British Rail Southern Region design
2 EPB
(Nos.5701–5795 & 5800)
2 EPB 5748 (sometime between June 1964
& September 1968) held at
Hoo
Junction with a Charing Cross to Gillingham service (via Bexleyheath)
© BloodandCustard
The first BR design 2-car suburban units were ordered on 29th April
1953 and began emerging from Eastleigh works early in 1954 and were numbered
from 5701 upwards. These units were constructed on BR standard 63' 5"
underframes from Ashford and mounted on new BR Mark 1 bogies. Eighty units were
built, mainly for use with 4-car units on the South Eastern division to enable
the inauguration of the ‘10-car scheme’ on that division; this being an attempt
to ease serious overcrowding. However, other units were diagrammed singly on
the South London & Wimbledon ‑ West Croydon shuttle
services and pairs of units were sometimes used to cover 4-car sets.
Unit no.5701 was delivered in December 1953 and ran trials
including passenger services over the South London line from March 1954.
The first phase of the ‘10-car scheme’ was operative from 13th June
1954 using units nos.5701 – 5711. Single units started working on the
South London and Wimbledon - West Croydon lines from 20th September
1954 following delivery of units up to no.5719; further units (up to no.5727)
followed shortly after.
The second stage of the ‘10-car scheme’ in June 1955 required
units nos.5728 - 5752 though not all were ready in time. The
remaining units up to no.5778 were required for the final two stages of this
scheme, implemented in summer 1956 (stage 3) and April 1957 (stage 4).
Once all units were in service the nominal allocation of units
was ten to the Central section (two Wimbledon - West Croydon,
three South London line and five for Tattenham /Caterham line 10-car trains)
with two spares; units nos.5701 - 5712 being the nominal allocation
to the Central section. The remaining sixty units were for the Eastern section
10-car workings.
These units were the first to be built to the new
‘BR Standard design’ and differed in appearance from the
‘SR type’ 4 EPBs with which they were to work, with a different
bodyside profile, cab end details, doors with a single droplight (no oval light
above the droplight) and many other detail differences. However, the overall
concept was very similar and many later coaches, some for other regions and
non-corridor loco-hauled coaches followed the basic design pattern of these
vehicles.
Motor Brake
Second
The units comprised a motor brake second, seating 84 in two
4 bay saloons and a driving trailer second seating 102. The MBS had
the driver’s cab, entered via the adjacent guard’s brake, then the passenger
accommodation. Each 42 seat saloon had a full width seat for six at each end,
with three sets of free standing back-to-back seating between, that on the
offside (when cab of MBS leading) seating three aside, whilst the nearside ones
were two aside.
Driving
Trailer Second
The DTS had the driver’s cab, entered from a full width entrance
vestibule, a further four bay 42 seat open saloon, and five full width
compartments with six‑a‑side seating. In this coach the three aside
seating was nearside (when cab of DTS was leading) so the gangways were offset
to the same side in both coaches of the unit.
Unidentified
six-car 2 EPB formation immediately south of Polhill Tunnel on Thursday, 4th
September 1958. © Ben Brooksbank (CC-by-SA/2.0) |
Units
Described
It was intended to couple these vehicles with an intermediate
buckeye coupler. However, after the first was completed, it was found that the
unit length would cause problems at certain ‘tight’ locations so the centre
buffer and chain three link coupling (as used on the ‘SR type’ 4 EPB
units) was substituted thus shortening the overall unit length by 8" to
132' 8½". Only the underframes of the first eleven units were built
to accommodate buckeyes.
Each vehicle was 63' 11½" long, the motor coach
weighed 40 tons, the driving trailer 30 tons. Overall seating
capacity was 186 and weight 70½ tons.
Situated at the end of the unit under the driver’s cab on the
motor coach, the motor bogie was equipped with two EE 507 250hp motors
with suburban gear ratio, the trailer bogies having plain bearing axleboxes.
Electrical equipment of the ‘1951 type’ was supplied by EE.
When delivered, both vehicles were classified as third class, though they
became second from 3rd June 1956 and are shown as MBS and DTS
in these notes though their initial classification had been MBT and DTT.
Whilst these units were under construction, a batch of fifteen
similar units ordered at the same time as the first eleven BR(S) units, were
also being constructed at Eastleigh for use on Tyneside, and the motor coach
number series was broken after the first eleven SR units to accommodate
the fifteen Tyneside vehicles, though the DTSs were numbered in a separate
series. These ‘Tyneside’ units later returned to the SR and became 2 EPB
units 5781 ‑ 5795.
The BR(S) units became 2 EPB units 5701 to 5778.
Units 5701 to 5727 (ordered 29th April 1953) entered
service in 1954, units 5728 to 5752 (ordered 30th April
1954) entered service in 1955 and units 5753 to 5778 (ordered 29th
August 1955) entered service in 1956.
A further unit numbered 5779 was ordered on 15th May
1956 (under HOO 4280) to replace 2 NOL 1853 lost in the Barnes accident of
2nd December 1955. Entering service in June 1958, its motor
coach number followed on from the first batch of 2 HAP units 6001 ‑ 6042.
Units from 5759 onwards had slight electrical differences in the
motor coach, the ‘no current’ relay becoming a ‘no volt’ relay
altering the MBS vehicle electrical code (which were allocated to all vehicles
about 1963) from CQ to CQ‑1A. The first eleven units had MG air intake
grilles on the bodysides of the MBSs though these were later panelled over and
the first twenty seven units had a slightly different style of seating
supports. Three units were loaned for a while to the SWD during 1956.
A further unit numbered 5779 was ordered on 15th May
1956 (under HOO 4280) to replace 2 NOL 1853 lost in the Barnes accident of
2nd December 1955. Entering service in June 1958, its motor
coach number followed on from the first batch of 2 HAP units 6001 ‑ 6042.
Additional
Unit Builds
Unit no.5779 was ordered on 15th May 1956 (under HOO
4280) to replace 2 NOL 1853 which was lost in the Barnes accident of 2nd December
1955. Entering service in June 1958, its motor coach number followed on from
the first batch of 2 HAP units 6001 ‑ 6042.
Unit no.5766 was destroyed in the St Johns accident in
December 1957 and a replacement unit, (numbered 5800) was ordered 2nd
February 1959 on authority of HOO No. 4572. The MBS was added to an order for
4 EPB vehicles; the DTS was a single vehicle LOT number.
Replacement unit no.5800 entered service 15th January
1960; this differed from the earlier units in being equipped with
‘1957 type’ electrical gear. Furthermore, it differed from all others by
having the emergency batteries located under the DTS instead of the MBS, this
coach weighing 31 tons rather than 30 tons of the earlier vehicles. As
such it was the only BR-design /built 2 EPB not to have roof conduits. The MBS
also differed by having an 8' 9" long brakevan (diagram 414) as
opposed to the standard 2 EPB length of 8' 11½" (diagram 400).
2 EPB no.5702 MBS no.65301 at Gillingham
(from 1977-on when the class no. stickers
started being applied to November 1980)
©
BloodandCustard
LOT Numbers
Lot numbers for these vehicles were as
follows:
Unit |
Coach |
LOT |
HOO |
Date
Ordered |
SR |
Diagram
No. |
BR |
5701-11 |
65300-10 |
30114 |
3760 |
29-Apr-53 |
CQ |
400 |
EB2.69.0A |
5712-27 |
65326-41 |
30119 |
4017 |
29-Apr-53 |
CQ |
400 |
EB2.69.0A |
5728-52 |
65342-66 |
30167 |
4100 |
30-Apr-54 |
CQ |
400 |
EB2.69.0A |
5753-58 |
65367-72 |
30314 |
4152 |
29-Aug-55 |
CQ |
400 |
EB2.69.0A |
5759-78 |
65373-92 |
30314 |
4152 |
29-Aug-55 |
CG-1A |
400 |
EE2.69.1A |
5753-78 |
77552-77 |
30315 |
4152 |
29-Aug-55 |
DV |
420 |
EE2.64.0A |
5779 |
65435 |
30388 |
4280 |
15-May-56 |
CQ-1A |
400 |
EB2.69.1A |
5781-95 |
65311-25 |
30116 |
4021 |
29-Apr-53 |
CQ-4C |
422 |
EB2.68.1A |
5800 |
61624 |
30582 |
4572 |
2-Feb-59 |
CS |
414 |
EB2.71.0A |
Around 1958 the
2 EPB units suffered bogie problems and a modification programme to
upgrade them was undertaken during 1958; the rebuilt bogies now being
classified as Mark 3D. Subsequently (from late 1986) all units
progressively received Mark 4 bogies from withdrawn 2 HAP and DEMU
stock, these were similar to the Mark 3, but had roller bearings.
