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British Rail Southern Region
2 HAP, 2 SAP & 4 CAP
(6001-6173)

2 SAP unit no.5907 at Clapham Junction on Monday, 3^rd March 1980 with up Guildford via Cobham train (headcode 42). Formerly no.6007, its roof-mounted lighting conduit clearly indicates this was a first batch ‘1951 type’ Phase 1 unit.

© John Atkinson

In June 1957 the first of a series of BR standard design 90mph 2-car electric multiple units emerged from Eastleigh works on underframes constructed at Ashford. Built in four distinct batches split between the two Phases (1 & 2), they were classified as 2 HAP and were numbered from 6001 upwards. ‘2 HAP’ indicated what was basically a modernised EP braked version of the 2 HAL units although the internal layout and bodystyles were very different.

Contents
2 HAP	2 SAP	2 HAP (renumbered)	4 CAP
Phase 1 (1957) (1^st batch units)	Phase 1 (1958) (2^nd batch units)	Phase 2 (1961) (3^rd batch units)	Phase 2 (1963) (4^th batch units)
2 HAP Liveries	2 SAP Liveries	2 HAP Liveries (renumbered)	4 CAP Liveries
HAP (& SAP) Histories	SAP (& HAP) Histories	Renumbered HAP Histories	CAP Histories
2 HAP in Model Form

2 HAP Units
Nos.6001 – 6173

The first batch of forty-two units (nos.6001 – 6042) were ‘1951 type’ stock with similar electrical equipment to the 1951 built 4 EPB units and BR 2 EPB units with contactor control. This was followed by a second batch of ‘1957 type’ Phase 1 units (nos.6043 – 6105) then two further batches of ‘1957 type’ for Phase 2 units (nos.6106 – 6146) introduced in 1961 (with BR Mark 3B motor bogies and Commonwealth bogies) and the fourth and final batch of units (nos.6147 – 6173) followed in 1963 (with BR Mark 4 motor bogies and Commonwealth bogies). Each batch had subtle but very distinct differences from the others.

First Batch	(1957)	Phase 1 1951-type	nos.6001-6042
Second Batch	(1958)	Phase 1 1957-type	nos.6043-6105
Third Batch	(1961)	Phase 2 1957-type	nos.6106-6146
Fourth Batch	(1963)	Phase 2 1957-type	nos.6147-6173

The name HAP followed on from the 2 HAL Half-A-Lavatory units:
HAP denoting Half-A-(lavatory) (electro) Pneumatic.

Latterly the first-class accommodation in the 2 HAP units was downgraded to second-class to form the 2 SAP units:
SAP denoting Second class (half)-A-(lavatory) (electro) Pneumatic.

From April /May 1982 pairs of 2 HAP units were permanently coupled together for use on the Coastway Services out of Brighton. These became 4 CAP units:
CAP denoting Coastway (half)-A-(lavatory) (electro) Pneumatic.

These codes originally used capital letters with no hyphen for although some railway documentation has occasionally used lower case and hyphens.

2 HAP number 6035 near Rainham
(1957 first batch ‘1951 type’ Phase 1)
© BloodandCustard

‘1951 type’ Phase 1 units nos.6001 - 6042
(First batch 1957)

The first batch of forty-two units (nos.6001 – 6042) were ‘1951 type’ stock with similar electrical equipment to the 1951 built 4 EPB units and BR 2 EPB units with contactor control. These units were ordered in three sub-batches, units nos.6001 ‑ 6004, 6005 ‑ 6011 & 6012 – 6042; the final sub-batch being authorised on authority of HOO (Head Office Order) number 4280 as part of the ‘Gatwick’ budget for improving train services between London and the airport, though the units themselves went into traffic on the South Eastern Division displacing 2 HAL units to the Central Division to enable an increase in services to Gatwick.

Unit no.6004 was displayed at the Eastleigh works open day on 7^th August 1957 and the first batch of four units entered service from Monday 18^th August 1957 working as an eight-car formation on the 8.9am Sevenoaks to Cannon Street and 5.30pm return service. The delivery of the mos.6005 ‑ 6011 batch in November 1957 enabled some peak-hour services from Holborn Viaduct to Gillingham to be covered by the new stock. These first eleven units were trimmed with red ‘sprig & octopus’ repp material in second class.

The nos.6012 - 6042 batch began to arrive in February 1958, these differing from the first eleven units by having their bogie sidespring hangers fitted with BTR vibro-dampers and having ‘trojan’ grey moquette seating in second class. The first few units of this batch (up to about no.6018) also saw use on Eastern Section peak-hour trains. They also saw some use on the Central section on weekend relief trains to Eastbourne.

By April 1958 units up to no.6034 had arrived, and these, along with the first deliveries of the SR type 2 HAP units nos,5601 ‑ 5605 were then diagrammed to cover the all‑day service from Charing Cross to Gillingham, beginning the large scale displacement of the 2 HAL units to the Central section; these being required there for the expansion of the Gatwick Airport services from 9^th June 1958.

Bogie problems with this whole batch of 42 units (similar to those encountered with the ‘Hastings’ diesel units and the BR type 2 EPB units) led to an urgent repair programme from August 1958 at Ashford works. The bogies were fitted with reinforcing and new sidespring hanger brackets and those not already fitted had BTR vibro-dampers added at the bottom of the sidespring hangers.

Visually the ‘1951 type’ Phase 1 units had roof-mounted lighting conduit including the piping to the lavatory water tanks. The jumper cable boxes between units were of the ‘1951-type’ as was the underframe equipment. The stepboards ran full-length of the underframe. In later years the stepboards gained a breaks underneath the toilet sidelight (window) and between the last two seating bays on the driver’s side when speedometers were fitted.

On all of the Phase 1 units (first and second batches) the passenger quarter lights were fitted from inside the car (mounted in a rubber U-shaped loop clamped to the bodyside by a steel hoop bolted to the bodyside with machine screws) and sealed with mastic so they were almost flush with the bodyside.

Leading an 8 HAP formation along the Up Fast through Petts Wood on Sunday, 27^th August 1967 is ‘Kent Coast’ Phase 1 ‘Second batch’ unit no.6094; headcode ‘4’ being a Margate to Charing Cross via Dover service.

Shewing signs of acid-wash, no.6094 is the only unit in the formation not equipped with UIC 1^st class cantrail banding; it probably did not receive this (or a air-horns) until repainting in blue livery at Eastleigh Works in April 1969.

The second unit is a SR-type 2 HAP in blue livery with yellow warning panels; making it either unit no.5608, 5610, 5614 or 5617. The former 2 NOL underframe trussing used on the SR-type units is a dramatic comparison to the BR vehicles.

With its roof-mounted lighting conduits and continuous stepboards, the third unit is from the ‘1951’-type Phase 1 ‘First batch’ build. However, sporting high-level rainstrips the last unit in the train is clearly a 1963-built Phase 2 ‘4th batch’ unit.

© Robert Carroll

‘1957 type’ Phase 1 units nos.6043 – 6105
(Second batch 1958)

The second batch of sixty-three units (numbered 6043 – 6105) were ‘1957 type’ Phase 1 units with updated control equipment including camshaft control gear and their new bogies incorporated the modifications already carried out on the ‘1951 type’ units. However, these were still found to have poor riding qualities and were progressively uprated to Mark 4 bogies from 1963 during overhauls, though units nos.6042 /6048 /6074 were fitted with Mark 4 bogies by late 1961. These BR Mark 4 bogies were rebuilt Mark 1 bogies with improved damping. These units were used in conjunction with the ‘1951’ batches on the South Eastern Division to inaugurate Phase 1 of the Kent Coast Electrification and displace further 2 HAL units to the Central & South Western Divisions to enable the withdrawal of the 2 NOL units.

With the 4 CEP /4 BEP units programmed to work Victoria Ramgate /Dover fast trains, the primary Kent Coast rush-hour services as well as Continental Boat Trains to Dover Marine the 2 HAP units were intended to work other services to Ramsgate and Dover as well as to Maidstone East and the Sheerness branch.

The additional 2 HAP units were required from 15^th June 1959 and despite the first few being delivered from late in 1958, many were not delivered in time for the start of the new electrification timetable. With only twenty-seven of the sixty-three 2 HAP units available two trains of 8 HAL had to be temporarily borrowed by the South Eastern Division until September 1959, these then working beyond their traditional areas of operation right through to Ramsgate on stopping services from Charing Cross.

The first few units delivered were initially stored, units nos.6049‑52 being stored at Gatwick by 14^th March 1959. A few were put into traffic at the end of March (units nos.6047 /6048 /6053 /6054) being used, displacing a few of the ‘1951’ units (some of which were then used for testing on the newly electrified line) unit nos.6039 being located at Canterbury East from early March and loco-hauled to test for shoegear clearances.

After the traction current was switched-on from 1^st April 1959 the unit ran test trips to Selling and was joined by unit no.6035 from 14^th April 1959 and ran further afield. By 15^th June 1959 when the units were needed (34 still had not been delivered - unit nos.6067 and 6070 upwards being outstanding) the shortfall was made-up by borrowing EPB units, withdrawing 2 HAP units off the Sevenoaks peak-hour services and the loan of two 8 HAL trains from the Central section.

Visually the ‘1957 type’ Phase 1 units had no external conduits save the piping to the lavatory water tanks. The jumper cable boxes between units were of the ‘1957-type’ as was the underframe equipment. There was a break in the stepboards where the toilet compartment was located.

On all of the Phase 1 units (first and second batches) the passenger sidelights (windows) were fitted from inside the car and sealed with mastic so they were almost flush with the bodyside.

2 HAP number 6126 (third batch ‘1961’ Phase 2) at East Malling
© BloodandCustard

‘1957 type’ Phase 2 units 6106 ‑ 6146
(Third batch 1961)

A third batch of forty-one units (numbered 6106 – 6146) were built in 1961 for Phase 2 of the Kent Coast Electrification scheme. These were ‘1957 type’ Phase 2 units but to an interim design which retained certain details of the earlier Phase 1 units and this batch were fitted with BR Mark 3B motor bogies and Commonwealth bogies at the inner end of both cars; the bogie under the cab of the DTC being a Mark 3.

Local trains between Ramsgate and Dover were turned over to electric operation from 2^nd January 1961 and 2 HAP stock was used, spare new ‘phase 2’ CEP units replaced 2 HAP stock on the 5.18pm Cannon Street to Ramsgate to provide the stock to cover this as no ‘phase 2’ HAP units had yet been delivered. Again, not all were ready in time for the inauguration of the electric services on 12^th June 1961, only units up to about 6120 being available, with some ad hoc re-diagramming being done to cover the shortfall, the final units of this batch not being delivered until January 1962.

Visually the 1961 build of Phase 2 units did not have external roof conduit. The jumper cable boxes between units were of the ‘1957-type’ as was the underframe equipment. For all of the batch there was a break in the stepboards where the toilet compartment was located.

However, during production the designed changed from a continuous gutter to individual gutters above each doorway. This change occurred after unit no.6126 (outshopped 6^th July 1961) but before unit no.6141 (outshopped 25^th November 1961); information to the exact unit change is sought. It is also of note that this change took place on the Berkshire 3H units with nos.1127 – 1130 (released between 9^th & 16^th June 1962) having the shorter gutter type, but with nos.1131-on (also released 16^th June 1962) reverting to continuous gutters. Accordingly, Eastleigh Works Records do not provide a clue as to the HAP unit changeover point.

Not long out of Selhurst works (12^th July 1978), ‘RT’ interior trim of unit no.6171 as photographed at Tonbridge on Friday, 18^th May 1979.

© John Atkinson

In 1980 a number of these units (three? including no.6171) were fitted-out with surplus RT bus and at least one with 1938 tube stock moquette (details?)

On all of the Phase 2 units (third and fourth batches) the passenger sidelights were fitted with a rubber gasket resulting in an external sidelight (window) frame. They also had one-piece lavatory sidelights without sliding ventilators. Phase 2 units were also equipped with Commonwealth bogies at the inner end of each car.

The additional rainstrips on this fourth batch Phase 2 (1963) 2 HAP can be seen as unit no.6154 departs on a North-Kent service semi-fast from Gillingham to Charing Cross in the snow.

© BloodandCustard

‘1957 type’ Phase 2 units nos.6147 ‑ 6173
(Fourth batch 1963)

A fourth batch of twenty-seven units outshopped in 1963 (numbers 6147 – 6173) went to the Central & South Western divisions and were ‘1957 type’ Phase 2 units with detail differences from the earlier batches. This batch reverted to the use of BR Mark 4 motor bogies. Units from no.6106 onwards were built with conduits and wiring for Westinghouse AWS equipment, though this was sealed out of use and remained so on virtually all these units; only four (nos.6112 /6126 /6141 /6168) having it made operational in the 1980‘s. New units were loco-hauled from Eastleigh to Selhurst, sometimes in mixed formations with new 4 CEP & 4 BEP units, where shoegear was fitted and initial testing carried out.

Visually the 1963-build of Phase 2 units did not have external roof conduit. All were built with individual gutters for each door. However, they were additionally equipped with roof-mounted rainstrips (was this a modification made during construction?). With the reversion to continuous gutters on the 3H Berkshire units it is therefore surmised that individual gutters were not proving effective.

These 1963-build units also featured a modified cab end arrangement with a smaller headcode aperture and slightly tapered driver’s forward observation lights. The jumper cable boxes between units were of the ‘1957-type’ as was the underframe equipment. The stepboards ran full-length of the underframe.

On all of the Phase 2 units (third and fourth batches) the passenger sidelights were fitted with a rubber gasket resulting in an external sidelight frame. They also had one-piece lavatory sidelights without sliding ventilators. Phase 2 units were also equipped with Commonwealth bogies at the inner end of each car.

Unit no.6173 was the very last 2 HAP constructed at Eastleigh works being released from there on 8^th June 1963. Here it brings-up the rear of a 6 HAP formation departing from Sittingbourne (heading for Ramsgate) on Monday, 4 March 1983. A scene repeated countless times from 1958 until 1983.

There is a fine display of both single and double-version SR station lamps with 8, 10 & 12-car BR-black stopping marks attached (the loop’s 8-car marker being set further down).

In the down sidings (left) an extremely dirty Bowaters slurry wagon can be seen; its livery is actually light blue in colour!

© John Atkinson

Lot numbers, Electrical codes
& Diagram numbers

Lot numbers, date of order, electrical codes & diagram numbers for these units were as follows:

Units	Cars	Type	Lot No.	HOO No.	Date	Diag. No.	Code
6001 - 6004	65393 - 65396	MBS	30314	4152	29-Aug-55	400	CQ-3A
	77115 - 77118	DTC	30316	4152	29-Aug-55	441	DX
6005 - 6011	65397 - 65403	MBS	30319	4219	7-Oct-55	400	CQ-3A
	77119 - 77125	DTC	30320	4219	7-Oct-55	441	DX
6012 - 6042	65404 - 65434	MBS	30388	4280	15-May-56	400	CQ-3A
	77126 - 77156	DTC	30389	4280	15-May-56	441	DX
6043 - 6105	61241 - 61303	MBS	30452	4360	22-Feb-57	400	CR
	75361 - 75423	DTC	30453	4360	22-Feb-57	441	DZ
6106 - 6146	61648 - 61688	MBS	30617	4659	29-Jul-59	400	CU
	75700 - 75740	DTC	30618	4659	29-Jul-59	441	DAD
6147 - 6173	61962 - 61988	MBS	30711	5033	25-Jul-61	400	CU-1A
	75995 - 76021	DTC	30712	5033	25-Jul-61	441	DAD-1A

The layout and dimensions of all units was the same, but there were a number of significant detail differences between the different batches. The 1951 type units had roof-mounted lighting conduit whereas the 1957 units had a much tidier appearance with no external cables, though 1957 Phase 1 units had some external pipework in connection with the lavatory fillers on the DTC vehicle.

Units in the nos.6106 ‑ 6146 batch had completely clean roofs with only the ventilators whilst the final batch were similar but fitted with additional rainstrips.

Phase 1 units up to no.6105 (first and second batches) had sidelights which were fitted from inside the car so they were almost flush with the bodyside and sealed with mastic, whilst Phase 2 units (third and fourth batch) had them fitted within a frame by rubber gasket with an external sidelight frame as a result.

Fourth batch units nos.6147 to 6173 also featured a modified cab end arrangement with a smaller headcode aperture and slightly tapered driver’s forward observation lights. However, third batch units nos.6106 ‑ 6146 (although Phase 2) retained the former style with deeper headcode and rectangular forward driver’s observation lights.

Third batch units nos.6106 ‑ 6146 did have many other Phase 2 features such as the one-piece toilet sidelights without sliding ventilators.

To improve the riding qualities of the third and fourth batch (Phase 2) units nos.6106 ‑ 6173 were equipped with Commonwealth bogies at the inner end of each car, increasing the weight of each vehicle by one ton.

Motor Brake Seconds (MBS)

The motor brake second in all units was to the same layout as those of the earlier 2 EPB units and seated 84 and shared the diagram number 400. These cars were 63' 11½" long and weighed 40 tons, although those fitted with a Commonwealth bogie at the non-driving end weighed 41 tons as well as two EE 507 motors to express gear ratio. The three-aside seats were offside when the motorcoach was leading.

Driving Trailer Composite (DTC)

The driving trailer composite was also 63' 11½" long and weighed 30 tons (31 tons on Commonwealth fitted vehicles). The internal layout consisted of a driving cab entered from an entrance vestibule behind, three first class compartments, the outermost seating 7, the other two 6 and joined by a side corridor on the nearside (when DTC leading).

This corridor led to a lavatory which was situated towards the centre of the car and side by side with another for the use of second-class passengers, though there was no through access from the first-class section to the second-class saloon, which was of five bays with seats for 50. The three aside seats were nearside when the DTC was leading so the gangways were offset to the same side in both vehicles of the unit. The diagram number issued was 441.

2 HAP units

Overall unit length was 132' 8½", the two cars being coupled by the three-link chain and centre buffer arrangement as in the EPB units. Overall unit weight was 70 tons or 72 tons if equipped with Commonwealth bogies. Seating capacity was 19 first and 134 second.

These units were given electrical codes for each vehicle from new. Units nos.6172 & 6173 were outshopped with fluorescent lamps, these two being the last units to be built at Eastleigh works and outshopped during May 1963.

Under the initial BR TOPS classification system in 1972, the 2 HAP units became Class 412 (1951 units) and Class 424 (1957 units), but these were revised in 1975 to Class 414/2 (1951 units) and 414/3 (1957 units).

