 

 

30-May-91

 

1859

 

 

 

13-Jun-91

 

1860

 

 

 

28-Jun-91

 

1861

 

 

 

25-Jul-91

 

1862

 

 

 

23-Aug-91

 

1863

 

 

 

2-Sep-91

 

1864

 

 

 

18-Sep-91

 

1865

 

 

 

25-Nov-91

 

1866

 

 

 

18-Dec-91

 

1867

 

 

 

21-Jan-92

 

1868

 

 

 

5-Feb-92

 

1869

 

 

 

26-Feb-92

 

1870

 

 

 

8-Apr-92

 

1871

 

 

 

14-Apr-92

Wdn

1872

 

 

 

28-May-92

Wdn

1873

 

 

 

5-Jun-92

Wdn

1874

 

 

 

2-Jul-92

 

1875

 

 

 

5-Jul-92

r/n 2001

1876

 

 

 

7-Jul-92

Wdn

1877

 

 

 

16-Jul-92

Wdn

1878

 

 

 

25-Aug-92

Wdn

1879

 

 

 

3-Sep-92

Wdn

1880

 

 

 

5-Sep-92

Wdn

1881

 

 

 

2-Oct-92

Wdn

1882

 

 

 

23-Oct-92

Wdn

1883

 

 

 

2-Nov-92

r/n 1497

1884

 

 

 

17-Nov-92

Wdn

1885

 

 

 

2-Dec-92

Wdn

1886

 

 

 

9-Dec-92

Wdn

1887

 

 

 

23-Dec-92

Wdn

1888

 

 

 

22-Jan-93

r/n 1498

1889

 

 

 

29-Jan-93

Wdn

1890

 

 

 

13-Feb-93

Wdn

1891

 

 

 

3-Mar-93

Wdn

 

Back to Top

 

 

 

'Phase 1' unit no.1735 leads similarly attired no.1860 with no.1739 on the rear through a rural looking Burgess Hill station on a lovely summer evening of Monday 23th June 2003 on a Victoria to Southampton /Littlehampton train. This was the first unit of this batch to gain 'Southern' two-tone green & cream livery which suited them quite well. Only two more were so painted along with a few of the 18xx batch and one 19xx unit before repainting ceased as new Class 377 units were on the way.

© John Atkinson

 

Liveries – Post-privatisation

 

4-CIG (facelift) unit nos.1701 -1891
(post-Privatisation)

The privatisation liveries were as follows:

Off-white Undercoat (nicknamed ‘Ghost’ livery)

Connex (blue/white) - yellow areas missing.

Connex (blue/white/yellow).

Southern (green/grey).

First SWT livery (NSE with additional orange stripe).

 

Unit

Off-white
Undercoat

Connex
(B/W)

Connex
(B/W/Y)

Off-white
Undercoat

Southern

SWT

1701

9-Mar-98

Wdn

 

 

 

 

1702

 

 

Jun-99

Wdn

 

 

1703

 

 

Mar-99

Wdn

 

 

1704

 

 

18-Sep-97

Wdn

 

 

1705

 

 

23-Jul-99

Wdn

 

 

1706

 

 

9-Sep-99

Wdn

 

 

1707

 

 

17-Sep-99

Wdn

 

 

1708

 

 

17-Jan-00

Wdn

 

 

1709

 

 

1-Dec-99

Wdn

 

 

1710

 

14-Apr-97

Aug-97

Wdn

 

 

1711

 

 

28-Jan-00

Wdn

 

 

1712

 

 

31-Mar-00

Wdn

 

 

1713

 

 

18-Feb-00

Wdn

 

 

1714

 

 

3-Mar-00

Wdn

 

 

1715

r/n 1901

 

 

 

 

 

1716

 

 

 

 

 

 

1717

 

 

12-Apr-00

Wdn

 

 

1718

r/n 1903

 

 

 

 

 

1719

 

10-Jan-97
(first)

Mar-98

Wdn

 

 

1720

 

 

25-May-00

Wdn

 

 

1721

 

11-Feb-97

Mar-98

Wdn

 

 

1722

 

26-Feb-97

Mar-98

Wdn

 

 

1723

r/n 1904

 

 

 

 

 

1724

 

 

6-Jun-97
(first)

Wdn

 

 

1725

 

17-Mar-97

Aug-97

Wdn

 

 

1726

 

 

27-Jun-97

Wdn

 

 

1727

 

 

7-Jul-97

Wdn

 

 

1728

r/n 1905

 

 

 

 

 

1729

r/n 1907

 

 

 

 

 

1730

r/n 1906

 

 

 

 

 

1731

 

 

Apr-98

Wdn

 

 

1732

r/n 1908

 

 

 

 

 

1733

 

 

7-Nov-97

Wdn

 

 

1734

24-Jul-01

 

26-Jan-98

Wdn

 

 

1735

 

 

27-Mar-98

 

16-Oct-01
(first)

Wdn

1736

27-Mar-98

Wdn

 

 

 

 

1737

14-Jul-98

Wdn

 

 

 

 

1738

 

 

23-Jun-98

 

21-Jan-02

Wdn

1739

 

 

1-Oct-98

Wdn

 

 

1740

 

 

3-Nov-97

 

3-Dec-01

Wdn

1741

 

 

10-Jul-97

Wdn

 

 

1742

14-May-98

Wdn

 

 

 

 

1743

 

 

26-Aug-97

Wdn

 

 

1744

 

 

10-Jul-97

Wdn

 

 

1745

 

 

?-97

Wdn

 

 

1746

 

 

30-Apr-99

Wdn

 

 

1747

 

 

19-May-99

Wdn

 

 

1748

14-May-98

Wdn

 

 

 

 

1749

 

 

 

 

 

 

1750

 

 

18-Oct-99

Wdn

 

 

1751

 

 

3-Nov-99

Wdn

 

 

1752

 

 

21-Dec-99

Wdn

 

 

1753

 

 

11-Feb-00

Wdn

 

 

 

 

 

 

 

 

 

1800

 

 

 

 

 

 

1801

 

 

27-Feb-00

Wdn

 

 

1802

r/n 2262

 

 

 

 

 

1802

 

 

18-Jan-00

Wdn

 

 

1803

 

 

10-Dec-99

Wdn

 

 

1804

 

 

8-May-00

Wdn

 

 

1805

 

 

20-Mar-00

Wdn

 

 

1806

Wdn

 

 

 

 

 

1807

Wdn

 

 

 

 

 

1808

Wdn

 

 

 

 

 

1809

Wdn

 

 

 

 

 

1810

Wdn

 

 

 

 

 

1811

Wdn

 

 

 

 

 

1812

Wdn

 

 

 

 

 

1813

Wdn

 

 

 

 

 

1814

 

 

 

 

 

 

1815

 

 

 

 

 

 

1816

 

 

 

 

 

 

1817

 

 

 

 

 

 

1818

 

 

 

 

 

 

1819

 

 

 

 

 

 

1820

 

 

 

 

 

 

1821

 

 

 

 

 

 

1822

 

 

 

 

 

 

1823

 

 

 

 

 

 

1824

 

 

 

 

 

 

1825

 

 

 

 

 

 

1830

 

 

 

 

 

 

1831

26-Nov-96

 

Aug-97

Wdn

 

 

