Ballast holelyBR British Rail Crimson
& Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard
Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson
Cream Blood & Custard Blood Custard Blood and Custard BR British Rail
Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood
Custard Blood and Custard
British Rail Southern Region
4
VEP
(Nos.7701-7894)
Unit
no. 7836 in the snow at Gillingham in January 1987 © Andy Veitch |
The Bournemouth electrification scheme authorised in September 1964 required the construction of new
rolling stock, that for the fast and semi-fast services being of a novel type
incorporating push‑pull operation, and these were the Bournemouth ‘1966
stock’ known as 4 REP (powered) and 3 TC /4 TC (trailer) units,
most vehicles for these units being converted from Mark 1 loco‑hauled
coaches.
However, the stopping services on the
newly electrified lines (none of which proceeded beyond the end of electrified
lines at Branksome) required a more conventional type of unit; this being based
on the successful ‘1963 stock’ design of 4 CIG and 4 BIG units
recently introduced on the Brighton line.
To be known as 4 VEP (4-car Vestibule Electro
Pneumatic), twenty units of a
new type were ordered (along with the 4 REP /4TC stock) on 30th
April 1965 for the commencement of the new services from July 1967. These also
being referred to as ‘1963 stock’ with the principal difference between
them and the earlier 4 CIG /4 BIG type being higher density 3+2
seating layout including side doors to each seating bay and the first-class
compartments (the latter being located at the inner end of each driving
trailer) whilst a larger luggage van was also provided.
Unit no.7705 at Eastleigh © AR Cowdrey |
Units nos.7701 to 7720
(First Batch)
The 4 VEP units were newly constructed,
to the ‘1963 stock’ layout with a Driving Trailer Composite (DTC) at each
end flanking a Motor Brake Second (MBS) and Trailer Second (TS) with
construction split between York (driving trailers) and Derby (centre vehicles); this being done to speed construction as
York works were busy undertaking the conversion work on Mark 1 coaches for
the REP and TC units as well.
Unit no.7701 was released from Derby to
Stewarts Lane on 18th March 1967 with these units starting to
appear on tests from April 1967. With the exception of the last, all were
delivered in time for the inauguration of the new Bournemouth service on 10th July
1967, the units being numbered 7701 to 7720 and painted in all‑blue
livery with small yellow panels on the cab ends, matching the 4 REP /4TC fleet.
The first units went into traffic,
running with 2 HAP units from 8th May 1967, units nos.7702
/7705 & 7706 being in use. Units from this (and the
second batch) had underframe lifting lugs low down near each end of the car;
these lugs projected up into the lower bodysides.
Hauled by 73 126, unit no.7755 enters
Redhill on 26th January 1979. © John Akinson |
Units nos.7721 to 7755
(Second Batch)
However, before any of the first batch had
entered service further thirty-five units (nos.7721 ‑ 7755)
were ordered on 21st October 1966 to replace the 4 LAV units on
the Brighton line. This and all subsequent batches being entirely constructed
at York and delivered as a continuation on from the first batch, entering
service from October 1967 through until July 1968. This second batch
were finished in blue livery but with full yellow cab ends. There were minor
electrical differences between the motorcoaches of these first two batches.
Though ordered as 4 LAV
replacements, not all were delivered to the Brighton line with some entering
service on the South Western Division and one (unit no.7739) never entering
service at all in its intended formation due to one DTC being used for cab signalling tests and other of its vehicles being used (along
with disbanded units nos.7741 /7742) to form a temporary 8 VAB buffet
unit; this being due to problems with 4 REP availability.
Like
the first batch of units, this second batch had underframe lifting lugs low
down near each end which projected up into the lower bodysides. However, these
lugs were not provided on all subsequent batches of 4 VEP units.
Units nos.7756 to 7815
(Third Batch)
A third batch of fifty
4 VEP units were ordered on 12th January 1968 and numbered
7756 ‑ 7805, these being delivered from February 1969
through to January 1970. These were almost identical to the second batch
of units although apart from the first five, there was another minor electrical
change to the motor coaches. This batch was subsequently increased by a further
ten units ordered 23rd June 1969 (numbered 7806 ‑ 7815).
Introduction of these units
enabled a start to be made on the withdrawal of the 2 BIL and 2 HAL
units, the new units working on both the South Western and Central
divisions. The final ten units followed immediately from the previous batch of fifty,
being delivered between February and April 1970 with one unit (no.7808)
finished in blue /grey livery as an experiment. Once again these had a minor
electrical change to the motorcoaches from the previous batch.
Units nos.7816 to 7853
(Fourth Batch)
Two further large batches of units were
subsequently built, the first was of thirty-eight units ordered 14th
October 1969 (numbered 7816 ‑ 7853); this forth batch entered
service painted in blue /grey livery with full-yellow ends; there were further
minor electrical differences compared to the previous three batches. These
fourth and fifth batches of units being delivered in one series from
May 1972 until June 1974.
Units nos.7854 to 7894
(Fifth Batch)
The fourth batch of 4 VEP units was
quickly followed by a further forty-one further units ordered 22nd
March 1972 (numbered 7854 ‑ 7894). Like the fourth batch, this
fifth batch entered service painted in blue/grey with further minor electrical
differences. However, this fifth and last batch were fitted from new with
handbrake micro switches.
Unit no.7713 approaching Farnborough on
Saturday 5th August 1967. ©BloodandCustard |
Initial Deployment
The first batch of units went to the
South Western Division (SWD), most the second batch to the Central Division
(CD) with the third batch split between the SWD & CD. Some of the fourth
and many of the fifth batch of units were delivered to the South Eastern
Division (SED), the first of these going into service on the SED from 7th May
1973 displacing 2 HAP units; some of these 2 HAP units being downgraded to
2 SAP configuration and used to replace some of the oldest 4 SUB
units in the suburban area.
Operating throughout the Southern
Region, the delivery of these one-hundred & ninety-four units (along with
the later batches of 4 CIG units) enabled the complete replacement of the
4 LAV, 2 BIL, 2 HAL, 4 COR, 4 BUF, 4 GRI and
6 COR units and a start on 4 SUB replacement to be made.
Allocations
Though actual units were moved between
depots fairly freely, the amount allocated to a particular depot remained
fairly constant, though there was some exchanging of 4 CIG and 4 VEP
units between Fratton and Wimbledon Park. However, Fratton Depot closed to EMU
maintenance in May 1990 and its allocation (along with that from Bournemouth
Depot) was transferred to Eastleigh Works where the former DEMU depot was used.
From January 1991 Eastleigh concentrated on 4 CIG and 4 BEP units and
the 4 VEPs moved again to Wimbledon Park Depot.
Livery Details
Units up to no.7815 had a
raised aluminium BR logo fitted to each
cabside, these being removed at first repaint and replaced by the more usual
transfer placed lower down on the cabside. The first twenty units all received
full-yellow ends with all-blue livery at this stage, the last to run with a
small yellow warning panel being unit no.7711 repainted in November 1970.
Passenger sidelight (window)
frames were unpainted when new, a few were overpainted blue and all later grey
during subsequent repaints, the first unit to be painted into blue /grey being
unit no.7743 in January 1971 and the last all‑blue unit (no.7740) being
repainted blue /grey in December 1972.
Interior of 4 VEP MBS with 2+3 seating
and ‘Bournemouth Blue’ moquette; its vertical beading shewing each individual
seat. The electric heater grills are visible
beneath the seats; behind these there was an aperture between each pair of
sets for luggage although these quickly became filthy rubbish-traps. Arm-rests were only provided adjacent to
the gangway with the upper ends of the seats padded for passengers standing. Rising from the seat backs, the
luggage-rack supports can be seen (above each seat, the racks are not visible
here). With the aluminium curtain holdbacks clearly visible, the orange curtains could be
pulled forwards towards each droplight. Note the wear & fading of the
curtain; these became badly soiled from condensation off the sliding
vent-lights. Just visible are the vertical aluminium
door-jamb finger-guards; these first being fitted to the 3D fleet. © late Alan Hawes |
Moquette
Seating moquette in all units as
delivered was to the blue check pattern which became known as
‘Bournemouth Blue’ as it first appeared on the first batch of twenty
4 VEP units along with the 4 REP /4TC stock built for the Bournemouth
electrification.
A few of the first twenty units were
re-upholstered with the older style ‘Trojan’ grey seating due to a shortage of
blue during their first C1 overhauls. Later, units began to receive NSE ‘Stripy‑Blue’
seating and all were eventually fitted with NSE ‘Blue-Blaze’ seating material.
AWS
Units were all built with AWS equipment
fitted, those on SWD having this made operational from mid‑1975, those
allocated to CD and SED having this equipment isolated out of use until about
August 1981. All units were equipped with a headlight mounted low down in the
nose-end gangway door from about 1991, all being done by the end of 1992.
Electrical Equipment
Electrical equipment was similar to that
of the 4 CIG and 4 BIG units, though units had conventional
handbrakes in each cab and not the electric parking brakes fitted to the early
Brighton line 4 CIG /4 BIG stock.
Trailer vehicles were mounted on
B5 (S) bogies, the springing on the trailer bogies differing slightly from
the similar bogies fitted to 4 CIG /4 BIG stock as expected passenger
loads would be greater with the high-density seating layout.
Motor bogies being to the new
Mark 6 type. Motorcoaches carried similar equipment as those on the
4 CIG /4 BIG units and four EE507 motors were again fitted although
there were minor differences to the 4 CIG /4 BIG version.
Maintenance
Units were allocated to Bournemouth
(BOMO), Brighton (BTON), Wimbledon Park (WDON) and Ramsgate
(RMGT) depots for routine maintenance, though later Fratton
(FTON) and Eastleigh (ELGH) both gained allocations as well.