Saturday, 3^rd June 1972 and 2 HAP number 6064 arrives at Ashford with the 10:10 to Margate (1958 second batch ‘1957 type’ Phase 1). Edward Heath was Prime Minister whilst across the pond Richard Nixon was President. One of the most popular programs on UK television was Bless this House starring Diana Coupland and Sid James.

© BloodandCustard

Into Service

When delivered, the ‘1951’ units were based at Gillingham and Streatham Hill working on the former 2 HAL diagrams. With the completion of the Kent Coast electrification scheme the ‘phase 1’ & ‘phase 2’ units were based at the newly opened Ramsgate depot, which also progressively gained responsibility of some of the ‘1951’ units. The final batches were maintained at Wimbledon Park when working on the South Western division or at Streatham Hill or Lovers Walk (Brighton) when allocated to the Central division.

Units nos.6088 /6097 /6103 /6110 were loaned to the SWD for a short while in June 1961 to cover Ascot Races requirements and 10 new units went to the SWD for the Summer 1963 timetable and other new units nos.6151 /6154 /6170‑6173 went to Streatham Hill for use on night trains to Gatwick Airport, soon being joined by 6153/6168 when some daytime trains were also added to the diagrams.

Programmed running gear overhauls were dealt with at Chart Leacon (Ashford) and bodywork overhauls at Eastleigh works. Accident damage was dealt with at either Eastleigh and from about 1970 at Slade Green, whilst other unscheduled repairs were carried out at Selhurst, where some units were also repainted from time to time. When the Bournemouth line was electrified, there were some alterations to 2 HAP workings on the South Western division and these units took over the Lymington branch line from 2^nd June 1967.

Units worked in all combinations, from solo on branch line duties such as the Maidstone West to Paddock Wood line, up to six units together (12 HAP) on some heavily loaded rush-hour trains; the seating capacity of this formation being 114 first and 804 second.

They also worked some trains in combination with 4 CEP units, and a lesser number with 4 EPB units; some trains to Gillingham/Maidstone being rostered for 6 HAP + 4 EPB and splitting at Strood. However, being fitted with express gear ratio motor bogies, the 2 HAP units were not suitable substitutes for a 2 EPB unit in a 10-car formation suburban train.

2 HAP unit no. 6116 (3rd batch ‘1961’ Phase 2)
arrives amongst 4 VEP units at Gillingham
© BloodandCustard

Downgrading to SAP
(and return to HAP units)

During April /May 1974 all the ‘1951’ units were downgraded to all second class and reclassified as 2 SAP Class 418/1 and renumbered 5901 ‑ 5940 (units 6022 & 6023 were not included as they were being used at this time for experiments with tightlock couplings and were not in public traffic). Two 1957 units were also done as 5941/2 and Class 418/2. In this form, the DTC (now DTS) had the armrests sewn-up in the first class compartments which now seated eight (two compartments) and 10 (the outermost compartment) giving a total of 76 seats in this vehicle and a unit total of 160. A revised diagram number (481) was issued.

These units were transferred to suburban duties on the SWD displacing 4 SUB units for withdrawal, but the units retained their express gear ratios. Further 1957 type units were similarly treated in April/May 1977 and renumbered 5943 ‑ 5951, though 6053 ran as 5951 for only a short period. However, all were reconverted to 2 HAP in April/May 1980 with the former seating arrangements restored. 2 HAP units 6045 ‑ 6054 also moved to the SWD in May 1974 for use as main line strengthening units and for the Lymington branch. Their place on the SED was taken by newly delivered 4 VEP units.

2 HAP number 6113 leaves Aylesford, Kent
(third batch ‘1961’ Phase 2)
© BloodandCustard

TOPS

Units received the TOPS class number 414, later 414/2 for the ‘1951 type’ units and 414/3 for ‘1957 type’ units.

CAP units
(paired HAP units)

In May 1982, twenty-six ‘1951 type’ units and twenty-two ‘1957 Phase 1’ units were formed into 4 CAP units, pairs of 2 HAP units permanently coupled with the motorcoaches in the centre to keep the brakevans together; these units were used on the Coastway services based on Brighton. They were classified as class 413/2 (1951) and 413/3 (1957) and numbered 3201 ‑ 3213 & 3301 ‑ 3311.

These units later moved to the South Eastern once again, being allocated at various times to either Gillingham or Ramsgate depots. Units 6170 and 6173 were the last two 2 HAP units to work from Ramsgate, their final day in traffic was 1^st October 1984.

Asbestos Removal

All 2 HAP units were built containing blue asbestos insulation; the 1957 units being particularly badly contaminated. Due to the high cost of removal a start was made on withdrawal of units, mostly from the later batches from January 1982. However, quite a number of the older units were stripped of asbestos between 1981 and 1983 during C1A overhauls at Eastleigh; these overhauls taking between two and three months to complete. This stripping including all those units used in the 4 CAP units and these units lasted in service until the early 1990's.

2 HAP unit no.6071 (phase 1 batch 2) enters Tonbridge on a Charing Cross to Ashford stopping service (Tuesday, 29^th May 1979). After a further three more years as a 2 HAP, the motorcoach (61269) was rebuilt at Eastleigh into GLV 68500 for Gat-Ex unit no.9101; this being the first of the ten converted.

Unusual but by no means unique, all three shunting signals are full-rounds rather than the more-commonplace half0rounds used in DC electrified areas. In addition, all three are floodlit.

© John Atkinson

Gatwick Express
Guard’s Luggage Vans (GLVs)

Ten MBS vehicles from withdrawn units were extensively rebuilt as GLVs for the Victoria to Gatwick service from May 1984. In order of conversion these being from phase 1 batch 2 units nos.6071, 6083, 6076, 6079, 6088, 6101, 6094, 6069, 6074 and 6082.

Five no. 2 HAP units leave Gillingham (headcode 82)
© BloodandCustard

2 HAP renumbering

During 1987, the remaining 2 HAP units (all now operating on the SWD were renumbered) the only 1951 unit becoming 4201, and the 1957 units becoming 4301 ‑ 4322.

Some of these units were transferred to the SED in September 1991 and some were formed into further 4 CAP units numbered 3321 ‑ 3325 and 3333 (a 1951/1957 hybrid unit), these later 4 CAP units differing from the earlier ones by having their motorcoaches on the outer ends.

When withdrawals commenced, many units spent some time in store and those with Commonwealth bogies were sent for scrapping via Swindon where these bogies were recovered for use in the 4 CEP refurbishment programme.

Many withdrawn units were taken Eastleigh for body stripping and their seats, heaters etc. were removed for further use in facelifted BR type 2 EPB and 4 EPB units which were having compartment accommodation removed at this time.

Unit formations were as follows, with the 2 SAP number and 4 CAP number shown where applicable.

1951-type units
First batch 1957 – TOPS Class 414/2
2 SAP from May-74 to May-80 /4 CAP from May-82

New	New	MBS	DTC/S	2 SAP no.	4 CAP no.	Withdrawal	Scrapped
Diag. No. Code	w/e date	400 CQ-3A	441 DX			date as HAP	as HAP
6001	15-Jun-57	65393	77115	5901	3211	-	-
6002	5-Jul-57	65394	77116	5902	-	14-May-84	Feb-85 VBL
6003	12-Jul-57	65395	77117	5903	3203	-	-
6004	3-Aug-57	65396	77118	5904	3202	-	-
6005	2-Nov-57	65397	77119	5905	3213	-	-
6006	8-Nov-57	65398 ^1	77120 ^2 16028 ^3 77120	5906	3201	-	-
6007	16-Nov-57	65399	77121	5907	-	13-May-85	Oct-87 MNS
6008	16-Nov-57	65400	77122	5908	-	13-May-85	Oct-87 MNS
6009	16-Nov-57	65401	77123	5909	3210	-	-
6010	23-Nov-57	65402	77124	5910	-
6011	30-Nov-57	65403	77125	5911	3207	13-May-85	Oct-87 MNS
6012	8-Feb-58	65404	77126	5912	-	Renumbered 4201	-
6013	8-Feb-58	65405	77127	5913	3213	-	-
6014	15-Feb-58	65406	77128	5914	3212	-	-
6015	22-Feb-58	65407	77129	5915	3209	-	-
6016	22-Feb-58	65408	77130	5916	-	14-May-84	Oct-85 MNS
6017	1-Mar-58	65409	77131	5917	-	See notes	-
6018	1-Mar-58	65410	77132	5918	3204	-	-
6019	8-Mar-58	65411	77133	5919	-	14-May-84	Nov-84 VBL
6020	8-Mar-58	65412	77134	5920	3202	-	-
6021	15-Mar-58	65413	77135	5921	3205	-	-
6022	15-Mar-58	65414	77136	-	-	See notes	-
6023	22-Mar-58	65415 ^4	77137 ^5	-	-	See notes	Nov-87 MNS
6024	22-Mar-58	65416	77138	5922	-	14-Mar-84	Oct-85 MNS
6025	22-Mar-58	65417	77139	5923	-	14-Mar-84	Feb-85 VBL
6026	29-Mar-58	65418	77140	5924	-	14-Mar-84	Feb-85 VBL
6027	29-Mar-58	65419	77141	5924	3206	-	-
6028	29-Mar-58	65420	77142	5926	3204	-	-
6029	12-Apr-58	65421	77143	5927	-	14-Mar-84	Oct-85 MNS
6030	12-Apr-58	65422	77144 77151 77144	5928	3205	-	-
6031	19-Apr-58	65423	77145	5929	-	-	-
6032	19-Apr-58	65424	77146	5930	-	-	-
6033	26-Apr-58	65425	77147	5931	3208	-	-
6034	26-Apr-58	65426	77148	5932	See notes	14-May-84	Oct-87 MNS
6035	26-Apr-58	65427	77149	5933	3211	-	-
6036	3-May-58	65428	77150	5934	3207	-	-
6037	10-May-58	65429	77151 77144 77151	5935	3208	-	-
6038	10-May-58	65430	77152	5936	3209	-	-
6039	17-May-58	65431	77153	5937/39	See notes	16-Apr-83	c.Oct-84 VBL
6040	31-May-58	65432	77154	3213	-	-	-
6041	31-May-58	65433	77155	3212	-	-	-
6042	14-Jun-58	65434	77156	3210	-	-	-

Notes
1 2 3 4 5	MBS code CQ-2B. DTC code DX-1A. SR type DTC, diagram 2703, code DW. MBS code CQ-2B. DTC code DX-1A.

1957-type Phase 1 units
Second batch 1958 - TOPS Class 414/3

2 SAP from May-74 to May-80 /4 CAP from May-82

New	New	MBS	DTC/S	2 SAP no.	4 CAP no.	Withdrawal	Scrapped
Diag. No. Code	w/e date	400 CR	441 DZ			date as HAP	as HAP
6043	15-Dec-58	61241	75361	5941	3302	-	-
6044	6-Dec-58	61242	75362	5942	-	3-Oct-83	See notes

2 SAP from May-77 to May-80 /4 CAP from May-82

New	New	MBS	DTC/S	2 SAP no.	4 CAP no.	Withdrawal	Scrapped
Diag. No. Code	w/e date	400 CR	441 DZ			date as HAP	as HAP
6045	13-Dec-58	61243	75363	5943	3310	-	-
6046	20-Dec-58	61244	75364	5944	3302	-	-
6047	27-Dec-58	61245	75365	5945	-	14-May-84	Feb-85 VBL
6048	27-Dec-58	61246	75366	5946	3308	-	-
6049	3-Jan-59	61247	75367	5947	-	14-May-84	Jul-85 VBL
6050	10-Jan-59	61248	75368	5948	-	2-Oct-82	Dec-86 MNS
6051	17-Jan-59	61249	75369	5949	-	Renumbered 4301	=
6052	24-Jan-59	61250	75370	5950	3303	-	-
6053	31-Jan-59	61251	75371	5951 ^6	3309	-	-
6054	2-Feb-59	61252	75372	-	3303	-	-
6055	14-Feb-59	61253	75373 75393 75373	-	3301	-	-
6056	21-Feb-59	61254	75374	-	3306	-	-
6057	21-Feb-59	61255	75375	-	3301	-	-
6058	28-Feb-59	61256	75376	-	3306	-	-
6059	7-Mar-59	61257	75377	-	3309	-	-
6060	14-Mar-59	61258	75378	-	3307	-	-
6061	21-Mar-59	61259	75379	-	See notes	-	-
6062	28-Mar-59	61260	75380 75379	-	-	Renumbered 4302	-
6063	4-Apr-59	61261	75381	-	-	Renumbered 4303	-
6064	11-Apr-59	61262	75382	-	-	Renumbered 4304	-
6065	18-Apr-59	61263	75383	-	-	3-Oct-83	Jun-64 VBL
6066	25-Apr-59	61264	75384	-	3308
6067	2-May-59	61265	75385	-	-	2-Oct-82	Dec-86 MNS
6068	9-May-59	61266	75386	-	3310	-	-
6069	16-May-59	61267	75387	-	-	15-May-82	See notes
6070	30-May-59	61268	75388	-	-	Renumbered 4305	-
6071	30-May-59	61269	75389	-	-	15-May-82	See notes
6072	6-Jun-59	61270	75390	-	-	Renumbered 4306	-
6073	13-Jun-59	61271	75391	-	3307	-	-
6074	20-Jun-59	61272	75392	-	-	1-Feb-82	See notes
6075	27-Jun-59	61273	75393 75373 75393	-	-	Renumbered 4307	-
6076	27-Jun-59	61274	75394	-	-	30-Sep-82	See notes
6077	27-Jun-59	61275	75395	-	-	Renumbered 4308	-
6078	4-Jul-59	61276	75396	-	-	Renumbered 4309	-
6079	4-Jul-59	61277	75397	-	-	30-Sep-82	See notes
6080	4-Jul-59	61278	75398	-	-	Renumbered 4310	-
6081	11-Jul-59	61279	75399	-	3305	-	-
6082	11-Jul-59	61280	75400	-	-	8-May-82	See notes
6083	11-Jul-59	61281	75401	-	-	15-May-92	See notes
6084	11-Jul-59	61282	75402	-	3304	-	-
6085	1-Aug-59	61283	75403	-	-	1-Feb-82	Oct-87 MNS
6086	1-Aug-59	61284	75404	-	-	13-May-85	Feb-88 MNS
6087	1-Aug-59	61285	75405	-	-	15-May-82	See notes
6088	8-Aug-59	61286	75406	-	-	Renumbered 4311	-
6089	8-Aug-59	61287	75407	-	-	Renumbered 4312	-
6090	15-Aug-59	61288	75408	-	-	3-Oct-83	Jun-84 VBL
6091	15-Aug-59	61289	75409	-	-	3-Oct-83	Jun-84 VBL
6092	15-Aug-59	61290	75410	-	-	Renumbered 4313	-
6093	22-Aug-59	61291	75411	-	3311	-	-
6094	22-Aug-59	61292	75412	-	-	15-May-82	See notes
6095	22-Aug-59	61293	75413	-	-	6-Oct-82	Jan-87 MNS
6096	29-Aug-59	61294	75414	-	-	Renumbered 4314	-
6097	29-Aug-59	61295	75415	-	-	Renumbered 4315	-
6098	5-Sep-59	61296	75416	-	-	Renumbered 4316	-
6099	5-Sep-59	61297	75417	-	3311	-	-
6100	5-Sep-59	61298	75418	-	-	Renumbered 4317	-
6101	5-Sep-59	61299	75419	-	-	15-May-82	See notes
6102	12-Sep-59	61300	75420	-	-	Renumbered 4318	-
6103	19-Sep-59	61301	75421	-	-	13-May-85	Feb-88 MNS
6104	19-Sep-59	61302	75422	-	3305	-	-
6105	26-Sep-59	61303	75423	-	-	Renumbered 4319	-

Notes
6	Until Oct-77.

