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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 29^th 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 13^th June 1954 using units nos.5701 – 5711. Single units started working on the South London and Wimbledon - West Croydon lines from 20^th 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, 4^th 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 3^rd 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 29^th April 1953) entered service in 1954, units 5728 to 5752 (ordered 30^th April 1954) entered service in 1955 and units 5753 to 5778 (ordered 29^th August 1955) entered service in 1956.

A further unit numbered 5779 was ordered on 15^th May 1956 (under HOO 4280) to replace 2 NOL 1853 lost in the Barnes accident of 2^nd 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 15^th May 1956 (under HOO 4280) to replace 2 NOL 1853 lost in the Barnes accident of 2^nd 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 15^th May 1956 (under HOO 4280) to replace 2 NOL 1853 which was lost in the Barnes accident of 2^nd 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 2^nd 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 15^th 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 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 18^th 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

Conduit detail of 2 EPB 5760 on 24^th 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 14^th 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’ 1^st 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

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 30^th 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 3^rd and 4^th 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 22^nd to 26^th 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 3^rd and 4^th 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
24^th February 1974
© Dave Smith

2 EPB 5759 heads north towards East Croydon
24^th 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 12^th 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 1^st 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.

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