1832

 

 

7-Jul-97

Wdn

 

 

1833

 

 

7-Aug-97

Wdn

 

 

1834

 

 

17-Sep-97

Wdn

 

 

1835

 

 

3-Sep-97

Wdn

 

 

1836

 

 

 

 

 

 

1837

 

 

6-Oct-97

Wdn

 

 

1838

 

 

 

 

 

 

1839

 

 

 

 

 

 

1840

 

 

 

 

 

 

1841

 

 

 

 

 

 

1842

 

 

 

 

 

 

1843

 

 

 

 

 

 

1844

 

 

 

 

 

 

1845

 

 

11-Nov-97

Wdn

 

 

1846

 

 

25-Nov-97

Wdn

 

 

1847

 

 

8-Dec-97

Wdn

 

 

1848

 

 

18-Dec-97

Wdn

 

 

1849

 

 

 

 

 

 

1850

 

 

12-Jan-98

Wdn

 

 

1851

 

 

2-Feb-97

1-Aug-01

Wdn

 

1852

 

 

 

 

 

 

1853

 

 

12-Feb-98

25-Aug-01

Wdn

 

1854

 

 

2-Mar-98

 

20-Sep-01
(first)

Wdn

1855

 

 

4-Mar-98

Wdn

 

 

1856

 

 

17-Mar-98

 

2-Oct-01

Wdn

1857

 

 

1-Jun-98

 

14-Nov-01

Wdn

1858

 

 

8-May-98

 

26-Oct-01

Wdn

1859

 

 

6-Jul-98

 

23-Jan-02

Wdn

1860

 

 

23-Jul-98

 

28-Jan-02

Wdn

1861

 

 

8-Aug-98

 

6-Feb-02

Wdn

1862

 

 

24-Aug-98

 

18-Feb-02

Wdn

1863

 

 

7-Sep-98

Wdn

 

 

1864

 

 

23-Sep-98

Wdn

 

 

1865

 

 

25-Nov-98

Wdn

 

 

1866

 

 

21-Dec-98

Wdn

 

 

1867

 

 

13-Jan-99

Wdn

 

 

1868

 

 

18-Feb-99

Wdn

 

 

1869

 

 

5-Jul-99

Wdn

 

 

1870

 

 

17-Feb-99

Wdn

 

 

1871

 

 

 

 

 

 

1872

 

 

 

 

 

 

1873

 

 

 

 

 

 

1874

 

 

Jun-99

Wdn

 

 

1875

 

 

 

 

 

 

1876

 

 

 

 

 

 

1877

 

 

 

 

 

 

1878

 

 

 

 

 

 

1879

 

 

 

 

 

 

1880

 

 

 

 

 

30-Jun-99

1881

 

 

 

 

 

27-Aug-99

1882

 

 

 

 

 

21-Oct-99

1883

 

 

 

 

 

2-Dec-99

1884

 

 

 

 

 

7-Jan-00

1885

 

 

 

 

 

14-Aug-00

1886

 

 

 

 

 

6-Jul-00

1887

 

 

 

 

 

22-Mar-00

1888

 

 

 

 

 

31-Mar-00

1889

 

 

 

 

 

18-Feb-00

1890

 

 

 

 

 

10-May-00

1891

 

 

 

 

 

6-Jun-00


 

4-CIG units nos.1301 – 1399
(Greyhound)

 

Unit

NSE (2)

SWT

Notes

1301

*Apr-90

26-May-98

Wdn

1302

*Apr-90

30-Jun-98

Wdn

1303

*Apr-90

23-Apr-98

Wdn

1304

*Apr-90

9-98

Wdn

1305

*Apr-90

1-Oct-98

Wdn

1306

*May-90

26-Nov-98

Wdn

1307

*Apr-90

12-Aug-98

Wdn

1308

*May-90

21-Oct-98

Wdn

1309

*Apr-90

16-Dec-98

Wdn

1310

*May-90

20-Apr-99

Wdn

1311

*Apr-90

28-May-99

Wdn

1312

*Jun-90

8-Oct-99

Wdn

1313

24-Mar-90

12-Dec-96
(First)

Wdn

1314

30-Mar-90

14-Feb-97

Wdn

1315

27-Apr-90

28-Mar-97

Wdn

1316

19-May-90

13-May-97

Wdn

1317

12-Nov-90

20-Oct-97

Wdn

1318

*Jan-92

20-Feb-98

Wdn

1319

*Jan-92

15-Jan-98

Wdn

1320

*Jan-92

27-Jun-97

Wdn

1321

*Jan-92

22-Sep-97

Wdn

1322

*c.Mar-92

1-Aug-97

Wdn

 

 

4-CIG unit nos.1392 - 1399
(Greyhound with CEP TS replacing TB)

 

Unit

SWT

Notes

1392

1-Jul-99

Wdn

1393

20-Jul-99

Wdn

1394

1-Aug-99

r/n 1499

1395

c3-Sep-99

Wdn

1396

10-Sep-99

Wdn

1397

17-Sep-99

Wdn

1398

9-Oct-99

Wdn

1399

9-Oct-99

Wdn

 

 

4-BIG unit nos.2251 -2262
(facelift)

 

Unit

NSE (1)

NSE (2)

Notes

2251

*Oct-89

c.Feb-92

r/n 1394

2252

* Oct -89

28-Mar-91

r/n 1406

2253

 

* Oct -89

r/n 1410

2254

 

* Oct -89

r/n 1396

2255

 

* Oct -89

r/n 1392

2256

 

*Nov-89

r/n 1399

2257

*Sep-89
[TB in NSE (2)]

25-Mar-91

r/n 1407

2258

 

*Nov-89

r/n 1393

2259

 

*Nov-89

r/n 1398

2260

 

*Nov-89

r/n 1397

2261

 

* Oct -89

r/n 1408

2262

 

*Dec-89

r/n 1395

 

 

8 DIG unit nos.2001 – 2004

 

Unit

NSE (2)

Notes

2001

*May-93

disb

2002

*May-93

disb

2003

*May-93

disb

2004

*May-93

disb

 

 

4 CIG Unit nos.1901 – 1908

 

Unit

NSE (2)

Connex
(B/W)

Connex
(B/W/Y)

Southern

Notes

1901

*15-Apr-93

r/n 2004

 

 

 

1901

*20-Jan-97

 

Jan-99

Wdn

 

1902

*28-Apr-93

r/n 2002

 

 

 

1902

*24-Jan-97

 

13-Oct-98

Wdn

 

1903

*1-Jul-93

15-Jan-97

Mar-98

Wdn

 

1904

*16-Nov-93

 

4-Jun-97

Wdn

 

1905

*31-Mar-94

 

Oct-97

Wdn

 

1906

*17-May-94

 

1-Oct-97

Wdn

 

1907

*7-Jul-94

 

18-Aug-97

Wdn

 

1908

*14-Dec-94

 

11-Jun-98

17-Dec-01

Wdn

 

 

4-CIG units no.1401 - 1411
(ex. 4 BIG)

 

Unit

NSE (2)

Notes

1401

*2-Jun-97

disb

1402

*2-Jun-97

disb

1403

*2-Jun-97

disb

1404

*2-Jun-97

disb

1405

*1-Jun-97

disb

1406

*1-Jun-97

disb

1407

*27-Sep-97

disb

1408

*28-Sep-97

disb

1409

*27-Sep-97

disb

1410

*26-Sep-97

disb

1411

*28-Sep-97

disb

 