1957-type Phase 2 units
Third batch 1961 – TOPS Class 414/3

(Mk3B & Commonwealth bogies)

New	New	MBS	DTC/S	Withdrawal	Scrapped
Diag. No. Code	w/e date	400 CU	441 DAD	date
6106	1-Apr-61	61648	75700	18-May-82	May-84 VBL
6107	15-Apr-61	61649	75701	1-Apr-61	Apr-84 VBL
6108	15-Apr-61	61650	75702	3-Oct-83	May/Oct?-84 VBL
6109	22-Apr-61	61651	75703	3-Oct-83	May-84 VBL
6110	22-Apr-61	61652	75704	8-May-82	Apr-84 VBL
6111	29-Apr-61	61653	75705	3-Oct-83	Apr-84 VBL
6112	29-Apr-61	61654	75706	Renumbered 4320	-
6113	6-May-61	61655	75707	3-Oct-83	May-84 VBL
6114	6-May-61	61656	75708	14-May-83	See notes
6115	13-May-61	61657	75709	8-May-82	May-84 VBL
6116	13-May-61	61658	75710	3-Oct-83	See notes
6117	13-May-61	61659	75711	3-Oct-83	Sep-84 VBL
6118	13-May-61	61660	75712	3-Oct-83	Sep-84 VBL
6119	20-May-61	61661	75713	3-Oct-83	Mar-90 VBL
6120	20-May-61	61662	75714	15-May-82	Sep-84 MNS
6121	17-Jun-61	61663	75715 76005 ^7 75715	1-Feb-82	See notes
6122	17-Jun-61	61664	75716	8-May-82	May-84 VBL
6123	24-Jun-61	61665	75717	15-May-82	May-84 VBL
6124	1-Jul-61	61666	75718	14-May-83	Apr-84 VBL
6125	8-Jul-61	61667	75719	3-Oct-83	Jun-84 VBL
6126	8-Jul-61	61668	75720	Renumbered 4321	-
6127	5-Aug-61	61669	75721	4-Jan-82	Feb-83 MNS
6128	12-Aug-61	61670	75722	14-May-83	Sep-84 VBL
6129	19-Aug-61	61671	75723	15-May-82	Sep-84 MNS
6130	26-Aug-61	61672	75724	15-May-82	May-84 VBL
6131	2-Sep-61	61673	75725	14-May-83	Jun-84 VBL
6132	2-Sep-61	61674	75726	15-May-82	Aug-84 VBL
6133	9-Sep-61	61675	75727	3-Oct-83	Jun-84 VBL
6134	23-Sep-61	61676	75728	4-Jan-82	Jul-83 MNS
6135	30-Sep-61	61677	75729	15-May-82	Sep-84 VBL
6136	7-Oct-61	61678	75730	30-Sep-82	May-84 VBL
6137	4-Nov-61	61679	75731	30-Sep-82	May-84 VBL
6138	4-Nov-61	61680	75732	15-May-82	Sep-84 MNS
6139	11-Nov-61	61681	75733	3-Oct-83	Aug-84 VBL
6140	18-Nov-61	61682	75734	14-May-83	Jun-84 VBL
6141	25-Nov-61	61683	75735	Renumbered 4322	-
6142	2-Dec-61	61684	75736	1-Feb-82	See notes
6143	16-Dec-61	61685	75737	15-May-82	Apr-84 VBL
6144	23-Dec-61	61686	75738	16-Apr-83	Oct-86 MNS
6145	30-Dec-61	61687	75739	14-May-83	Mar-90 VBL
6146	30-Dec-61	61688	75740	3-Oct-83	Jun-84 VBL

1957-type Phase 2 units
Fourth batch 1963 – TOPS Class 414/3

(Mk4 & Commonwealth bogies)

New	New	MBS	DTC/S	Withdrawal	Scrapped
Diag. No. Code	w/e date	400 CU-1A	441 DAD-1A	date
6147	9-Mar-63	61962	75995	14-May-84	Nov-84 VBL
6148	9-Mar-63	61963	75996	3-Oct-83	Aug-84 VBL
6149	16-Mar-63	61964	75997	3-Oct-83	May-84 VBL
6150	16-Mar-63	61965	75998	14-May-84	Nov-84 VBL
6151	23-Mar-63	61966 65308 ^8 61872 ^9	75999	3-Oct-83	Jun-84 VBL
6152	23-Mar-63	61967	76000	3-Oct-83	Jun-84 VBL
6153	23-Mar-63	61968	76001	14-May-84	Nov-85 MNS
6154	23-Mar-63	61969	76002	3-Oct-83	Jun-84 VBL
6155	-Mar-63	61970	76003	14-May-83	Aug-86 MNS
6156	-Mar-63	61971	76004	3-Oct-83	See notes
6157	6-Apr-63	61972	76005 75715 ^1076005	3-Oct-83	Aug-84 VBL
6158	6-Apr-63	61973	76006	3-Oct-83	Aug-84 VBL
6159	13-Apr-63	61974	76007	14-May-84	Sep-84 VBL
6160	13-Apr-63	61975	76008	3-Oct-83	Jun-84 VBL
6161	20-Apr-63	61976	76009	14-May-84	Jul-85 VBL
6162	27-Apr-63	61977	76010	14-May-84	Oct-85 MNS
6163	27-Apr-63	61978	76011	14-May-84	Nov-84 VBL
6164	4-May-63	61979	76012	9-Jun-82	Sep-84 MNS
6165	4-May-63	61980	76013	3-Oct-83	Aug-84 VBL
6166	11-May-63	61981	76014	14-May-84	Nov-85 MNS
6167	18-May-63	61982	76015	14-May-84	Feb-85 VBl
6168	18-May-63	61983	76016	3-Oct-83	Aug-86 MNS
6169	25-May-63	61984	76017	14-May-84	Nov-84 VBL
6170	25-May-63	61985	76018	1-Oct-84	May-86 MNS
6171	1-Jun-63	61986	76019	14-May-84	Mar-86 MNS
6172	8-Jun-63	61987	76020	14-May-84	Nov-85 MNS
6173	8-Jun-63	61988	76021	1-Oct-84	May-86 MNS

Notes
7 8 9 10	DTC code AD-1A. 1951 type 2 EPB MBS, code CQ. 1957 type 4 EPB MBS, diagram 414, code CS. DTC code DAD.
	Key letter codes for scrap dealers
MNS VBL	Mayer Newman (Snailwell). Vic Berry (Leicester).

2 HAP units at a misty Maidstone West
The inverted black triangle provided an early indication to station
staff that there was no brake van at the other end of the unit.
© BloodandCustard

AWS

From about 1980, units in the 6001 ‑ 6105 batches began to be fitted with simplified AWS equipment, those working on the SWD having it brought into use on fitment, those working on CD and SED had the equipment activated about August 1981.

AWS equipment fitted /made operational in these units as follows.

Quite a few were not done before being reformed into 4 CAP units and are shown thus, whilst units from 6106 upwards had some components for the equipment from new but it was never made operational before withdrawal.

2 HAP AWS equipment fitted /made operational

Unit	Date	Unit	Date	Unit	Date	Unit	Date
6001	as CAP	6033	as CAP	6058	c.Sep-81	6089	Jun-85
6003		6035	as CAP	6059	as CAP	6090	Nov-82
6004	as CAP	6036	as CAP	6060	as CAP	6092	Sep-84 /May-87 operational
6005	as CAP	6037	as CAP	6061	Sep-82	6093	as CAP
6006	as CAP	6038	Nov-81	6062	Jan-86	6096	Jun-82
6009	as CAP	6040	as CAP	6063	Mar-85	6097	Jun-82
6010	as CAP	6041	as CAP	6064	Sep-82	6098	May-85
6012	as CAP	6042	as CAP	6044	Jan-82	6099	May-82
6013	Mar-83	6043	as CAP	6068	as CAP	6100	Jan-85
6014	as CAP	6045	as CAP	6070	Oct-85	6102	Jun-85
6015	Aug-81	6046	as CAP	6072	Aug-82	6104	Nov-81
6018	Jan-81	6048	Dec-81	6073	as CAP	6105	May-82
6020	as CAP	6051	Dec-84	6075	Aug-82	6112	Apr-85
6021	as CAP	6052	Oct-81	6077	Oct-84	6126	Oct-82
6027	Feb-81	6053	as CAP	6078	Sep-85	6141	Oct-85
6028	Dec-80	6054	as CAP	6080	Nov-82	6168	Mar-83
6030	as CAP	6055	as CAP	6081	Feb-82
6031	Jul-81	6056	as CAP	6084	Oct-81
6032	as CAP	6057	as CAP	6085	Sep-81

Return to Top

MBS 61651 of 2 HAP unit no.6109 having collided with the buffer stops at Strood early 1967. It is understood that the (Faversham) Driver believed he was propelling along the Down line towards Maidstone West in order to cross over to the Up line and return to London. However, he was routed into the sidings (now lifted) by Strood Junction signal box (now abolished) with the result shown.

© unknown

2 HAP Liveries

Units were delivered new in all-over in the post-1957 (darker) BR(s) green livery with phase 2 units additionally having UIC yellow First-Class cantrail bands.

2 HAP units started receiving small yellow warning panels on cab ends from about 1964-on. Applied to many Southern Region 2 & 3-car units with yellow warning panels /ends the inverted black triangle provided an early indication to station staff that there was no brake van at the other end of the unit.

All units were steadily repainted into overall blue livery with full yellow ends from 1967 onwards, the majority going straight from green with yellow panels to blue with yellow ends, though the following gained full yellow ends whilst still in green livery: 6004 /6007 /6009, 6129 /6139 /6146 /6147 /6153 /6160 /6168 /6172.

Unit 6160 was the last unit to run in green in this condition being repainted blue about March 1971, whilst 6165 had been the last green with yellow panels in February 1971.

A number of ‘1951 type’ units were painted blue with blue ends and small yellow panels, 6020 being the first in July 1966, these being: 6005 /6006 /6010 /6012 /6018 /6020 /6021 /6027 /6030 /6036 /6037 /6038 /6041, all these later gaining a further repaint with full yellow ends; 6030 being the last to run in this condition until about May 1971.

From late 1980 units started to gain blue /grey livery, the first being 6120 in June; nearly all eventually being so painted apart from a few early withdrawals still in all-blue. With the exception of 6013 (4201), all units surviving to be renumbered into the 43xx series received Network South East livery.

Liveries
2 HAP Units 6001 - 6173

New	Green yellow warning panel	Green full yellow end	Blue yellow warning panel	Blue full yellow end	Blue /Grey full yellow end	Renum.
6001	n/ k	No	No	28-Feb-67	May-82	3211
6002	1-Jun-65	No	No	By Apr-70	c.Dec-81	Wdn
6003	26-Jan-66	No	No	26-Jan-69	No	3203
6004	27-Sep-65	19-Feb-68	No	30-Apr-70	6-Nov-80BG	3202
6005	No record	No	11-Nov-66	27-Aug-70	No	3213
6006	No record	No	22-Jul-66	14-Aug-70	16-Sep-80	3201
6007	20-May-65	5-Feb-68	No	7-Nov-70	c.Nov-82	Wdn
6008	7-Jan-66	No	No	By Jun-70	c.Jan-83	Wdn
6009	20-Dec-65	19-Dec-68	No	6-Nov-70	2-Sep-80	3201
6010	No record	No	11-Jan-67	4-Sep-70	No	3210
6011	6-Aug-65	No	No	13-May-70	Jan-83	Wdn
6012	No record	No	7-Nov-66	8-Oct-69	No	3207
6013	n/k	No	No	31-May-67	17-Nov-80	4201
6014	n/k	No	No	22-Jun-67	No	3212
6015	n/k	No	No	12-Apr-67	No	3209
6016	n/k	No	No	5-Jun-68	c.Jul-81	Wdn
6017	20-May-66	No	No	16-Sep-69	No	Wdn
6018	No record	No	10-Aug-66	6-Jun-69	By.May-81	3204
6019	n/k	No	No	8-Sep-67	No	Wdn
6020	No record	No	19-Jul-66 (first blue)	c.Aug-70	c.Jan-81	3202
6021	No record	No	25-Oct-66	Jun-69	By.May-81	3205
6022	n/k	No	No	27-Mar-68	c.May-82	Wdn
6023	n/k	No	No	5-Mar-68	c.May-82	Wdn
6024	n/k	No	No	1-Aug-68	No	Wdn
6025	n/k	No	No	10-Sep-68	Oct-81	Wdn
6026	n/k	No	No	6-Sep-68	c.Aug-81	Wdn
6027	15-Dec-66	No	15-Dec-66	6-Sep-69	No	3206
6028	6-Jun-66	No	No	?-68	c.Mar-81	3204
6029	n/k	No	No	16-Aug-68	No	Wdn
6030	No record	No	15-Dec-66 (last)	By May-71	c.Jul-81	3205
6031	n/k	No	No	14-Mar-67	No	3206
6032	23-Jun-66	No	No	29-Jan-69	No	3203
6033	n/k	No	No	28-Feb-67	c.Dec-81	3208
6034	n/k	No	No	19-Mar-69	Oct-82	Wdn
6035	n/k	No	No	27-May-68	Apr-82	3211
6036	No record	No	21-Jul-66	18-Jun-69	No	3207
6037	No record	No	29-Sep-66	25-Jun-69	No	3208
6038	14-Aug-65	No	25-Aug-66	4-Feb-70	c.Apr-82	3209
6039	n/k	No	No	2-Oct-68	No	5939
6040	20-Mar-65	No	No	31-Jul-68	No	3213
6041	No record	No	27-Oct-66	12-Aug-70	No	3212
6042	6-May-65	No	No	11-Oct-67	No	3210
6043	n/k	No	No	21-Mar-67	No	3302
6044	26-May-65	No	No	31-Dec-68	Dec-81	Wdn
6045	n/k	No	No	20-Dec-67	Apr-82	3310
6046	n/k	No	No	24-May-67	No	3302
6047	n/k	No	No	15-Oct-68	c.May-82	Wdn
6048	n/k	No	No	3-Oct-67	c.Apr-82	3308
6049	1-Mar-65	No	No	17-Mar-69	Apr-82	Wdn
6050	n/k	No	No	7-Oct-68	No	Wdn
6051	n/k	No	No	26-Jun-68	c.Jan-83	4301
6052	n/k	No	No	8-Jun-67	No	3303
6053	n/k	No	No	22-May-68	Feb-82	3309
6054	n/k	No	No	21-Oct-67	No	3303
6055	n/k	No	No	22-Jun-67	c.Dec-81	3301
6056	n/k	No	No	20-Feb-68	No	3306
6057	n/k	No	No	21-Oct-67	c.Sep-80	3301
6058	n/k	No	No	6-Mar-67	c.Apr-82	3306
6059	n/k	No	No	1-Dec-67	c.Feb-82	3309
6060	n/k	No	No	15-Nov-67	c.Dec-81	3307
6061	n/k	No	No	29-Jul-68	c.Aug-82	Wdn
6062	n/k	No	No	25-Jul-68	c.Aug-82	4302
6063	n/k	No	No	16-Oct-67	c.May-81	4303
6064	n/k	No	No	8-May-68	c.Nov-82	4304
6065	n/k	No	No	9-May-69	No	Wdn
6066	n/k	No	No	29-Feb-68	c.Dec-81	3308
6067	n/k	No	No	30-May-69	No	Wdn
6068	May-66	No	No	2-May-68	Feb-82	3310
6069	n/k	No	No	22-Nov-68	No	Wdn
6070	n/k	No	No	30-Jul-68	c.Nov-82	4305
6071	n/k	No	No	11-Sep-68	No	Disbanded
6072	n/k	No	No	10-May-68	c.Jun-82	4306
6073	n/k	No	No	23-Mar-68	c.Dec-81	3307
6074	n/k	No	No	11-Feb-69	No	Disbanded
6075	n/k	No	No	31-Jul-68	c.Aug-82	4307
6076	n/k	No	No	3-Jan-69	No	Disbanded
6077	n/k	No	No	29-Jan-68	c.Apr-82	4308
6078	n/k	No	No	14-Feb-68	c.Dec-81	4309
6079	n/k	No	No	7-Feb-69	By May-81	Disbanded
6080	n/k	No	No	12-Dec-68	Dec-82	4310
6081	n/k	No	No	4-Jan-68	c.Feb-82	3305
6082	n/k	No	No	6-Mar-69	No	Disbanded
6083	n/k	No	No	20-Nov-68	No	Disbanded
6084	n/k	No	No	21-Feb-68	c.Nov-81	3304
6085	20-May-66	No	No	By Oct-69	No	3304
6086	n/k	No	No	26-Jun-69	?-80	Disbanded
6087	n/k	No	No	13-Aug-69	c.Sep-80	Wdn
6088	n/k	No	No	17-Dec-68	No	Disbanded
6089	n/k	No	No	25-Nov-68	Mar-82	4311
6090	n/k	No	No	30-Sep-68	Dec-82	4312
6091	n/k	No	No	30-Sep-69	No	Wdn
6092	n/k	No	No	2-Jan-68	c.Feb-82	4313
6093	n/k	No	No	30-May-68	Feb-82	3311
6094	Yes	No	No	9-Apr-69	No	Disbanded
6095	n/k	No	No	17-Jan-69	No	Wdn
6096	n/k	No	No	2-Aug-68	Apr-82	4314
6097	n/k	No	No	2-Oct-68	Apr-82	4315
6098	n/k	No	No	9-Dec-68	c.Nov-82	4316
6099	n/k	No	No	28-Jun-68	Mar-82	3311
6100	n/k	No	No	30-Jan-68	c.Apr-82	4317
6101	n/k	No	No	24-Feb-69	No	Disbanded
6102	n/k	No	No	31-Jan-68	Feb-82	4318
6103	n/k	No	No	28-Oct-69	15-Sep-80	Wdn
6104	n/k	No	No	21-Jun-67	c.Nov-81	3305
6105	n/k	No	No	20-Mar-68	Mar-82	4319
6106	n/k	No	No	8-May-69	No	Wdn
6107	n/k	No	No	3-Feb-69	No	Wdn
6108	n/k	No	No	26-Mar-70	c.Aug-82	Wdn
6109	n/k	No	No	4-May-67	No	Wdn
6110	n/k	No	No	15-May-69	No	Wdn
6111	n/k	No	No	5-May-70	c.May-81	Wdn
6112	n/k	No	No	24-May-68	c.Aug-82	4320
6113	n/k	No	No	14-Apr-70	5-Nov-80	Wdn
6114	n/k	No	No	27-Mar-69	c.Sep-81	Wdn
6115	n/k	No	No	14-Oct-69	No	Wdn
6116	n/k	No	No	27-May-70	No	Wdn
6117	n/k	No	No	2-Sep-70	No	Wdn
6118	n/k	No	No	28-Nov-69	c.Sep-80	Wdn
6119	n/k	No	No	12-May-69	c.Nov-81	Wdn
6120	n/k	No	No	18-Aug-69	9-Jun-80	Wdn
6121	n/k	No	No	15-May-69	No	Wdn
6122	n/k	No	No	6-Aug-69	No	Wdn
6123	n/k	No	No	9-Dec-68	No	Wdn
6124	n/k	No	No	1-Jul-70	No	Wdn
6125	n/k	No	No	9-Dec-69	c.Sep-80	Wdn
6126	n/k	No	No	2-May-68	c.Nov-82	4321
6127	n/k	No	No	29-Oct-69	No	Wdn
6128	n/k	No	No	13-Apr-70	No	Wdn
6129	n/k	Oct-67	No	15-Aug-69	c.Aug-80	Wdn
6130	n/k	No	No	17-Sep-69	28-Nov-80	Wdn
6131	n/k	No	No	14-Apr-70	25-Feb-81	Wdn
6132	n/k	No	No	2-Jun-69	?-80	Wdn
6133	n/k	No	No	24-Sep-69	c.Jan-81	Wdn
6134	n/k	No	No	4-May-70	No	Wdn
6135	n/k	No	No	23-Oct-68	No	Wdn
6136	n/k	No	No	25-Jul-69	12-Sep-80	Wdn
6137	n/k	No	No	25-Jun-69	6-Aug-80	Wdn
6138	By 1968	No	No	24-Jul-69	No	Wdn
6139	n/k	Nov-67	No	4-Dec-69	30-Jan-81	Wdn
6140	n/k	No	No	5-Mar-70	21-May-81	Wdn
6141	n/k	No	No	15-Oct-68	c.Feb-83	4322
6142	n/k	No	No	19-Mar-69	No	Wdn
6143	n/k	No	No	17-Oct-68	No	Wdn
6144	29-Jun-66	No	No	26-Jun-69	25-Mar-81	Wdn
6145	n/k	No	No	12-Sep-69	No	Wdn
6146	n/k	29-Aug-67	No	7-Jul-70	c.Dec-81	Wdn
6147	No record	Mar-66	No	30-Nov-70	c.Dec-81	Wdn
6148	n/k	No	No	3-May-69	c.Jun-81	Wdn
6149	n/k	No	No	13-Sep-69	Feb-82	Wdn
6150	n/k	No	No	11-Mar-70	Feb-83	Wdn
6151	n/k	No	No	29-Aug-68	c.Dec-81	Wdn
6152	n/k	No	No	6-Sep-69	c.Feb-82	Wdn
6153	n/k	8-Nov-67	No	23-Oct-70	No	Wdn
6154	n/k	No	No	3-May-69	3-82	Wdn
6155	n/k	No	No	27-May-70	c.Mar-81	Wdn
6156	n/k	No	No	By Nov-69	No	Wdn
6157	n/k	No	No	By May-70	c.May-83	Wdn
6158	n/k	No	No	21-Aug-70	c.Mar-81	Wdn
6159	n/k	No	No	29-Jan-70	Apr-83	Wdn
6160	n/k	Yes (last green)	No	10-Mar-71	3-82	Wdn
6161	n/k	No	No	By Oct-69	By May-81	Wdn
6162	n/k	No	No	13-Mar-70	c.Dec-80	Wdn
6163	n/k	No	No	24-Jan-69	c.Dec-80	Wdn
6164	n/k	No	No	21-Aug-70	c.Mar-81	Wdn
6165	n/k	No	No	21-Oct-70	c.Jun-81	Wdn
6166	n/k	No	No	Jun-69	c.Nov-82	Wdn
6167	n/k	No	No	11-Nov-70	c.Jun-81	Wdn
6168	n/k	Yes	No	24-Sep-70	c.Dec-81	Wdn
6169	n/k	No	No	8-May-70	Jan-83	Wdn
6170	n/k	No	No	4-Feb-70	c.May-81	Wdn
6171	n/k	No	No	17-Sep-70	c.May-81	Wdn
6172	5-Apr-65	2-Oct-68	No	7-Aug-70	c.Mar-81	Wdn
6173	n/k	No	No	4-Dec-69	3-Mar-81	Wdn

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A pair of 2 HAP units departing from Bromley South (1969)
© BloodandCustard

2 SAP Conversions

Units nos. 5901 - 5951

The 2 SAP units were diagrammed on the South Western division from 6^th May 1974 until 11^th May 1980. Most were converted to 2 SAP at Wimbledon Park depot, though a few were done during overhaul at Eastleigh. Most were reconverted back to 2 HAP at Slade Green depot, though again a few were done at Eastleigh and some at Wimbledon Park depot.