Heavy overhauls were carried out at
Eastleigh and bogie exchanges and electrical overhauls at Ashford Chart Leacon. Some repainting of units and other unprogrammed
maintenance also took place at Selhurst and collision repairs at
Slade Green when necessary.
Bearing defects (which also affected
some 4 CIG units) led to several units being stored out of use, often for
some months, between mid‑1974 and the end of the year.
Sidelights
As delivered, units had sliding
ventilator lights fitted above each large sidelight, but these tended to leak
and become stiff to operate and all were eventually sealed closed, each door
still having an opening droplight for ventilation.
Units had orange curtains fitted from
new, hanging halfway along each large sidelight, these tended to become discoloured by contact with leaking sliding vent lights and were
removed from units from 1978, though curtains were retained in first class
compartments.
8 VAB unit
Three units (nos.7739 /7741 & 7742)
were disbanded when new to allow the formation of 8 VAB unit no.8001.
Classified as TOPS class 480, this unit consisting of blue liveried four
DTC and three MBS cars along with a modified loco‑hauled blue-grey
liveried RMB vehicle, this leaving several vehicles spare.
Unit no.8001 had the three motorcoaches
to maintain the faster 4 REP schedules as it was used on Bournemouth line
semi‑fast services. However, it could be divided into five and three-car
portions and occasionally operating as such. It could also run in multiple with
other 4 VEP units, although not with 4TC stock as it was unable to supply
heating and lighting current to the 4TC units.
The 8 VAB lasted in service from 1967 to
1975 when units nos.7741 & 7742 were reformed. Damage to other units meant
that unit no.7739 could not be reformed as some of the spare vehicles had
already been used as accident replacements. Accordingly, unit no.7739 never ran
in its intended formation.
4 VEG units
Heavy luggage traffic on units used
between Victoria & Gatwick Airport led to unit 7755 being experimentally
modified in May 1973 with a number of seating units removed and replaced
with luggage racks. This was judged a success and in 1978 twelve units (nos.7788 – 7799)
were modified albeit in a different style from 7755 (which reverted to normal).
These were reclassified as 4 VEG
units (Class 427) and renumbered 7901 ‑ 7912.
Eventially these were replaced on
Gatwick services by cascaded Mark 2 loco‑hauled stock worked push‑pull
by Class 73 EDL locomotives and a converted former 2 HAP MBS rebuilt
as a luggage van (GLV) during 1984 and the 4 VEG units resumed their
former identities once again.
Network SouthEast
The first unit (no.7850) to be painted
into the new Network SouthEast livery appeared in July 1986 and all units
were progressively done over the next three years or so, the last unit in blue /grey
livery (no.3002) being painted in NSE colours during February 1990.
TOPS
Units became Class 432 under the BR computerised TOPS numbering system in 1972 though initially no
renumbering took place, and this code was revised to Class 423 by 1975.
As part of the TOPS classification units
were renumbered from June 1987 as nos.3001 – 3194. Although their
full numbers were 423 001 to 423 194 though only the last four digits
were displayed on cab ends (3001 – 3194).
However, this renumbering took over a
year to complete with the last unit to run with its original number (no. 7827)
being renumbered from 16th September 1988.
Facelifting
Like the 4 CEP and 4 CIG
fleets, it was felt necessary to improve the interior of units with the
provision of fluorescent lighting and fitting a P.A. system so units started to
be facelifted from early 1988.
Some ( but not all) units had their
generous luggage space reduced during this facelift with a new eighteen-seat
saloon fitted into part of the former luggage area; these units being
renumbered at works in a new series upwards from no.3401 /3421 in order of out-shopping.
As the first twenty units had originally
had some blue asbestos insulation in the floors of the York-built vehicles,
these units were kept grouped together as 3401 – 3420 with the others
becoming mixed‑up in former number order.
Additional Seating
The modification work on the brakevans
of motorcoaches meant these vehicles were out of traffic for longer than the
trailers so a float system was created. Units having the brakevan modification
usually emerged with a different MBS to that with which they entered.
However, some units were facelifted
without this modification and were not renumbered; these units being further
modified during their next works overhaul when again the MBS was usually
exchanged.
First-class
The amount of first-class accommodation
was also reduced, initially on units allocated to the SED with one compartment
(adjacent to the second-class saloon) being downgraded. However, later
downgradings were of the compartment at the end of the coach adjacent to the
toilet with and the first-version units subsequently modified to the later
pattern during works overhauls. Here the seating was rebuilt so each downgraded
compartment seated eight instead of the six previously.
During 1993, units on the SED started to
have a further compartment also downgraded (this being the one adjacent to the
earlier one) leaving two first-class compartments towards the centre of the
coach in vehicles so modified. However, these downgraded compartments did not
have the seating rebuilt and still seated six rather than eight; all later
reverted to first class.
Oxted Tunnel
During the electrification of the East
Grinstead line clearance problems were identified at the north-end of Oxted
tunnel. A scheme to increase line speed had been proposed and this would
improve the existing clearances. However, Her Majesty’s Railway Inspectorate
saw electrification as major works to the route and required these clearances
to be improved to meet current ‘blue-book’ standards.
Various schemes were considered
including the huge expense of slab-tracking throughout the tunnel or even
singling (this was ruled out as being operationally impracticable).
So, from May 1989 a restriction was
imposed on all passenger trains working through this tunnel. This resulted in
all 4 VEP units allocated to Brighton having their droplights restricted to
open only about four inches else having window bars fitted across those doors
with no interior doorhandles. Those diesel units operating services through to
Oxted were similarly equipped with stock such as 4 CIG units being prohibited
from the route (these were eventually equipped with window bars during the summer of 2003 following a fatality at Clayton Tunnel
on Saturday 26th October 2002).
A further restriction was the
communicating doors between units were to be locked out of use by the guard
when passing through Oxted Tunnel; this was to prevent access to the droplights
in the driving cab vestibules.
This restriction then reduced the amount
of inter‑divisional transfers of units between the former Southern Region
divisions, and complaints about excessive temperatures in hot weather saw a
programme started to further modify Central Division (CD) units with alternate
windows opening fully and fitted with window bars. Besides aiding ventilation
passenger would be able to see there was a difference in doors lest they
struggled to squeeze the internal door handle.
LOT Numbers
The following table shows
details of LOT numbers for the 4 VEP vehicles, the date of order and their
SR electrical codes, diagram numbers and later BR code allocated in the late
1970's which replaced the diagram numbers.
Vehicle |
Unit |
LOT |
Date |
Vehicle |
Diag. |
SR |
BR |
62121-62140 |
7701-7720 |
30760 |
30-Apr-65 |
MBS |
880 |
EB |
ED2.61.0A |
62182-62216 |
7721-7755 |
30773 |
21-Oct-66 |
MBS |
880 |
EB-1A |
ED2.61.1A |
62217-62221 |
7756-7760 |
30794 |
12-Jan-68 |
MBS |
881 |
EB-1A |
ED2.61.1B |
62222-62266 |
7761-7805 |
30794 |
12-Jan-68 |
MBS |
881 |
EB-2A |
ED2.61.2B |
62267 |
7806 |
30794 |
12-Jan-68 |
MBS |
881 |
EB-2A |
ED2.61.2B |
62268-62276 |
7807-7815 |
30800 |
23-Jun-69 |
MBS |
881 |
EB-3A |
ED2.61.3B |
62317-62354 |
7816-7853 |
30813 |
14-Oct-69 |
MBS |
881 |
EB-4A |
ED2.61.4B |
62435-62475 |
7854-7894 |
30851 |
22-Mar-72 |
MBS |
881 |
EB-6A |
ED2.61.6B |
70781-70800 |
7701-7720 |
30759 |
30-Apr-65 |
TS |
474 |
BQ |
EH2.76.0A |
70872-70906 |
7721-7755 |
30772 |
21-Oct-66 |
TS |
474 |
BQ |
EH2.76.0A |
70907-70956 |
7756-7805 |
30793 |
12-Jan-68 |
TS |
474 |
BQ |
EH2.76.0B |
70957-70966 |
7806-7815 |
30801 |
23-Jun-69 |
TS |
474 |
BQ |
EH2.76.0B |
70997-71034 |
7816-7853 |
30812 |
14-Oct-69 |
TS |
474 |
BQ |
EH2.76.0B |
71115-71155 |
7854-7894 |
30852 |
22-Mar-72 |
TS |
474 |
BQ |
EH2.76.0B |
76230-76269 |
7701-7720 |
30758 |
30-Apr-65 |
DTC |
458 |
FB |
EE3.65.0A |
76333-76402 |
7721-7755 |
30771 |
21-Oct-65 |
DTC |
458 |
FB |
EE3.65.0A |
76441-76540 |
7756-7805 |
30792 |
12-Jan-68 |
DTC |
459 |
FB |
EE3.65.-B |
76541-76560 |
7806-7815 |
30799 |
23-Jun-69 |
DTC |
459 |
FB |
EE3.65-B |
76641-76716 |
7816-7853 |
30811 |
14-Oct-69 |
DTC |
459 |
FB-1A |
EE3.65.1B |
76861-76942 |
7854-7894 |
30853 |
22-Mar-72 |
DTC |
459 |
FB-2A |
EE3.65.2B |
Note: BR codes subsequently
altered to take account of various modifications such as doorlocks and AWS
fitment (two different types), window sealing etc. |
Unit Description
All 4 VEP vehicles were built to
Mark 1 standards with an all‑steel body being mounted on a standard
63' 6" underframe, vehicles being 64' 6" long over bodywork
and 9' 3" wide over commode handles. Trailer coaches were mounted on
BR 5 (S) bogies, motorcoaches on Mk 6 bogies.