 

3-COP unit nos.1401 - 1411

 

Unit

Connex
(B/W/Y)

Notes

1401

5-Nov-97

Wdn

1402

18-Dec-97

Wdn

1403

23-Dec-97

disb

1404

29-Jan-98

disb

1405

24-Nov-97

disb

1406

26-Nov-97

disb

1407

8-Dec-97

Wdn

1408

22-Jan-98

Wdn

1409

19-Jan-98

Wdn

1410

9-Feb-98

disb

1411

16-Feb-98

disb

 

 

4-CIG unit nos.1403 – 1411
(ex 3-COP)

 

Unit

Connex
(B/W/Y)

Notes

1403

*3-Oct-03

Wdn

1404

*11-Jan-04

Wdn

1405

*26-Sep-03

Wdn

1406

*1-Oct-03

Wdn

1410

*15-Oct-03

Wdn

1411

*11-Nov-03

Wdn

 

 

3 CIG unit nos.1497 – 1499
(Lymington branch)

 

Unit

SWT

Green
yellow ends

Blue /Grey

Notes

1497

 

 

12-May-05

Wdn

1498

 

12-May-05

 

Wdn

1499

*14-Dec-04

 

 

Wdn

 

Back to Top

 

 

Two of South Eastern’s three ‘Ghost’ units together approaching Etchingham on a Charing Cross to Hastings service on Tuesday 22nd June 1999. Unit no.1701 is leading with no.1748 trailing (the other ‘Ghost’ unit was no.1742). Both had black half-cabs.

Although these were leased on the basis of ‘short-notice /low mileage’ use (hence the white ‘Ghost’ livery) they weren’t withdrawn until 24th June 2004 (no.1701) and 25th May 2004 (no.1748) – some five years later!

© John Atkinson

 

Allocations

Unit allocations were as follows:


4 BIG

7031

New BI

r/n 2111 Sep-85

 

 

 

7032

New BI

r/n 2101 Apr-85

 

 

 

7033

New BI

r/n 1711 Mar-86

 

 

 

7034

New BI

r/n 2110 Nov-85

 

 

 

7035

New BI

r/n 1720 Oct-86

 

 

 

7036

New BI

r/n 2104 Apr-85

 

 

 

7037

New BI

r/n 2106 Apr-85

 

 

 

7038

New BI

r/n 7299 Jun-86

 

 

 

7039

New BI

r/n 1724 Mar-87

 

 

 

7040

New BI

r/n 2105 Apr-85

 

 

 

7041

New BI

r/n 2107 Mar-85

 

 

 

7042

New BI

r/n 2102 Apr-85

 

 

 

7043

New BI

r/n 2103 Apr-85

 

 

 

7044

New BI

r/n 7300 Mar-86

 

 

 

7045

New BI

r/n 2112 Jan-86

 

 

 

7046

New BI

r/n 2108 Sep-85

 

 

 

7047

New BI

r/n 1713 May-86

 

 

 

7048

New BI

r/n 2109 Oct-85

 

 

 

7049

New FR

12-May-80 BI

r/n 2201 Apr-85

 

 

7050

New FR

6-Dec-80 BI

r/n 2202 Apr-85

 

 

7051

New FR

6-Dec-80 BI

17-May-82 FR

21-Feb-83 BI

r/n 2203 Apr-85

7052

New FR

16-May-83 BI

r/n 2204 Apr-85

 

 

7053

New FR

May-74 BM

Oct-74 FR

16-May-83 BI

r/n 2205 Apr-85

7054

New FR

late May-83 BI

r/n 2206 Apr-85

 

 

7055

New FR

19-Jul-82 BI

3-Oct-83 FR

28-Nov-83 BI

r/n 2207 Apr-85

7056

New FR

20-Feb-84 BI

r/n 2208 Apr-85

 

 

7057

New FR

9-Apr-84 BI

r/n 2209 Apr-85

 

 

7058

New FR

14-May-84 BI

r/n 2210 Apr-85

 

 

 

 

 

 

 

 

2101

Apr-85 BI

r/n 1751(1) Oct-89

 

 

 

2102

Apr-85 BI

r/n 1752(1) Oct-89

 

 

 

2103

Apr-85 BI

r/n 1753(1) Oct-89

 

 

 

2104

Apr-85 BI

r/n 1754 Oct-89

 

 

 

2105

Apr-85 BI

r/n 1755 Oct-89

 

 

 

2106

Apr-85 BI

r/n 1756 Nov-89

 

 

 

2107

22-Mar-85 BI

r/n 1757 Sep-89

 

 

 

2108

9-Sep-85 BI

r/n 1758 Nov-89

 

 

 

2109

23-Oct-85 BI

r/n 1759 Nov-89

 

 

 

2110

28-Nov-85 BI

r/n 1760 Nov-89

 

 

 

2111

28-Sep-85 BI

t/n 1761 Oct-89

 

 

 

2112

9-Jan-86 BI

r/n 1762 Dec-89

 

 

 

 

 

 

 

 

 

2201

Apr-85 BI

30-May-88 FR

r/n 1824 Sep-88

 

 

2202

Apr-85 BI

r/n 1825 Oct-88

 

 

 

2203

Apr-85 BI

r/n 1403 May-97

 

 

 

2204

Apr-85 BI

r/n 1402 Jun-97

 

 

 

2205

Apr-85 BI

r/n 1405 May-97

 

 

 

2206

Apr-85 BI

r/n 1404 May-97

 

 

 

2207

Apr-85 BI

r/n 1823 Jun-88

 

 

 

2208

Apr-85 BI

r/n 1401 Jun-97

 

 

 

2209

Apr-85 BI

r/n 1409 Aug-97

 

 

 

2210

Apr-85 BI

r/n 1411 Sep-97

 

 

 

 

 

 

 

 

 

2251

21-Oct-89 BI

27-Oct-98 FR

r/n 1394 May-99

 

 

2252

14-Oct-89 BI

r/n 1406 Jun-97

 

 

 

2253

4-Oct-89 BI

r/n 1410 Sep-97

 

 

 

2254

8-Oct-89 BI

r/n 2002 May-93

 

 

 

2254

24-Jan-97 BI

Apr-98 FR

23-Nov-98 BI

1-May-99 FR

r/n 1396 Jul-99

2255

14-Oct-89 BI

r/n 2003 May-93

 

 

 

2255

22-Jan-97 BI

Apr-98 FR

r/n 1392 Apr-99

 

 

2256

27-Nov-89 BI

Apr-98 FR

r/n 1399 Sep-99

 

 

2257

30-Sep-89 BI

r/n 1407 Sep-97

 

 

 

2258

9-Nov-89 BI

Apr-98 FR

r/n 1393 Apr-99

 

 

2259

16-Nov-89 BI

r/n 2004 May-93

 

 

 

2259

20-Jan-97 BI

Apr-98 FR

r/n 1398 Sep-99

 

 

2260

6-Nov-89 BI

1-May-99 FR

r/n 1397 Aug-99

 

 

2261

28-Oct-89 BI

r/n 1408 Sep-97

 

 

 