Shortage of
units during 1958 following the loss of unit 5766 and units 5705 & 5751
being out of use for damage repairs led to the temporary withdrawal of the
units from the Wimbledon to West Croydon line, being replaced there by
2 HAL & 2 NOL units, the 2 EPBs returning by 18th
February 1959.
Units began to
be fitted with two-tone air horns from mid-1963, unit 5701 being the first in
September 1963 during overhaul at Eastleigh.
Six units were disbanded during November 1964, their driving
trailers being converted for DEMU operation and used as the driving trailers
for the six 3R ‘Tadpole’ units for the newly dieselised Reading ‑ Tonbridge
service. The spare motor coaches were used to replace accident damaged vehicles
in ‘SR type’ 4 EPB units and used with ‘SR type’ trailers to
form ‘new’ 4 EPB units 5261 and 5262. Subsequently, ‘1957’ unit 5800 was
disbanded and its DTS used to reform one of the earlier disbanded units again.
The units for ‘Tadpole’ conversion were all taken from the first batch of
eleven units to facilitate the refitting of a buckeye coupler to the non-cab
end of the DTS for DEMU operations.
Unit formations were as follows with completion date shown and
new unit numbers with date renumbered as follows:
Unit |
New |
MBS |
DTS |
New no. |
Date |
Diag. No. |
|
400 |
420 |
|
|
5701 |
31-Dec-53 |
65300 |
77500 |
Disbanded |
Nov-64 |
5702 |
2-Apr-54 |
65301 |
77501 |
6202 |
c.Mar-85 |
5703 |
12-Apr-54 |
65302 |
77502 |
6203 |
c.Feb-85 |
5704 |
15-Apr-54 |
65303 |
77503 |
Disbanded |
Nov-64 |
5705 |
26-Apr-54 |
65304 |
77504 |
6205 |
c.Mar-85 |
5706 |
30-Apr-54 |
65305 |
77505 |
6206 |
c.Apr-85 |
5707 |
5-May-54 |
65306 |
|
6207 |
Dec-84 |
5708 |
13-May-54 |
65307 |
77507 |
Disbanded |
Nov-64 |
5709 |
14-May-54 |
65308 |
77508 |
Disbanded |
Nov-64 |
5710 |
21-May-54 |
65309 |
75636 #1 |
6210 |
c.Mar-85 |
5711 |
27-May-54 |
65310 |
77510 |
Disbanded |
Nov-64 |
5712 |
13-Aug-54 |
65326 |
77511 |
6212 |
c.Feb-85 |
5713 |
17-Aug-54 |
65327 |
|
6213 |
c.Mar-85 |
5714 |
27-Aug-54 |
65328 |
77513 |
6214 |
Oct-84 |
5715 |
1-Sep-54 |
65329 |
77514 |
6215 |
Aug-84 |
5716 |
7-Sep-54 |
65330 |
77515 |
6216 |
c.Feb-85 |
5717 |
15-Sep-54 |
65331 |
77516 |
6217 |
Sep-84 |
5718 |
25-Sep-54 |
65332 |
77517 |
6218 |
Oct-84 |
5719 |
30-Sep-54 |
65333 |
77518 |
6219 |
c.Feb-85 |
5720 |
5-Oct-54 |
65334 |
77519 |
6220 |
May-85 |
5721 |
10-Oct-54 |
65335 |
77520 |
6221 |
Oct-84 |
5722 |
15-Oct-54 |
65336 |
77521 |
6222 |
c.Feb-85 |
5723 |
22-Oct-54 |
65337 |
77522 |
6223 |
Nov-84 |
5724 |
29-Oct-54 |
65338 |
77523 |
6224 |
Dec-84 |
5725 |
5-Nov-54 |
65339 |
77524 |
6225 |
Aug-84 |
5726 |
11-Nov-54 |
65340 |
77525 |
6226 |
c.Jan-85 |
5727 |
22-Nov-54 |
65341 |
77526 |
6227 |
c.Mar-85 |
5728 |
27-Apr-55 |
65342 |
77527 |
6228 |
Aug-84 |
5729 |
7-May-55 |
|
|
6229 |
Aug-84 |
5730 |
4-May-55 |
65344 |
|
6230 |
Nov-84 |
5731 |
15-May-55 |
65345 |
77530 |
6231 |
c.Feb-85 |
5732 |
20-May-55 |
65346 |
77531 |
6232 |
May-85 |
5733 |
4-Jun-55 |
65347 |
77532 |
6233 |
Aug-84 |
5734 |
4-Jun-55 |
65348 |
77533 |
6234 |
Oct-84 |
5735 |
28-Jun-55 |
65349 |
77534 |
6235 |
c.Apr-85 |
5736 |
30-Jun-55 |
65350 |
77535 |
6236 |
Oct-84 |
5737 |
5-Jul-55 |
65351 |
77536 |
6237 |
c.Mar-85 |
5738 |
8-Jul-55 |
65352 |
77537 |
6238 |
Apr-85 |
5739 |
8-Jul-55 |
65353 |
77538 |
6239 |
c.Apr-85 |
5740 |
26-Jul-55 |
65354 |
77539 |
6240 |
Aug-84 |
5741 |
29-Jul-55 |
65355 |
77540 |
6241 |
Sep-84 |
5742 |
5-Aug-55 |
65356 |
77541 |
6242 |
c.Apr-85 |
5743 |
12-Aug-55 |
65357 |
77542 |
6243 |
c.Feb-85 |
5744 |
26-Aug-55 |
65358 |
77543 |
6244 |
Aug-84 |
5745 |
3-Sep-55 |
65359 |
77544 |
6245 |
c.Mar-85 |
5746 |
9-Sep-55 |
65360 |
77545 |
6246 |
Dec-84 |
5747 |
16-Sep-55 |
65361 |
77546 |
6247 |
c.Mar-85 |
5748 |
27-Sep-55 |
65362 |
77547 |
6248 |
c.Mar-85 |
5749 |
30-Sep-55 |
65363 |
77548 |
6249 |
c.Apr-85 |
5750 |
7-Oct-55 |
65364 |
77549 |
6250 |
c.Feb-85 |
5751 |
19-Oct-55 |
65365 |
77550 |
6251 |
Feb-85 |
5752 |
28-Oct-55 |
65366 |
77551 |
6252 |
Aug-84 |
5753 |
13-Apr-56 |
65367 |
77552 |
6253 |
Jul-84 |
5754 |
2-May-56 |
65368 |
77553 |
6254 |
Jul-84 |
5755 |
26-Oct-56 |
65369 |
77554 |
6255 |
Oct-84 |
5756 |
28-May-56 |
65370 |
77555 |
6256 |
Aug-84 |
5757 |
8-Jun-56 |
65371 |
77556 |
6257 |
Mar-85 |
5758 |
26-Oct-56 |
65372 |
77557 |
6258 |
c.Oct-84 |
Code |
|
CQ-1A |
|
|
|
5759 |
20-Jun-56 |
65373 |
77558 |
6259 |
Nov-84 |
5760 |
11-May-56 |
65374 |
77559 |
6260 |
Nov-84 |
5761 |
6-Jul-56 |
65375 |
77560 |
6261 |
Sep-84 |
5762 |
11-Jun-56 |
65376 |
77561 |
6262 |
Jul-84 |
5763 |
29-Jun-56 |
65377 |
77562 |
6263 |
Nov-84 |
5764 |
18-Jul-56 |
65378 |
77563 |
6264 |
c.Oct-84 |
5765 |
28-Jul-56 |
65379 |
77564 |
6265 |
Jul-84 |
5766 |
11-Jul-56 |
65380 |
77565 |
Withdrawn |
4-Dec-57 |
5767 |
25-Aug-56 |
65381 |
|
6267 |
Sep-84 |
5768 |
28-Aug-56 |
65382 |
77567 |
6268 |
Sep-84 |
5769 |
3-Sep-56 |
|
77568 |
6269 |
c.Oct-84 |
5770 |
5-Sep-56 |
65384 |
77569 |
6270 |
Aug-84 |
5771 |
17-Sep-56 |
65385 |
77570 |
6271 |
Sep-84 |
5772 |
21-Sep-56 |
65386 |
77571 |
6272 |
Sep-84 |
5773 |
29-Sep-56 |
65387 |
77572 |
6273 |
Aug-84 |
5774 |
5-Oct-56 |
65388 |
77573 |
6274 |
Aug-84 |
5775 |
13-Oct-56 |
65389 |
77574 |
6275 |
Aug-84 |
5776 |
19-Oct-56 |
65390 |
77575 |
6276 |
Aug-84 |
5777 |
5-Nov-56 |
65391 |
77576 |
6277 |
Aug-84 |
5778 |
9-Nov-56 |
65392 |
77577 |
6278 |
Aug-84 |
5779 |
14-Jun-58 |
65435 |
77579 |
6279 |
Sep-84 |
‘1957 type’
unit |
|||||
Diag No. |
|
414 |
420 |
|
|
5800 |
15-Jan-60 |
61624 |
75363 |
Disbanded |
4-Mar-64 |
Notes: |
#1 |
‘1957 type’
DTS, code DAC. |
|
#2 |
‘SR type’
4 EPB MBS, diagram 2129, code CP. |
|
#3 |
‘BR type’
2 SAP MBS, code CQ-3A. |
|
#4 |
‘SR type’
4 EPB MBS, diagram 2129, code CP. |
|
#5 |
MBS
code CQ |
Conduit detail of 2 EPB 5760 on 24th
February 1974
© Dave Smith
Allocations
Units were used
on all three sections of the Southern Region and routine maintenance was
carried out at Slade Green (SE), Selhurst (Ctl) and Wimbledon Park (SW) with
major overhauls carried out and Eastleigh and from 1961 running gear overhauls
at Chart Leacon (previously these were undertaken at Lancing). Units were
also repainted at Selhurst.