Conversion locations are shown thus:

WD	Wimbledon Park depot.
EH	BREL Eastleigh works.
SG	Slade Green depot.
SU	Selhurst depot.

Units 5901 ‑ 5940 were Class 418/1, units 5941 ‑ 5953 were Class 418/2.

Conversions for 5943 ‑ 5951 officially from 21^st May 1977 and believed all done at Wimbledon Park depot.

Unit 5917 was scrapped as a 2 SAP in 1978 following a side-scrape at Wimbledon Park.

2 SAP Liveries

Livery was full-blue with yellow ends.

2 SAP Unit Formations
1951 type units, Class 418/1

New	MBS	DTC/S	Ex-HAP	Date	Depot	Returned	Date	Depot
Diag. No. Code	400 CQ-3A	481 DX	unit no.			to HAP no.
5901	65393	77115	6001	8-May-74	WD	6001	16-Feb-80	SG
5902	65394	77116	6002	7-Mar-74	WD	6002	9-May-80	WD
5903	65395	77117	6003	2-Mar-74	WD	6003	22-Apr-80	SG
5904	65396	77118	6004	8-Apr-74	WD	6004	25-Jul-80	WD
5905	65397	77119	6005	21-Apr-74	WD	6005	25-Apr-80	EH
5906	65398 ^#1	77120 ^#2	6006	21-Apr-74	WD	6006	25-Apr-80	EH
5907	65399	77121	6007	6-Apr-74	WD	6007	19-Sep-80	EH
5908	65400	77122	6008	25-Apr-74	WD	6008	2-Apr-80	WD
5909	65401	77123	6009	25-Apr-74	WD	6009	2-Apr-80	WD
5910	65402	77124	6010	2-May-74	EH	6010	26-Apr-80	SG
5911	65403	77125	6011	26-Apr-74	WD	6011	16-Apr-80	EH
5912	65404	77126	6012	10-Apr-74	WD	6012	23-Mar-80	WD
5913	65405	77127	6013	2-May-74	WD	6013	17-May-80	SG
5914	65406	77128	6014	1-May-74	WD	6014	13-Apr-80	SG
5915	65407	77129	6015	24-May-74	EH	6015	29-May-80	EH
5916	65408	77130	6016	3-May-74	WD	6016	11-Feb-80	SG
5917	65409	77131	6017	2-May-74	WD	-	Wdn 1978	-
5918	65410	77132	6018	21-Apr-74	WD	6018	29-Apr-80	SG
5919	65411	77133	6019	30-Apr-74	WD	6019	22-Mar-80	SG
5920	65412	77134	6020	6-May-74	WD	6020	13-May-80	SG
5921	65413	77135	6021	17-Apr-74	WD	6021	9-Mar-80	SG
5922	65416	77138	6024	29-Apr-74	WD	6024	14-Feb-80	WD
5923	65417	77139	6025	3-Apr-74	WD	6025	3-Apr-80	SG
5924	65418	77140	6026	4-Apr-74	WD	6026	14-Feb-80	WD
5925	65419	77141	6027	9-Apr-74	WD	6027	20-Feb-80	WD
5926	65420	77142	6028	18-Apr-74	WD	6028	15-Mar-80	SG
5927	65421	77143	6029	23-Apr-74	WD	6029	18-Feb-80	SG
5928	65422	77144	6030	1-May-74	WD	6030	25-Mar-80	SG
5929	65423	77145	6031	26-Mar-74	EH	6031	1-Apr-80	SG
5930	65424	77146	6032	10-Apr-74	WD	6032	22-Feb-80	SG
5931	65425	77147	6033	6-May-74	EH	6033	19-Feb-80	SG
5932	65426	77148	6034	19-Apr-74	WD	6034	5-May-80	WD
5933	65427	77149	6035	19-Apr-74	WD	6035	10-Apr-80	SG
5934	65428	77150	6036	6-Apr-74	WD	6036	1-May-80	WD
5935	65429	77151	6037	3-Apr-74	EH	6037	2-May-80	SG
5936	65430	77152	6038	10-Apr-74	EH	6038	29-Feb-80	SG
5937	65431	77153	6039	23-Apr-74	WD	6039	17-Mar-80	WD
5938	65432	77154	6040	4-Apr-74	WD	6040	28-Mar-80	SG
5939 ^(1st)	65433	77155	6041	10-May-74	EH	6041	8-May-80	SG
5939 ^(2nd)	65431	77153	6039	Jun-82	SU	-	Wdn 6-Apr-83	-
5940	65434	77156	6042	30-Apr-74	WD	6042	18-Feb-80	WD

1957 type Phase 1 units, Class 418/2

New	MBS	DTC/S	Ex-HAP	Date	Depot	Returned	Date	Depot
Diag. No. Code	400 CR	481 DZ	unit no.			to HAP no.
5941	61241	75361	6043	24-Apr-74	EH	6043	3-Mar-80	WD
5942	61242	75362	6044	23-Apr-74	WD	6044	19-Feb-80	WD
5943	61243	75363	6045	21-May-77	WD	6045	29-Apr-80	WD
5944	61244	75364	6046	21-May-77	WD	6046	18-Mar-80	SG
5945	61245	75365	6047	21-May-77	WD	6047	21-Apr-80	WD
5946	61246	75366	6048	21-May-77	WD	6048	4-Mar-80	SG
5947	61247	75367	6049	21-May-77	WD	6049	24-Mar-80	WD
5948	61248	75368	6050	21-May-77	WD	6050	29-Feb-80	WD
5949	61249	75369	6051	21-May-77	WD	6051	23-Feb-80	WD
5950	61250	75370	6052	21-May-77	WD	6052	16-May-80	WD
5951	61251	75371	6053	21-May-77	WD	6053	1-Oct-77	WD

Notes	During April 1975 units nos.5904 /5906 /5912 /5914 /5921 & 5927 were all out of use with defective cabling and 4 EPB units nos.5027 & 5304 were loaned from Slade Green as cover.
#1 #2	MBS code CQ-2B. DTS code DX-1A.

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Withdrawn in 1983, Phase 2 Batch 4 unit no.6154 was body-stripped at Eastleigh thence hauled to Swindon for bogie recovery 1^st February 1984 and photographed before being taken to Vic Berry (Leicester) for scrapping 13^th June 1984.

