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© BloodandCustard

British Rail Southern Region

4 CIG & 4 BIG
(Units nos.7301 - 7336 & 7031 - 7048)

 

With the Crystal Palace and Beulah Hill transmitters just visible along with the Drum & Monkey public house on Gloucester Road, unit no.7316 leads at Windmill Bridge Jct. on 5th March 1979. Formerly the Gloucester Arms, like so many others the public house has succumbed to closure; new-build flats alongside now hide the derelict building.

© John Atkinson

 

New Brighton Line Stock
(Phase 1 units)

By the early nineteen-sixties, the original express units built for the Brighton, Worthing and Eastbourne electrification schemes were approaching thirty years of age and a decision on their replacement was taken  This resulted in an order being placed on 9th August 1963 for fifty-four 4-car units to a new design, eighteen of which included a buffet car.

Accordingly, new stock for eighteen 12-car trains would replace the surviving thirty-nine 6 PUL & 6 PAN units, though the three 5 BEL units were not being replaced at this stage. These new units were classified as 4 CIG, (Corridor IG Brighton) the “IG” part of the classification coming from the LBSCR telegraphic code for Brighton which had been “IG”. Those units including buffet cars were 4 BIG; all these units appeared as 4 CIG nos.7301 - 7336 and 4 BIG nos.7031 - 7048.

A major change to previous practice was the construction of these units at York Carriage Works, carriage building at Eastleigh having ceased in 1963 after the construction of the 3H ‘Berkshire’ units and final batches of 4 CEP and 2 HAP units. Also different was the concentration of traction power into a single motor coach with both bogies motored, situated intermediately within the unit, this arrangement becoming known as the ‘1963 stock’ design. Electrically this was similar to the earlier ‘1951’ & ‘1957’ equipment but updated. The motors, again the EE507 type, were permanently wired in parallel on each motor bogie but the two pairs on each motor coach could be coupled in series or parallel and diodes replaced various relays throughout the units.

These units could work in multiple with all ‘1951’ & ‘1957’ stock, also suitably equipped diesel and electro‑diesel locomotives, including provision for control of the locomotive from the unit.

The first units started to be built in October 1964 and continued until January 1966, entering service from March 1965 until August 1966 with the buffet units all coming later due to slower delivery of the buffet cars. The first units were delivered to the Southern Region late in 1964 and the first 4 CIG units entered service on 29th March 1965; initially running with 4 BEP units until the 4 BIG units were delivered, the first of these entering service in September.

Their Liveries and Allocations are covered in this history.

Unit Construction

As with the 4 CEP and 4 BEP units, all vehicles were constructed on standard 63' 5" underframes, were 64' 6" long over bodywork and fitted with buckeye couplers throughout. Units were mounted on a new type of trailer bogie, the BR B5 (S). However, the motor bogies were of the Mk 4 type (as used on various earlier units). EE507 motors rated at 250hp were fitted to all four axles of the motor coaches, the shoegear being located on the outermost bogie of each driving trailer (there being none on the motor coach itself). An 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