The allocation
of units remained fairly static following the loss of the six units disbanded
late in 1964. By 1972 (when depot allocations were introduced) units 5733, 5734,
5757 to 5760 and 5781 to 5794 were at Selhurst, 5752 to 5756 at
Wimbledon Park with the remainder at Slade Green. The small number
working on the South Western were supplemented the thirty four
‘SR type’ 2 EPB units on the Windsor/Weybridge services.
Allocations
varied over the years, the ‘SR type’ 2 EPBs later moving to the
Central section in exchange for BR types (including all the ex. Tyneside
units) by 1978 leaving only 5752 to 5755 at Selhurst, with 5756 upwards at
Wimbledon Park and the remainder at Slade Green.
In 1972 the
units were allocated the BR TOPS class number 413; this being later amended in
1975 to 416 and again revised to 416/2 subsequently and all units were
renumbered into a new series 6202 ‑ 6279 from July 1984, though
this was not completed until May 1985.
From late 1978
all units were fitted with simplified AWS equipment; all being completed by
about 1981.
Introduction of
the new Class 455 units on the SWD and later on the CD displaced the 2 EPB
units to the SED during the early 1980’s.
2 EPB 577x at Addiscombe
© BloodandCustard
Liveries
Units
5701 – 5779, 5781 – 5795 & 5800
All units entered
service in all-over green livery, and from early 1964 received small yellow
warning panels on cab ends, unit 5711 being amongst the first so treated, being
released thus 14th January 1964. The following units later gained
full yellow ends with green livery:
5702 |
5703 |
5705 |
5707 |
5712 |
5714 |
5717 |
5722 |
5723 |
5725 |
5727 |
5736 |
5740 |
5741 |
5742 |
5746 |
5747 |
5748 |
5749 |
5750 |
5751 |
5752 |
5758 |
5769 |
Units started
to be painted all-over blue from July 1966 with unit 5763 being the first blue
repaint at Eastleigh works with ‘paint date’ 1st July 1966; all
receiving this livery complete with full yellow ends. The last units to run in
green livery were 5742 and 5748; these being painted blue in July 1971. The
following units had blue ends with small yellow panels when first repainted
blue but were subsequently repainted again to standard:
5739 |
5753 |
5755 |
5760 |
5763 |
5764 |
5765 |
5772 |
5773 |
5775 |
A change of
policy led to all units being repainted in blue /grey from the early eighties;
units 5760 and 5773 being the last running in plain blue in March 1984. The
facelifted units were also turned out in this scheme. However, these facelifted
units (nos.6225 /6229 /6241 /6249) all eventually received the new Network
SouthEast livery and several unfacelifted units also appeared in this scheme,
though many were withdrawn still in blue /grey livery.
Number |
Green Yellow Warning Panel |
Green Full Yellow End |
Blue Yellow Warning Panel |
Blue Full |
Blue /Grey |
Renumbered |
5701 |
Disbanded |
|
|
|
|
|
5702 |
30-Nov-64 |
16-Oct-68 |
No |
14-Apr-71 |
c.Nov-80 |
6202 |
5703 |
21-Jan-65 |
16-Nov-68 |
No |
14-Apr-71 |
Dec-83 |
6203 |
5704 |
(8-Nov-65) |
Disbanded |
|
|
|
|
5705 |
12-Aug-65 |
12-Nov-68 |
No |
6-Apr-71 |
Dec-83 |
6205 |
5706 |
2-Oct-64 |
No |
No |
4-Oct-69 |
Dec-82 |
6206 |
5707 |
n/a |
1-Aug-68 |
No |
1-Oct-69 |
Jan-83 |
6207 |
5708 |
27-Jan-64 |
Disbanded |
|
|
|
|
5709 |
22-Jul-64 |
Disbanded |
|
|
|
|
5710 |
4-Apr-64 |
No |
No |
17-Nov-69 |
12-82 |
6210 |
5711 |
14-Jan-64 |
Disbanded |
|
|
|
|
5712 |
11-Jun-65 |
22-Sep-67 |
No |
20-Nov-70 |
c.May-81 |
6212 |
5713 |
20-Aug-64 |
No |
No |
17-Apr-70 |
Feb-83 |
6213 |
5714 |
Not known |
18-Jun-68 |
No |
15-Apr-71 |
Apr-82 |
6214 |
5715 |
27-Apr-64 |
No |
No |
9-Apr-69 |
c.Nov-82 |
6215 |
5716 |
Not known |
No |
No |
17-Jul-69 |
Oct-82 |
6216 |
5717 |
6-Jan-66 |
8-Aug-68 |
No |
6-Apr-71 |
Mar-82 |
6217 |
5718 |
31-Jul-64 |
No |
No |
22-Dec-69 |
Jan-83 |
6218 |
5719 |
26-Sep-64 |
No |
No |
Sep-70 |
13-Jun-80 |
6219 |
5720 |
Not known |
No |
No |
4-Apr-70 |
c.Jan-83 |
6220 |
5721 |
May-64 |
No |
No |
31-Jan-70 |
Jan-83 |
6221 |
5722 |
29-Jul-64 |
27-Jun-68 |
No |
Aug-70 |
?-80 |
6222 |
5723 |
9-Oct-64 |
11-Sep-67 |
No |
12-Nov-70 |
c.Dec-80 |
6223 |
5724 |
16-Sep-64 |
No |
No |
20-Oct-70 |
c.May-82 |
6224 |
5725 |
27-Aug-64 |
13-Dec-67 |
No |
18-Mar-70 |
Jan-83 |
6225 |
5726 |
19-Mar-64 |
No |
No |
18-Mar-70 |
c.Aug-82 |
6226 |
5727 |
14-Oct-64 |
5-Jun-68 |
No |
15-Dec-70 |
c.Feb-81 |
6227 |
5728 |
8-Apr-64 |
No |
No |
27-Jun-69 |
Dec-82 |
6228 |
5729 |
3-Sep-64 |
No |
No |
20-Oct-70 |
Sep-83 |
6229 |
5730 |
26-Sep-64 |
No |
No |
by Feb-70 |
Apr-82 |
6230 |
5731 |
30-Nov-64 |
No |
No |
31-Oct-70 |
Apr-83 |
6231 |
5732 |
Not known |
No |
No |
23-Apr-69 |
c.Aug-82 |
6232 |
5733 |
2-May-64 |
No |
No |
by Oct-69 |
Dec-82 |
6233 |
5734 |
1-Jul-64 |
No |
No |
26-Apr-69 |
Apr-82 |
6234 |
5735 |
22-Jul-64 |
No |
No |
22-Oct-70 |
c.Dec-80 |
6235 |
5736 |
6-Jan-65 |
30-Nov-67 |
No |
by Mar-70 |
c8-80BG |
6236 |
5737 |