2262

16-Dec-89 BI

r/n 2001 May-93

 

 

 

2262

27-Jan-97 BI

Apr-98 FR

r/n 1395 Jul-99

 

 


8 MIG

2601

16-May-83 FR

disb Oct-83

 

 

 

2602

27-May-83 FR

disb Oct-83

 

 

 


8 DIG

2001

May-93 BI

disb Jan-97

 

 

 

2002

May-93 BI

disb Jan-97

 

 

 

2003

May-93 BI

disb Jan-97

 

 

 

2004

May-93 BI

disb Jan-97

 

 

 


4 CIG

7299

Jul-86 BI

disb Jul-86

 

 

 

7300(1)

Aug-79 BI

disb Apr-80

 

 

 

7300(2)

7-Mar-86 BI

r/n 1100 Jun-87

 

 

 

7301

New BI

r/n 1705 Jul-85

 

 

 

7302

New BI

r/n 1714 Feb-86

 

 

 

7303

New BI

r/n 1710 Oct-85

 

 

 

7304

New BI

r/n 1712 Jan-86

 

 

 

7305

New BI

r/n 1105 May-87

 

 

 

7306

New BI

r/n 1718 May-86

 

 

 

7307

New BI

r/n 1715 Mar-86

 

 

 

7308

New BI

r/n 1717 May-86

 

 

 

7309

New BI

r/n 1707 Aug-85

 

 

 

7310

New BI

r/n 1110 Jun-87

 

 

 

7311

New BI

r/n 1111 Jun-87

 

 

 

7312

New BI

r/n 1701 Feb-85

 

 

 

7313

New BI

r/n 1725 Nov-86

 

 

 

7314

New BI

r/n 1114 Jun-87

 

 

 

7315

New BI

r/n 1721 Aug-86

 

 

 

7316

New BI

r/n 1116 Jun-87

 

 

 

7317

New BI

r/n 1704 Jun-85

 

 

 

7318

New BI

r/n 1118 Jun-87

 

 

 

7319

New BI

r/n 1706 Aug-85

 

 

 

7320

New BI

r/n 1120 May-87

 

 

 

7321

New BI

r/n 1121 Jun-87

 

 

 

7322

New BI

r/n 1703 May-85

 

 

 

7323

New BI

r/n 1123 Jun-87

 

 

 

7324

New BI

r/n 1728 Mar-87

 

 

 

7325

New BI

disb Apr-86

 

 

 

7326

New BI

r/n 1702 Apr-85

 

 

 

7327

New BI

r/n 1127 Jun-87

 

 

 

7328

New BI

r/n 1709 Sep-85

 

 

 

7329

New BI

r/n 1729 Apr-87

 

 

 

7330

New BI

r/n 1730 May-87

 

 

 

7331

New BI

r/n 1722 Sep-86

 

 

 

7332

New BI

r/n 1723 Oct-86

 

 

 

7333

New BI

Wdn

 

 

 

7334

New BI

r/n 1726 Jan-87

 

 

 

7335

New BI

r/n 1708 Sep-85

 

 

 

7336

New BI

r/n 1727 Feb-87

 

 

 

7337

New FR

r/n 1237 Aug-87

 

 

 

7338

New FR

r/n 1238 Jun-87

 

 

 

7339

New FR

r/n 1239 Aug-87

 

 

 

7340

New FR

r/n 1240 Sep-87

 

 

 

7341

New FR

r/n 1241 Aug-87

 

 

 

7342

New FR

r/n 1242 Sep-87

 

 

 

7343

New FR

r/n 1243 Sep-87

 

 

 

7344

New FR

r/n 1244 Jun-87

 

 

 

7345

New FR

r/n 1245 Jun-87

 

 

 

7346

New BI
(loan)

? FR

r/n 1246 Jun-87

 

 

7347

New FR

r/n 1247 Jun-87

 

 

 

7348

New FR

r/n 1248 Jun-87

 

 

 

7349

New FR

r/n 1249 Sep-87

 

 

 

7350

New FR

r/n 1250 Aug-87

 

 

 

7351

New FR

r/n 1251 Aug-87

 

 

 

7352

New FR

r/n 1252 Jul-87

 

 

 

7353

New FR

2-May-77 WD

8-May-78 FR

r/n 1253 Sep-87

 

7354

New FR

2-May-77 WD

8-May-78 FR

r/n 1254 Nov-87

 

7355

New FR

2-May-77 WD

8-May-78 FR

r/n 1255 Feb-88

 

7356

New FR

2-May-77 WD

8-May-78 FR

r/n 1256 Jun-87

 

7357

New BI

6-Oct-80 FR

? BI

by Aug-83 FR

r/n 1257 Jul-87

7358

New BI

r/n 1258 Jun-87

 

 

 

7359

New BI

r/n 1259 Jun-87

 

 

 

7360

New BI

r/n 1260 Jun-87

 

 

 

7361

New BI

r/n 1261 Jul-87

 

 

 

7362

New BI

r/n 1262 May-87

 

 

 

7363

New BI

r/n 1263 May-87

 

 

 

7364

New BI

r/n 1264 Jun-87

 

 

 

7365

New BI

Wdn

 

 

 

7366

New BI

r/n 1266 May-87

 

 

 

7367

New BI

r/n 1267 Jul-87

 

 

 

7368

New BI

r/n 1268 Jun-87

 

 

 

7369

New BI

r/n 1269 May-87

 

 

 

7370

New BI

r/n 1270 Jun-87

 

 

 

7371

New BI

r/n 1271 Jun-87

 

 

 

7372

New BI

r/n 1272 Jun-87

 

 

 

7373

New BI

r/n 1273 May-87

 

 

 

7374

New BI

r/n 1274 Jun-87

 

 

 

7375

New BI

r/n 1275 Jun-87

 

 

 

7376

New WD

by 4-Oct-71 BI

r/n 1276 Jun-87

 

 

7377

New BI
r/n 1277 Jun-87

Sep-72 WD

May-74 BM

Oct-74 FR

6-Oct-80 BI

7378

New WD
6-Oct-80 BI

May-74 BM

Oct-74 FR

Oct-75
(unalloc.)

8-May-78 FR

7379

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1279 Jun-87

 

7380

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1280 Jun-87

 

7381

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1281 Jun-87

 

7382

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1282 Jun-87

 

7383

New WD

8-May-78 FR

6-Oct-80 BI

Wdn

 

7384

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1284 Jun-87

 

7385

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1285 May-87

 

7386

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1286 Jun-87

 

7387

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1287 Jun-87

 

7388

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1288 Jun-87

 

7389

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1289 Jun-87

 

7390

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1290 Aug-87

 

7391

New WD

8-May-78 FR

6-Oct-80 BI

r/n 1291 Jun-87

 

7392

New WD

8-May-78 FR

14-May-79 BI

r/n 1292 Jun-87

 

7393

New WD

8-May-78 FR

14-May-79 BI

r/n 1293 Jun-87

 

7394

New WD

8-May-78 FR

14-May-79 BI

r/n 1294 May-87

 

7395

New WD

8-May-78 FR

14-May-79 BI

r/n 1295 Jun-87

 

7396

New WD

8-May-78 FR

14-May-79 BI

r/n 1296 Jun-87

 