© Motorman Kevin Blakeman

Individual Unit Notes
6001 to 6173

Unit
6001	Downgraded and reclassified as 2 SAP at Wimbledon Park from 8‑May‑74 and renumbered 5901. Unit in buffer stop collision at Wimbledon Park 17‑Nov‑74 and pushed down bank, repaired at Slade Green and back to traffic 11‑Mar‑75. Reverted to 2 HAP 6001 at Slade Green from 16‑Feb‑80. Unit to Eastleigh for asbestos strip, released Jun‑82. Unit formed with no.6035 as 4 CAP no.3211 from 22‑Jun‑82.
6002	Downgraded and reclassified as 2 SAP at Wimbledon Park from 7-May-74 and renumbered 5902. Reverted to 2 HAP no.6002 at Wimbledon Park from 9-May-80. Following withdrawal 14-May-84, unit to Fratton for store, then hauled to Chart Leacon for stripping Jun‑84, moving back to Fratton 17-Jul-84 then to Swindon 27-Jul-84. Hauled to Vic Berry (Leicester) for scrapping 30-Jan-85.
6003	Unit slightly damaged in collision with 4 BEP no.7009 at Ashford about May 1963. Downgraded and reclassified as 2 SAP at Wimbledon Park from 2-May-74 and renumbered 5903. Reverted to 2 HAP 6003 at Slade Green from 22-Apr-80. Unit to Eastleigh for asbestos strip and released 27-Jan-81. Unit formed with no.6032 as 4 CAP no.3203 from 20-May-82.
6004	Downgraded and reclassified as 2 SAP at Wimbledon Park from 8-Apr-74 and renumbered 5904. Unit slightly damaged in derailment outside Waterloo 8-Sep-78. Reverted to 2 HAP no.6004 at Wimbledon Park from 25-Jul-80. Unit to Eastleigh for asbestos strip and released 6-Nov-80. Unit formed with no.6020 as 4 CAP no.3202 from 13-May-82.
6005	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-Apr-74 and renumbered 5905. Unit damaged in derailment at Staines 13-May-76 but repaired. Reverted to 2 HAP no.6005 during overhaul at Eastleigh from 25-Apr-80. Unit formed with no.6040 as 4 CAP no.3213 from 7-May-82.
6006	Unit subject to electrical modification amending electrical codes to CQ‑2B (MBS) and DX‑1A (DTC). Unit coupled to 2 HAP no.5628 involved in collision with units nos.7414 & 7408 and pushed into unit no.4383 at Wimbledon Park depot 11-Jan-72 with DTC 77120 badly damaged and temporarily exchanged with SR type DTC 16028 (ex.5628) until reverted Nov‑72. This car seated eighteen first-class and thirty-eight second-class giving a revised unit total of eighteen first and one-hundred & twenty-two second for duration of this change. Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-Apr-74 and renumbered 5906. Reverted to 2 HAP no.6006 during overhaul at Eastleigh from 25-Apr-80. Unit to Eastleigh for asbestos strip and released 16-Sep-80. Unit formed with no.6009 as 4 CAP no.3201 from 21-May-82.
6007	Downgraded and reclassified as 2 SAP at Wimbledon Park from 6-Apr-74 and renumbered 5907. Reverted to 2 HAP no.6007 during overhaul at Eastleigh from 19-Sep-80. Unit used as de-icer pilot from Oct‑84 and withdrawn from 13-May-85, though used until 25-May-85 for high-speed track recording tests. After stripping at Selhurst, unit stored in Norwood Yard, visited Strawberry Hill 30-Apr-86 for a bogie exchange with 2 EPB no.6291 thence back to Norwood Yard until moved to Fratton 23-Sep-87 and on to Mayer Newman (Snailwell) for scrapping 25-Sep-87. Both cars burnt 12-Oct-87.
6008	Unit in converging collision with units nos.6073 & 6015 in Gillingham depot 9-Oct-62 with DTC 77122 cab corner damaged and 1^st class corridor ripped away, MBS 65400 lesser damage. Unit to Eastleigh for repair 11-Mar-63 and released 17-May-63. Downgraded and reclassified as 2 SAP at Wimbledon Park from 25-Apr-74 and renumbered 5908. Reverted to 2 HAP no.6008 at Wimbledon Park from 2-Apr-80. Unit used as de-icer pilot from Oct‑84 and withdrawn from 13-May-85. After stripping at Selhurst unit stored in Norwood Yard, visited Strawberry Hill 30-Apr-86 for a bogie exchange with 2 EPB no.6293 then back to Norwood Yard until moved to Fratton 23-Sep-87 and on to Mayer Newman (Snailwell) for scrapping 25-Sep-87. DTC 77122 burnt 12-Oct-87, MBS 65400 burnt 5-Oct-87.
6009	Downgraded and reclassified as 2 SAP at Wimbledon Park from 25-Apr-74 and renumbered 5909. Reverted to 2 HAP no.6009 at Wimbledon Park from 2-Apr-80. Unit to Eastleigh for asbestos strip and released 2-Sep-80. Unit formed with no.6006 as 4 CAP no.3201 from 21-May-82.
6010	Downgraded and reclassified as 2 SAP during C1 overhaul at Eastleigh between 4-Apr-74 and 2-May-74 and renumbered 5910. Reverted to 2 HAP no.6010 at Slade Green from 26-Apr-80. Unit to Eastleigh for asbestos strip, released May‑82. Unit formed with no.6042 as 4 CAP no.3210 from 18-May-82.
6011	Downgraded and reclassified as 2 SAP at Wimbledon Park from 26-Apr-74 and renumbered 5911. Reverted to 2 HAP no.6011 during overhaul at Eastleigh from 16-Apr-80. Unit withdrawn from 13-May-85 but used for high-speed track recording tests until 25-May-85 then used as runner for MLV units running solo until officially withdrawn 3-Jan-88 (although last used 20-Jan-88 as a de-icer pilot). Stripped at Chart Leacon and hauled to Mayer Newman (Snailwell) for scrapping 2-Feb-88, arriving there 11-Feb-88. MBS 65403 burnt 23-Feb-88, DTC 77125 burnt 8-Mar-88.
6012	Downgraded and reclassified as 2 SAP at Wimbledon Park from 10-Apr-74 and renumbered 5912. Reverted to 2 HAP no.6012 at Wimbledon Park from 28-Mar-80. Unit to Eastleigh for asbestos strip and released 16-Mar-81. Unit formed with no.6036 as 4 CAP no.3207 from 19-May-82.
6013	Unit damaged in Crayford Spur collision with no.5021 17-Feb-59 but repaired by Apr‑59. Downgraded and reclassified as 2 SAP at Wimbledon Park from 2-May-74 and renumbered 5913. Reverted to 2 HAP no.6013 at Slade Green from 17-May-80. Unit to Eastleigh for asbestos strip Jan‑83, released Apr‑83. Unit modified at Selhurst during C6 overhaul during summer 1985 and first-class lavatory abolished and access cut between this and second-class lavatory allowing access through between second-class saloon and first-class compartments. Partition in MBS also had door cut reducing seating capacity in this car by two to eighty-two. As sole remaining ‘1951 type’ 2 HAP unit, renumbered as no.4201 from Jul‑88. Unit formed with no.4322 as 4 CAP no.3333 from 30-Sep-91.
6014	Downgraded and reclassified as 2 SAP at Wimbledon Park from 1-May-74 and renumbered 5914. Reverted to 2 HAP no.6014 at Slade Green from 13-Apr-80. Unit formed with no.6041 as 4 CAP no.3212 from 29-Apr-82.
6015	Unit (with no.6073) in converging collision with no.6008 in Gillingham depot 9-Oct-62 and both cars damaged. Downgraded and reclassified as 2 SAP during C1 overhaul at Eastleigh between 25-Apr-74 and 24-May-74 and renumbered 5915. Reverted to 2 HAP no.6015 again during overhaul at Eastleigh from 29-May-80. Unit to Eastleigh for asbestos strip, released August‑81. Unit formed with no.6038 as 4 CAP no.3209 from 28-Apr-82.
6016	Downgraded and reclassified as 2 SAP at Wimbledon Park from 3-May-74 and renumbered 5916. Reverted to 2 HAP no.6016 at Slade Green from 11-Feb-80. Unit withdrawn 14-May-84 and to Fratton for store, moving to Chart Leacon for stripping 17-Jul-84 then stored at Hither Green from 16-Aug-84, moved to Slade Green for further stripping early Apr-85 and back to Hither Green prior to being hauled to Swindon 29-Apr-85 for further stripping. Hauled to Mayer Newman (Snailwell) for scrapping 16-Oct-85 and both cars burnt 18-Oct-85.
6017	Unit damaged (details unknown) early in 1966 and stored at Cosham by April then to Eastleigh 4-Apr-66 for repairs and released 24-May-66. Downgraded and reclassified as 2 SAP at Wimbledon Park from 2-May-74 and renumbered 5917. Unit damaged in derailment at Staines 13-May-76 but repaired. DTS 77131 badly side-scrape damaged again c.15-Sep-78 at Wimbledon Park and moved to Slade Green for repair 30-Sep-78 but withdrawn 28-Nov-78 and used as a runner for other damaged stock until disposed of. Unit disbanded and MBS 65409 used with 2 EPB DTS 77528 (ex.5729) as de-icer pilot Nov‑78 to Apr‑79, this unit numbered as 5729. MBS 65409 then spare until formed into SR type 2 SAP no.5624 from Sep‑79. Runner 77131 moved from Selhurst to Basingstoke for store 9-Nov-82, returning to Selhurst for stripping 7-Feb-83. Coach then hauled to Mayer Newman (Snailwell) 14-Feb-83, arriving 4-Mar-83 and burnt 9-Mar-83.
6018	Unit (with nos.6118 & 6103) damaged in head-on collision with nos.5305 + 5216 + 5755 in Gillingham depot 6-Dec-62, repaired at Eastleigh. Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-Apr-74 and renumbered 5918. Reverted to 2 HAP no.6018 at Slade Green from 29-Apr-80. Unit to Eastleigh for asbestos strip c.Dec‑80. Unit formed with no.6028 as 4 CAP no.3204 from 15-Apr-82.
6019	Downgraded and reclassified as 2 SAP at Wimbledon Park from 30-Apr-74 and renumbered 5919. Reverted to 2 HAP no.6019 at Slade Green from 22-Mar-80. Unit withdrawn 14-May-84 and stored at Fratton until moved to Chart Leacon for stripping Jun‑84. Returned to Fratton for store 17-Jul-84 until moved to Swindon 27-Jul-84. Hauled to Vic Berry (Leicester) for scrapping 31-Oct-84.
6020	Downgraded and reclassified as 2 SAP at Wimbledon Park from 6-May-74 and renumbered 5920. Reverted to 2 HAP no.6020 at Slade Green from 13-May-80. Unit to Eastleigh for asbestos strip (date? c.Jun-80?). Unit formed with no.6004 as 4 CAP 3202 from 13-May-82.
6021	Downgraded and reclassified as 2 SAP at Wimbledon Park from 17-Apr-74 and renumbered 5921. Reverted to 2 HAP no.6021 at Slade Green from 9-Mar-80. Unit to Eastleigh for asbestos strip c.Apr‑81. Unit formed with no.6030 as 4 CAP no.3205 from 10-May-82.
6022	Unit used with no.6023 for experiments with Tightlock couplers between Jun‑73 and Sep‑78, this being fitted to DTC 77136 at Eastleigh between 9-May-73 and 27-Jun-73 and unit to run extensive tests with similarly altered no.6023. Not in passenger traffic so not downgraded to 2 SAP. Unit to Eastleigh 26-Sep-78 for C1 overhaul and to be returned to standard, released 7-Feb-79. Unit used as de-icer pilot from Oct‑84 and withdrawn 13-May-85, but reinstated from 8-Jul-85 to passenger service. Finally withdrawn 12-May-86 though still in traffic on 16^th May. Unit used in service for Christmas mails workings late-1986 and again as de-icer pilot and for Christmas mails until withdrawn 31-Dec-87. Reinstated again for de-icer pilot Oct‑88 and converted to departmental unit no.014 c.Dec‑88 and cars renumbered, 65414 to ADB977609 and 77136 to ADB977610. ADB977609 painted two-tone blue at Eastleigh Mar‑90, and unit 014 reformed with ADB977207 (ex.MBS 61658 from 6116 from unit 054), and ABD977610 to 054 with ADB977208 (ex.DTC 75710 ex.6116) and sold for disposal, moving from Eastleigh to Vic Berry (Leicester) for scrapping 21-Jul-90.
6023	Unit subject to electrical modification amending electrical codes to CQ‑2B (MBS) and DX‑1A (DTC). Unit used with 6022 for experiments with Tightlock couplers between Jun‑73 and Sep‑78, this being fitted to DTC 77137 at Eastleigh between 22-Mar-73 and released 25-May-73, unit then back 29-May-73 and released 27-Jun-73 with 6022. Not in passenger traffic so not downgraded to 2 SAP. Unit to Eastleigh 26-Sep-78 for C1 overhaul and to be returned to standard, released 5-Jan-79. Unit used as de-icer pilot from Oct‑84 and withdrawn 13-May-85, but reinstated from 8-Jul-85 to passenger service. Finally withdrawn 12-May-86 but used on High Speed Track Recording Coach during Aug‑86 and again Jan‑87 and a de-icer pilot at Brighton in Oct‑86. Unit finally out of use from 27-Aug-87 after failure and stripped at Chart Leacon before moving from Tonbridge to Mayer Newman (Snailwell) for scrapping 2-Oct-87, arriving there 16-Nov-87. Both cars burnt 19-Nov-87.
6024	Downgraded and reclassified as 2 SAP at Wimbledon Park from 29-Apr-74 and renumbered 5922. Reverted to 2 HAP no.6024 at Wimbledon Park from 14-Feb-80. Unit withdrawn 14-May-84 having moved to Fratton for store 12-May-84. Moved to Chart Leacon for stripping 17-Jul-84 and stored at Hither Green from 16-Aug-84. Moved to Slade Green for stripping early Apr-85 and back to Hither Green prior to being hauled to Swindon 29-Apr-85. Hauled to Mayer Newman (Snailwell) for scrapping 3-Oct-85 and both cars burnt 7-Oct-85.
6025	Corner of MBS 65417 damaged in sidelong collision with 6110 outside Victoria 14-Mar-73 but repaired by Jul‑73. Downgraded and reclassified as 2 SAP at Wimbledon Park from 3-Apr-74 and renumbered 5923. Reverted to 2 HAP no.6025 at Slade Green from 3-Apr-80. Following withdrawal 14-May-84, unit to Fratton for store, then to Chart Leacon for stripping Jun‑84 and back to Fratton 17-Jul-84. Moved to Swindon 27-Jul-84 and hauled to Vic Berry (Leicester) for scrapping 30-Jan-85.
6026	Downgraded and reclassified as 2 SAP at Wimbledon Park from 4-Apr-74 and renumbered 5924. Reverted to 2 HAP no.6026 at Wimbledon Park from 14-Feb-80. Unit withdrawn 14-May-84, having moved to Fratton for store 12-May-84. Moved to Chart Leacon for stripping Jun‑84 and back to Fratton 17-Jul-84. Moved to Swindon 27-Jul-84 and hauled to Vic Berry (Leicester) for scrapping 30-Jan-85.
6027	Downgraded and reclassified as 2 SAP at Wimbledon Park from 9-Apr-74 and renumbered 5925. Reverted to 2 HAP no.6027 at Wimbledon Park from 20-Feb-80. Unit to Eastleigh for asbestos strip c.Jan‑81. Unit formed with no.6031 as 4 CAP no.3206 from 22-Apr-82.
6028	Downgraded and reclassified as 2 SAP at Wimbledon Park from 18-Apr-74 and renumbered 5926. Reverted to 2 HAP no.6028 at Slade Green from 15-Mar-80. Unit to Eastleigh for asbestos strip c.Nov‑80. Unit formed with no.6018 as 4 CAP no.3204 from 15-Apr-82.
6029	DTC 77143 damaged in collision with 6117 at Gillingham depot 13-Sep-73 and repaired at Slade Green. Downgraded and reclassified as 2 SAP at Wimbledon Park from 23-Apr-74 and renumbered 5927. Reverted to 2 HAP no.6029 at Slade Green from 18-Apr-80. Unit withdrawn 14-May-84 having moved to Fratton for store 12-May-84. Moved to Chart Leacon for stripping 17-Jul-84, then stored at Hither Green from 16-Aug-84. Moved to Slade Green for further stripping early April 1985 and back to Hither Green prior to being hauled to Swindon 29-Apr-85. Hauled to Mayer Newman (Snailwell) for scrapping 3-Oct-85 and both cars burnt 8-Oct-85.
6030	Unit in collision with no.6037 at Maidstone Barracks c.Jul‑58 and MBS 65422 damaged. DTC 77144 temporarily exchanged with damaged 77151 (ex.6037) from 30-Sep-58 until repaired 7-Mar-59. DTC 77144 slightly damaged in derailment at Dover Priory 25-Jan-61, repaired at Ramsgate. Downgraded and reclassified as 2 SAP at Wimbledon Park from 1-May-74 and renumbered 5928. Reverted to 2 HAP no.6030 at Slade Green from 25-Mar-80. Unit to Eastleigh for asbestos strip, released c.Jul‑81. Unit formed with no.6021 as 4 CAP no.3205 from 10-May-82.
6031	Downgraded and reclassified as 2 SAP during C1 overhaul at Eastleigh between 12-Feb-74 and 26-Mar-74 and renumbered 5929. Reverted to 2 HAP no.6031 at Slade Green from 1-Apr-80. Unit to Eastleigh for asbestos strip, released c.Jul‑81. Unit formed with no.6027 as 4 CAP no.3206 from 22-Apr-82.
6032	Downgraded and reclassified as 2 SAP at Wimbledon Park from 10-Apr-74 and renumbered 5930. Reverted to 2 HAP no.6032 at Slade Green from 22-Feb-80. Unit to Eastleigh for asbestos strip (date, late 1980?). Unit formed with no.6003 as 4 CAP no.3203 from 20-May-82.
6033	Downgraded and reclassified as 2 SAP during overhaul at Eastleigh from Jul‑74 and renumbered 5931. Reverted to 2 HAP no.6033 at Slade Green from 19-Feb-80. Unit to Eastleigh for asbestos strip, released c.Oct‑81. Unit formed with no.6037 as 4 CAP no.3208 from 17-May-82.
6034	Downgraded and reclassified as 2 SAP at Wimbledon Park from 19-Apr-74 and renumbered 5932. Reverted to 2 HAP no.6034 at Wimbledon Park from 5-May-80. Unit withdrawn 14-May-84 and MBS 65426 used to reform damaged 4 CAP no.3310, MBS 61266 being formed with 77148 as withdrawn no.6034 and stored at Fratton. However, the combination of ‘1951 type’ motorcoach in otherwise ‘1957 type’ unit not a success and no.6034 reverted to booked formation and not used in traffic, but both cars formed as part of no.3310 until replaced by further ‘1957 type’ vehicles in Feb‑85. Unit no.6034 remained stored at Fratton until moved to Mayer Newman (Snailwell) for scrapping 25-Sep-87, arriving there 29-Sep-87. DTC 77148 burnt 6-Oct-87 and MBS 65426 burnt 7-Oct-87.
6035	Downgraded and reclassified as 2 SAP at Wimbledon Park from 19-Apr-74 and renumbered 5933. Reverted to 2 HAP no.6035 at Slade Green from 10-Apr-80. Unit to Eastleigh for asbestos strip, released Jun‑82. Unit formed with no.6001 as 4 CAP no.3211 from 22-Jun-82.
6036	Both cars of unit damaged about February 1967 (details unknown) and unit to Eastleigh 2-Mar-67 for C5 repair, released 29-Mar-67. Downgraded and reclassified as 2 SAP at Wimbledon Park from 6-Apr-74 and renumbered 5934. Reverted to 2 HAP no.6036 at Wimbledon Park from 1-May-80. Unit to Eastleigh for asbestos strip, released c.Jul‑81. Unit formed with no.6012 as 4 CAP no.3207 from 19-May-82.
6037	Unit in collision with no.6030 at Maidstone Barracks c.Jul‑58. Damaged DTC 77151 exchanged with 77144 (ex.6030) from 30-Sep-58 until repairs completed to its damaged DTC 77151 7-Mar-59. Downgraded and reclassified as 2 SAP during C1 overhaul at Eastleigh between 12-Feb-74 and 3-Apr-74 and renumbered 5935. Reverted to 2 HAP no.6037 at Slade Green from 2-May-80. Unit to Eastleigh for asbestos strip, released c.Aug‑81. Unit formed with no.6033 as 4 CAP no.3208 from 17-May-82.
6038	Unit damaged about Dec-69 (details unknown) and to Eastleigh 8-Jan-70 for C3 repair, released 7-Feb-70 now with full yellow ends on blue livery. Downgraded and reclassified as 2 SAP during C1 overhaul at Eastleigh between 12-Mar-74 and 10-Apr-74 and renumbered 5936. Reverted to 2 HAP no.6038 at Slade Green from 29-Feb-80. Unit to Eastleigh for asbestos strip, released c.Nov‑81. Unit formed with no.6015 as 4 CAP no.3209 from 28-Apr-82.
6039	Downgraded and reclassified as 2 SAP at Wimbledon Park from 23-Apr-74 and renumbered 5937. Reverted to 2 HAP no.6039 at Wimbledon Park from 17-Mar-80. Unit again downgraded to 2 SAP at Selhurst from 8-Jun-82 and renumbered, this time as 5939 and transferred to Selhurst to operate with SR type 2 SAP units on suburban duties. Loaned to Wimbledon Park for Xmas mails and parcels duties from 13^th to 24-Dec-82. Remained unique until withdrawn 16-Apr-83 following a runaway incident from West Croydon 15-Feb-83. After stripping unit to Eastleigh 26-May-83 and hauled to Swindon 19-Oct-83. Moved to Vic Berry (Leicester) for scrapping 13-Jun-84 (still intact there 6-Oct-84).
6040	Downgraded and reclassified as 2 SAP at Wimbledon Park from 4-Apr-74 and renumbered 5938. Reverted to 2 HAP no.6040 at Slade Green from 28-Mar-80. Unit formed with no.6005 as 4 CAP no.3213 from 7-May-82.
6041	Downgraded and reclassified as 2 SAP during C1 overhaul at Eastleigh between 9-Apr-74 and 10-May-74 and renumbered 5939. Reverted to 2 HAP no.6041 at Slade Green from 8-May-80. Unit formed with no.6014 as 4 CAP no.3212 from 29-Apr-82.
6042	Downgraded and reclassified as 2 SAP at Wimbledon Park from 30-Apr-74 and renumbered 5940. Unit out of use c.Jul‑75 damaged (details unknown). Reverted to 2 HAP no.6042 at Wimbledon Park from 18-Feb-80. Unit to Eastleigh for asbestos strip, released Mar‑82. Unit formed with no.6010 as 4 CAP no.3210 from 18-May-82.
6043	Unit (with no.6152) slightly damaged when struck by open engine room door on D6569 near Wye 5-Jul-63, repaired at Ramsgate. DTC 75361 damaged in converging collision with no.7106 at Ramsgate station 30-Aug-64 and sent for store to Micheldever, then repaired at Lancing. Downgraded and reclassified as 2 SAP during C1 overhaul at Eastleigh between 20-Mar-74 and 24-Apr-74 and renumbered 5941. Reverted to 2 HAP no.6043 at Wimbledon Park from 3-Mar-80. Unit to Eastleigh for asbestos strip, released c.Aug‑81. Unit formed with no.6046 as 4 CAP no.3302 from 14-May-82.
6044	Downgraded and reclassified as 2 SAP at Wimbledon Park from 23-Apr-74 and renumbered 5942. Reverted to 2 HAP no.6044 at Wimbledon Park from 19-Feb-80. Unit withdrawn 3-Oct-83 and used as de-icer pilot until late-1983 then stored at Fratton. DTC 75362 used as part of temporary stores unit no.020 from Feb‑84 and renumbered ADB977214. MBS 61242 scrapped by Mayer Newman (Snailwell), formed as part of 4 EPB no.5302; arriving there 20-Jun-86 and burnt 28-Jun-86. ADB977214 also scrapped by Mayer Newman (Snailwell), moving from Sevenoaks 11-Mar-88 and arriving there 14-Mar-88 and burnt 15-Mar-88.