6-Oct-64 |
No |
No |
16-Feb-70 |
2-Jul-80 |
6237 |
5738 |
8-Feb-64 |
No |
No |
30-Oct-69 |
Dec-82 |
6238 |
5739 |
Not recorded* |
No |
21-Nov-66 |
26-Aug-69 |
Feb-84 |
6239 |
5740 |
17-Aug-64 |
13-Oct-67 |
No |
4-Dec-69 |
Dec-82 |
6240 |
5741 |
19-Nov-64 |
12-Jan-68 |
No |
Dec-70 |
Nov-83 |
6241 |
5742 |
31-Jan-64 |
?-68 |
No |
6-Jul-71 |
c.Sep-82 |
6242 |
5743 |
Not known |
No |
No |
28-Aug-70 |
Jan-83 |
6243 |
5744 |
7-Apr-64 |
No |
No |
1-Sep-70 |
Feb-83 |
6244 |
5745 |
21-Jul-64 |
No |
No |
23-Sep70 |
31-Oct-80 |
6245 |
5746 |
Not known |
16-Feb-68 |
No |
11-May-71 |
c.Aug-82 |
6246 |
5747 |
8-Dec-64 |
13-Nov-67 |
No |
25-Nov-70 |
Oct-83 |
6247 |
5748 |
18-Jun-64 |
25-Sep-68 |
No |
6-Jul-71 |
c.Nov-82 |
6248 |
5749 |
27-Oct-64 |
18-Mar-68 |
No |
4-Dec-70 |
21-Oct-80 |
6249 |
5750 |
26-Oct-64 |
22-Nov-67 |
No |
by Feb-70 |
19-Sep-80 |
6250 |
5751 |
8-May-64 |
30-Oct-67 |
No |
by Oct-70 |
c.Nov-82 |
6251 |
5752 |
17-Aug-64 |
16-Oct-68 |
No |
3-Jun-71 |
c.Feb-82 |
6252 |
5753 |
Not recorded* |
No |
17-Jan-67 |
19-Aug-70 |
Dec-81 |
6253 |
5754 |
28-Apr-64 |
No |
No |
14-Aug-70 |
Dec-83 |
6254 |
5755 |
Not recorded* |
No |
19-Sep-66 |
22-Mar-69 |
Mar-82 |
6255 |
5756 |
27-Feb-64 |
No |
No |
21-Mar-67 |
Dec-81 |
6256 |
5757 |
Not known |
No |
No |
30-Jun-67 |
24-Jan-81 |
6257 |
5758 |
1-Jun-65 |
13-May-68 |
No |
11-Jul-70 |
c.Aug-83 |
6258 |
5759 |
Not known |
No |
No |
7-Jun-67 |
Jan-84 |
6259 |
5760 |
Not recorded* |
No |
3-Feb-67 |
22-Oct-69 |
Feb-84 |
6260 |
5761 |
Not known |
No |
No |
24-Apr-67 |
16-Jan-81 |
6261 |
5762 |
Not known |
No |
No |
12-Apr-67 |
c.Feb-82 |
6262 |
5763 |
Not recorded* |
No |
1-Jul-66#A |
by Aug-69 |
Jan-84 |
6263 |
5764 |
Not recorded* |
No |
19-Jul-66 |
25-Jul-69 |
Feb-84 |
6264 |
5765 |
Not recorded* |
No |
19-Sep-66 |
8-Apr-70 |
Feb-82 |
6265 |
5766 |
Withdrawn |
|
|
|
|
|
5767 |
Not known |
No |
No |
20-Oct-67 |
18-Feb-81 |
6267 |
5768 |
Not known |
No |
No |
24-May-67 |
Feb-82 |
6268 |
5769 |
1-Jun-65 |
22-Nov-67 |
No |
3-Dec-70 |
Dec-83 |
6269 |
5770 |
Not known |
No |
No |
5-May-67 |
Apr-82 |
6270 |
5771 |
Not known |
No |
No |
14-Aug-67 |
c.May-81 |
6271 |
5772 |
Not recorded* |
No |
11-Nov-66 |
4-Apr-70 |
Feb-84 |
6272 |
5773 |
Not recorded* |
No |
24-Aug-66 |
24-Jan-69 |
Feb-84 |
6273 |
5774 |
Not known |
No |
No |
31-Mar-67 |
c.Feb-81 |
6274 |
5775 |
Not recorded* |
No |
20-Oct-66 |
by Oct-70 |
Apr-82 |
6275 |
5776 |
Not known |
No |
No |
20-Jun-67 |
C.May-81 |
6276 |
5777 |
8-Feb-66 |
No |
No |
9-Apr-69 |
Jan-84 |
6277 |
5778 |
Not known |
No |
No |
23-Jul-69 |
c.Nov-82 |
6278 |
5779 |
27-Apr-65 |
No |
No |
22-Jun-67 |
Mar-81 |
6279 |
5800 |
26-Oct-64 #C |
|
|
|
|
|
Ex. Tyneside 2 EPB
units |
||||||
5781 |
Not known |
No |
No |
8-Mar-69 |
by May-81 |
6281 |
5782 |
Not known |
29-Aug-67 |
No |
6-Mar-70 |
Jan-83 |
6282 |
5783 |
Not known |
16-Feb-68 |
No |
17-Aug-70 |
c.May-81 |
6283 |
5784 |
Not known |
5-Feb-68 |
No |
20-Mar-71 |
c.May-81 |
6284 |
5785 |
Not known |
No |
No |
17-Jul-70 |
c.Jan-83 |
6285 |
5786 |
Not known |
No |
No |
5-Jun-70 |
13-May-81 |
6286 |
5787 |
Not known |
No |
No |
6-Sep-68 |
By May-81 |
6287 |
5788 |
Not known |
10-Apr-68 |
No |
24-Sep-70 |
c.Jul-81 |
Withdrawn |
5789 |
Not known |
No |
No |
23-Apr-69 |
16-Jun-81 |
6289 |
5790 |
Not known |
18-Mar-68 |
No |
18-Aug-70 |
Jan-81 |
6290 |
5791 |
Not known |
?-68 |
No |
22-Dec-70 |
c.Jan-82 |
6291 |
5792 |
Not known |
12-Jan-68 |
No |
3-Jun-70 |
4-Mar-81 |
6292 |
5793 |
Not known |
1-May-68 |
No |
10-Mar-70 |
c.May-81 |
6293 |
5794 |
Not known |
10-Apr-68 |
No |
8-May-70 |
c.May-81 |
Withdrawn |
5795 |
Not known |
No |
No |
23-Aug-68 |
Jul-81 |
Withdrawn |
Notes: |
Dates for green units
receiving yellow warning panels stated where known. The 1963 conversion of
the Tyneside units to BR(S) may have been undertaken immediately prior to the
commencement of the application of yellow warning panels in 1964; the works
records not shewing a livery change at the time of conversion. * It is possible that
these units did not receive yellow warning panels. #A First in blue livery #B Last in green livery #C MBS to unit 5352 |
Wintery
conditions pair 2 EPB 5732 and unidentified class 73 at Strood |
TOPS
The units were allocated the BR TOPS class number 413 in 1972,
this being later amended to 416 in 1975, and again revised to 416/2
subsequently and all units were renumbered into a new series 6202 ‑ 6279
from July 1984, though this was not completed until May 1985.
BR
type 2 EPB unit no.5749 undergoing repairs (believed to be Slade Green Repair
Shops about December 1981). Its Mark 3D motor bogie is standing in front of
the motor coach. © Late Alan Hawes collection |
AWS
All units were fitted with simplified AWS equipment from late
1978, all being done by about 1981. Introduction of new Class 455 units on
the SWD and later on the CD displaced units to the SED during the early 1980’s.