Each 4 VEP unit seated forty-eight
first-class and two-hundred & thirty-two second-class. They weighed
149 tons and were 265' 8½" long. Shoegear was fitted to the two
outermost bogies beneath the driver’s cabs, there being none on motorcoaches.
Passenger access doors at each seating
bay were all fitted with doorlocks with an inside catch handle, except those in
the corridor section of the DTC vehicles. Windows were fitted from the outside
and had an external frame as a result.
‘BOMO’-allocated unit no.7719 unusually
at Redhill in 1970. Note the orange curtains hanging down
the middle of the passenger sidelights; these could be pulled forward towards
the doors (in either direction) from each of the passenger seat backs (which
were centrally positioned in the sidelight). In other words, the 4 VEP units had one
large sidelight (with sliding vents) between each pair of doors compared to
two smaller quarter lights on EPB /HAP stock etc. The sliding vents were
later fixed in the closed position. © Peter Winchester |
Driving Trailer Composite (DTC)
Each unit had two identical Driving
Trailer Composite (DTC) coaches, one each end, these having the standard ‘1963 stock’
style cab fitted at the outer end, as in 4 CIG /4 BIG and 4 REP
/4TC units. Behind the driver's entrance vestibule was a four-bay saloon with
side doors to each seating bay. Seating was arranged five‑a‑side
with an off-centre gangway dividing seating units into three and two-aside
units.
At the cab vestibule end two sets of two‑aside
seats were fitted each side of the communicating door, whilst at the other end
of the saloon a four-seat unit was fitted against the partition which formed
the inner wall of the first-class compartments. Free standing seating units
were all fitted with an overhead luggage rack, the only cantrail level racks
being those above the seats mounted against the end partitions of the saloon.
A swing door divided this saloon from a
side corridor that led along the remaining length of the coach past the four
first-class compartments, this corridor being to the nearside when the cab was
leading and the off-centre gangway was also offset to this side.
The open saloon seated thirty-eight
second-class whilst each first-class compartment seated six giving a total of
twenty-four first-class.
Each first-class compartment had an
access door whilst there were two access doors on the corridor side, one
opposite the second compartment from the saloon end, the other opposite the
lavatory at the extreme inner end of the car.
At the inner end of the car was a
lavatory, located on the offside. The corridor kinked round the lavatory to
gain access to the central gangway into the next care; a sliding door was
fitted here to close across this gangway.
This care was 64' 6" long and
weighed 34 tons, was to diagram number 458 (units up to 7755) and 459 (all
subsequent units).
Trailer Second (TS)
The Trailer Second (TS) was one long
ten-bay saloon with similar seating arrangements to those of the saloon in the
DTC vehicles and total seating was ninety-eight second-class. Each seating bay
again had side door access and the offset gangway was to the nearside when this
vehicle was the second coach in direction of travel.
Again, the vehicle was 64' 6"
long and weighed 31 tons and was to diagram number 474. Swing doors were
fitted at each end of the saloon to close across the gangway to adjacent
vehicles.
Motor Brake Second (MBS)
The Motor Brake Second (MBS) comprised a
six-bay open saloon seating fifty-eight; this was identical in layout and
fittings to those in the other coaches of the unit.
The remainder of the motorcoach was
occupied by a guard’s compartment, adjacent to the saloon and towards the
centre of the vehicle, and a generous 26' 0½" luggage area at the
other end of the coach.
A side corridor passed alongside the
guard's compartment and luggage area, sliding doors (two in the wire mesh
screen of the luggage area) and a further sliding door one for the guard's
compartment. An inwards opening door was fitted each side by the guard's area,
that on the corridor side blocking the gangway when open. Two pairs of outwards
opening double doors were fitted along the luggage area and again the corridor
kinked round at the coach end to line up with the centre gangway into the
adjacent TS vehicle. This motorcoach was marshalled with the luggage end at the
centre of the unit against the TS.
Electrical equipment fitted to this
coach was similar to those of the 4 CIG /4 BIG unit motorcoaches with the
usual EE507 250hp motors, MG set, two DH25 compressors and emergency batteries
all being mounted below underframe level. As a result, this coach weighed
48 tons. It was to diagram number 880 (units up to 7755) and 881 (all
subsequent units). The offset passenger gangway in the saloon was to the
nearside when this coach was second in direction of travel.
Units Nos.7701 - 7720
This first batch of twenty 4 VEP
units were those ordered specifically for the stopping services on the newly
electrified Bournemouth line in 1967 and were to LOT numbers 30758 (DTC), 30759
(TS) and 30760 (MBS). This batch were the only ones not built entirely at York
works, the MBS and TS vehicles being constructed at Derby. They were finished
in all‑over blue livery and were the only units delivered without full
yellow cab ends, these being blue with white unit numbers and a yellow warning
panel on the cab nose end door.
Newly built driving trailers were moved
from York to Derby to be formed-up into units there prior to delivery to the
Southern Region for commissioning at
Stewarts Lane? Unit no.7704 was one of the first delivered, being noted at
Clapham Junction on 5th April 1967, whilst unit no.7701
was displayed at Waterloo on 10th April 1967.
A few units were loaned to the
Central Division at Brighton in October /November 1967 for driver training
and used in traffic, with units nos.7704 /7712 & 7715 (at least) being
involved.
All units were repainted once in
all-blue livery, gaining full yellow ends and losing their cast aluminium BR
double‑arrow symbols; unit no.7707 being the first so treated in
May 1969 with unit no.7711 the last in November 1970. All units then
received blue /grey livery at their subsequent repaints in 1971 /1972.
The motorcoaches had a facility enabling
one motor bogie to be isolated in the event of a motor fault, this was not
possible with later units and was subsequently removed from these units in a
modification programme at Selhurst during 1975.
Units nos.7706 /7708‑12 /7716
& 7719 were reupholstered with grey ‘Trojan’ moquette during their first C1
overhauls between May 1973 and February 1974 due to a shortage of the
usual ‘Bournemouth Blue’ material. However, all reverted to normal
moquette at their next overhauls. Unit no.7706 was misformed when overhauled
and its TS vehicle was not reupholstered.
The AWS equipment on these units was
brought into use during 1975.
The presence of blue asbestos insulation
in the floors of the York built DTC vehicles meant that vehicles from this
batch have nearly all been kept together in the lowest numbered batch of units
during subsequent facelifts, though there have been a few exceptions to this.
These vehicles were allocated design
codes from new, these being the basic codes for all subsequent units with
additional suffixes to denote electrical changes in later vehicles.
Release dates of driving
trailers from York Carriage works were as follows:
7701 |
7702 |
7703 |
7704 |
7705 |
7706 |
7707 |
7708 |
7709 |
7710 |
7711 |
7712 |
7713 |
7714 |
7715 |
7716 |
7717 |
7718 |
7719 |
7720 |
Release dates of units from
Derby works were as follows:
7701 |
7702 |
7703 |
7704 |
7705 |
7706 |
7707 |
7708 |
7709 |
7710 |
7711 |
7712 |
7713 |
7714 |
7715 |
7716 |
7717 |
7718 |
7719 |
7720 |
The following table shows
unit formations, the date into service below the unit number and the new number
allocated during renumbering of the 4 VEP fleet from June 1987.
Unit No. |
DTC |
MBS |
TS |
DTC |
New No. |
Date |
Diag. No. |
458 |
880 |
474 |
458 |
|
|
Code |
FB |
EB |
BQ |
FB |
|
|
7701 |
|
62121 |
70781 |
|
3001 |
10-Sep-87 |
7702 |
|
62122 |
70782 |
|
3002 |
Jun-87 |
7703 |
|
62123 |
70783 |
|
3003 |
Jun-87 |
7704 |
|
62124 |
70784 |
|
3004 |
Jun-87 |
7705 |
|
|
70785 |
|
3005 |
Sep-87 |
7706 |
|
62126 |
|
|
3006 |
5-Oct-87 |
7707 |
|
|
70787 |
|
3007 |
Sep-87 |
7708 |
|
70788 |
|
3008 |
Jun-87 |
|
7709 |
|
62129 |
70789 |
|
3009 |
Jun-87 |
7710 |
|
62130 |
|
|
3010 |
Sep-87 |
7711 |
76251 |
62131 |
70791 |
76250 |
3011 |
May-87 |
7712 |
|
62132 |
70792 |
|
3012 |
Aug-87 |
7713 |
76255 |
62133 |
70793 |
76254 |
3013 |
May-87 |
7714 |
76257 |
70794 |
|
3014 |
Aug-87 |
|
7715 |
76259 |
62135 |
70795 |
76258 |
3015 |
Dec-87 |
7716 |
|
62136 |
70796 |
|
3016 |
Jun-87 |
7717 |
|
62137 |
70797 |
|
3017 |
Aug-87 |
7718 |
76265 |
|
|
|
3018 |
Jun-87 |
7719 |
|
62139 |
70799 |
|
3019 |
4-Jun-87 |
7720 |
|
62140 |
70800 |
|
3020 |
30-Jun-87 |
Note: * ‘Float DTC’ |
Individual Unit Notes
During 1986 and 1987, this batch of
units were subject to reforms during a programme to remove the blue asbestos
contamination in the floors of the DTC vehicles. A float of two spare DTC cars
were used (vehicles 76340 and 76690) these being formed into units whilst their
own DTC cars were asbestos stripped at Eastleigh, the reformed unit then
proceeding to works where it was reformed back to original.
The MBS and TS vehicles were then also
overhauled to match their DTC cars with the two float DTC cars being
transferred to the next unit for treatment.
As a result, several units ended up with
their DTC cars marshalled at the opposite ends. Footnotes for these two
vehicles are not shown in the preceding tables, 76340 having the standard FB
code, 76690 being FB‑1A and diagram 459. However, both are marked with a
* symbol.