6045	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5943. Reverted to 2 HAP no.6045 at Wimbledon Park from 29-Apr-80. Unit to Eastleigh for asbestos strip, released Mar‑82. Unit formed with no.6068 as 4 CAP no.3310 from 11-May-82.
6046	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5944. Reverted to 2 SAP no.6046 at Slade Green from 18-Mar-80. Unit to Eastleigh for asbestos strip, released c.Sep‑81. Unit formed with no.6043 as 4 CAP no.3302 from 14-May-82.
6047	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5945. Reverted to 2 HAP at Wimbledon Park from 21-Apr-80. Unit withdraw 14-May-84 having moved to Fratton for store 8-May-84 from Wimbledon Park. Unit to Eastleigh for stripping 16-May-84 and moved to Swindon 25-Jun-84. Hauled to Vic Berry (Leicester) for scrapping 30-Jan-85.
6048	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5946. Reverted to 2 HAP no.6048 at Slade Green from 4-Mar-80. Unit to Eastleigh for asbestos strip, released Dec‑81. Unit formed with no.6066 as 4 CAP no.3308 from 6-May-82.
6049	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5947. Reverted to 2 HAP 6049 at Wimbledon Park from 24-Mar-80. Following withdrawal 14-May-84 unit to Fratton for store, moved to Chart Leacon for stripping 17-Jul-84 and on to Hither Green for store 16-Aug-84. Unit further stripped at Slade Green Apr-85 and hauled to Swindon for further stripping 29-Apr-85. Moved to Vic Berry (Leicester) for scrapping 14-Jul-85.
6050	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5948. Reverted to 2 HAP no.6050 at Wimbledon Park from 29-Feb-80, though seating not modified until Apr‑80. Unit withdrawn 2-Oct-82 and after electrical stripping at Selhurst moved to Eastleigh East Yard for store, later being body stripped at Eastleigh works. Hauled to Mayer Newman (Snailwell) for scrapping 5-Dec-86 arriving there 8-Dec-86. MBS 61248 burnt 11-Dec-86, DTC 75368 burnt 12-Dec-86.
6051	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5949. Reverted to 2 HAP no.6051 at Wimbledon Park from 23-Feb-80. Unit to Eastleigh for asbestos strip, released Jan‑83. Unit renumbered 4301 Aug‑88.
6052	Both cars of unit damaged in collision with 4 EPB no.5172 at Gillingham depot 28-Dec-68 and unit to Eastleigh 20-Feb-68 for C4 repair, released 11-Apr-68. Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5950. Reverted to 2 HAP no.6052 at Wimbledon Park from 16-May-80. Unit to Eastleigh for asbestos strip 26-May-81, released c.Oct‑81. Unit formed with no.6054 as 4 CAP no.3303 from 7-Apr-82.
6053	Downgraded and reclassified as 2 SAP at Wimbledon Park from 21-May-77 and renumbered 5951. Reverted to 2 HAP no.6053 at Wimbledon Park from 1-Oct-77. Unit to Eastleigh for asbestos strip, released Apr‑82. Unit formed with no.6059 as 4 CAP no.3309 from 21-Apr-82.
6054	Unit to Eastleigh for asbestos strip, released c.Oct‑81. Unit formed with no.6052 as 4 CAP no.3303 from 7-Apr-82.
6055	MBS 61253 damaged mid-1979 (where?) and DTC 75373 temporarily exchanged with damaged 75393 (ex.6075) Aug‑79 but unit out of use for repair in this formation. Unit to Eastleigh for asbestos strip (date?). Unit formed with no.6057 as 4 CAP no.3301 from 27-Apr-82.
6056	Unit to Eastleigh for asbestos strip, released Jan‑82. Unit formed with no.6058 as 4 CAP no.3306 from 26-Apr-82.
6057	Unit to Eastleigh for asbestos strip (date?). Unit formed with no.6055 as 4 CAP no.3301 from 27-Apr-82.
6058	DTC 75376 damaged in collision with loco E5003 at Ashford 19-Dec-66 and unit to Eastleigh 18-Jan-67 for C1 overhaul and repair, released 10-Mar-67 in blue livery. Unit to Eastleigh for asbestos strip c.Aug‑81. Unit formed with no.6056 as 4 CAP no.3306 from 26-Apr-82.
6059	DTC 75377 damaged in collision with unit no.7876 at Gillingham 31-Aug-74 but repaired. Unit to Eastleigh for asbestos strip c.Nov‑81. Unit formed with no.6053 as 4 CAP no.3309 from 21-Apr-82.
6060	Unit to Eastleigh for asbestos strip c.Oct‑81. Unit formed with no.6073 as 4 CAP no.3307 from 30-Apr-82.
6061	Unit to Eastleigh for asbestos strip, released Sep‑82. Unit coupled to no.6062 in sidelong collision with 4 CIG no.7345 at Wimbledon Park depot 24-Oct-84 and DTC 75379 damaged. MBS 61259 to 4 CAP no.3310 from 11-Feb-85, DTC 75379 to no.6062 from Mar‑85, and unit officially withdrawn from 9-Apr-85.
6062	Unit (with no.7805) damaged in collision with 3T unit no.1404 at Portsmouth Harbour 26-Sep-79 but repaired. Unit to Eastleigh for asbestos strip, released Sep‑82. Unit coupled to 6061 in sidelong collision with 4 CIG unit no.7345 at Wimbledon Park depot 24-Oct-84 and DTC 75380 damaged and withdrawn. Replaced by damaged 75379 (ex.6061) at Fratton from Mar‑85 and moved to Plumstead 27-Mar-85 prior to repair at Slade Green; and back to traffic after repairs in new formation from 28-Mar-86. Unit renumbered 4302 Jun‑88. Damaged DTC 75380 formed with MBS 61266 (ex.3310) and stored at Fratton until moved to Swindon c.Mar‑87. Moved to Mayer Newman (Snailwell) for scrapping c.9-Apr-87 arriving there 23-Apr-87 and car burnt 30-Apr-87.
6063	Unit damaged at Swale 30-Mar-62 when derailed in sand drag and inner ends of both cars crushed together; steam-hauled from Bricklayers Arms to Hassocks for storage 13-May-62 until sent to Lancing for repairs. Unit to Eastleigh for asbestos strip (date?). Unit renumbered 4303 Oct‑87.
6064	Unit damaged about March 1968 (details unknown) and to Eastleigh 19-Apr-68 for C1 overhaul and repairs. Not released until 5-Sep-68 now in blue livery. To Eastleigh for asbestos strip, released Sep‑82. Unit renumbered 4304 Nov‑87.
6065	Unit damaged (details unknown) in 1967 and repaired Nov‑67. Unit withdrawn 3-Oct-83 and hauled from Fratton to Swindon for stripping 19-Oct-83. Moved to Vic Berry (Leicester) for scrapping 22-Jun-84.
6066	Unit to Eastleigh for asbestos strip, released c.Jan‑82. Unit formed with no.6048 as 4 CAP no.3308 from 6-May-82.
6067	Following withdrawal 2-Oct-82 unit stripped at Selhurst and hauled to Eastleigh East Yard 8-Oct-82 for store, later being body stripped at Eastleigh works. Hauled to Mayer Newman (Snailwell) for scrapping 5-Dec-86, arriving there 8-Dec-86 and both cars burnt 10-Dec-86.
6068	Unit damaged about March 1968 (details unknown) and to Eastleigh 10-Apr-68 for C1 overhaul and repairs. Not released until 29-Aug-68 now in blue livery. Unit to Eastleigh for asbestos strip, released Apr‑82. Unit formed with no.6045 as 4 CAP no.3310 from 11-May-82.
6069	Unit through trap points and collided with tunnel buttress at Dover Priory 2-Oct-62 and both cars crushed together and damaged, examined at Chart Leacon then stored at Micheldever by Dec‑62 pending repairs at Eastleigh. Unit arrived Eastleigh 11-Mar-63 and released 13-Dec-63. Unit withdrawn 15-May-82 and stored at Swanley until hauled to Eastleigh East Yard for store 16-Jun-82. MBS 61267 rebuilt as GLV no.9108, numbered 68507 from May‑84 for Victoria ‑ Gatwick Railair service. DTC 75387 stripped at Eastleigh and moved to Swindon 15-Dec-83. Moved to Tinsley Yard 13-Apr-84 and on to Vic Berry (Leicester) for scrapping 8-May-84.
6070	Unit to Eastleigh for asbestos strip, released Nov‑82. MBS 61268 damaged in collision with no.5851 at Wimbledon Park 18-Apr-88 and to Eastleigh for repairs. Released 27-Sep-88 now renumbered 4305.
6071	Unit withdrawn 15-May-82 and stored at Norwood Yard until hauled to Eastleigh East Yard 15-Jun-82. MBS 61269 rebuilt as GLV no.9101, numbered 68500 from Jan‑84 for Victoria ‑ Gatwick Railair service. DTC 75389 stripped at Eastleigh and hauled to Mayer Newman (Snailwell) for scrapping 5-Dec-86, arriving there 8-Dec-86 and burnt 15-Dec-86.
6072	Unit used as de-icer pilot Jan‑82. Unit to Eastleigh for asbestos strip, released Aug‑82. Unit renumbered 4306 Aug‑87, though outshopped as no.4305 in error.
6073	Unit (with no.6015) in converging collision with no.6008 in Gillingham depot 9-Oct-62 and DTC 75391 cab offside corner damaged, stored at Micheldever until 18-Mar-63 pending repairs at Eastleigh. Unit arrived Eastleigh 20-Mar-63 and released 19-Apr-63. Unit to Eastleigh for asbestos strip, released Jan‑82. Unit formed with no.6060 as 4 CAP no.3307 from 30-Apr-82.
6074	Unit fitted with Commonwealth bogies at inner end of each car Apr‑60 as prototype for 'Phase 2' HAP units on order and used on high speed test trips between Lancing and Chichester in September 1960, reverted to normal May‑61. Unit out of traffic and in RSD use from 1-Feb-82, and withdrawn 15-May-82 and stored at Swanley until hauled to Eastleigh East Yard for store 16-Jun-82. MBS 61272 rebuilt as GLV no.9109, numbered 68508 May‑84 for Victoria ‑ Gatwick Railair service. DTC 75392 stripped at Eastleigh and hauled to Mayer Newman (Snailwell) 18-Dec-86 and burnt 6-Jan-87.
6075	DTC 75393 damaged (where?) and temporarily exchanged with 75373 (ex.6055) Aug‑79. Unit used as de-icer pilot Jan‑82. Unit to Eastleigh for asbestos strip, released Aug‑82. Unit renumbered 4307 Oct‑87.
6076	Unit withdrawn 30-Sep-82 and stored at Eastleigh East Yard. MBS 61274 rebuilt as GLV no.9103, numbered 68502 Feb‑84 for Victoria ‑ Gatwick Railair service. DTC 75394 stripped at Eastleigh and later moved to Swindon, then hauled to Vic Berry (Leicester) by 13-Jun-84 for scrapping.
6077	Unit damaged in collision with no.5737 at Gillingham depot 25-Mar-81. Unit to Eastleigh for asbestos strip, released Mar‑82. Unit renumbered 4308 Jul‑88.
6078	Unit to Eastleigh for asbestos strip c.Aug‑81. Unit renumbered 4309 Jul‑88.
6079	Unit withdrawn 30-Sep-82 and stored at Eastleigh East Yard. MBS 61277 rebuilt as GLV no.9104, numbered 68503 Mar‑84 for Victoria ‑ Gatwick Railair service. DTC 75397 stripped at Eastleigh and later moved to Swindon, then hauled to Vic Berry (Leicester) 13-Jun-84 for scrapping.
6080	MBS 61278 damaged about June 1970 (details unknown) and unit to Eastleigh 10-Jul-70 for C3 overhaul and repair, released 13-Aug-70. Unit to Eastleigh for asbestos strip, released Nov‑82. Unit renumbered 4310 c.May‑88.
6081	MBS 61279 damaged about June 1969 (details unknown) and unit to Eastleigh 20-Jun-69 for C5 repair. Released 8-Aug-69. Unit to Eastleigh for asbestos strip, released Feb‑82. Unit formed with no.6104 as 4 CAP 3305 from 12-May-82.
6082	Unit withdrawn 8-May-82 and stored at Plumstead until hauled to Eastleigh East Yard for store 16-Jun-82. MBS 61280 rebuilt as GLV no.9110, numbered 68509 May‑84 for Victoria ‑ Gatwick Railair service. DTC 75400 stripped at Eastleigh and hauled to Mayer Newman (Snailwell) 18-Dec-87 and burnt 6-Jan-87.
6083	Unit withdrawn 15-May-82 and stored at Plumstead until hauled to Eastleigh East Yard for store 16-Jun-82. MBS 61281 rebuilt as GLV no.9102, numbered 68501 Jan‑84 for Victoria ‑ Gatwick Railair service. DTC 75401 stripped at Eastleigh and hauled to Mayer Newman (Snailwell) for scrapping 5-Dec-86, arriving there 8-Dec-86 and burnt 16-Dec-86.
6084	Unit damaged about December 1969 (details unknown) and to Eastleigh 8-Jan-70 for C3 repair to both cars, released 28-Jan-70. Unit to Eastleigh for asbestos strip, released Oct‑81. Unit formed with no.6085 as 4 CAP 3304 from 15-Apr-82.
6085	Unit damaged about March 1966 (details unknown) and to Eastleigh 7-Apr-66 for underframe repair, released 17-May-66. Unit to Eastleigh for asbestos strip, released c.Sep‑81. Unit formed with no.6084 as 4 CAP no.3304 from 15-Apr-82.
6086	Unit withdrawn 1-Feb-82 and into RSD use and converted to departmental unit no.051, cars receiving ADS prefixes, but not renumbered by Jun‑82. Mostly used at Waterloo (South Sidings) for coupling training with 455 units. Unit no.051 withdrawn Oct‑83 and stored at Fratton from 31-Oct-83 where renumbered back to no.6086. Moved to Swindon 12-Dec-86. Hauled to Mayer Newman (Snailwell) for scrapping 25-Sep-87 arriving 29-Sep-87. DTC 75404 burnt 9-Oct-87 and MBS 61284 burnt 13-Oct-87.
6087	Unit withdrawn from passenger service and used as de-icer pilot from Oct‑84 and during 1985 became a runner for MLV units running solo, remaining in use as such until 11-Jan-88. Officially withdrawn 3-Jan-88 though still in use until 13-Jan-88. Stripped at Chart Leacon and hauled to Mayer Newman (Snailwell) for scrapping 2-Feb-88, arriving there 11-Feb-88. MBS 61285 burnt ?-Feb-88, DTC 75405 burnt 25-Feb-88.
6088	Unit withdrawn 15-May-82 and stored at Norwood Yard until hauled to Eastleigh East Yard 15-Jun-82. Used as 'dead load' for drivers training trips for a while with shoegear removed. MBS 61286 rebuilt as GLV no.9105, numbered 68504 Apr‑84 for Victoria ‑ Gatwick Railair service. DTC 75406 stripped at Eastleigh and hauled to Mayer Newman (Snailwell) 18-Dec-87 and burnt 9-Jan-87.
6089	MBS 61287 damaged about Jun-70 (details unknown) and unit to Eastleigh 10-Jul-70 for C3 overhaul and repair, released 19-Aug-70. Unit to Eastleigh for asbestos strip, released May‑82. Unit renumbered 4311 12-Jun-87.
6090	Unit damaged late 1965 (details unknown) and to Eastleigh for repairs between 21-Dec-65 and 11-Feb-66. Unit to Eastleigh for asbestos strip, released Nov‑82. Unit renumbered 4312 Jul‑88.
6091	Unit withdrawn 3-Oct-83 and stored at Fratton until hauled to Swindon for stripping 19-Oct-83. Hauled to Tinsley 13-Apr-84 and forward to Vic Berry (Leicester) for scrapping 8-May-84.
6092	Unit to Eastleigh for asbestos strip, released Mar‑82. Unit renumbered 4313 Aug‑87.
6093	Unit to Eastleigh for asbestos strip, released Apr‑82. Unit formed with no.6099 as 4 CAP no.3311 from 24-May-82.
6094	Unit received yellow warning panel whilst in green livery with no record of subsequently being fitted with air-horns or UIC yellow 1^st class cantrail banding until it was repainted blue with full-yellow end during a C1 overhaul at Eastleigh (outshopped 11^th April 1969). Unit withdrawn 15-May-82 and stored at Wimbledon Park until moved to Eastleigh East Yard 23-May-82. Used as 'dead load' for drivers training trips for a while with shoegear removed. MBS 61292 rebuilt as GLV no.9107, numbered 68506 Apr‑84 for Victoria ‑ Gatwick Railair service. DTC 75412 stripped at Eastleigh and hauled to Mayer Newman (Snailwell) 18-Dec-87 and burnt 5-Jan-87.
6095	Unit withdrawn 6-Oct-82 and moved to Eastleigh East Yard 8-Oct-82 for store. Stripped at Eastleigh and hauled to Mayer Newman (Snailwell) for scrapping 18-Dec-87. DTC 75413 burnt 7-Jan-87 and MBS 61293 burnt 8-Jan-87.
6096	Unit to Eastleigh for asbestos strip, released May‑82. Unit renumbered 4314 Jul‑87.
6097	Unit built as no.6098 but renumbered before entering traffic. Unit to Eastleigh for asbestos strip, released Jun‑82. Unit renumbered 4315 Oct‑87.
6098	Unit built as 6097 but renumbered before entering traffic. Unit to Eastleigh for asbestos strip, released Oct‑82. Unit renumbered 4316 Oct‑87.
6099	Unit to Eastleigh for asbestos strip, released May‑82. Unit formed with no.6093 as 4 CAP no.3311 from 24-May-82.
6100	Unit damaged about August 1968 (details unknown) and unit to Eastleigh 12-Sep-68 for C5 damage repair at MBS 61298. Released 18-Oct-68. Unit to Eastleigh for asbestos strip, released Feb‑82. Unit renumbered 4317 2-May-87.
6101	Unit withdrawn 15-May-82 and stored at Wimbledon Park until moved to Eastleigh East Yard 23-May-82 and used as 'dead load' for drivers training trips for a while with shoegear removed. MBS 61299 rebuilt as GLV no.9106, numbered 68505 May‑84 for Victoria ‑ Gatwick Railair service. DTC 75419 stripped at Eastleigh and hauled to Mayer Newman (Snailwell) 18-Dec-86 and burnt 22-Jan-87.
6102	Unit to Eastleigh for asbestos strip, released Mar‑82. Unit renumbered 4318 May‑87.
6103	Unit (with nos.6118 & 6018) damaged in head-on collision with nos.5305 + 5216 + 5755 in Gillingham depot 6-Dec-62 and repaired at Eastleigh, arriving 18-Apr-63 and released 7-Jun-63. Unit withdrawn from passenger service and used as de-icer pilot from Oct‑84 and during 1985 became a runner for MLV units running solo, remaining in use as such until withdrawn 3-Jan-88. Stripped at Chart Leacon and hauled to Mayer Newman (Snailwell) for scrapping 2-Feb-88, arriving there 11-Feb-88. MBS 61301 burnt 18-Feb-88, DTC 75421 burnt 19-Feb-88.
6104	Unit side damaged between Beckenham Junction and Shortlands by open door on passing boat train 16-Jan-61 and to Selhurst for repairs. Unit to Eastleigh for asbestos strip, released c.Nov‑81. Unit formed with no.6081 as 4 CAP no.3305 from 12-May-82.
6105	Unit to Eastleigh for asbestos strip, released May‑82. Unit renumbered 4319 Jul‑87.
6106	Unit withdrawn 18-May-82 and stored at Wimbledon Park until moved to Eastleigh East Yard 23-May-82. Used as ‘dead load’ for drivers training trips for a while with shoegear removed. After body stripping at Eastleigh unit hauled to Swindon 19-Apr-83 for bogie recovery. Hauled to Tinsley 13-Apr-84 and forward to Vic Berry (Leicester) for scrapping 8-May-84.
6107	Unit withdrawn 18-May-82 and stored at Wimbledon Park until moved to Eastleigh East Yard 23-May-82. After body stripping at Eastleigh unit hauled to Swindon 19-Apr-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 5-Apr-84.
6108	Unit withdrawn 3-Oct-83 but used with High Speed Track Recording Coach during Nov‑83 then to Fratton for store. After body stripping at Eastleigh unit hauled to Swindon 1-Feb-84 for bogie recovery. Hauled to Tinsley 13-Apr-84 and forward to Vic Berry (Leicester) for scrapping 8-May-84.
6109	DTC 75703 damaged in a collision at Strood (date?) when the motorcoach MBS 61651 hit the buffer stops. As a consequence, unit to Eastleigh 2-Mar-67 for C3 overhaul and repair. DTC 75703 given a C1 repair and unit released in blue livery 5-May-67. Unit withdrawn 3-Oct-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon 25-Jan-84 for bogie recovery. Hauled to Tinsley Yard 13-Apr-84 and on to Vic Berry (Leicester) for scrapping 8-May-84.
6110	MBS 61652 damaged in sidelong collision with no.6025 outside Victoria 14-Mar-73 but repaired. Unit withdrawn 8-May-82 and initially stored at Plumstead until moved to Eastleigh East Yard for store 16-Jun-82. Returned to Selhurst under own power for electrical strip 2-Jul-82 and then hauled back to Eastleigh East Yard 3-Sep-82. After body stripping at Eastleigh unit hauled to Swindon 20-Jul-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 5-Apr-84.
6111	Unit withdrawn 3-Oct-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon 25-Jan-84 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 5-Apr-84.
6112	Unit used as de-icer pilot Jan‑82. Unit to Eastleigh for asbestos strip, released Sep‑82. Unit renumbered 4320 Nov‑87.
6113	Unit damaged c.Apr‑62 in open door incident (where?). Unit withdrawn 3-Oct-83 and stored at Fratton, moved to Eastleigh Nov‑83 for body strip, then to Swindon for bogie recovery 12-Dec-83. Hauled to Tinsley 13-Apr-84 and on to Vic Berry (Leicester) for scrapping 8-May-84.
6114	Unit withdrawn 14-May-83 and moved to Eastleigh for body strip. DTC 75708 moved to Swindon for bogie recovery 15-Dec-83. Hauled to Tinsley Yard 13-Apr-84 and on to Vic Berry (Leicester) for scrapping 8-May-84. MBS 61656 stripped at Eastleigh and hauled to Mayer Newman (Snailwell) 18-Dec-87 and burnt 19-Feb-87.
6115	Unit withdrawn 8-May-82 and initially stored at Plumstead until moved to Eastleigh East Yard for store 16-Jun-82. Returned to Selhurst under own power for electrical strip 2-Jul-82 and then hauled back to Eastleigh East Yard 3-Sep-82. After body stripping at Eastleigh unit hauled to Swindon 20-Jul-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 27-Apr-84.
6116	Unit withdrawn from passenger service 3-Oct-83 and used as de-icer pilot until late 1983 then converted to departmental unit no.054. Renumbered at Eastleigh 2-Feb-84 and used to move various vehicles to /from Strawberry Hill in connection with Gatwick Railair stock conversions. MBS 61658 renumbered ADB977207, DTC 75710 renumbered ADB977208. Later, unit no.054 renumbered again as no.1054 c.Sep‑87 and withdrawn 31-Dec-87, though reinstated again as de-icer pilot Oct‑88. ADB977207 reformed with ADB977609 (MBS 65414 ex.6022) as unit no.014 c.Dec‑88 and no.1054 reformed with ADB977610 (DTC 77136 ex.6022) and sold for disposal, moving from Eastleigh to Vic Berry (Leicester) 21-Jul-90 for scrapping. ADB977207 remained at Chart Leacon until 1-Feb-10 when taken by road to R Hull, Rotherham for scrapping.