AWS equipment was fitted* /made operational#
in these units as follows:
Unit |
Date |
Unit |
Date |
Unit |
Date |
Unit |
Date |
5702 |
Oct-80 |
5724 |
Apr-80 |
5743 |
Mar-80 |
5762 |
by May-81 |
5703 |
cJul-81 |
5725 |
Feb-80 |
5744 |
Apr-80 |
5763 |
Jul-81 |
5705 |
19-Aug-65* |
5726 |
Apr-80? |
5745 |
by May-81 |
5764 |
Apr-81 |
5705 |
Sep-81# |
5727 |
by May-81 |
5746 |
by May-81 |
5763 |
Jul-81 |
5706 |
Nov-79 |
5728 |
Nov-79 |
5747 |
Oct-81 |
5764 |
Apr-81 |
5707 |
by May-81 |
5729 |
by May-81 |
5748 |
Jun-79 |
5765 |
by Jul-81 |
5710 |
Dec-79 |
5730 |
Mar-80 |
5749 |
Jun-79 |
5767 |
May-79 |
5712 |
Sep-79 |
5731 |
Jul-80 |
5750 |
Aug-80 |
5768 |
Mar-81 |
5713 |
Jun-80 |
5732 |
Feb-79 |
5751 |
Sep-79 |
5769 |
Jan-82 |
5714 |
Dec-78 |
5733 |
by Nov-81 |
5752 |
by May-81 |
5770 |
Jul-81 |
5715 |
Aug-79 |
5734 |
Nov-78 |
5753 |
by Sep-81 |
5771 |
by Jul-81 |
5716 |
Oct-79 |
5735 |
Nov-80 |
5754 |
Oct-81 |
5772 |
Mar-81 |
5717 |
Jul-81 |
5736 |
Aug-80 |
5755 |
Sep-81 |
5773 |
Apr-81 |
5718 |
Jan-80 |
5737 |
by Nov-81 |
5756 |
Mar-81 |
5774 |
by May-81 |
5719 |
May-80 |
5738 |
Oct-79 |
5757 |
by Jul-81 |
5775 |
by May-81 |
5720 |
Dec-79 |
5739 |
by May-81 |
5758 |
Jun-81 |
5776 |
Jul-81 |
5721 |
Feb-80 |
5740 |
Nov-79 |
5759 |
by May-81 |
5777 |
by May-81 |
5722 |
Jul-80? |
5741 |
Jun-81 |
5760 |
by May-81 |
5778 |
Jun-79 |
5723 |
Nov-80 |
5742 |
May-79 |
5761 |
by May-81 |
5779 |
by May-81 |
Looking a
bit sorry for itself, 2 EPB (R) unit no.6407 stands in a deserted Addiscombe
station on Monday 30th Jan 1995 working the 'poppers' to Elmers
End. |
Facelifting
(REV-PRO
& COM Units)
As with the 4 EPB units, a facelift programme commenced
from June 1985, units so treated being reclassified class 416/4 and renumbered
in a new series upwards from 6401 in order of shopping. Eighteen units were
dealt with, the first nine later having detail modifications to assist guards
with fare collection, these ‘Revenue Protection’ units (unofficially known as
REV‑PRO units) being used mainly on the Strood ‑ Paddock
Wood and Sittingbourne ‑ Sheerness routes where conductor guard
working was employed.
Like the facelifted BR 4 EPB units, all passenger
accommodation was now in open saloons, the motor coach now seating 82, the
driving trailer 92. However, the RevPro units had additional internal
doorways cut between the guard’s compartment and the passenger saloon, reducing
the seating capacity to 80, and in the driving trailer, a similar doorway
into the cab entrance vestibule, reducing the seating capacity to 90. The
guard was able to ‘ring‑away’ the train from this cab vestibule, enabling
him to restart the train from either end. Overall seating capacity of facelift
units was therefore 174, reduced to 170 on the RevPro sets.
These units were fitted with improved draught proofing and
heating, fluorescent lighting and PA system during facelift. Due to public
disquiet over passenger attacks in compartment stock, the non-facelifted
examples were restricted mainly to peak-hour services from April 1988, being
shown in operating publications as 2 COM units, facelifted examples not so
restricted being shown as 2 EPB (R).
From 1988, those units not facelifted and now shown as
2 COM units in operating publications began to have a red cantrail stripe
added along the compartment section of the DTS to indicate the closed
compartment section. Bogies were also changed with the oil axlebox type
replaced by roller bearing ones recovered from withdrawn DEMU and 2 HAP
units. Upon withdrawal, units were mostly worked to Bournemouth depot under
their own power for some electrical stripping and component recovery before
being hauled away to Gwent Demolition at Margam for scrapping.
Two non-facelifted units (nos.5738 & 5740) were ‘opened-out’
at Slade Green in April 1984; the MBS into one large saloon
seating 82, the DTS into two semi saloons of four & five bays
seating 94 thus reducing overall seating capacity to 176.
Relatively few units were reformed over the years and a start on
withdrawals was made on non-facelifted examples from mid 1991, the lack of any
blue asbestos insulation in these units making them considerably longer lived
than many of the later BR type 2 HAP and 4 EPB units. Units started
to be withdrawn in numbers early in 1993 following the delivery of new Class
465 /466 ‘Networker’ units, the last 2 EPB units surviving into January 1995.
Individual Unit
Notes
No. |
Notes |
5701 |
Unit at Eastleigh between 20‑May-63 and 20‑Sep-63,
damaged? (details unknown, possibly a
bogie trial as unit back at Eastleigh for bogie change 13‑Nov-63 to 5‑Dec-63).
Horns fitted. Unit disbanded Nov-64 at Chart Leacon and DTS 77500 modified
for use in 3R 1201, MBS 65300 to Eastleigh for store 6‑Dec-64, stored
spare (at Micheldever?) until
reformed there into ‘new’ 4 EPB 5261 and back to Eastleigh for overhaul
20‑Apr-65 and released 6‑Aug-65. |
5704 |
Unit disbanded Nov-64 at Chart Leacon and DTS 77503 modified
for use in 3R 1202, MBS 65303 to Eastleigh 4‑Jan-65, stored spare
(at Micheldever?) until reformed
there into ‘new’ 4 EPB 5262 and back to Eastleigh for overhaul 9‑Sep-65
and released 23‑Nov-65. |
5705 |
Unit out of use damaged (details unknown) cJul-58 and
not released from repairs at Lancing until 18‑Feb-59, and again during
Dec-83. It was also fitted with AWS equipment during overhaul at Eastleigh
between 28‑Jun-65 and 19‑Aug-65. |
5706 |
Unit failed at Bingham Road 28‑Oct-61 then damaged in
collision with 5746 sent to assist. Repaired at Slade Green. |
5707 |
Unit exhibited at Willesden exhibition May 1954 when new. Unit out of use damaged (details unknown) cMay-59. MBS 65306 offside damaged in converging collision with 5331 at
Gillingham depot 18‑Jun-62. Unit in collision with 5767 at Orpington late 1978 and
DTS 77506 temporarily exchanged with 77566 (ex 5767) until Mar-79. |
5708 |
Unit at Chart Leacon for bogie modifications in June 1963
where DTS 77507 found to have underframe distorted at inner end, unit
sent for store to Micheldever and arrived Eastleigh 29‑Nov-63 for
repairs, released 24‑Jan-64 repainted green with small yellow panels. Unit disbanded Nov-64 at Chart Leacon and DTS 77507
modified for use in 3R 1203, MBS 65307 to Eastleigh 6‑Dec-64,
stored spare (at Micheldever?)