Unit |
|
7701 |
MBS 62121 suffered an
electrical fire at Surbiton 1-Aug-81 and temporarily replaced by 62197
(ex. spare) until Sep-81. DTC 76231 to
Eastleigh for asbestos strip 15-May-87 and replaced by 4 CIG
DTC 76740 (ex.7390) .In this form unit seated forty-two first and
two-hundred & thirty second. Unit returned to Eastleigh
for further reform 1-Jun-87 and 76230 also taken for asbestos strip. 76740 to
unit no.7706 and both DTC cars replaced by usual ‘Float’ DTC cars 76340 &
76690 (ex.7710). Reformed to normal in Eastleigh works 26-Jun-87 and ‘Float’
DTC cars to unit no.7706. Unit released 10-Sep-87 as no.3001. |
7702 |
Both DTC cars to Eastleigh
for asbestos strip 5-May-86 and replaced by ‘Float’ DTC cars 76340 (ex.7724)
& 76690 (ex.7700). Reformed to normal in Eastleigh works 12-Jun-86 and
‘Float’ DTC cars to unit no.7703. |
7703 |
New unit visited Eastleigh
works between 22-May-67 and 31-May-67 during commissioning. Unit slightly damaged in
sidelong collision with 4 EPB unit no.5118 at Wimbledon Park 10-Jan-83. DTC 76234 and
MBS 62123 both damaged 26-Jan-85 at Micheldever (probably in
sidescrape incident with passing freight train) and both to Slade Green
for body repairs. MBS 62123 released 14-Mar-85 and moved to Fratton
19-Mar-85 and unit temporarily reformed with 4 CIG DTC 76804 (ex.
damaged 7383) from 6-Jun-85. In this form unit seated forty-eight first and
two-hundred & twenty-two second. DTC 76234 released
from Slade Green 30-Sep-85 and unit reverted to normal formation. Both DTC cars to Eastleigh
for asbestos strip 9-Jun-86 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7702). Reformed to normal in Eastleigh works 15-Jul-86 and ‘Float’
DTC cars to unit no.7704. |
7704 |
Both DTC cars to Eastleigh
for asbestos strip 15-Jul-86 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7703). Reformed to normal in Eastleigh works 26-Aug-86 and ‘Float’
DTC cars to unit no.7707. |
7705 |
MBS 62125 defective
during Nov-80 and temporarily replaced by 62200 (ex. spare). Both DTC cars to Eastleigh
for asbestos strip 23-Sep-86 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7707). Reformed to normal in Eastleigh works 28-Oct-86 and ‘Float’
DTC cars to unit no.7717. |
7706 |
Unit ran with
TS 70875 (ex. spare) replacing 70786 stored at Stewarts Lane in Jan‑72
and from Jul-72 until c.Jan‑76 in connection with ‘H frame’ bogie
trials. Unit reupholstered with grey ‘Trojan’ moquette in January 1974
(during this period). Unit to Eastleigh 9-Dec-75
for C3 overhaul but TS 70875 not overhauled, unit released 19-Jan-76.
When unit reverted to normal formation c.Jan‑76 TS 70786 retained
‘Bournemouth Blue’ seating moquette. TS 70875 was stored
at Chart Leacon then moved to Eastleigh (between TLV vehicles 68202 &
68205) and was given a C3 overhaul there between 22-Nov-76 and 3-Dec-76. Unit derailed at Farnham
Shed 12-Dec-77 with DTC 76240 damaged and to unit no.7833; DTC replaced
by 76675 (ex.7833). Unit reverted to original Feb-78. DTC 76241 to
Eastleigh for asbestos strip 4-Jun-87 and replaced by 4 CIG
DTC 76740 (ex.7701). In this form unit seated forty-two first and
two-hundred & thirty second. Unit returned to Eastleigh
for further reform 29-Jun-87 and 76240 taken for asbestos strip and 76740
returned to 7390. Both replaced by usual ‘Float’ DTC cars 76340 & 76690
(ex.7701). Reformed to normal in Eastleigh works 18-Aug-87 and ‘Float’ DTC cars
to unit no.7709. Unit released 5-Oct-87 as no.3006. |
7707 |
Due to electrical defects,
MBS 62127 temporarily replaced by 62200 (ex. spare) Jun-76. Both DTC cars to Eastleigh
for asbestos strip 26-Aug-86 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7704). Reformed to normal in Eastleigh works 23-Sep-86 and ‘Float’
DTC cars to unit no.7705. |
7708 |
Unit in collision with 4
SUB unit no.4708 at Wimbledon Park 14-Sep-72 and TS 70788 damaged but
repaired. MBS 62128 damaged
Nov-83 (where?) and unit stopped. DTC 76244 exchanged for a few
days from 17-Nov-83 with 76686 (ex.7838) but still out of use. MBS 62128
then replaced by spare 62197, though this exchanged after about a week with
the other spare MBS 62200. Reverted to normal by Feb-84. Both DTC cars to Eastleigh
for asbestos strip 19-Nov-86 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7717). Reformed to normal in Eastleigh works 22-Dec-86 and ‘Float’
DTC cars to unit no.7716. |
7709 |
DTC 76247 cab damaged
in sidescrape collision with unit no.5791 at Wimbledon Park 23-Dec-81
and temporarily exchanged with 76923 (ex.7885) until Apr-82 when 76247
returned and 76923 to 7861. Both DTC cars to Eastleigh
for asbestos strip 18-Aug-87 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7706). Returned to normal formation in Eastleigh works 12-Sep-87
and ‘Float’ DTC cars to unit no.3013. |
7710 |
DTC 76248 damaged in
accident at Bournemouth depot about November 1968 (possibly in collision
with 4TC unit no.418) and car to Eastleigh 18-Nov-68 for C5 repair,
released 27-Mar-69 and to spare (being stored at Micheldever). Car back to Eastleigh
20-Aug-70 for C3 overhaul, painted blue with yellow end and released
28-Oct-70; back to Micheldever from 27-Jan-71 (now nominally part of ‘unit
no.7739’). Replaced in unit no.7710
by 76369 (spare ex. disbanded 7739) about November 1968. Unit running
with full yellow end on one driving cab and small yellow panel on the other
driving cab after this reformation. Unit to Eastleigh 2-Jul-70
for C3 overhaul, released 16-Jul-70 still blue but with full yellow ends on
both cabs. Spare DTC 76248 used
temporarily in unit no.7729 between Mar-71 until Aug-71 then formed
permanently into unit no.7714 from Jun-72. Unit in collision with
no.7423 at Fratton depot 28-Nov-82 with DTC 76249 & TS 70790
both damaged; these replaced by 76690 & 70798 (both ex. spare) until
repairs completed at Selhurst and reverted to normal formation from Jun-83. Both DTC cars to Eastleigh
for asbestos strip 11-May-87 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7720). However, only 76249 required this work as 76369 did not
contain asbestos. Reformed to normal at Eastleigh works 1-Jun-87 and ‘Float’
DTC cars to unit no.7701. |
7711 |
MBS 62131 damaged by
fire at Lymington Town 15-Dec-81 and replaced by 62200 (ex.7718) until 62131
repaired Jun-82 when 62200 to unit no.7714. Unit to Eastleigh for
asbestos strip on DTC cars 17-Feb-87 and released 7-Apr-87, only unit of
batch not reformed with spare ‘Float’ DTC cars. |
7712 |
Both DTC cars to Eastleigh
for asbestos strip 17-Feb-87 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7716). Reformed to normal in Eastleigh works 18-Mar-87 and ‘Float’
DTC cars to unit no.7719. |
7713 |
Unit damaged by fire at
Wimbledon 10-Apr-74 and out of use until mid-May-74 after repairs at Chart
Leacon (Ashford). |
7714 |
Unit in collision with
derailed ballast train at Surbiton 4-Jul-71, badly damaged and DTC 76256
overturned. DTC 76257, MBS 62134 and TS 70794 all moved from
Surbiton to Wimbledon South Sidings 16-Jul-71 pending repairs. Damaged DTC 76256 was
moved from Surbiton to Wimbledon Park 16-Aug-71 and partly dismantled
there by November 1972, then stored until scrapped at Norwood Yard Jun-82.