6117	Unit damaged about May 1967 (details unknown) and to Eastleigh 12-Jun-67 for C3 repair and overhaul, released 22-Feb-68 without repaint. DTC 75711 damaged in collision with no.6029 at Gillingham Depot 13-Sep-73 and repaired at Slade Green. Unit withdrawn 3-Oct-83 and stored at Fratton until moved to Eastleigh for body strip Nov‑83. Later hauled to Swindon for bogie recovery 14-May-84 and sent for scrapping to Vic Berry (Leicester) 21-Sep-84.
6118	Unit leading nos.6103 & 6018 in head-on collision with nos.5305 + 5216 + 5755 in Gillingham depot 6-Dec-62 and damaged, cab of MBS 61660 wrecked. Unit to Eastleigh for repair 18-Feb-63 and released 7-Jun-63. Unit withdrawn 3-Oct-83 and stored at Fratton until moved to Eastleigh for body strip Nov‑83. Later hauled to Swindon for bogie recovery 14-May-84 and sent for scrapping to Vic Berry (Leicester) 21-Sep-84.
6119	Unit in converging collision with 5730 at Slade Green 14-Oct-61 and cab of DTC 75713 damaged. Unit to Micheldever pending repairs at Eastleigh. Unit damaged c.Oct‑71 (where?) and repaired at Selhurst, released 19-Nov-71. Unit withdrawn 3-Oct-83 and stored at Fratton until moved to Eastleigh for body strip 11‑83. Hauled to Southampton Down Yard 12-Mar-90. Both cars moved by road from Southampton Down Yard to Vic Berry (Leicester) for scrapping, MBS 61661 14-Mar-90 and DTC 75713 16-Mar-90, both cut‑up w/c 26-Mar-90.
6120	Unit withdrawn 15-May-82 and stored at Norwood Yard until hauled to Eastleigh East Yard 11-Jun-82 for store. After body stripping at Eastleigh unit hauled to Swindon 20-Jul-83 for bogie recovery. Hauled to Mayer Newman (Snailwell) for scrapping 7-Sep-84 and both cars burnt 14-Sep-84.
6121	Unit sidescraped in collision with no.6084 at Stewarts Lane 6-Dec-76 and MBS 61663 damaged. DTC 75715 temporarily exchanged with damaged 76005 (ex.6157) whilst repairs completed. Unit withdrawn 1-Feb-82 and to RSD use and converted to departmental unit 052. Cars not renumbered but gained ADS prefixes by Jun‑82. Later these vehicles renumbered, ADS61663 to ADB977209, ADS75715 to ADB977210. Used as a ‘tractor unit’ for ‘Chopper’ trials with test coaches Romeo & Juliet. Unit no.052 withdrawn 31-Dec-87 and after stripping at Chart Leacon sold for disposal, moving from Sevenoaks 11-Oct-88 but train halted at Harlow Mill with defects. Forward to Mayer Newman (Snailwell) 14-Jun-89. 977210 burnt 18-Jan-90 and 977209 burnt 5-Jun-90.
6122	Unit withdrawn 8-May-82 and initially stored at Plumstead until moved to Eastleigh East Yard for store 16-Jun-82. Returned to Selhurst under own power for electrical strip 2-Jul-82 and then hauled back to Eastleigh East Yard 3-Sep-82. After body stripping at Eastleigh unit hauled to Swindon 20-Jul-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 27-Apr-84.
6123	Unit withdrawn 15-May-82 and initially stored at Swanley until moved to Eastleigh East Yard for store 16-Jun-82. After body stripping at Eastleigh unit hauled to Swindon 19-Apr-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 27-Apr-84.
6124	Unit withdrawn 14-May-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon 15-Dec-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 5-Apr-84.
6125	Unit withdrawn 3-Oct-83 and stored at Fratton until moved to Eastleigh for body strip Nov‑83. Hauled to Swindon 12-Dec-83 for bogie recovery. Moved to Vic Berry (Leicester) for scrapping 22-Jun-84.
6126	MBS 61668 damaged about Jan-68 (details unknown) and unit to Eastleigh 20-Feb-68 for C1 repair and overhaul, released 7-May-68 in blue livery. Unit used as de-icer pilot Jan‑82. Unit to Eastleigh for asbestos strip, released Oct‑82. Unit renumbered 4321 c.May‑88.
6127	DTC 75721 slightly damaged in buffer stop collision at Stewarts Lane 6-Sep-64. Unit damaged in sidelong collision with no.5145 at New Cross 3-Aug-77 and stored damaged, initially at Hither Green then Selhurst until moved to Strawberry Hill 15-Jan-80 and used as a depot ‘shunting unit’ until withdrawn 4-Jan-82 and returned to Hither Green. Moved to Basingstoke 9-Nov-82 then returned to Selhurst 7-Feb-83 for stripping. Hauled to Mayer Newman (Snailwell) 14-Feb-83 arriving there 4-Mar-83 and both cars burnt 9-Mar-83.
6128	Unit withdrawn 14-May-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon for bogie recovery 14-May-84. Moved to Vic Berry (Leicester) for scrapping 21-Sep-84.
6129	Unit withdrawn 15-May-82 and stored at Norwood Yard until hauled to Eastleigh East Yard 11-Jun-82 for store. After body stripping at Eastleigh unit hauled to Swindon 20-Jul-83 for bogie recovery. Hauled to Mayer Newman (Snailwell) for scrapping 7-Sep-84 and MBS 61671 burnt 12-Sep-84, DTC 75723 burnt 13-Sep-84.
6130	Unit withdrawn 15-May-82 and stored at Norwood Yard until hauled to Eastleigh East Yard 15-Jun-82 for store. After body stripping at Eastleigh unit hauled to Swindon 19-Apr-83 for bogie recovery. Hauled to Tinsley 13-Apr-84 and forward to Vic Berry (Leicester) for scrapping 8-May-84.
6131	Unit withdrawn 14-May-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon 15-Dec-83 for bogie recovery. Moved to Vic Berry (Leicester) for scrapping 22-Jun-84.
6132	Unit withdrawn 15-May-82 and initially stored at Swanley until moved to Eastleigh East Yard for store 16-Jun-82. Returned to Selhurst under own power for electrical strip 2-Jul-82 and then hauled back to Eastleigh East Yard 3-Sep-82. After body stripping at Eastleigh unit hauled to Swindon 20-Jul-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping c.Aug‑84.
6133	Unit withdrawn 3-Oct-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon 25-Jan-84 for bogie recovery. Moved to Vic Berry (Leicester) for scrapping 22-Jun-84.
6134	Unit used as de-icer pilot at Bournemouth in autumn 1981, then to Eastleigh for overhaul late-1981 but considered as beyond economic repair and withdrawn 4-Jan-82. Returned to Ramsgate, thence to Slade Green for stripping 19-Jan-82 and on to Plumstead for store 25-Jan-82. Moved to Basingstoke 1-Apr-82 and hauled to Mayer Newman (Snailwell) for scrapping 4-Aug-82. Both cars burnt 6-Jul-83.
6135	Unit withdrawn 15-May-82 and initially stored at Swanley until moved to Eastleigh East Yard for store 16-Jun-82. Returned to Selhurst under own power for electrical strip 2-Jul-82 and then hauled back to Eastleigh East Yard 15-Sep-82. After body stripping at Eastleigh unit hauled to Swindon 1-Aug-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 21-Sep-84.
6136	MBS 61678 damaged in collision with no.5144 at Slade Green 25-Oct-73 and repaired at Selhurst. Unit withdrawn 30-Sep-82 at Eastleigh East Yard having arrived there the previous day. After body stripping at Eastleigh unit hauled to Swindon 19-Apr-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 27-Apr-84.
6137	Unit withdrawn 30-Sep-82 at Eastleigh East Yard having arrived there the previous day. After body stripping at Eastleigh unit hauled to Swindon 19-Apr-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 27-Apr-84.
6138	Unit withdrawn 15-May-82 and stored at Norwood Yard until hauled to Eastleigh East Yard 11-Jun-82 for store. After body stripping at Eastleigh unit hauled to Swindon 20-Jul-83 for bogie recovery. Hauled to Mayer Newman (Snailwell) for scrapping 7-Sep-84 and MBS 61680 burnt 12-Sep-84, DTC 75732 burnt 13-Sep-84.
6139	Unit in collision with derailed goods wagons near Ashford West Yard 29-Mar-74 and sent to Selhurst for repair to DTC 75733 and repaint. Unit withdrawn 3-Oct-82 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon 12-Dec-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping by 8‑84.
6140	Unit withdrawn 14-May-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon 15-Dec-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping by 22-Jun-84.
6141	Unit to Eastleigh for asbestos strip, released DEc‑82. Unit renumbered 4322 Jun‑88.
6142	Unit withdrawn 1-Feb-82 and to RSD use and converted to departmental unit 053. Cars not renumbered but gained ADS prefixes. Later these vehicles renumbered, ADS61684 to ADB977211, ADS75736 to ADB977212. Used as a ‘tractor unit’ for ‘Chopper’ trials with test coaches Romeo & Juliet. Unit renumbered again c.Sep‑87 as no.1053 and withdrawn 31-Dec-87 and sold for disposal, after a period in store at Streatham Hill unit to Eastleigh for body stripping prior to moving for scrapping to Vic Berry (Leicester) 21-Jul-90.
6143	Unit withdrawn 15-May-82 and initially stored at Plumstead until moved to Eastleigh East Yard for store 16-Jun-82. Returned to Selhurst under own power for electrical strip 2-Jul-82 and then hauled back to Eastleigh East Yard 15-Sep-82. After body stripping at Eastleigh unit hauled to Swindon 1-Aug-83 for bogie recovery. Hauled to Vic Berry (Leicester) for scrapping 5-Apr-84.
6144	Unit damaged about Mar-66 (details unknown) and sent to Eastleigh 5-Apr-66 for C6 overhaul and repair, released 6-Jul-66. Unit latterly in departmental use, though not renumbered. Withdrawn 16-Apr-83 and moved to Eastleigh East Yard for store 26-May-83. After body stripping at Eastleigh unit hauled to Swindon for bogie recovery 7-Jun-86. Hauled to Mayer Newman (Snailwell) for scrapping 1-Oct-86, MBS 61686 burnt 7-Oct-86 and DTC 75738 burnt 8-Oct-86.
6145	Unit possibly damaged about August 1967 as to Eastleigh 2-Sep-77 for C1 overhaul but not released until 20-Jan-78. Unit withdrawn 14-May-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Southampton Down Yard 12-Mar-90. Both cars moved by road from Southampton Down Yard to Vic Berry (Leicester) for scrapping, MBS 61687 7-Mar-90 and DTC 75739 9-Mar-90, both cut‑up w/c 19-Mar-90.
6146	Unit withdrawn 3-Oct-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon for bogie recovery 1-Feb-84. Hauled to Vic Berry (Leicester) for scrapping 13-Jun-84.
6147	Unit withdrawn 14-May-84 and to Eastleigh for stripping, then moved to Swindon for bogie recovery 6-Jul-84. Hauled to Vic Berry (Leicester) for scrapping 31-Oct-84.
6148	Unit out of use Sep‑83 and withdrawn 3-Oct-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon for bogie recovery 17-May-84. Hauled to Vic Berry (Leicester) for scrapping by Aug‑84.
6149	Unit withdrawn 3-Oct-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon for bogie recovery 25-Jan-84. Hauled to Vic Berry (Leicester) for scrapping 27-Apr-84.
6150	DTC 75998 damaged about December 1968 (details unknown) and unit to Eastleigh 16-Dec-68 for C5 repair, released 28-Mar-69 without repaint. Unit withdrawn 14-May-84 and to Eastleigh for stripping, then moved to Swindon for bogie recovery 6-Jul-84. Hauled to Vic Berry (Leicester) for scrapping 31-Oct-84.
6151	Unit slightly damaged about July 1967 (details unknown) and to Eastleigh 15-Aug-67 for C6 overhaul and repair. Released 1-Sep-67 still in green livery. Unit overran buffers at Sheerness‑on‑Sea 26-Feb-71 and MBS 61966 through station buildings. Unit withdrawn 12-Jun-71 and broken‑up on site (understood to be in Gillingham sidings due to asbestos fears?) 22-Jan-72. Damaged DTC 75999 stored at Gillingham until sent for repairs. 61966 temporarily replaced by '1951 type' 2 EPB MBS 65308 (ex.5262) from c.Dec‑71 until exchanged with MBS 61872 (ex.4 EPB no.5302) Jan‑72, this car having been fitted with express gear ratio motor bogie and Commonwealth trailing bogie to bring unit back to standard. 61872 was unique LOT No. 30641 and to diagram 414 (with slightly smaller brakevan dimensions of 8' 9" - the different van lengths quoted result from Eastleigh D.O. changing how they specified the dimensions on the drawings in between drawing up 400 and 414, one is the measurement between bulkheads, the other is usable distance obtaining 'in the clear’). Running under clear signals the 17.16 passenger train from Victoria to Sheerness (a 10-coach train formed of five number 2 HAP electric multiple-units) entered No. 1 platform line but failed to stop short of the sand drag at the end of the line. The leading coach demolished the buffer stops and (without its leading bogie) slid forward across the station concourse, through the booking hall and front wall of the station. It came to rest with the leading cab on the station forecourt. The second coach also partly rose up onto the concourse. The remainder of the train was not derailed and sustained only minor damage. A lady who was standing in the booking hall was killed and 13 people were injured, including both driver and guard of the train and the clerk on duty in the station ticket office. The MoT report pointed towards the train driver suffered a loss of consciousness as the train entered Sheerness station platform; this may have been related to injuries received on duty at Holborn Viaduct station during the previous year. Unit withdrawn 3-Oct-83 and used as de-icer pilot until late-1983 then to Fratton for store. Unit stripped at Eastleigh and hauled to Swindon for bogie recovery 25-Jan-84. Hauled to Vic Berry (Leicester) for scrapping 13-Jun-84.
6152	Unit (with 6043) struck open engine room door on D6569 near Wye 5-Jul-63 and MBS 61967 damaged. To Eastleigh for repairs arriving 6-Sep-63 and released 4-Oct-63. Unit withdrawn 3-Oct-83 but used on test trains 19-Oct-83 to 21-Oct-83 then moved to Fratton for store. Hauled to Eastleigh for body stripping Nov‑83 then unit hauled to Swindon for bogie recovery 12-Dec-83. Hauled to Vic Berry (Leicester) for scrapping 13-Jun-84.
6153	Unit withdrawn 14-May-84 and moved to Eastleigh East Yard for store. After stripping at Eastleigh unit moved to Swindon for bogie recovery 4-Mar-85, then hauled to Mayer Newman (Snailwell) for scrapping 18-Nov-85, MBS 61968 burnt 20-Nov-85 and DTC 76001 burnt 21-Nov-85.
6154	Unit withdrawn 3-Oct-83 and used as de-icer pilot until late-1983 then to Fratton for store. After body stripping at Eastleigh unit hauled to Swindon for bogie recovery 1-Feb-84. Hauled to Vic Berry (Leicester) for scrapping 13-Jun-84.
6155	Unit withdrawn 14-May-83 and moved to Eastleigh East Yard for store. After body stripping at Eastleigh unit hauled to Swindon for bogie recovery 7-Jun-86. Hauled to Mayer Newman (Snailwell) for scrapping 20-Aug-86, both cars burnt 28-Aug-86.
6156	Unit withdrawn 3-Oct-83 and used as de-icer pilot until late-1983, then converted to departmental unit no.051 (second unit with this number). Renumbered at Eastleigh 2-Feb-84 and MBS 61971 numbered ADB977205, DTC 76004 becoming ADB977206. Used to move various vehicles between Eastleigh and Strawberry Hill in connection with Gatwick Railair stock conversions. Unit out of use Apr‑85 and stripped at Chart Leacon then stored at Hither Green from 15-Apr-85. Unit hauled to Swindon for bogie recovery 18-Sep-85. Hauled to Mayer Newman (Snailwell) for scrapping 18-Nov-85, both cars burnt 19-Nov-85.
6157	DTC 76005 damaged Dec‑76 (where?) and temporarily exchanged with 75715 (ex.6121). DTC 76005 again damaged in sidelong collision with 5145 at New Cross 3-Aug-77 but again repaired. Unit withdrawn 3-Oct-83 and moved to Eastleigh for body stripping, then hauled to Swindon for bogie recovery 1-Feb-84. Hauled to Vic Berry (Leicester) for scrapping by Aug‑84.
6158	Cab corner of DTC 76006 damaged in collision with open door on ferry van near St Mary Cray 4-Jan-78 but repaired. Unit loaned to Wimbledon Park for Xmas mails & parcels use Dec‑82. Unit withdrawn 3-Oct-83 and moved to Eastleigh for body stripping, then hauled to Swindon for bogie recovery 25-Jan-84. Hauled to Vic Berry (Leicester) for scrapping by Aug‑84.
6159	Unit loaned to Wimbledon Park for Xmas mails & parcels use Dec‑82. Unit withdrawn 14-May-84 and to Fratton for store, then to Eastleigh for body strip 16-May-84. Moved to Swindon for bogie recovery 25-Jun-84 and hauled to Vic Berry (Leicester) for scrapping 21-Sep-84.
6160	Unit withdrawn 3-Oct-83 and moved to Eastleigh for body stripping. Hauled to Swindon for bogie recovery 17-May-84, then moved to Vic Berry (Leicester) for scrapping 22-Jun-84.
6161	Unit withdrawn 14-May-84 and to Fratton for store, then to Eastleigh for body strip 16-May-84. Moved to Swindon for bogie recovery 25-Jun-84. Hauled to Vic Berry (Leicester) 14-Jul-85.
6162	Unit withdrawn 14-May-84 and moved to Eastleigh for body stripping, then to Swindon for bogie recovery 4-Mar-85. Hauled to Mayer Newman (Snailwell) for scrapping 16-Oct-85, MBS 61977 burnt 22-Oct-85 and DTC 76010 burnt 23-Oct-85.
6163	MBS 61978 damaged about February 1973 (details unknown) and unit to Eastleigh 19-Mar-73 for C5 repair to this car only, released 18-Jun-73. Unit withdrawn 14-May-84 and to Eastleigh for body stripping, then moved to Swindon for bogie recovery 6-Jul-84. Hauled to Vic Berry (Leicester) for scrapping 31-Oct-84.
6164	Unit in collision with 4 CEP no.1595 at Ramsgate 9-Jun-82 and withdrawn. Moved to Selhurst for electrical stripping, then to Eastleigh East Yard for store 29-Sep-82. After body stripping at Eastleigh unit hauled to Swindon for bogie recovery 1-Aug-83. Moved to Mayer Newman (Snailwell) for scrapping 7-Sep-84, both cars burnt 10-Sep-84.
6165	Unit withdrawn 3-Oct-83 and moved to Eastleigh for body stripping. Hauled to Swindon for bogie recovery 17-May-84, Hauled to Vic Berry (Leicester) for scrapping by Aug‑84.
6166	Unit possibly damaged about March 1977 as to Eastleigh 17-Mar-77 for C1 overhaul but not released until 28-Oct-77. Unit withdrawn 14-May-84 and to Eastleigh for body stripping 16-May-84. Moved to Swindon for bogie recovery 4-Mar-85. Hauled from Swindon to Mayer Newman (Snailwell) for scrapping, arriving 18-Nov-85 and both cars burnt that day.
6167	DTC 76015 damaged in derailment at London Bridge 16-Nov-70. Unit withdrawn 14-May-84 having moved to Fratton for store 8-May-84 from Wimbledon Park. Moved to Eastleigh for body stripping 16-May-84, then to Swindon for bogie recovery 25-Jun-84. Hauled from Swindon to Vic Berry (Leicester) for scrapping 30-Jan-85.
6168	Unit out of use Sep‑83 and withdrawn 3-Oct-83 and moved to Eastleigh for body stripping. Hauled to Swindon for bogie recovery 7-Jun-86 then moved to Mayer Newman (Snailwell) for scrapping 20-Aug-86, MBS 61983 burnt 26-Aug-86 and DTC 76016 burnt 27-Aug-86.
6169	Unit withdrawn 14-May-84 and to Eastleigh for body stripping, then moved to Swindon for bogie recovery 6-Jul-84. Hauled to Vic Berry (Leicester) for scrapping 31-Oct-84.
6170	Unit withdrawn 14-May-84 but reinstated from 4-Jun-84. Unit withdrawn again 1-Oct-84 and moved from Ramsgate to Hither Green for store 19-Oct-84. Moved to Swindon for bogie recovery 18-Sep-85. Hauled to Mayer Newman (Snailwell) for scrapping 14-May-86, MBS 61985 burnt 22-May-86 and DTC 76018 burnt 23-May-86.
6171	Unit withdrawn 14-May-84 and moved to Eastleigh for body stripping, then to Swindon for bogie recovery 4-Mar-85. Moved from Swindon to Mayer Newman (Snailwell) for scrapping 5-Feb-86. MBS 61986 burnt 28-Feb-86, DTC 76019 burnt 3-Mar-86.
6172	Unit built with experimental fluorescent lamps, this being removed probably during unit’s first C1 overhaul at Eastleigh between 3-Jul-70 and 12-Aug-70 when unit also painted blue. Unit withdrawn 14-May-84 and moved to Eastleigh for body stripping, then to Swindon for bogie recovery 4-Mar-85. Moved from Swindon to Mayer Newman (Snailwell) for scrapping 18-Nov-85. DTC 76020 burnt 21-Nov-85, MBS 61987 burnt 25-Nov-85.
6173	Unit built with experimental fluorescent lamps, this being removed probably during unit’s first C1 overhaul at Eastleigh between 12-Nov-69 and 12-Dec-69 when unit also painted blue. This was the last unit to be constructed at Eastleigh works. Unit possibly damaged about February 1977 as to Eastleigh 10-Mar-77 for lengthy C1 overhaul and not released until 1-Jul-7. Unit withdrawn 14-May-84 but reinstated from 4-Jun-84. Unit withdrawn again 1-Oct-84 and moved from Ramsgate to Hither Green for store 19-Oct-84. Moved to Swindon for bogie recovery 18-Sep-85. Hauled to Mayer Newman (Snailwell) for scrapping 14-May-86, MBS 61988 burnt 16-May-86 and DTC 76021 burnt 19-May-86.