until back to Eastleigh for overhaul 8‑Mar-65 and formed into SR
4 EPB 5247 from 14‑May-65. |
5709 |
DTS 77508 damaged in buffer stop collision in Selhurst
depot 4‑Sep-62, lifted at Slade Green. Unit disbanded Nov-64 at Chart Leacon and DTS 77508 modified
for use in 3R 1204, MBS 65308 to Eastleigh 4‑Jan-65 stored spare (at Micheldever?) until reformed there
into ‘new’ 4 EPB 5262 and back to Eastleigh for overhaul 9‑Sep-65
and released 23‑Nov-65. |
5710 |
Unit disbanded at Wimbledon Park Nov-64 and DTS 77509 modified
for use in 3R 1205, MBS 65309 stored spare at Micheldever until reformed
there May-65 with DTS 75636 (ex disbanded 5800) and unit to Eastleigh
for overhaul 5‑May-65. DTS 75636 modified to work with ‘1951 type’ motor coach,
although retained some ‘1957 type’ features such as miniature circuit
breakers in place of fuses and unit released 14‑May-65. |
5711 |
Unit disbanded at Wimbledon Park Nov-64 and DTS 77510 modified
for use in 3R 1206, MBS 65310 stored spare at Micheldever until reformed
there Apr-65 into ‘new’ 4 EPB 5261 and unit to Eastleigh for overhaul 20‑Apr-65
and released 6‑Aug-65. |
5713 |
MBS 65327 damaged and DTS 77512 temporarily
exchanged with damaged 77529 (ex 5730) late 1976 and unit out of use
until repairs completed when reverted. |
5714 |
Unit into traffic from 20‑Sep-54. Unit to Eastleigh 6‑Dec-78
for protracted C1 overhaul, not released until 6‑Mar-79. |
5715 |
Unit damaged in shunting collision at
Addiscombe depot 22‑Dec-61. The 8†25pm 10-car train ex.Hayes berthed in No. 2 Siding at 8.42pm,
the 10†45pm 6-car train ex.Hayes intended to berth in No. 1 Siding but due to
an oversight the hand points were still set for No. 2 Road with the result
that the 6-car train ran into the rear of the 10-car train, pushed the buffer
stops back and derailed the Driving Trailer bogie, also causing buffer
locking between the 3rd and 4th vehicles of the 6-car
train. All centre buffers and auto couplers damaged throughout and some
underframe damage, time of mishap 10.56pm, stock cleared 8.0am, breakdown
crane in attendance. Berthed 10-car train - stops. Unit no.5715 2 EPB DTS 77514 Driving Trailer bogie derailed with other
damage. MBS 65329 rubbing plate bent Unit no.5038 4 EPB (MBS 14075 +
TSO 15138 [2 centre buffers] + TS 15163 + MBS 14076) received minor damage. Unit no.5149 4 EPB (MBS 14297 + TS 15227 + TSO 15277 [2 centre buffers]
+ MBS 14298) mior damage plus underframe longitudinals bent. 10.45pm 6-car train. Unit no.5758 2 EPB (DTS 77557 + MBS 65372) received minor damage. Unit no.5102 4 EPB (MBS 14203 + TSO 15155 [2 centre buffers] + TS
15180 + MBS 14204) received minor damage. Subsequently units nos.5038 & 5149 were steam hauled to Slade
Green 8.7pm 28-Dec-61. No. 5149 will be OK for service 21-Jan-62. Units 5102,
5715 & 5758 remained at Addiscombe until release of 8 car then to Slade
Green. |
5729 |
DTS 77528 sidescrape damaged 29‑Apr-76 at Cannon Street
when hit by derailed 5146 and MBS 65343 temporarily formed with 65388
(ex 5774) as 2 EPB ‘power unit’ 5801 Dec-76 for AWS trials
with test coach ‘Mars’ ADB975032. DTS 77528 held for repairs with
DTS 77573 (ex 5774) as 5729, being stored at Plumstead by late 1976
awaiting repair at Slade Green. Unit 5801 disbanded Aug-77 and in Sep-77 DTS 77528 to 5774
(with 65388) though this unit remained stopped until Mar-78. Unit 5729
at this time consisted of 65343 and 77573 (ex 5774), but reverted to
original formation from Mar-78 though still out of use. MBS 65343 had the internal partition removed Jul-78
reducing the seating capacity to 82. MBS 65343 replaced in unit by SR type MBS 14405
(ex 5203) from Aug-78 to Nov-78, this coach seating 82, reducing unit
capacity to 184, then by BR type MBS 65409 (ex 2 SAP 5917) and unit
used as de-icer pilot. Reverted to original formation from Apr-79, though now
non‑standard seating capacity of 184. |
5730 |
Unit in converging collision with 6119 at Slade Green 14‑Oct-61
and side of DTS 77529 damaged. Unit to Micheldever pending repairs at
Eastleigh. DTS 77529 damaged (where?) and temporarily exchanged
with 77512 (ex 5713) late 1976. |
5731 |
Unit leading 5768 when run-into by 4669 + 4382 at Peckham Rye
station 30‑Jan-63. DTS 77530 slight damage. |
5732 |
Unit to Eastleigh 26‑Feb-79 for protracted C1 overhaul,
not released until 11‑May-79. |
5734 |
Unit possibly damaged
about November 1978?
as to Eastleigh 17‑Nov-78 for protracted C1 overhaul, not released
until 16‑Feb-79. |
5737 |
MBS 65351 damaged in collision with 6037 at Gillingham depot
23‑May-81 but repaired. |
5738 |
Compartments opened-out at Slade Green in April 1984 as
experiment, the MBS as one saloon seating 82, the DTS as two saloons seating
94, giving a unit total of 176. |
5740 |
MBS 65354 damaged about September 1969 (details unknown) and unit to Eastleigh
10‑Oct-69 for C6 repair and overhaul, released 10‑Dec-69 in blue
livery. Compartments opened-out at Slade Green in April 1984 as
experiment, the MBS as one saloon seating 82, the DTS as two saloons seating
94, giving a unit total of 176. |
5742 |
Unit struck by 5349 which had taken two roads in Slade Green
depot 20‑Nov-63 and cab offside corner of MBS 65356 damaged. Unit
to Eastleigh for repairs arriving 26‑Nov-63 and released 31‑Jan-64. |
5743 |
DTS 77542 cab damaged in collision with 5603 in
Gillingham depot 22‑Aug-61 and unit to Micheldever pending repairs at
Eastleigh. |
5746 |
Unit sent to assist failed 5706 at Bingham Road 28‑Oct-61
then damaged in collision with it and repaired at Slade Green. |
5747 |
MBS 65361 damaged in sidescrape collision with 5192 at Slade
Green May-75 and stored damaged at Crystal Palace by 16‑May-75, but
repaired at Clapham Yard. |
5750 |
Unit slightly damaged in derailment in Gillingham depot 13‑Dec-61.
MBS 65364 coupled temporarily with DS70268 (ex 2 HAL MBS 10726 from unit
2608) from February 1968 pending completion of conversion of second vehicle
for de-icer 001. Reverted back about September 1969, unit 5750 being out of
use for this period. |
5751 |
DTS 77550 damaged in derailment at Borough Market Junction 12‑Aug-58
and unit to Lancing for repairs, released 17‑Feb-59. |
5753 |
Unit used for retarder control trials in 1973, often between
Farnham and Alton and back to traffic Jun‑74. Also used at various
times subsequently for brake block tests and restricted to
Wimbledon - West Croydon line for certain periods. |
5754 |
Unit used for retarder control trials in 1973, often between
Farnham and Alton and back to traffic Jun-74. Also used at various times
subsequently for brake block tests and restricted to
Wimbledon - West Croydon line for certain periods. |
5755 |
See note against unit 5760 below. Unit completed late and out
of sequence (with 5758), (reason unknown). Unit (with 5305 & 5216) damaged in head-on collision (with
6118, 6103 & 6018) in Gillingham depot 6‑Dec-62. Unit damaged in collision with 5152 and 5160 in Selhurst depot
4‑Jul-74 but repaired. |
5756 |
Unit new with experimental Girling disc brakes and ran so
fitted until converted to normal during overhaul at Eastleigh between 12‑Dec-63
and 28‑Feb-64. Unit used mostly on the
South London line and was not usually permitted to work alone whilst so
equipped. A sample working for unit, published for week 22nd to 26th August
1960 showed rear of 2†50 pm Selhurst depot to London Bridge (4 x 2 EPB
units), then front of 3.48 London Bridge to Victoria. Unit then ran solo on
4.26, 5.26 and 6.27 to London Bridge and 4.57 and 5.57 London Bridge to
Victoria. It then returned to Selhurst depot as leading unit of 7†00 ECS from
London Bridge. Unit was slightly damaged in Selhurst depot 12‑Jul-62
when DTS 77555 took two roads and derailed during shunting, lifted at
Selhurst. |
5757 |
MBS 65371 slightly damaged cOct-72 (where?) and
repaired at Selhurst. |
5758 |
Unit completed late and out of sequence (with 5755), (reason
unknown). Unit damaged in shunting collision at
Addiscombe depot 22‑Dec-61. The 8†25pm 10-car train ex.Hayes berthed in No. 2 Siding at 8.42pm,
the 10†45pm 6-car train ex.Hayes intended to berth in No. 1 Siding but due to
an oversight the hand points were still set for No. 2 Road with the result
that the 6-car train ran into the rear of the 10-car train, pushed the buffer
stops back and derailed the Driving Trailer bogie, also causing buffer
locking between the 3rd and 4th vehicles of the 6-car
train. All centre buffers and auto couplers damaged throughout and some
underframe damage, time of mishap 10.56pm, stock cleared 8.0am, breakdown
crane in attendance. Berthed 10-car train - stops. Unit no.5715 2 EPB DTS 77514 Driving Trailer bogie derailed with other
damage. MBS 65329 rubbing plate bent Unit no.5038 4 EPB (MBS 14075 +
TSO 15138 [2 centre buffers] + TS 15163 + MBS 14076) received minor damage. Unit no.5149 4 EPB (MBS 14297 + TS 15227 + TSO 15277 [2 centre buffers]
+ MBS 14298) mior damage plus underframe longitudinals bent. 10.45pm 6-car train. Unit no.5758 2 EPB (DTS 77557 + MBS 65372) received minor damage. Unit no.5102 4 EPB (MBS 14203 + TSO 15155 [2 centre buffers] + TS
15180 + MBS 14204) received minor damage. Subsequently
units nos.5038 & 5149 were steam hauled to Slade Green 8.7pm 28-Dec-61.