Repaired MBS 62134 exchanged with damaged 62267 (ex.7806) from Jan‑72
to Jun-72. DTC 76256 withdrawn and replaced by 76248 ex. spare (ex.7710
via unit no.7729). Unit out of use until
Jun-72, both 76248 and 62267 being taken to Minster 1-Jan-72 thence to Slade
Green for repairs in Jan-72. Unit in further collision
with 4 SUB no.4693 at Wimbledon Park 21-Jun-75 with MBS 62134 damaged
and temporarily replaced by spare MBS 62200 from 23-Jun-75 (pending
repairs to 62134 which moved to Eastleigh 1-Jul-75). Reverted to normal
formation 15-Jan-76. MBS 62134 again
replaced by 62200 briefly in Jun-82. |
7716 |
Unit badly damaged in
‘runaway’ collision at West Byfleet 30-Mar-78 and stored out of use until
c.Aug‑80. DTC 76261 moved from Wimbledon Park to
Slade Green for repairs 14-Aug-80. Both DTC cars to Eastleigh
for asbestos strip 22-Dec-86 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7708). Reformed to normal in Eastleigh works 19-Feb-87 and ‘Float’
DTC cars to unit no.7712. |
7717 |
DTC 76262 temporarily
replaced by spare DTC 76370 from 25-Sep-72 for a few days and unit used
for windscreen washer tests with EDL E6101. Unit used for various
brake tests for most of 1973. Both DTC cars to Eastleigh
for asbestos strip 27-Oct-86 and replaced by ‘Float’ DTCcars 76340 &
76690 (ex.7705). Reformed to normal in Eastleigh works 20-Nov-86 and ‘Float’
DTC cars to unit no.7708. |
7718 |
Two coaches of unit
slightly damaged when derailed at Ore 2-Jan-70. Unit badly damaged in
'runaway' collision at West Byfleet 30-Mar-78 and out of use until
Dec-80 when DTC 76265 released from repairs at Slade Green and unit
back to traffic with MBS 62200, TS 70875 (both ex. spare) and
DTC 76525 (ex.7911) whilst own three coaches still undergoing repairs at
Slade Green. DTC 76525 was still in 4 VEG livery and returned to
7911 Feb-81 when own 76264 repaired. Unit out of use again from
12-Mar-81 as spare 62200 with 70875 to Eastleigh for C1 overhaul and DTC cars
76264 & 76265 both spare at Eastleigh Airport Sidings. Unit back to use again
with 62200 and 70875 from 14-Apr-81. Own MBS 62138 repaired by Dec-81
and replaced 62200 with this coach to 7711. TS 70875 made permanent in
7718 from May-82 and 70798 then spare after repairs. |
7719 |
Both DTC cars to Eastleigh
for asbestos strip 18-Mar-87 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7712). Reformed to normal in Eastleigh works 13-Apr-87 and ‘Float’
DTC cars to unit no.7720. Unit released 12-Jun-87 as no.3019. |
7720 |
Both DTC cars to Eastleigh
for asbestos strip 13-Apr-87 and replaced by ‘Float’ DTC cars 76340 &
76690 (ex.7719). Reformed to normal in Eastleigh works 11-May-87 and ‘Float’
DTC cars to unit no.7710. Unit released 30-Jun-87 as no.3020. |
Units nos.7721 - 7755
This batch of units were delivered
immediately following the first from October 1967 until July 1968 and
were ordered to replace the 4 LAV units on the Brighton line, LOT numbers
being: 30771 (DTC cars), 30772 (TS cars), 30773 (MBS cars). Unit no.7722 had
arrived by 2nd October 1967 with nos.7721 & 7723 following by 11th
October 1967.
The first 4 VEP working on the
Brighton line commenced from 16th October 1967, initially using
‘borrowed’ SWD units, units working the 07.42 Brighton to London Bridge,
the first of the CD’s own units going into traffic the following week. Not all
these units went directly to the Brighton line, some being used on the SWD instead,
units nos.7721 ‑ 7724 being loaned to the South Western in
December 1967, unit no.7723 returning by May 1968 with the other three soon
afterwards.
Three units of this batch (nos.7739 /7741
& 7742) did not enter service but were used in the formation of 8 VAB
unit no.8001, this unit surviving in traffic until 1975 when units nos.7741 &
7742 finally entered service. However, unit no.7739 never ran as such as some
of its intended cars (spare on the formation of no.8001) were subsequently used
to replace accident damaged vehicles in other units.
This batch of 4 VEP units were delivered
with full yellow ends and had slight electrical differences from the first
batch, the MBS design code being EB‑1A.
Units allocated to the SWD had their AWS
equipment brought into use during 1975 (initially units nos.7732 - 7749) whilst
those at Lovers Walk had this equipment isolated until 1978. AWS fitted
units had their BR design code amended from EE3.65.0A to EE3.65.4A when these
were allocated. Many of the earlier units of this batch were repainted once in
all‑blue livery, but those from no.7743 upwards went blue/grey on their
first repaints. All were subsequently renumbered into the 30xx series.
Dates of release of coaches from York
Carriage Works (week-ending dates) are as follows:
Unit |
DTC |
TS |
MBS |
DTC |
7721 |
76333 |
70872 |
62182 |
76334 |
7722 |
76335 |
70873 |
62183 |
76336 |
7723 |
76337 |
70874 |
62184 |
76338 |
7724 |
76339 |
70875 |
62185 |
76340 |
7725 |
76341 |
70876 |
62186 |
76342 |
7726 |
76343 |
70877 |
62187 |
76344 |
7727 |
76345 |
70878 |
62188 |
76346 |
7728 |
76347 |
70879 |
62189 |
76348 |
7729 |
76349 |
70880 |
62190 |
76350 |
7730 |
76351 |
70881 |
62191 |
76352 |
7731 |
76353 |
70882 |
62192 |
76354 |
7732 |
76355 |
70883 |
62193 |
76356 |
7733 |
76357 |
70884 |
62194 |
76358 |
7734 |
76359 |
70885 |
62195 |
76360 |
7735 |
76361 |
70886 |
62196 |
76362 |
7736 |
76363 |
70887 |
62197 |
76364 |
7737 |
76365 |
70888 |
62198 |
76366 |
7738 |
76367 |
70889 |
62199 |
76368 |
7739 |
76369 |
70890 |
62200 |
76370 |
7740 |
76371 |
70891 |
62201 |
76372 |
7741 |
76373 |
70892 |
62202 |
76374 |
7742 |
76375 |
70893 |
62203 |
76376 |
7743 |
76377 |
70894 |
62204 |
76378 |
7744 |
76379 |
70895 |
62205 |
76380 |
7745 |
76381 |
70896 |
62206 |
76382 |
7746 |
76383 |
70897 |
62207 |
76384 |
7747 |
76385 |
70898 |
62208 |
76386 |
7748 |
76387 |
70899 |
62209 |
76388 |
7749 |
76389 |
70900 |
62210 |
76390 |
7750 |
76391 |
70901 |
62211 |
76392 |
7751 |
76393 |
70902 |
62212 |
76394 |
7752 |
76395 |
70903 |
62213 |
76396 |
7753 |
76397 |
70904 |
62214 |
76398 |
7754 |
76399 |
70905 |
62215 |
76400 |
7755 |
76401 |
70906 |
62216 |
76402 |
Dates units
entered service are shown below the unit number.
Unit |
DTC |
MBS |
TS |
DTC |
New No. |
Date |
Diag. No. |
458 |
880 |
474 |
458 |
|
|
Code |
FB |
EB-1A |
BQ |
FB |
|
|
7721 |
76334 |
62182 |
70872 |
76333 |
3021 |
Jul-87 |
7722 |
76336 |
62183 |
70873 |
76335 |
3022 |
Jul-87 |
7723 |
62184 |
70874 |
76337 |
3023 |
Jun-87 |
|
7724 |
|
62185 |
|
|
3024 |
Feb-88 |
7725 |
76342 |
|
70876 |
76341 |
3025 |
Jun-87 |
7726 |
76344 |
62187 |
70877 |
76343 |
3026 |
May-87 |
7727 |
|
62188 |
70878 |
76345 |
3027 |
Jun-87 |
7728 |
76348 |
62189 |
70879 |
76347 |
3028 |
Jun-87 |
7729 |
76350 |
|
70880 |
|
3029 |
Jun-87 |
7730 |
76352 |
62191 |
70881 |
76351 |
3030 |
Jun-87 |
7731 |
76354 |
62192 |
70882 |
76353 |
3031 |
May-87 |
7732 |
76356 |
62193 |
70883 |
76355 |
3032 |
May-87 |
7733 |
76358 |
62194 |
|
76357 |
3033 |
Jun-87 |
7734 |
76360 |
62195 |
70885 |
76359 |
3034 |
Jun-87 |
7735 |
76362 |
62196 |
|
76361 |
3035 |
Jun-87 |
7736 |
76364 |
62197 |
|
|
Disb. |
6-Oct-80 |
7737 |
76366 |
62198 |
70888 |
76365 |
3037 |
Jun-87 |
7738 |
76368 |
62199 |
70889 |
76367 |
3038 |
Aug-87 |
7739 |
Unit |
not |
formed |
|
|
|
7740 |
76372 |
62201 |
70891 |
76371 |
3040 |
Dec-87 |
7741 |
76374 |
62202 |
70892 |
76373 |
3041 |
Jun-87 |
7742 |
76376 |
62203 |
70886 |
76375 |
3041 |
Feb-88 |
7743 |
76378 |
62204 |
70894 |
76377 |
3043 |
Jun-87 |
7744 |
|
62205 |
70895 |
76379 |
3044 |
Jul-87 |
7745 |
|
|
|
76381 |
3045 |
Mar-88 |
7746 |
76384 |
62207 |
70897 |
76383 |
3046 |
Jun-87 |
7747 |
76386 |
62208 |
70898 |
76385 |
3047 |
Jun-87 |
7748 |
76388 |
62209 |
70899 |
76387 |
3048 |
Mar-88 |
7749 |
76390 |
62210 |
70900 |
76389 |
3049 |
Oct-87 |
7750 |
76392 |
62211 |
70901 |
76391 |
3050 |
Oct-87 |
7751 |
76394 |
62212 |
70902 |
76393 |
3051 |
Dec-87 |
7752 |
76396 |
|
70903 |
76395 |
3052 |
Nov-87 |
7753 |
76398 |
62214 |
70904 |
76397 |
3053 |
Dec-87 |
7754 |
76400 |
62215 |
70905 |
76399 |
3054 |
Jun-87 |
7755 |
76402 |
62216 |
70906 |
76401 |
3055 |
Mar-88 |
Individual Unit Notes
Unit |
|
7721 |
Unit
out of use with bearing trouble during late 1974/early 1975 and stored at
Minster. Back to traffic early in 1975. |
7722 |
Unit
out of use with bearing trouble during 1974, motors and shoes removed at
Chart Leacon
and unit hauled to Norwood Yard for store 17-Oct-74. Back to traffic early in
1975. |
7723 |
Unit
out of use with bearing trouble during 1974 and stored at Minster, later
being hauled to Barnham for further store 22-Nov-74. Back to traffic early in
1975. DTC 76338
damaged in derailment and collision with signalbox at Bognor Regis 15-Feb-80.
