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British Rail Southern Region design
2 EPB
(Nos.5701–5795 & 5800)


2 EPB 5748 @.jpg

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.

 

A train travels down the tracks

Description automatically generated

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' 8˝". Only the underframes of the first eleven units were built to accommodate buckeyes.

Each vehicle was 63' 11˝" long, the motor coach weighed 40 tons, the driving trailer 30 tons. Overall seating capacity was 186 and weight 70˝ 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' 11˝" (diagram 400).

 

2 EPB 5702 @ where copyright BloodandCustard.jpg

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
No.

Coach
Nos.

LOT
No.

HOO
No.

Date Ordered

SR
Code

Diagram No.

BR
Code

5701-11

65300-10
77500-10

30114
30115

3760
3760

29-Apr-53
29-Apr-53

CQ
DV

400
420

EB2.69.0A
EE2.64.0A

5712-27

65326-41
77511-26

30119
30120

4017
4017

29-Apr-53
29-Apr-53

CQ
DV

400
420

EB2.69.0A
EE2.64.0A

5728-52

65342-66
77527-51

30167
30168

4100
4100

30-Apr-54
30-Apr-54

CQ
DV

400
420

EB2.69.0A
EE2.64.0A

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
77578

30388
30390

4280
4280

15-May-56
15-May-56

CQ-1A
DV

400
420

EB2.69.1A
EE2.64.0A

5781-95

(MLV)

65311-25
77100-14
68000

30116
30117
30118

4021
4021
4022

29-Apr-53
29-Apr-53
29-Apr-53

CQ-4C
DV
-

422
429
499

EB2.68.1A
EE2.63.1A
-

5800

61624
75636

30582
30584

4572
4572

2-Feb-59
2-Feb-59

CS
DAC

414
420

EB2.71.0A
EE2.65.0A

 

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.
Code

 

400
CQ

420
DV

 

 

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

77506
77566
77506

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

77509

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

77512
77529
77512

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

65343
14405
#2
65409
#3
65343

77528
77573
77528

6229

Aug-84

5730

4-May-55

65344

77529
77512
77529

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

77566
77506
77566

6267

Sep-84

5768

28-Aug-56

65382

77567

6268

Sep-84

5769

3-Sep-56

65383
14206
#4
65307 #5

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.
Code

 

414
CS

420
DAC

 

 

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

 

 

 

2 EPB 5760 @ East Croydon 24 Feb 74 (2) copyright Dave Smith.jpg

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 @ Addiscombe.jpg

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
Yellow End

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

 

 

2 EPB 5732 + 73 @ Strood.jpg

Wintery conditions pair 2 EPB 5732 and unidentified class 73 at Strood
© BloodandCustard

 

 

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.
© John Atkinson

 

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.

 

2 EPB 5759 @ East Croydon 24 Feb 74 (1) copyright Dave Smith.jpg

Conduit detail on 2 EPB 5759
24th February 1974

© Dave Smith

 

2 EPB 5759 @ East Croydon 24 Feb 74 (2) copyright Dave Smith.jpg

2 EPB 5759 heads north towards East Croydon
24th February 1974

© Dave Smith

 

2 EPB 5785 Scan-140116-0008 copyright Dave Smith.jpg

2 EPB 5785 Roof Detail
© Dave Smith

 

2 EPB 5785 Scan-140116-0009 copyright Dave Smith.jpg

2 EPB 5785 Roof Detail
© Dave Smith

 

2 EPB 5785 Scan-140116-0010 copyright Dave Smith.jpg

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.
Code

 

400
CQ

420
DV

 

 

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

65343
14349 #6

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

77537
77151 #7

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
for Scrap Dealer.

B

C. F. Booth, Rotherham.

G

Gwent Demolition, Margam.

M

Mayer Newman, Snailwell.

 

 

BR 2 EPB 6263 @ Wimbledon copyright BloodandCustard.JPG

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