No. 5149 will be OK for service 21-Jan-62. Units 5102, 5715 & 5758 remained
at Addiscombe until release of 8 car then to Slade Green. |
5760 |
Unit built as 5755 but renumbered before entering service out
of sequence (reason unknown). Unit used as de-icer pilot based at
Bournemouth in autumn of 1981. |
5761 |
Unit built with prototype camshaft control equipment. Unit out of use (damaged?) c.May-59. |
5766 |
Unit wrecked in the St Johns collision 4‑Dec-57 and
withdrawn, officially 28‑Dec-57 (However, CM&EE record card states
3-Jan-58). Remains of both coaches hauled to Hither Green sidings 5‑Dec-57
and scrapped there 11‑Jan-58. |
5767 |
Unit in collision with 5707 at Orpington late 1978 and MBS
65381 damaged. DTS 77566 exchanged with damaged 77506 (ex 5707).
Reverted to booked formation Mar-79 after repairs. |
5768 |
Unit trailing 5731 when run-into (by 4669 & 4382) at
Peckham Rye station 30‑Jan-63. Both coaches damaged and to Lancing? for repair. |
5769 |
MBS 65383 damaged at Clapham (SLL) 24‑Jul-71 when in
collision with bridge girder being moved by crane and cab crushed and
withdrawn, but reinstated from 25‑Mar-72 after repairs and to SR
4 EPB 5246. Temporarily replaced in 5769 by ‘SR type’ 4 EPB
saloon MBS 14206 (ex withdrawn 5103) from Sep-71 to Oct-71. In this form
unit seated 174. MBS 14206 then exchanged with ‘BR type’
MBS 65307 (ex 4 EPB 5247, originally from 5708), and unit back to
standard formation. |
5772 |
Unit built with various prototype features of 1957 stock and
used only for various test purposes until entering ordinary traffic in May
1960. Unit used for the first trials on the Kent Coast ‘phase 1’ electrified
lines in December 1958 between Gillingham and Rainham. |
5774 |
Unit damaged (where?), possibly in collision with 6119
and DTS 77573 repaired at Selhurst by Nov-71. DTS 77573 damaged again cJun-76, (where?) and
MBS 65388 to temporary 2 EPB ‘power unit’ 5801 (with 65343
ex 5729) from Dec-76 to Aug-77 in connection with AWS trials with test
coach ‘Mars’ ADB975032. DTS 77573 shown as part of 2 EPB 5729 for this
period and unit 5774 temporarily disbanded. Unit reformed to normal in Aug-77
but then exchanged DTS 77573 with 77528 (ex 5729) from Oct-77 to Mar-78,
when reverted back to original formation. |
5778 |
Unit fitted for a while with experimental Andre Neidhart
rubber suspension bogies at Lancing during January 1958 and used on trials
between Lancing and Chichester. First test run 28‑Jan-58, though these
bogies were not a success and unit soon reverted to standard. Unit in converging collision with 5175 at Orpington depot 9‑Jul-63
and MBS 65392 damaged. Unit to Micheldever pending repairs at Eastleigh
between 20‑Aug-63 and 1‑Nov-63. |
5779 |
Unit damaged about September 1969 (details unknown) and to Eastleigh 10‑Oct-69 for C6 repair
and overhaul. Released 17‑Nov-69. |
5800 |
Unit built late 1959 and outshopped 15‑Jan-60 to replace
5766 lost at St Johns and had ‘1957 type’ electrical equipment. Outshopped from varnishing 13-July-62, unit enter Lancing works
again 17-Aug-62 DTS 75636 outshopped with experimental air sprung bogies 28-Aug-62
and used for trials. Further bogie mods were undertaken at Lancing between
26-Sep-63 and 23-Jan-63. Unit in Lancing between 27-Feb-63 and 11-Mar-63 for
damage repair. Unit disbanded 4‑Mar-64 at Micheldever and MBS 61624 to
4 EPB 5352 Jun-64. DTS 75636 spare and stored under cover at Micheldever
(cushions removed) until later modified at Eastleigh to work with ‘1951 type’
motor coach and formed with 65309 (ex. store) to reinstate disbanded unit
5710 from Dec-64 (CM&EE record card states Jan-65) |
2 EPB Conduit and Roof Details
We have Dave
Smith to thank for having the foresight to take these detail photographs back
in the seventies.
Conduit
detail on 2 EPB 5759
24th February 1974
© Dave Smith
2 EPB 5759
heads north towards East Croydon
24th February 1974
© Dave Smith
2 EPB 5785
Roof Detail
© Dave Smith
2 EPB 5785
Roof Detail
© Dave Smith
2 EPB 5785
Roof Detail
© Dave Smith
1984 Unit Renumbering
All the 2 EPB units were renumbered officially as
6202 to 6279 from 12th July 1984 and this was carried out
quite slowly as the last unit was not renumbered until May 1985. This to accord
with their BR Class designation as class 416/2 in order to clear the number
range upwards from 5701 for the second batch of new 455/7 units then being
delivered.
All surviving units were dealt with but eighteen units were
further renumbered as 6401 to 6418 from June 1985 to January 1987 as
they were facelifted and reclassified as Class 416/4.
Units surviving in traffic after 1st April 1994
were allocated to ownership of Eversholt train leasing company under the BR
privatisation arrangements, these units marked with an ‘E’ after the 62xx
number.
Unit |
Ex. unit |
MBS |
DTS |
Withdrawn |
Scrapped |
Diag No. |
|
400 |
420 |
|
|
6202 E |
5702 |
65301 |
77501 |
5-May-94 |
Jun-94 G |
6203 |
5703 |
65302 |
77502 |
14-May-93 |
See notes |
6205 |
5705 |
65304 |
77504 |
14-May-93 |
See notes |
6206 |
5706 |
65305 |
77505 |
Facelift 6406 15-Oct-85 |
- |
6207 |
5707 |
65306 |
77506 |
13-May-91 |
Nov-91 B |
6210 |
5710 |
65309 |
75636 |
Facelift 6409 19-Nov-85 |
- |
6212 |
5712 |
65326 |
77511 |
30-Sep-91 |
Jun-92 G |
6213 E |
5713 |
65327 |
77512 |
18-Jan-95 |
See notes |
6214 |
5714 |
65328 |
77513 |
Facelift 6416 25-Sep-86 |
- |
6215 |
5715 |
65329 |
77514 |
Facelift 6404 7-Aug-85 |
- |
6216 |
5716 |
65330 |
77515 |
Facelift 6407 29-Oct-85 |