Temporarily replaced by 4 CIG DTC 76639 (ex. spare ex. withdrawn
7365) and unit seated forty-eight first and two-hundred & twenty-two
second-class in this formation. Later
by Jun-80, 76639 to no.7362 and replaced by 4 VEP DTC 76500 (ex.7785)
and unit to normal formation. Unit
reverted to original formation Nov-80 after 76338 repaired at
Slade Green. |
7724 |
TS 70875
to spare for bogie trials and exchanged with 70893 (ex. spare ex.7742)
Jun-68. Coach stored at Micheldever Jun-68 and visited Eastleigh between
5-Dec-68 and 24-Dec-68 for C4 overhaul but no repaint, back to Micheldever
until moved to Eastleigh 29-Jan-71 and fitted with experimental
‘H frame’ bogies with flexicoil suspension and painted blue/grey,
released 25-Feb-71 and used for tests in 4 CIG unit no.7406 from Oct-71.
It ran further trials formed into several other units for short periods
before being formed permanently into no.7718 in May-82. Unit
out of use with bearing trouble during 1974 and stored at Minster, later
being hauled to Barnham for further store 22-Nov-74. Back to traffic early in
1975. DTC 76339
damaged in derailment at Fratton May-84 and temporarily replaced by
4 CIG DTC 76639 (ex. spare) until Aug-84 and unit seated forty-eight
first and two-hundred & twenty-two second-class in this formation. When
76339 repaired, used briefly to replace a DTC in unit no.7745 before
returning to no.7724. Unit
badly damaged in head-on collision with no.7390 near Copyhold Jct. 6-Nov-85
and temporarily disbanded, DTC cars 76339 and 76340 also MBS 62185 all
to Slade Green for repairs, TS 70893 badly damaged and condemned
8-May-86. DTC 76340 used from May-86 after repair along with 76690 (ex.7700)
as ‘Float’ DTC during asbestos removal programme for first twenty 4 VEP
units. Unit
reformed ‘on paper’ from Dec-86 and withdrawn TS 70893 replaced
permanently by 71021 (ex. spare). TS 70893 scrapped by contractors
from V. Berry Ltd. (Leicester) in Brighton Top Yard 14 /15-Oct-86.
DTC 76340 replaced by damaged 76346 (ex.7727). Unit
still out of use with 76346, 62185 and 76339 all under repair. DTC 76346
when repaired to no.7791 from Apr-87 and replaced in no.7724 by fire damaged
76511 (ex.7791). MBS 62185 released from repairs 16-Dec-86 and used
briefly in no.7819 from 18-Jan-87 until 13-Feb-87. (See notes for unit no.3024). |
7725 |
MBS
62186 damaged at Brighton c.Dec-77 and replaced by spare 62200 until Jul-79
when 62186 repaired. 62186 stored for a while at Wimbledon Park prior to
repairs (at Slade Green?) |
7727 |
Unit
in collision with tractor on the line near Bognor Regis 24-Oct-86.
DTC 76346 damaged and to Slade Green for repair 13-Nov-86,
nominally as part of no.7724, replaced by 4 CIG DTC 76811 (ex.7700)
and unit seated forty-eight first and two-hundred & twenty-two second-class
in this formation. 76811 to no.7791 and unit reverted to original formation
with 76346 (ex.7791 via no.7724) 5-Apr-87. Unit
also received modifications to saloon sidelight windows at Brighton, being
fitted throughout with large one‑piece units early in 1987. |
7729 |
Unit
in collision with 4 SUB no.4722 at Wimbledon Park Mar-71 and DTC 76349
damaged and temporarily replaced by 76248 (ex. damage repair from no.7710). Unit
moved from Wimbledon Park to Micheldever 26-Apr-71 where spare 76248
attached and on to Bournemouth for reform. 76349 then to Eastleigh for repair
17-May-71, returning to Bournemouth 17-Jul-71 and unit reverted to normal
Aug-71 (76248 returned to spare) though to no.7714 permanently from Jun-72. MBS 62190
damaged by electrical fire at Purley 28-Jan-83 and temporarily replaced by
62197 (ex. spare) until repaired Jun-83. Unit
received modifications to saloon sidelight windows at Brighton, being fitted
throughout with large one‑piece units early in 1987. |
7733 |
Unit
damaged in collision with no.7049 in Fratton Yard 17-Feb-72 and repaired at
Stewarts Lane. Unit
in further collision with class 33/1 locomotive no.33117 at Bournemouth
Carriage Sidings 12-Jun-77 with DTC 76357 and TS 70884 both
damaged. TS 70884 exchanged with 71017 (ex.7836), but this coach
returned to no.7836 by Aug-77 and replaced by 70875 (ex. spare ex .7724).
Unit
7733 given a C3 overhaul at Eastleigh between 18-Apr-78 and 19-May-78 whilst
mis-formed with 70875 (also overhauled). After
periods stored at Wimbledon Park and Plumstead, TS 70884 to Slade
Green for repairs Jun-80 with unit back to original formation Aug-80 and
70875 to spare once again. |
7735 |
TS
70886 to spare (damaged?) and
replaced by 70890 (spare ex.7739) c.May‑68 on formation of 8 VAB unit
no.8001. After
repair 70886 remained spare and stored at Micheldever, though it visited
Eastleigh between 5-Dec-68 and 20-Dec-68 for C4 overhaul but not repainted,
was taken to Selhurst for an overhaul about May 1972, then to store at
Strawberry Hill from 11-Mar-74 until formed into no.7742 Jan-75, moving from
Strawberry Hill to Bournemouth 4-Jan-75 arriving at Eastleigh (with unit no.8001)
14-Jan-75. |
7736 |
DTC 76363
slightly damaged by fire at Winchester 3-Apr-80. Unit
in collision with no.7840 27-Apr-80 at Portsmouth Harbour; DTC 76364 &
MBS 62197 both badly damaged. DTC 76363 & TS 70887 both to
unit no.7840 and replaced by damaged 76690 & 71021 (ex.7840).
DTC 76364 to Slade Green for repairs 11-Sep-80 and to 4 VEG no.7911
after repairs Feb-81. Unit
disbanded from 6-Oct-80, coaches 76690, 71021 and 62197 all being moved from
Fratton to Plumstead pending repairs at Slade Green 16-Feb-81.
MBS 62197 repaired by Aug-81 and held spare at Wimbledon Park,
whilst 76690 and 71021 both moved back to Fratton after repairs 19-Feb-82. |
7738 |
Unit
from Wimbledon to Derby Research 17-Jul-71 and returned 24-Jul-71, (reason
unknown). |
7739 |
Unit
disbanded after commissioning (noted complete at Selhurst 10-Feb-68) with
MBS 62200 to 8 VAB unit no.8001 from Apr-68. Remaining three
vehicles (76369/70 & 70890) all spare. This
unit eventually deleted from stock without ever running in traffic as spare
coaches all used in other units. DTC 76369
arrived at Eastleigh 2-May-68 and sent to store at Bournemouth? 10-May-68. DTC 76369 used in unit no.7710 from
Nov‑68, DTC 76370 used for cab signalling tests until 1975 and
finally into traffic formed in no.7768 in May-76. TS 70890 also used
almost immediately in unit no.7735. |
7741 |
Unit
disbanded after commissioning with DTC cars 76373/74 & MBS 62202 all to
8 VAB unit no.8001 (3-car portion) from Apr-68. TS 70892
spare, stored initially at Selhurst and arrived at Eastleigh 2-May-68 for C5
repair, released 21-Jun-68 to Micheldever for store. It visited Eastleigh
again between 5-Dec-68 and 6-Jan-69 for C4 overhaul though not repainted. It
was returned to Selhurst for an overhaul about May 1972. It was later
moved from Selhurst to Strawberry Hill 11-Mar-74. TS 70892
from Strawberry Hill to Bournemouth 4-Jan-75 and arrived at Eastleigh (with
unit no.8001) 14-Jan-75. Unit then reformed to original formation, given C1
overhaul and released into traffic as such for first time from 31-Jan-75. |
7742 |
Unit
disbanded after commissioning with DTC cars 76375/76 & MBS 62203 all to
8 VAB unit no.8001 from Apr-68. TS 70893 spare and arrived at
Eastleigh 2-May-68 for C5 repair, released 21-Jun-68 and used in no.7724 from
Jun-68. Unit
reformed at Eastleigh works from 14-Jan-75 with three vehicles released ex. disbanded
no.8001 and TS 70886 (ex. spare ex.7735) given C1 overhaul thence
released into traffic as such for first time from 30-Jan-75. |
7743 |
New
unit to Eastleigh 24-Apr-68 for C5 repair to TS 70894 during
commissioning, released 2-May-68. |
7744 |
New
unit to Eastleigh 18-Apr-68 for C5 repair to all three trailers during
commissioning, released 26-Apr-68. Unit
in collision with nos.7861 & 7057 at Fratton depot 4-Feb-74 and
DTC 76379 damaged. DTC 76380 exchanged with damaged 76876 (ex.7861)
and both DTC cars to Slade Green for repairs 13-Feb-74, remaining two
vehicles stored at Fratton pending completion when both units reverted to
original formation May-74, 76876 returning from Slade Green 20-Apr-74
followed by 76379 2-May-74. Unit
damaged in ‘runaway’ collision at West Byfleet 30-Mar-78 and out of use
until Nov-78 after DTC 76380 back from repair at Slade Green to
Wimbledon Park 1-Nov-78. DTC 76379 used for brake tests on Shepperton
branch with 4 CEP MBS 61035 (ex.7102) during this period. |
7745 |
MBS 62206
briefly replaced by 62200 (ex. spare) for a few days in Aug-80. Unit in
collision with open door on freight train near Worting Jct. 18-Jun-84 and
bodysides badly damaged. DTC 76382 temporarily replaced by 76339 (ex. damage
repairs from no.7724). MBS 62206 & TS 70896 both replaced by
62200 & 70798 (ex. spare). Reverted to normal by Aug-84. |
7746 |
New
unit to Eastleigh 2-May-68 for C4 repair to TS 70897, unit released
10-May-68 just prior to first release to traffic. Unit
damaged in ‘runaway’ collision at West Byfleet 30-Mar-78 and out of use
until Nov-79. Unit given a C5 repair at Slade Green and coaches released as
follows: DTC 76383 6-Oct-79, TS 70897 11-Oct-79, MBS 62207
29-Oct-79 and DTC 76384 5-Nov-79. Unit back to traffic c.29-Nov-79. |
7748 |
Unit
in collision with 4 EPB no.5118 at Wimbledon Park 5-Jul-78 and DTC 76388
damaged but repaired. |
7752 |
MBS 62213
briefly exchanged with 62200 (ex.7700) May‑86. |
7754 |
DTC 76400
damaged in collision with Class 33/1 loco no.33104 near Micheldever 26-Jan-85
but repaired. |
7755 |
From
May-73 this unit was the subject of a seating layout experiment to provide
additional luggage accommodation for passengers travelling between Victoria
and Gatwick Airport. Each passenger saloon had alternate seating units on the
two‑aside side of the gangway removed and replaced by luggage stacks.