7397

New BI

2-Jan-72 WD

8-May-78 FR

14-May-79 BI

r/n 1297 Jun-87

7398

New WD

8-May-78 FR

14-May-79 BI

r/n 1298 Jun-87

 

7399

New WD

8-May-78 FR

14-May-79 BI

r/n 1299 May-87

 

7400

New BI
r/n 1300 May-87

Aug-75 WD

Jan-76 BI

Mar-76 WD
(loan)

Jun-76 BI

7401

New BI

16-May-83 FR

(part 2601 May-83)

3-Oct-83 BI

r/n 1201 Jun-87

7402

New BI

16-May-83 FR

(part 2601 May-83)

3-Oct-83 BI

r/n 1202 May-87

7403

New BI

17-May-82 FR

(part 2602 May-83)

3-Oct-83 BI

r/n 1203 Jul-87

7404

New BI

4-Jan-82 FR

(part 2602 May-83)

3-Oct-83 BI

r/n 1204 May-87

7405

New BI
r/n 1205 Jun-87

1-Jun-81 FR

17-Aug-81 BI

24-Oct-81 FR

14-May-84 BI

7406

New WD
14-May-84 BI

post Jul-75 BI
r/n 1206 Jul-87

8-May-78 FR

14-May-79 BI

1-Jun-81 FR

7407

New WD

8-May-78 FR

14-May-84 BI

r/n 1812 Nov-86

 

7408

New WD

8-May-78 FR

14-May--84 BI

r/n 1208 Jul-87

 

7409

New WD

8-May-78 FR

14-May-84 BI

r/n 1209 Jun-87

 

7410

New WD

8-May-78 FR

22-Oct-84 BI

29-Sep-86 FR

r/n 1210 May-87

7411

New WD

8-May-78 FR

22-Oct-84 BI

29-Sep-86 FR

r/n 1211 Aug-87

7412

New WD

8-May-78 FR

r/n 1212 Sep-87

 

 

7413

New WD

8-May-78 FR

r/n 1213 Sep-87

 

 

7414

New WD

8-May-78 FR

r/n 1214 Sep-87

 

 

7415

New WD

8-May-78 FR

r/n 1215 Jun-87

 

 

7416

New WD

8-May-78 FR

r/n 1216 Sep-87

 

 

7417

New WD

8-May-78 FR

r/n 1217 Sep-87

 

 

7418

New WD

8-May-78 FR

r/n 1218 Sep-87

 

 

7419

New WD

8-May-78 FR

r/n 1219 Sep-87

 

 

7420

New WD

8-May-78 FR

r/n 1220 Jun-87

 

 

7421

New WD

8-May-78 FR

r/n 1221 Aug-87

 

 

7422

New WD

8-May-78 FR

r/n 1222 Aug-87

 

 

7423

New WD

8-May-78 FR

r/n 1223 Jun-87

 

 

7424

New WD

8-May-78 FR

14-May-79 BI

12-May-80 FR

r/n 1224 Sep-87

7425

New WD
8-Jul-85 FR

8-May-78 FR
r/n 1225 Aug-87

14-May-79 BI

12-May-80 FR

7-Mar-83 BI

7426

new BI
2-Aug-82 BI

c.Jul-72 WD
8-Jul-85 FR

8-May-78 FR
30-Sep-85 BI

14-May-79 BI
17-Mar-86 FR

12-May-80 FR
r/n 1226 Jun-87

7427

New BI

r/n 1801 Jan-86

 

 

 

7428

New BI

r/n 1804 Mar-86

 

 

 

7429

New BI

r/n 1802 Feb-86

 

 

 

7430

New BI

r/n 1803 Mar-86

 

 

 

7431

New BI

r/n 1811 Oct-86

 

 

 

7432

New BI

r/n 1805 Apr-86

 

 

 

7433

New BI

r/n 1806 May-86

 

 

 

7434

New FR

by May-81 BI

r/n 1807 Jun-86

 

 

7435

New FR
r/n 1808 Jul-86

Sep-72 BI
(temp)

Oct-72 store

By 7-May-73 WD
(loan)

Jan-74 BI

7436

New FR

Sep-72 BI
(temp)

by 7-May-73 WD
(loan)

? - BI

r/n 1809 Aug-86

7437

New FR
r/n 1810 Sep-86

Sep-72 BI

Apr-73 RSD

Jan-74 WD

10-Feb-75 BI

7438

New FR
r/n 1813 Jan-87

Sep-72 BI

Apr-73 store SG

Jan-74 WD

10-Feb-75 BI

 

 

 

 

 

 

1100

Jun-87 BI

r/n 1751(2) Sep-92

 

 

 

1105

May-87 BI

r/n 1750 Aug-92

 

 

 

1110

Jun-87 BI

r/n 1745 Jan-92

 

 

 

1111

Jun-87 BI

r/n 1742 Nov-91

 

 

 

1114

Jun-87 BI

r/n 1741 Sep-91

 

 

 

1116

Jun-87 BI

r/n 1746 3-92

 

 

 

1118

Jun-87 BI

r/n 1747 3-92

 

 

 

1120

May-87 BI

r/n 1731 Jun-87

 

 

 

1121

Jun-87 BI

r/n 1732 Jul-87

 

 

 

1123

Jun-87 BI

r/n 1752(2) Sep-92

 

 

 

1127

Jun-87 BI

r/n 1752(2) Nov-92

 

 

 

 

 

 

 

 

 

1201

Jun-87 BI

r/n 1868 Dec-91

 

 

 

1202

May-87 BI

r/n 1860 Apr-91

 

 

 

1203

Jul-87 BI

14-Jan-91 EH

r/n 1869 Jan-92

 

 

1204

May-87 BI

26-Nov-90 WD

14-Jan-91 EH

8-Jul-91 BI

r/n 1875 May-92

1205

Jun-87 BI

26-Nov-90 WD

14-Jan-91 EH

8-Jul-91 BI

r/n 1874 May-92

1206

Jul-87 BI
r/n 1871 Mar-92

26-Nov-90 WD

14-Jan-91 EH

8-Jul-91 BI

30-Sep-91 EH

1208

Jul-87 BI
30-Sep-91 EH

5-Oct-87 FR
r/n 1872 Apr-92

14-May-90 WD

14-Jan-91 EH

8-Jul-91 BI

1209

Jun-87 BI
30-Sep-91 EH

5-Oct-87 FR
r/n 1873 Apr-92

14-May-90 WD

14-Jan-91 EH

8-Jul-91 BI

1210

May-87 FR

14-May-90 WD

14-Jan-91 EH

8-Jul-91 BI

r/n 1879 Jul-92

1211

Aug-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1876 Jun-92

 

1212

Sep-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1881 Aug-92

 

1213

Sep-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1877 Jun-92

 

1214

Sep-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1883 Sep-92

 

1215

Jun-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1882 Sep-92

 

1216

Sep-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1887 Nov-92

 

1217

Sep-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1884 Oct-92

 

1218

Sep-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1878 Jul-92

 

1219

Sep-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1885 Oct-92

 

1220

Jun-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1880 Jul-92

 

1221

Aug-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1870 Feb-92

 

1222

Aug-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1886 Oct-92

 

1223

Jun-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1888 Dec-92

 

1224

Sep-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1889 Dec-92

 