- |
6217 E |
5717 |
65331 |
77516 |
6-Jan-94 |
See notes |
6218 |
5718 |
65332 |
77517 |
30-Sep-91 |
Jun-92 G |
6219 |
5719 |
65333 |
77518 |
Facelift 6411 16-Dec-85 |
- |
6220 |
5720 |
65334 |
77519 |
Facelift 6410 3-Dec-85 |
- |
6221 E |
5721 |
65335 |
77520 |
24-Oct-94 |
Jan-95 G |
6222 |
5722 |
65336 |
77521 |
11-Nov-91 |
See notes |
6223 E |
5723 |
65337 |
77522 |
19-Oct-94 |
Nov-94 G |
6224 |
5724 |
65338 |
77523 |
24-Jan-94 |
Feb-94 G |
6225 E |
5725 |
65339 |
77524 |
15-Oct-94 |
Nov-94 G |
6226 E |
5726 |
65340 |
77525 |
4-May-94 |
Jun-94 G |
6227 |
5727 |
65341 |
77526 |
18-Jan-93 |
See notes |
6228 |
5728 |
65342 |
77527 |
Facelift 6408 13-Nov-85 |
- |
6229 |
5729 |
|
77528 |
12-Aug-91 |
Jun-92 G |
6230 E |
5730 |
65344 |
77529 |
4-May-94 |
Jun-94 G |
6231 |
5731 |
65345 |
77530 |
12-May-93 |
Sep-93 G |
6232 |
5732 |
65346 |
77531 |
Facelift 6401 19-Jun-85 |
- |
6233 |
5733 |
65347 |
77532 |
Facelift 6405 10-Oct-85 |
- |
6234 |
5734 |
65348 |
77533 |
Facelift 6415 21-Jul-86 |
- |
6235 E |
5735 |
65349 |
77534 |
7-Nov-94 |
Dec-94 G |
6236 E |
5736 |
65350 |
77535 |
26-Oct-94 |
Dec-94 G |
6237 E |
5737 |
65351 |
77536 |
7-Nov-94 |
Jan-95 G |
6238 |
5738 |
65352 |
|
30-Sep-91 |
See notes |
6239 |
5739 |
65353 |
77538 |
13-Nov-92 |
See notes |
6240 E |
5740 |
65354 |
77539 |
5-Aug-94 |
Sep-94 G |
6241 |
5741 |
65355 |
77540 |
18-Jan-93 |
See notes |
6242 |
5742 |
65356 |
77541 |
Facelift 6403 16-Jul-85 |
- |
6243 |
5743 |
65357 |
77542 |
20-Jan-92 |
See notes |
6244 |
5744 |
65358 |
77543 |
30-Sep-91 |
Nov-92 B |
6245 E |
5745 |
65359 |
77544 |
16-Nov-94 |
Dec-94 G |
6246 |
5746 |
65360 |
77545 |
Facelift 6418 7-Jan-87 |
- |
6247 |
5747 |
65361 |
77546 |
12-May-93 |
Jun-93 G |
6248 |
5748 |
65362 |
77547 |
Facelift 6402 3-Jul-85 |
- |
6249 E |
5749 |
65363 |
77548 |
11-May-94 |
Jun-94 G |
6250 |
5750 |
65364 |
77549 |
Facelift 6412 11-Feb-86 |
- |
6251 E |
5751 |
65365 |
77550 |
24-Oct-94 |
Jan-95 G |
6252 |
5752 |
65366 |
77551 |
Facelift 6417 11-Nov-86 |
- |
6253 |
5753 |
65367 |
77552 |
14-May-93 |
See notes |
6254 |
5754 |
65368 |
77553 |
Facelift 6414 20-May-86 |
- |
6255 |
5755 |
65369 |
77554 |
10-Feb-94 |
Mar-94 G |
6256 |
5756 |
65370 |
77555 |
6-Jan-94 |
Feb-94 G |
6257 |
5757 |
65371 |
77556 |
13-May-91 |
Nov-91 G |
6258 |
5758 |
65372 |
77557 |
Facelift 6413 11-Mar-86 |
- |
Code |
|
CQ-1A |
|
|
|
6259 E |
5759 |
65373 |
77558 |
18-Jan-95 |
East Kent Rly |
6260 |
5760 |
65374 |
77559 |
26-Jan-94 |
Mar-94 G |
6261 |
5761 |
65375 |
77560 |
10-Feb-94 |
Mar-94 G |
6262 |
5762 |
65376 |
77561 |
26-Jan-94 |
Feb-94 G |
6263 E |
5763 |
65377 |
77562 |
11-Jan-95 |
Feb-95 G |
6264 E |
5764 |
65378 |
77563 |
14-Dec-94 |
Apr-95 G |
6265 E |
5765 |
65379 |
77564 |
14-Jan-94 |
See notes |
6267 E |
5767 |
65381 |
77566 |
10-Mar-94 |
Apr-94 G |
6268 E |
5768 |
65382 |
77567 |
10-Jan-94 |
See notes |
6269 |
5769 |
65307 |
77568 |
18-Nov-91 |
Jul-92 G |
6270 E |
5770 |
65384 |
77569 |
2-Mar-94 |
Apr-94 G |
6271 E |
5771 |
65385 |
77570 |
4-May-94 |
Jun-94 G |
6272 |
5772 |
65386 |
77571 |
19-May-93 |
Aug-93 G |
6273 E |
5773 |
65387 |
77572 |
11-Jan-95 |
Feb-95 G |
6274 E |
5774 |
65388 |
77573 |
10-Mar-94 |
Jun-94 G |
6275 E |
5775 |
65389 |
77574 |
10-Mar-94 |
Jun-94 G |
6276 |
5776 |
65390 |
77575 |
13-May-91 |
Dec-91 G |
6277 E |
5777 |
65391 |
77576 |
2-Nov-94 |
Jan-95 G |
6278 |
5778 |
65392 |
77577 |
26-Jan-94 |
Feb-94 G |
6279 |
5779 |
65435 |
77578 |
11-May-87 |
Oct-87 M |
|
|
|
|
|
|
Notes |
#6 |
‘SR type’
4 EPB MBS, diagram 2129, code CP |
|||
|
#7 |
2
HAP DTC, diagram 441, code DX |
|||
Key Letter Codes |
B |
C.
F. Booth, Rotherham. |
|||
G |
Gwent
Demolition, Margam. |
||||
M |
Mayer
Newman, Snailwell. |
2 EPB no.6263 leads a 6-car formation
into Wimbledon
© BloodandCustard
Liveries
Renumbered 2 EPB units
Number |
Blue /Grey |
NSE Later version, darker blue, curved upsweeps |
Notes |
Number |
Blue /Grey |
NSE Later version, darker blue, curved upsweeps |
Notes |
6202 |
*c.Mar-85 |
|
wdn |
6249 |
*c.Apr-85 |
Oct-92 |
wdn |
6203 |
*c.Feb-85 |
|
wdn |
6250 |
*c.Feb-85 |
|
r/n 6412 |
6205 |
*c.Mar-85 |
|
wdn |
6251 |
*Feb-85 |
|
wdn |
6206 |
*c.Apr-85 |
|
r/n 6406 |
6252 |
*Aug-84 |
|
r/n 6417 |
6207 |
*Dec-84 |
|
wdn |
6253 |
*Jul-84 |
|
wdn |
6210 |
*c.Mar-85 |
|
r/n 6409 |
6254 |
*Jul-84 |
|
r/n 6414 |
6212 |
*c.Feb-85 |
|
wdn |
6255 |
*Oct-84 |
|
wdn |
6213 |
*c.Mar-85 |
|
wdn |
6256 |
*Aug-84 |
|
wdn |
6214 |
*Oct-84 |
|
r/n 6416 |
6257 |
*Mar-85 |
|
wdn |
6215 |
*Aug-84 |
|
r/n 6404 |
6258 |
*c.Oct-84 |
|
r/n 6413 |
6216 |
*c.Feb-85 |
|
r/n 6407 |
6259 |
*Nov-84 |
|
wdn |
6217 |
*Sep-84 |
|
wdn |
6260 |
*Nov-84 |
|
wdn |
6218 |
*Oct-84 |
|
wdn |
6261 |
*Sep-84 |
|
wdn |
6219 |
*c.Feb-85 |
|
r/n 6411 |
6262 |
*Jul-84 |
|
wdn |
6220 |
*May-85 |
|
r/n 6410 |
6263 |
*Nov-84 |
|
wdn |
6221 |
*Oct-84 |
|
wdn |
6264 |
*c.Oct-84 |
|
wdn |
6222 |
*c.Feb-85 |
|
wdn |
6265 |
*Jul-84 |
|
wdn |
6223 |
*Nov-84 |
|
wdn |
6267 |
*Sep-84 |
|
wdn |
6224 |
*Dec-84 |
|
wdn |
6268 |
*Sep-84 |
|
wdn |
6225 |
*Aug-84 |
c.Jul-92 |
wdn |
6269 |
*c.Oct-84 |
|
wdn |
6226 |
*c.Jan-85 |
|
wdn |
6270 |
*Aug-84 |
|
wdn |
6227 |
*c.Mar-85 |
|
wdn |
6271 |
*Sep-84 |
|
wdn |
6228 |
*Aug-84 |
|
r/n 6408 |
6272 |
*Sep-84 |
|
wdn |
6229 |
*Aug-84 |
May-89 |
wdn |
6273 |
*Aug-84 |
|
wdn |
6230 |
*Nov-84 |
|
wdn |
6274 |
*Aug-84 |
|
wdn |
6231 |
*c.Feb-85 |
|
wdn |
6275 |
*Aug-84 |
|
wdn |
6232 |
*May-85 |
|
r/n 6401 |
6276 |
*Aug-84 |
|
wdn |
6233 |
*Aug-84 |
|
r/n 6405 |
6277 |
*Aug-84 |