Each DTC lost two sets of seats, the MBS three and the TS five, reducing
their second-class seating capacity to thirty, forty-six and seventy-eight
respectively and reducing the unit total from two-hundred & thirty-two to
one-hundred & eighty-four. These modifications were carried out at
Stewarts Lane. Unit
7755 was then usually used on a special diagram between Victoria and Gatwick
only, though it still visited Brighton for maintenance. This experiment was
considered partly successful as twelve units were later also modified with
additional racks (though to a different arrangement) from May 1978, these
becoming the 4 VEG units. Unit
no.7755 reverted to normal seating layout about May 1977. This unit
(with no.7756) the subject of a further experiment in late 1978 when all
the saloon sidelight windows were modified and the former sliding vents at
the top were removed and replaced by large one‑piece windows. |
Units no. 7756 - 7805
These units were the first of
ninety-eight units built to replace the 2 BIL and 2 HAL units,
ordered in three batches of fifty, ten and thirty-eight, this batch being to
LOT numbers: 30792 (DTC), 30793 (TS) and 30794 (MBS). They were virtually
identical to the second batch of units though, apart from the first five there
was a further minor electrical change to the motor coaches resulting in their
design code being EB‑2A. The diagram numbers of the DTC cars and MBS cars
also changed, though there was no change to the layout of the vehicles,
possibly due to the omission of the underframe lifting lugs on these units.
All were new in plain blue livery with
full yellow ends, all being repainted blue/grey on first repaint. Release dates
of coaches from York Carriage Works are known (up to unit no.7773) and are
listed below.
Units entered service from
February 1969 through until January 1970 and dates to traffic are
shown below the unit numbers. Their first diagrammed workings were on the
Waterloo to Portsmouth line from 3rd March 1969 replacing
2 BIL units, though units nos.7756 ‑ 7758 went to the
Central Division and replaced the last 4 LAV units.
Units nos.7759 ‑ 7763
went new to the SWD, and later units were allocated to Streatham Hill though
units nos.7771 and 7790 both went into traffic briefly on SWD when new. Twelve
of these units, 7788 - 7799, were renumbered as 4 VEG units
nos.7901 - 7912 in May 1978; all reverting to their original numbers
again in May 1984 when displaced from the Gatwick Airport service.
By early 1981, units nos.7760 - 7783
were allocated to the South Eastern division and some of these started to have
one first-class compartment in each DTC downgraded during 1984 (units nos.7763,
7770 and 7775 at least being done) before all of the Ramsgate allocated units
were transferred away, and the compartments altered back to original.
Dates of release of coaches from York
Carriage Works (week ending dates) are shown below:
Unit |
DTC |
TS |
MBS |
DTC |
7756 |
76441 |
70907 |
62217 |
76442 |
7757 |
76443 |
70908 |
62218 |
76444 |
7758 |
76445 |
70909 |
62219 |
76446 |
7759 |
76447 |
70910 |
62220 |
76448 |
7760 |
76449 |
70911 |
62221 |
76450 |
7761 |
76451 |
70912 |
62222 |
76452 |
7762 |
76453 |
70913 |
62223 |
76454 |
7763 |
76455 |
70914 |
62224 |
76456 |
7764 |
76457 |
70915 |
62225 |
76458 |
7765 |
76459 |
70916 |
62226 |
76460 |
7766 |
76461 |
70917 |
62227 |
76462 |
7767 |
76463 |
70918 |
62228 |
76464 |
7768 |
76465 |
70919 |
62229 |
76466 |
7769 |
76467 |
70920 |
62230 |
76468 |
7770 |
76469 |
70921 |
62231 |
76470 |
7771 |
76471 |
70922 |
62232 |
76472 |
7772 |
76473 |
70923 |
62233 |
76474 |
7773 |
76475 |
70924 |
62234 |
76476 |
Unit |
DTC |
MBS |
TS |
DTC |
New No. |
Date |
Diag. No. |
459 |
881 |
474 |
459 |
|
|
Code |
FB |
EB-1A |
BQ |
FB |
|
|
7756 |
76442 |
62217 |
70907 |
76441 |
3056 |
Dec-87 |
7757 |
76444 |
62218 |
70908 |
76443 |
3057 |
Jun-87 |
7758 |
76446 |
62219 |
70909 |
76445 |
3058 |
Jul-88 |
7759 |
76448 |
62220 |
70910 |
76447 |
3059 |
Feb-88 |
7760 |
76450 |
62221 |
70911 |
76449 |
3060 |
Sep-87 |
Code |
|
EB-2A |
|
|
|
|
7761 |
76452 |
62222 |
70912 |
76451 |
3061 |
Jun-87 |
7762 |
76454 |
62223 |
70913 |
76453 |
3062 |
Feb-88 |
7763 |
76456 |
62224 |
70914 |
76455 |
3063 |
Jun-87 |
7764 |
76458 |
62225 |
70915 |
76457 |
3064 |
Jun-87 |
7765 |
76460 |
|
70916 |
76459 |
3065 |
Mar-88 |
7766 |
76462 |
62227 |
70917 |
76461 |
3066 |
Aug-87 |
7767 |
76464 |
62228 |
70918 |
76463 |
3067 |
Aug-87 |
7768 |
76466 |
62229 |
70919 |
|
3068 |
Sep-87 |
7769 |
76468 |
62230 |
70920 |
76467 |
3069 |
May-88 |
7770 |
76470 |
62231 |
70921 |
|
3070 |
Aug-87 |
7771 |
76472 |
62232 |
70922 |
76471 |
3071 |
Jun-87 |
7772 |
76474 |
62233 |
70923 |
76473 |
3072 |
Oct-87 |
7773 |
76476 |
62234 |
70924 |
76475 |
3073 |
Oct-87 |
7774 |
76478 |
62235 |
70925 |
76477 |
3074 |
Oct-87 |
7775 |
76480 |
62236 |
70926 |
76479 |
3075 |
Aug-87 |
7776 |
76482 |
62237 |
70927 |
76481 |
3076 |
Jun-87 |
7777 |
76484 |
62238 |
70928 |
76483 |
3077 |
Jun-87 |
7778 |
76486 |
62239 |
70929 |
76485 |
3078 |
Jun-87 |
7779 |
76488 |
62240 |
70930 |
76487 |
3079 |
Aug-87 |
7780 |
76490 |
62241 |
70931 |
76489 |
3080 |
Jun-87 |
7781 |
76492 |
62242 |
70932 |
76491 |
3081 |
Jul-87 |
7782 |
76494 |
62243 |
70933 |
76493 |
3082 |
May-87 |
7783 |
76496 |
62244 |
70934 |
76495 |
3083 |
Jul-87 |
7784 |
76498 |
62245 |
70935 |
76497 |
3084 |
May-87 |
7785 |
|
62246 |
70936 |
76499 |
3085 |
May-87 |
7786 |
76502 |
62247 |
70937 |
76501 |
3086 |
May-87 |
7787 |
76504 |
62248 |
70938 |
|
3087 |
May-87 |
7788 |
76506 |
62249 |
70939 |
76505 |
|
May-87 |
7789 |
76508 |
62250 |
70940 |
76507 |
7902/3089 |
May-87 |
7790 |
76510 |
62251 |
70941 |
76509 |
7903/3090 |
Jun-87 |
7791 |
76512 |
62252 |
70942 |
|
Jun-87 |
|
7792 |
76514 |
62253 |
70943 |
76513 |
|
May-87 |
7793 |
76516 |
62254 |
70944 |
76515 |
7906/3093 |
Jun-87 |
7794 |
76518 |
62255 |
70945 |
76517 |
7907/3094 |
May-87 |
7795 |
76520 |
62256 |
70946 |
76519 |
7908/3095 |
Jun-87 |
7796 |
76522 |
62257 |
70947 |
76521 |
7909/3096 |
Jun-87 |
7797 |
76524 |
62258 |
70948 |
76523 |
7910/3097 |
May-87 |
7798 |
|
62259 |
70949 |
76525 |
7911/3098 |
May-87 |
7799 |
76528 |
62260 |
70950 |
76527 |
7912/3099 |
May-87 |
7800 |
76530 |
62261 |
70951 |
76529 |
3100 |
Jun-87 |
7801 |
|
62262 |
70952 |
76531 |
3101 |
Jun-87 |
7802 |
76534 |
62263 |
70953 |
76533 |
3102 |
Jun-87 |
7803 |
76536 |
62264 |
70954 |
|
3103 |
Jul-87 |
7804 |
76538 |
62265 |
70955 |
76537 |
3104 |
May-87 |
7805 |
76540 |
|
|
|
|
Individual Unit Notes
Unit |
|
7756 |
Along
with nos.7757 & 7758, unit delivered by 6-Jan-69. This unit
(with no.7755) the subject of an experimental modification early in 1979
when all the saloon sidelight windows were replaced by large one‑piece
units without the former sliding vents at the top. |
7764 |
DTC 76458
slightly damaged when derailed by a fallen tree near Norbury 8-Aug-72. |
7765 |
MBS
62226 damaged by fire at Brighton 11-Jul-76 and temporarily replaced by 62200
(ex. spare) until c.5‑77. |
7767 |
Unit
ran briefly during Dec-69 with DTC 76370 replacing one (which?) DTC in
connection with cab signalling tests. |
7768 |
Unit
involved in sidelong collision at Copyhold Jct 16-Dec-72 with all four
vehicles derailed and badly damaged; not rerailed until 7-Jan-73. Unit
out of use and stored pending repairs, initially at Haywards Heath then
Gatwick by March 1973. Moved to Crystal Palace 11-Apr-73 and remained
there until taken to Slade Green for repairs c.Feb‑74. DTC
76465 eventually to unit no.7852 Mar-74 and replaced by 76370 (ex. spare
from disbanded no.7739 thence via numerous other units for short periods as
fitted with experimental SRAWS). DTC 76466
released from Slade Green 24-Sep-74 and moved to Eastleigh, whilst
TS 70919 & MBS 62229 were ready 21-Dec-74 and moved to Fratton.