1225

Aug-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1890 Jan-93

 

1226

Jun-87 FR

14-May-90 WD

14-Jan-91 EH

r/n 1891 Jan-93

 

1237

Aug-87 FR

r/n 1816 Mar-88

 

 

 

1238

Jun-87 FR

r/n 1833 Apr-90

 

 

 

1239

Aug-87 FR

r/n 1817 Mar-88

 

 

 

1240

Sep-87 FR

r/n 1815 Feb-88

 

 

 

1241

Aug-87 FR

r/n 1316 Mar-90

 

 

 

1242

Sep-87 FR

r/n 1280 Apr-88

 

 

 

1243

Sep-87 FR

14-May-90 WD

r/n 1838 Jun-90

 

 

1244

Jun-87 FR

r/n 1314 Jan-90

 

 

 

1245

Jun-87 FR

14-May-90 WD

r/n 1844 Sep-90

 

 

1246

Jun-87 FR

14-May-90 WD

r/n 1849 Dec-90

 

 

1247

Jun-87 FR

14-May-90 WD

r/n 1852 Nov-90

 

 

1248

Jun-87 FR

r/n 1821 May-88

 

 

 

1249

Sep-87 FR

14-May-90 WD

r/n 1836 May-90

 

 

1250

Aug-87 FR

r/n 1822 May-88

 

 

 

1251

Aug-87 FR

r/n 1814 Feb-88

 

 

 

1252

Sep-87 FR

r/n 1313 Jan-90

 

 

 

1253

Sep-87 FR

14-May-90 WD

r/n 1317 Sep-90

 

 

1254

Nov-87 FR

1-Jan-90 BI

r/n 1831 Mar-90

 

 

1255

Feb-88 FR

15-May-89 BI

r/n 1845 Sep-90

 

 

1256

Jun-87 FR

30-Oct-88 BI

19-Dec-88 FR

13-Mar-89 BI

r/n 1847 Oct-90

1257

Jul-87 BI
r/n 1835 May-90

16-May-88 FR

1-Aug-88 BI

19-Dec-88 FR

13-Mar-89 BI

1258

Jun-87 BI

7-Mar-88 FR

13-Jun-88 BI

r/n 1834 May-90

 

1259

Jun-87 BI

21-Mar-88 FR

13-Jun-88 BI

r/n 1841 Jul-90

 

1260

Jun-87 BI

16-May-88 FR

13-Jun-88 BI

r/n 1858 Apr-91

 

1261

Jul-87 BI

16-May-88 FR

13-Jun-88 BI

r/n 1848 Oct-90

 

1262

May-87 BI

r/n 1853 Nov-90

 

 

 

1263

May-87 BI

r/n 1839 Jun-90

 

 

 

1264

Jun-87 BI

r/n 1315 Feb-90

 

 

 

1266

May-87 BI

r/n 1857 Mar-91

 

 

 

1267

Jul-87 BI

r/n 1818 Apr-88

 

 

 

1268

Jun-87 BI

r/n 1850 Oct-90

 

 

 

1269

May-87 BI

r/n 1832 Mar-90

 

 

 

1270

Jun-87 BI

r/n 1855 Dec-90

 

 

 

1271

Jun-87 BI

r/n 1851 Nov-90

 

 

 

1272

Jun-87 BI

r/n 1837 Jun-90

 

 

 

1273

May-87 BI

r/n 1819 Apr-88

 

 

 

1274

Jun-87 BI

r/n 1840 Jul-90

 

 

 

1275

Jun-87 BI

r/n 1842 Jul-90

 

 

 

1276

Jun-87 BI

r/n 2251 Oct-89

 

 

 

1277

Jun-87 BI

r/n 1859 Apr-91

 

 

 

1278

Jun-87 BI

r/n 2252 Oct-89

 

 

 

1279

Jun-87 BI

r/n 2257 Sep-89

 

 

 

1280

Jun-87 BI

Wdn

 

 

 

1281

Jun-87 BI

r/n 1843 Aug-90

 

 

 

1282

Jun-87 BI

r/n 2254 Oct-89

 

 

 

1284

Jun-87 BI

r/n 2253 Oct-89

 

 

 

1285

May-87 BI

r/n 1861 c.Jun-91

 

 

 

1286

Jun-87 BI

r/n 1862 Jun-91

 

 

 

1287

Jun-87 BI

r/n 1846 Sep-90

 

 

 

1288

Jun-87 BI

r/n 1854 Dec-90

 

 

 

1289

Jun-87 BI

r/n 1856 Dec-90

 

 

 

1290

Sep-87 BI

r/n 2255 Oct-89

 

 

 

1291

Jun-87 BI

r/n 1864 Jul-91

 

 

 

1292

Jun-87 BI

r/n 1863 Jun-91

 

 

 

1293

Jun-87 BI

r/n 1866 Oct-91

 

 

 

1294

May-87 BI

r/n 1867 Nov-91

 

 

 

1295

Jun-87 BI

r/n 1865 Oct-91

 

 

 

1296

Jun-87 BI

r/n 2258 Nov-89

 

 

 

1297

Jun-87 BI

r/n 2256 Nov-89

 

 

 

1298

Jun-87 BI

r/n 2259 Nov-89

 

 

 

1299

May-87 BI

r/n 2260 Nov-89

 

 

 

1300

May-87 BI

r/n 2261 Oct-89

 

 

 

 

 

 

 

 

 

1751(1)

21-Oct-89 BI

r/n 1734 Nov-90

 

 

 

1752(1)

14-Oct-89 BI

r/n 1738 Mar-91

 

 

 

1753(1)

4-Oct-89 BI

r/n 1736 c.Jan-91

 

 

 

1754

8-Oct-89 BI

r/n 1735 Jan-91

 

 

 

1755

14-Oct-89 BI

r/n 1737 Jan-91

 

 

 

1756

Nov-89 BI

r/n 1743 Dec-91

 

 

 

1757

30-Sep-89 BI

r/n 1733 Aug-90

 

 

 

1758

Nov-89 BI

r/n 1744 Dec-91

 

 

 

1759

Nov-89 BI

r/n 1739 Aug-91

 

 

 

1760

6-Nov-89 BI

r/n 1748 Mar-92

 

 

 

1761

28-Oct-89 BI

r/n 1749 Apr-92

 

 

 

1762

16-Dec-89 BI

t/n 1740 Sep-91

 

 

 

 

 

 

 

 

 

1701

12-Jul-85 BI

9-Mar-89 RE

4-Nov-99 BI
(loan)

Dec-99 RE

Wdn

1702

28-Aug-85 BI

Wdn

 

 

 

1703

12-Sep-85 BI

Wdn

 

 

 

1704

22-Oct-85 BI

Wdn

 

 

 

1705

9-Nov-85 BI

Wdn

 

 

 

1706

7-Dec-85 BI

Wdn

 

 

 

1707

23-Dec-85 BI

Wdn

 

 

 

1708

21-Jan-86 BI

Wdn

 

 

 

1709

7-Feb-86 BI

Wdn

 

 

 

1710

28-Feb-86 BI

Wdn

 

 

 

1711

26-Mar-86 BI

Wdn

 

 

 

1712

25-Apr-86 BI

Wdn

 

 

 

1713

30-May-86 BI

Wdn

 

 

 

1714

20-Jun-86 BI

Wdn

 

 

 

1715

15-Jul-86 BI

r/n 1901 Jan-93

 

 

 

1716

20-Aug-86 BI

r/n 1902 Feb-93

 

 

 

1717

12-Sep-86 BI

Wdn

 

 

 

1718

3-Oct-86 BI

r/n 1903 c.Apr-93

 

 

 

1719

24-Oct-86 BI

Wdn

 

 

 

1720

21-Nov-86 BI

Wdn

 

 

 

1721

12-Dec-86 BI

Wdn

 

 

 

1722

9-Jan-87 BI

Wdn

 

 

 

1723

12-Feb-87 BI

r/n 1904 c.Sep-93

 

 

 

1724

9-Mar-87 BI

Wdn

 

 

 

1725

27-Mar-87 BI

Wdn

 

 

 

1726

6-May-87 BI

Wdn

 

 

 

1727

4-Jun-87 BI

Wdn

 

 

 

1728

8-Jul-87 BI

r/n 1905 Mar-94

 

 

 

1729

28-Jul-87 BI

r/n 1907 Sep-94

 

 

 

1730

1-Oct-87 BI

r/n 1906 May-94

 

 

 

1731

10-Nov-87 BI

Wdn

 

 

 

1732

5-Jan-88 BI

r/n 1908 Nov-94

 

 

 

1733

15-Oct-90 BI

Wdn

 

 

 

1734

13-Dec-90 BI

Wdn

 

 

 

1735

12-Feb-91 BI

Wdn

 

 

 

1736

22-Feb-91 BI

Wdn

 

 

 

1737

14-Mar-91 BI

Wdn

 

 

 

1738

14-May-91 BI

Wdn

 

 

 

1739

6-Jan-92 BI

Wdn

 

 

 

1740

4-Nov-91 BI

Wdn

 

 

 

1741

8-Nov-91 BI

Wdn

 

 

 

1742

23-Dec-91 BI

14-May-98 RE

4-Nov-99 BI
(loan)

Dec-99 RE

Wdn

1743

28-Jan-92 BI

Wdn

 

 

 

1744

20-Feb-92 BI

Wdn

 

 

 

1745

12-Mar-92 BI

Wdn

 

 

 

1746

24-Apr-92 BI

Wdn

 

 

 

1747

27-Apr-92 BI

Wdn

 

 

 

1748

12-May-92 BI

14-May-98 RE

Wdn

 

 

1749

21-May-92 BI

Wdn

 

 

 

1750

25-Sep-92 BI

Wdn

 

 

 

1751(2)

9-Oct-92 BI

Wdn

 

 

 

1752(2)

10-Nov-92 BI

Wdn

 

 

 

1753(2)

15-Jan-93 BI

Wdn

 

 

 

 

 

 

 

 

 

1800

18-Nov-91 BI

disb Aug-92

 

 

 

1801

11-Apr-86 BI

r/n 2003 May-93

 

 

 

1801

22-Jan-97 BI

Wdn

 

 

 

1802

22-Apr-86 BI

r/n 2262 Dec-89

 

 

 

1802

27-Jan-97 BI

Wdn

 

 

 

1803

12-May-86 BI

Wdn

 

 

 

1804

23-May-86 BI

Wdn

 

 

 

1805

12-Jun-86 BI

Wdn

 

 

 

1806

27-Jun-86 BI

30-Sep-91 RE

Wdn

 

 

1807

25-Jul-86 BI

30-Sep-91 RE

Wdn

 

 

1808

4-Sep-86 BI

8-Jul-91 RE

Wdn

 

 

1809

30-Sep-86 BI

8-Jul-91 RE

Wdn

 

 

1810

3-Nov-86 BI

8-Jul-91 RE

Wdn

 

 

1811

5-Dec-86 BI

8-Jul-91 RE

Wdn

 

 

1812

16-Jan-87 BI

8-Jul-91 RE

Wdn

 

 

1813

13-Feb-87 BI

8-Jul-91 RE

Wdn

 

 

1814

11-Apr-88 BI

13-Jun-88 FR

r/n 1301 Apr-90

 

 

1815

5-May-88 BI

13-Jun-88 FR

r/n 1302 Apr-90

 

 

1816

17-May-88 BI

13-Jun-88 FR

r/n 1303 Apr-90

 

 

1817

27-May-88 BI

13-Jun-88 FR

r/n 1304 Apr-90

 

 

1818

9-Jun-88 FR

r/n 1305 Apr-90

 

 

 

1819

20-Jun-88 FR

14-May-90 EH

r/n 1306 May-90

 

 

1820

4-Jul-88 FR

r/n 1307 May-90

 

 

 

1821

8-Jul-88 FR

14-May-90 EH

r/n 1308 May-90

 

 

1822

19-Jul-88 FR

r/n 1309 4-90

 

 

 

1823

28-Oct-88 FR

14-May-90 EH

r/n 1301 May-90

 

 

1824

11-Nov-88 FR

14-May-90 EH

r/n 1311 May-90

 

 

1825

20-Dec-88 FR

14-May-90 EH

r/n 1312 Jun-90

 

 

1830

23-Dec-91 BI

disb Jan-92

 

 

 

1831

12-May-90 BI

Wdn

 

 

 

1832

24-May-90 BI

Wdn

 

 

 

1833

11-Jun-90 BI

Wdn

 

 

 

1834

29-Jun-90 BI

Wdn

 

 

 

1835

30-Jun-90 BI

Wdn

 

 

 

1836

18-Jul-90 EH

t/n 1320 Jan-92

 

 

 

1837

24-Jul-90 BI

Wdn

 

 

 

1838

16-Aug-90 EH

r/n 1322 c.Mar-92

 

 

 

1839

20-Aug-90 BI

8-Jul-91 RE

Wdn

 

 

1840

29-Aug-90 BI

8-Jul-91 RE

Wdn

 

 

1841

c.Sep-90 BI

8-Jul-91 RE

Wdn

 

 

1842

24-Sep-90 BI

8-Jul-91 RE

Wdn

 

 

1843

3-Oct-90 BI

8-Jul-91 RE

Wdn

 

 

1844

16-Oct-90 EH

r/n 1321 Jan-92

 

 

 

1845

30-Oct-90 BI

Wdn

 

 

 

1846

31-Oct-90 BI

Wdn

 

 

 

1847

21-Nov-90 BI

Wdn

 

 

 

1848

20-Nov-90 BI

Wdn

 

 

 

1849

30-Nov-90 EH

r/n 1318 Jan-92

 

 

 

1850

4-Dec-90 BI

Wdn

 

 

 

1851

19-Dec-90 BI

Wdn

 

 

 

1852

21-Dec-90 EH

r/n 1319 Jan-92

 

 

 

1853

14-Jan-91 BI

Wdn

 

 

 

1854

21-Jan-91 BI

Wdn

 

 

 

1855

30-Jan-91 BI

Wdn

 

 

 

1856

6-Feb-91 BI

Wdn

 

 

 

1857

26-Apr-91 BI

Wdn

 

 

 

1858

30-May-91 BI

Wdn

 

 

 

1859

13-Jun-91 BI

Wdn

 

 

 

1860

28-Jun-91 BI

Wdn

 

 

 