DTC
cars 76370 & 76466 moved Eastleigh to Fratton 2-Jan-75 and unit reformed
3-Jan-75, but not released back to traffic until 7-May-76 when SRAWS tests
completed; 76370 having been last SR main line coach in all blue livery. The
reformed unit no.7768 arrived at Eastleigh 21-Apr-76 for overhaul and repaint
and was released 7-May-76 in blue/grey, 76370 now matching the remaining
three coaches of the unit. |
7769 |
Unit
ran briefly c.Dec‑69 with DTC 76370 replacing one (which?) DTC
in connection with cab signalling tests. |
7770 |
Unit
damaged (where?) c.Apr‑87 and DTC 76469 temporarily exchanged
with damaged 76532 (ex.7801) for about a month and unit out of use pending
repair, back to normal formation 2-May-87. |
7775 |
DTC
76479 damaged in collision with vans at Brighton 4-Apr-73 but repaired. |
7780 |
Unit
delivered about 3-Jun-69. Unit ran on tests with spare DTC 76370 replacing
one (which?) DTC 24-Jun-69 prior to first release to traffic. |
7781 |
Unit
delivered about 5-Jun-69. DTC 76492 had the large sidelight windows along the
corridor side of the vehicle replaced by large one‑piece units May-80.
All saloon windows remained unchange. |
7785 |
DTC
76499 & TS 70936 both damaged c.Jun‑80, (probably in collision
with no.7362 at Lovers Walk). DTC 76500 temporarily exchanged with
damaged 76338 (ex.7723). TS 70936 to Slade Green for repairs
23-Jul-80 with unit reverting to original formation Nov-80. |
7787 |
Unit
used for cab signalling tests with spare DTC 76370 replacing 76503 from
Aug-69 to 29-Oct-69 prior to first release to traffic. |
Units nos.7788 – 7799
These ran as
4 VEG units 7901 - 7912
between May 1978 and May 1984.
Unit |
|
7791 |
Unit damaged by fire at
Victoria 24-Feb-87, one compartment of DTC 76511 damaged and this car
replaced temporarily by 76346 (ex. damage repairs from no.7727 via no.7724).
76346 quickly returned to ‘own’ unit no.7727 and replaced by 4 CIG DTC
76811 (ex.7727) from 5-Apr-87; unit seated forty-eight first and two-hundred
& twenty-two second in this formation. Damaged 76511 moved from
Fratton to Slade Green for repairs 3-Apr-87 and released 22-Jun-87 with unit
reverting to original formation from Jun-87. |
7793 |
Unit used for heating
tests from 6-Oct-69 prior to release to traffic 12-Dec-69. |
7795 |
Unit used for cab
signalling tests with spare DTC 76370 replacing one (which?) DTC
c.Dec‑69 prior to first release to traffic. |
7798 |
Unit damaged when running
as 4 VEG no.7911 with DTC 76526 scrapped and replaced with 76364
(ex.7736) so unit in new formation when renumbered back as no.7798. |
7801 |
Unit in collision with
no.7435 at Fratton 19-Feb-73 and DTC 76532 damaged but repaired. DTC 76532 again
damaged c.Apr‑87 (where?) and temporarily exchanged with 76469
(ex.7770) for about a month, back to normal formation 2-May-87 |
7803 |
Unit damaged in ‘runaway’
collision at West Byfleet 30-Mar-78. In Jun-78 DTC 76535
temporarily exchanged with damaged 76884 (ex.7865). Reverted to original
formation Feb‑79, but still out of use pending completion of repairs
until c.Oct‑79. |
7805 |
Unit damaged in collision
with 3T unit no.1404 at Portsmouth Harbour 26-Sep-79 but repaired. Unit (with nos.7911 &
7882) in ‘runaway’ collision and derailment at Streatham Hill 14-Jun-80;
MBS 62266 damaged and temporarily exchanged with 62459 (ex.7882) from
Jul-80 until Sep-80 pending repairs at Slade Green. MBS 62266 out of use with
electrical defects Feb-86 to Apr-86 and temporarily replaced by 4 CIG
MBS 62379 (ex. damaged no.7391). In this form unit seated forty-eight
first and two-hundred & thirty second-class. |
Units No.7806 - 7815
This small batch of units was a follow‑on
order from the previous batch of fifty, also for 2 BIL/2 HAL
replacement, and these were delivered immediately following the previous batch.
Again, there was a slight electrical modification to motorcoaches, the design
code for this batch being EB‑3A although the first unit (no.7806) had
some experimental heating equipment from new and its code was EB‑5A.
These units were ordered to LOT numbers:
30799 (DTC), 30800 (MBS) & 30801 (TS) and were the final batch delivered in
all‑blue livery with raised BR double arrow symbols on cabsides (except
unit no.7808 which was delivered experimentally painted in blue/grey livery).
All the remainder were repainted blue/grey on first overhaul.
Units nos.7807 ‑ 7811
went into traffic on new diagrams on the Mid‑Sussex line displacing
further 2 BIL/2 HAL units, being briefly stored at Barnham after
commissioning.
UNIT |
DTC |
MBS |
TS |
DTC |
New No. |
Date |
Diag. No. |
459 |
881 |
474 |
459 |
|
|
Code |
FB |
EB-5A |
BQ |
FB |
|
|
7806 |
76542 |
|
70957 |
76541 |
3106 |
Jul-87 |
Code |
|
EB-3A |
|
|
|
|
7807 |
76544 |
62268 |
70958 |
76543 |
3107 |
May-87 |
7808 |
76546 |
62269 |
70959 |
76545 |
3108 |
Jun-87 |
7809 |
76548 |
62270 |
70960 |
76547 |
3109 |
Jun-87 |
7810 |
|
62271 |
70961 |
76549 |
3110 |
Oct-87 |
7811 |
76552 |
62272 |
70962 |
76551 |
3111 |
Aug-87 |
7812 |
76554 |
62273 |
70963 |
76553 |
3112 |
Aug-87 |
7813 |
76556 |
62274 |
70964 |
76555 |
3113 |
14-Jul-87 |
7814 |
76558 |
62275 |
70965 |
76557 |
3114 |
Sep-87 |
7815 |
76560 |
62276 |
70966 |
76559 |
3115 |
Sep-87 |
Individual Unit Notes
Unit |
|
7806 |
Unit delivered 17-Jan-70
and used for heating tests prior to release to traffic. Unit badly damaged in
collision with derailed ballast train at Surbiton 4-Jul-71, the three trailer
coaches being moved to Wimbledon South Sidings for store 16-Jul-71. Unit out
of use until Jan-72 when MBS 62267 (still damaged), exchanged with 62134
(ex.7714). Reverted to original formation from Jun-72. |
7807 |
Unit damaged in collision
with 4 COR no.3134 at Fratton 30-Dec-71 but repaired. Unit out of use late
1974/early 1975 with defective wheel bearings, stored at Minster. |
7810 |
MBS 62271 damaged by
fire at Waterloo 3-Sep-72 but repaired. Unit briefly exchanged
DTC 76550 with 4 CIG DTC 76739 (ex.7389) 20-Jan-87 due to
large number of units snow damaged, but not used in traffic in this formation
and reverted 31-Jan-87. |
7811 |
Unit delivered
c.13-Feb-70. |
7812 |
Unit delivered
c.13-Feb-70. |
7813 |
Unit delivered
c.13-Feb-70. |
7815 |
Unit used for cab
signalling tests with spare DTC 76370 replacing 76559 20-Mar-70 to
26-Mar-70, on brake tests between Lewes and Seaford 20-Apr-70 thence back on
cab signalling tests from 28-Apr-70 to c.May‑70. DTC 76559 used along
with 76370 and two 4 CIG coaches also for cab signalling tests, this all
prior to no.7815 being released to traffic in correct formation. |