1861

25-Jul-91 BI

Wdn

 

 

 

1862

23-Aug-91 BI

Wdn

 

 

 

1863

2-Sep-91 BI

Wdn

 

 

 

1864

18-Sep-91 BI

Wdn

 

 

 

1865

25-Nov-91 BI

Wdn

 

 

 

1866

18-Dec-91 BI

Wdn

 

 

 

1867

21-Jan-92 BI

Wdn

 

 

 

1868

5-Feb-92 BI

Wdn

 

 

 

1869

26-Feb-92

Wdn

 

 

 

1870

8-Apr-92 EH

May-93 RE

Wdn

 

 

1871

14-Apr-92 EH

May-93 RE

Wdn

 

 

1872

28-May-92 EH

May-93 RE

Wdn

 

 

1873

5-Jun-92 EH

May-93 RE

Wdn

 

 

1874

2-Jul-92 BI

Wdn

 

 

 

1875

5-Jul-92 EH

r/n 2001 May-93

 

 

 

1876

7-Jul-92 EH

May-93 RE

Wdn

 

 

1877

16-Jul-92 RE

Wdn

 

 

 

1878

25-Aug-92 RE

Wdn

 

 

 

1879

3-Sep-92 RE

Wdn

 

 

 

1880

5-Sep-92 EH

29-May-94 FR

Wdn

 

 

1881

2-Oct-92 EH

29-May-94 FR

Wdn

 

 

1882

23-Oct-92 EH

29-May-94 FR

Wdn

 

 

1883

2-Nov-92 EH

29-May-94 FR

r/n 1497 May-05

 

 

1884

17-Nov-92 EH

29-May-94 FR

Wdn

 

 

1885

2-Dec-92 EH

29-May-94 FR

Wdn

 

 

1886

9-Dec-92 EH

29-May-94 FR

Wdn

 

 

1887

23-Dec-92 EH

29-May-94 FR

Wdn

 

 

1888

22-Jan-93 EH

29-May-94 FR

r/n 1498 May-05

 

 

1889

29-Jan-93 EH

29-May-94 FR

Wdn

 

 

1890

13-Feb-93 EH

29-May-94 FR

Wdn

 

 

1891

3-Mar-93 EH

29-May-94 FR

Wdn

 

 


4 CIG
(Greyhound)

1301

Apr-90 FR

14-May-90 EH

29-May-94 FR

Wdn

 

1302

Apr-90 FR

14-May-90 EH

29-May-94 FR

Wdn

 

1303

Apr-90 FR

14-May-90 EH

29-May-94 FR

Wdn

 

1304

Apr-90 FR

14-May-90 EH

29-May-94 FR

Wdn

 

1305

Apr-90 FR

14-May-90 EH

29-May-94 FR

Wdn

 

1306

14-May-90 EH

29-May-94 FR

Wdn

 

 

1307

Apr-90 FR

14-May-90 EH

29-May-94 FR

Wdn

 

1308

14-May-90 EH

29-May-94 FR

Wdn

 

 

1309

Apr-90 FR

14-May-90 EH

29-May-94 FR

Wdn

 

1310

14-May-90 EH

29-May-94 FR

Wdn

 

 

1311

14-May-90 EH

29-May-94 FR

Wdn

 

 

1312

1-Jun-90 EH

29-May-94 FR

Wdn

 

 

1313

24-Mar-90 EH

29-May-94 FR

Wdn

 

 

1314

30-Mar-90 EH

29-May-94 FR

Wdn

 

 

1315

27-Apr-90 EH

29-May-94 FR

Wdn

 

 

1316

19-May-90 EH

29-May-94 FR

Wdn

 

 

1317

12-Nov-90 EH

29-May-94 FR

Wdn

 

 

1318

c.Jan-92 EH

29-May-94 FR

Wdn

 

 

1319

c.Jan-92 EH

29-May-94 FR

Wdn

 

 

1320

c.Jan-92 EH

29-May-94 FR

Wdn

 

 

1321

c.Jan-92 EH

29-May-94 FR

Wdn

 

 

1322

c.Jan-92 EH

29-May-94 FR

Wdn

 

 

 

 

 

 

 

 

1901

15-Apr-93 BI

r/n 2004 May-93

 

 

 

1901

20-Jan-97 BI

Wdn

 

 

 

1902

28-Apr-93 BI

r/n 2002 May-93

 

 

 

1902

24-Jan-97 BI

Wdn

 

 

 

1903

1-Jul-93 BI

Wdn

 

 

 

1904

16-Nov-93 BI

Wdn

 

 

 

1905

31-Mar-94 BI

Wdn

 

 

 

1906

17-May-94 BI

Wdn

 

 

 

1907

7-Jul-94 BI

Wdn

 

 

 

1908

14-Dec-94 BI

Wdn

 

 

 


3 COP

1401

5-Nov-97 BI

Wdn

 

 

 

1402

18-Dec-97 BI

Wdn

 

 

 

1403

23-Dec-97 BI

augmented

 

 

 

1404

29-Jan-98 BI

augmented

 

 

 

1405

24-Nov-97 BI

augmented

 

 

 

1406

26-Nov-97 BI

augmented

 

 

 

1407

8-Dec-97 BI

Wdn

 

 

 

1408

22-Jan-98 BI

Wdn

 

 

 

1409

19-Jan-98 BI

Wdn

 

 

 

1410

9-Feb-98 BI

augmented

 

 

 

1411

16-Feb-98 BI

augmented

 

 

 


4 COP

1403

3-Oct-03 BI

Wdn

 

 

 

1404

11-Jan-04 BI

Wdn

 

 

 

1405

26-Sep-03 BI

Wdn

 

 

 

1406

1-Oct-03 BI

Wdn

 

 

 

1410

15-Oct-03 BI

Wdn

 

 

 

1411

11-Nov-03 BI

Wdn

 

 

 


4 CIG
(Greyhound with CEP TSO)

1392

12-Jul-99 FR

Wdn

 

 

 

1393

26-Jul-99 FR

Wdn

 

 

 

1394

16-Aug-99 FR

r/n 1499 Oct-04

 

 

 

1395

c.7-Sep-99 FR

Wdn

 

 

 

1396

20-Sep-99 FR

Wdn

 

 

 

1397

23-Sep-99 FR

Wdn

 

 

 

1398

c.11-Sep-99 FR

Wdn

 

 

 

1399

c.11-Sep-99 FR

Wdn

 

 

 


3 CIG

1497

12-May-05 BM

Wdn

 

 

 

1498

12-May-05 BM

Wdn

 

 

 

1499

14-Dec-04 BM

Wdn

 

 

 

 

 

TOPS two-digit Depot Codes

BI

Brighton (prev. BTON)

BM

Bournemouth (prev. BOMO)

EH

Eastleigh (prev. ELGH)

FR

Fratton (prev. FTON)

RE

Ramsgate (prev. RMGT)

WD

Wimbledon (prev. WDON)

 

 

Unit no. 1704 arrived at Caerwent on Monday 14th March 2005 with DTC no.76038 being cut-up on Friday 1st April 2005.

© John Hall

 

 

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

 

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ALL TEXT AND PHOTOGRAPHS ARE COPYRIGHT

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[1]  =         4 VEP DTC, Code FB-8B.

[2]  =         First class seating restored.