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In February 1982 unit no.6142 entered departmental service as no.053; seen here at Bognor Regis with no.054 (ex.6116) sandwiching the High-Speed Track Recording Coach (HSTRC). Note unit no.053 (6142) is equipped with short individual gutters (instead of a continuous gutter); this change occurring during production of the Phase 2 Batch 3 units (unit no.6126 had full-length gutters and no.6142 had short individual gutters so which was the first unit to change?)

© Chris Wilson collection

On 2^nd February 1984 unit no.6116 was renumbered as no.054 and is seen here at Bognor Regis with unit no.053 (ex.6142) sandwiching the HSTRC. Apart from non-electrified lines where ‘Hastings’ motorcoaches were employed, HAP units were regularly used with HSTRC (DB999550) because of their availability.

© Chris Wilson collection

High-Speed Track Recording Coach (HSTRC) DB999550 was the last Mk2 built; being specifically constructed for departmental purpose. Seen here at Oxted in December 1984 (between motorcoaches of 6S no.1006), DB999550 was equipped with the necessary control jumpers for BR(S) multiple-unit operation; the high-level 27-way jumper can be clearly seen. Now painted yellow, this car is still in use.

© John Atkinson

2 HAP Units Renumbered 1987 /1988

Units remaining in traffic as 2 HAPs during the summer of 1987 were all officially renumbered into a new series 4201 (sole ‘1951’ survivor) and 4301 ‑ 4322 (the ‘1957’ units) from October 1987, though a few had been done earlier, no.4317 carrying its new number 2^nd May 1987, and some were not finally renumbered until September 1988.

Units from this batch remaining in traffic after 1^st April 1994 were allocated to the ownership of the Eversholt train leasing company under the BR privatisation arrangements, these being shown by an 'E' after the unit number. The four remaining units in traffic in December 1994 were ‘off lease’ from 31-Dec-94 and last worked in traffic on 23-Dec-94, prior to disposal for scrapping.

However, a shortage of new Networker Class 465 units due to late delivery led to all four being reinstated for suburban duties from 16^th January 1995, all now being downgraded to all‑standard class with the DTS now seating 69 giving a unit total of 153. All four were finally withdrawn during March 1995, units 4308 and 4311 being stored, initially at Chart Leacon, then at Strawberry Hill from 6-Jun-95 for possible sale. 4322 was first into NSE livery in February 1989 with all so painted except no.4201.

1951 type unit (Class 414/2)
Unit	MBS	DTC	Ex. Unit	Renum.	4 CAP no.	Withdrawal	Scrapped
Diag. No. Code	400 CQ-3A	441 DX		date	from Oct-91	date
4201	65405	77127	6013	29-Jul-88	3333	-	-
1957 type unit (Class 414/3)
Diag. No. Code	400 CR	441 DZ
4301	61249	75369	6051	30-Aug-88	-	8-Jul-91	12-91 MNS
4302	61260	75379	6062	Jun-88	-	8-Jul-91	See notes
4303	61261	75381	6063	Oct-87	3325	-	-
4304	61262	75382	6064	Nov-87	3323	-	-
4305	61268	75388	6070	27-Sep-88	3321	-	-
4306	61270	75390	6072	Aug-87	3324	-	-
4307	61273	75393	6075	Oct-87	3323	-	-
4308 E	61275	75395	6077	Jul-88	-	8-Mar-95	Preserved
4309 E	61276	75396	6078	Jul-88	-	15-Mar-95	Apr-95 G
4310	61278	75398	6080	11-May-88	3321	-	-
4311 E	61287	75407	6089	12-Jun-87	-	22-Mar-95	Preserved
4312	61288	75408	6090	1-Jul-88	-	8-Jul-91	Dec-91 MNS
4313 E	61290	75410	6092	Aug-87	-	1-Mar-95	Apr-95 G
4314 E	61294	75414	6096	Jul-87	-	11-Nov-94	Dec-94 G
4315	61295	75415	6097	Oct-87	3322	-	-
4316	61296	75416	6098	Oct-87	-	8-Jul-91	12-91 MNS
4317	61298	75418	6100	2-May-87	3325	-	-
4318	61300	75420	6102	May-87	3322	-	-
4319	61303	75423	6105	Jul-87	3324	-	-
1957 type unit (Class 414/3)
Diag. No. Code	400 CU	441 DAD
4320	61654	75706	6112	Nov-87	-	8-Jul-91	Dec-91 MNS
4321	61668	75720	6126	c.May-88	-	8-Jul-91	May-92 MC
4322	61683	75735	6141	Jun-88	3333	-	-

Key letter codes for scrap dealers
G MC MNS	Gwent Demolition, Margam. M. C. Metal Processors, St Rollox, Glasgow. Mayer Newman (Snailwell).

Unit
4201	The former 1^st class lavatory on the DTC was removed (i.e. driver’s side) and passenger seating provided against the now plain glass sidelight (date modified?). Unit formed with no.4322 as 4 CAP no.3333 from Oct‑91. This unit was a hybrid of 1951 /1957 stock.
4301	Unit withdrawn 8-Jul-91 but used as ‘crew taxi’ at Horsham from 12-Jul-91 until 16‑Sep‑91 due to walkways under repair. Unit moved to Bournemouth for stripping, then hauled to Mayer Newman (Snailwell) for scrapping 5-Dec-91. MBS 61249 burnt 16-Dec-91 and DTC 75369 burnt 17-Dec-91.
4302	Unit withdrawn 8-Jul-91 and converted to departmental use for ‘Datatrak’ location testing. Cars renumbered, MBS 61260 as ADB977731 and DTC 75379 as ADB977732. Unit withdrawn May‑92 and moved to Eastleigh for stripping, then hauled to M. C. Metals (Glasgow) for scrapping 9-May-92. Both cars broken‑up 2-Jun-92.
4303	Unit formed with no.4317 as 4 CAP no.3325 from Oct‑91.
4304	Unit formed with no.4315 as 4 CAP no.3322 from Oct‑91.
4305	Unit renumbered as no.4305 from no.6070 during collision repairs and released 27-Sep-88. Unit formed with no.4310 as 4 CAP no.3321 from Oct‑91.
4306	Unit formed with no.4319 as 4 CAP no.3324 from Oct‑91.
4307	Unit formed with no.4318 as 4 CAP no.3323 from Oct‑91.
4308	Unit withdrawn 31-Dec-94 but reinstated for suburban duties 16-Jan-95 with DTC downgraded to DTS seating sixty-nine standard, giving a unit total of one-hundred & fifty-three. Unit withdrawn again 8-Mar-95 and stored at Strawberry Hill for possible sale for preservation. Moved to Long Marston for further storage 26-Mar-96 and transferred to Shoeburyness Mar‑99. Unit sold to Railtrack as source of spares for de-icing /sandite units during 2000. Unit claimed by RHC (Railway Heritage Committee) early in 2002 and later donated by Angel Trains (leasing company) to the National Railway Museum as part of the ‘National Collection’ and unit moved by road from Shoeburyness to York 6-Feb-07. After some restoration unit later moved to NRM outstation at Shildon and placed on display.
4309	Unit withdrawn 31-Dec-94 but reinstated for suburban duties 16-Jan-95 with DTC downgraded to DTS seating sixty-nine standard, giving a unit total of one-hundred & fifty-three. Unit withdrawn again 15-Mar-95 and stripped at Chart Leacon. Moved from Tonbridge to Gwent Demolition, Margam 3-Apr-95 and cut‑up w/e 15-Apr-95.
4310	Unit formed with no.4305 as 4 CAP no.3321 from Oct‑91.
4311	Unit withdrawn 31-Dec-94 but reinstated for suburban duties 16-Jan-95 with DTC downgraded to DTS seating sixty-nine standard, giving a unit total of one-hundred & fifty-three. Unit withdrawn again 22-Mar-95 and stored at Strawberry Hill for possible sale for preservation. Moved to Long Marston for further storage 26-Mar-96 and transferred to Shoeburyness Mar‑99. Subsequently sold to the Suburban Electric Railway Association (SERA) and moved to Coventry airport, DTC 75407 arriving 21-Oct-99 and MBS 61287 arriving 24-Oct-99.
4312	Unit withdrawn 8-Jul-91 and moved to Bournemouth for stripping thence to Eastleigh. Hauled to Mayer Newman (Snailwell) for scrapping 5-Dec-91. MBS 61288 burnt 11-Dec-91 and DTC 75408 burnt 12-Dec-91.
4313	Unit withdrawn 31-Dec-94 but reinstated for suburban duties 16-Jan-95 with DTC downgraded to DTS seating sixty-nine standard, giving a unit total of one-hundred & fifty-three. Out of use at Orpington 9-Feb-95 with defective wheels and withdrawn without further use 1-Mar-95 thence moved to Chart Leacon for stripping. Moved from Tonbridge to Gwent Demolition, Margam 3-Apr-95 and cut‑up w/e 15-Apr-95.
4314	Unit leading a 10-car train which ‘ran away’ at Grove Park Sep‑94 and damaged in collision with no.5603. Withdrawn 11-Nov-94 and moved to Bournemouth for stripping, then hauled to Gwent Demolition, Margam for scrapping 15-Nov-94. Both cars cut‑up w/e 8-Apr-95.
4315	Unit formed with no.4304 as 4 CAP no.3322 from Oct‑91.
4316	Unit withdrawn 8-Jul-91 and moved to Bournemouth for stripping thence to Eastleigh. Hauled to Mayer Newman (Snailwell) for scrapping 5-Dec-91. MBS 61296 burnt 23-Dec-91 and DTC 75416 burnt 2-Jan-92.
4317	Unit formed with no.4303 as 4 CAP no.3325 from Oct-91.
4318	Unit formed with no.4307 as 4 CAP no.3323 from Oct-91.
4319	Unit formed with no.4306 as 4 CAP no.3324 from Oct-91.
4320	Unit withdrawn 8-Jul-91 and moved to Bournemouth for stripping thence to Eastleigh. Hauled to Mayer Newman (Snailwell) for scrapping 5-Dec-91. DTC 977738 burnt 18-Dec-91 and MBS 977737 burnt 19-Dec-91.
4321	Unit withdrawn 8-Jul-91 and moved to Eastleigh for stripping. Hauled to Gwent Demolition, Margam for scrapping 9-May-92, both cars cut‑up w/e 28-May-92.
4322	Unit formed with no.4201 as 4 CAP no.3333 from Oct‑91. This unit was hybrid of 1951 /1957 vehicles.
Note:	The six units withdrawn 8-Jul-91 (nos.4301 /4302 /4312 /4316 /4320 & 4321) were all earmarked for conversion to departmental stock as sandite units and allocated departmental car numbers ADB977729 ‑ ADB977740 in order (MBS first). Only no.4302 was taken into departmental service and carried its allocated numbers, though unit no.4320 stored at Eastleigh also had its vehicles renumbered though never used in departmental service.

Renumbered 2 HAP Liveries
Units nos.4201, 4301-4322

Unit	*Blue /Grey	^#NSE	Notes
4201	29-Jul-88	r/n 3333	-
4301	30-Aug-88	wdn	-
4302	Feb-88	27-Apr-89	wdn
4303	Oct-87	19-Apr-89	r/n 3325
4304	Nov-87	c.Apr-90	r/n 3323
4305	27-Sep-88	6-Jul-90	r/n 3321
4306	Aug-87	c.Apr-90	r/n 3324
4307	Oct-87	Dec-89	r/n 3323
4308	Jul-88	19-Jun-89	wdn
4309	Jul-88	7-Jun-89	wdn
4310	11-May-88	22-Jun-90	r/n 3321
4311	12-Jun-87	c.Apr-90	wdn
4312	1-Jul-88	wdn	-
4313	Aug-87	1-Aug-89	wdn
4314	Jul-87	c.Jan-90	wdn
4315	Oct-87	c.Apr-90	r/n 3322
4316	Oct-87	wdn	-
4317	2-May-87	c.Jul-89	r/n 3325
4318	May-87	Oct-89	r/n 3322
4319	Jul-87	c.Apr-90	r/n 3324
4320	Nov-87	wdn	-
4321	c.May-88	11-3-89	wdn
4322	Jun-88	20-Jan-89	r/n 3333

Notes
*	Livery carried when the unit was renumbered.
^#	Network SouthEast (Later version, darker blue, curved upsweeps).

Return to Top

4 CAP unit no.3208 pulls away from East Croydon on Thursday 21th April 1983 working a Reigate to London Bridge (via Tulse Hill) train.

This was one of the four CAP units in half & half livery when first formed (in May 1982), this one from old HAP units no.6037 (blue) and no.6033 (blue/grey).

The seemingly random pairings of units to form these was governed by several factors, trying to pair units with roughly the same 'GO' dates, whether they had been asbestos stripped yet or not, whether they had AWS or not and their liveries. No.3208 got a paint at Selhurst in December that year so only ran thus for 18 months.

Note that this end of the unit had the former first class downgraded to standard this taking place from August 1982. They got restored to Firsts again when these units transferred to the South Eastern.

© John Atkinson

4 CAP Units
Nos.3201–3213, 3301–3311, 3321–3325 & 3333

The 4 CAP units were introduced in April /May 1982 based at Brighton depot for use on the Coastway services, hence the designation CAP (Coastway HAP). They were formed of pairs of 2 HAP units semi‑permanently coupled, motorcoach to motorcoach; one of the aims of these units being to get the luggage vans of trains together at the centre of the unit to avoid delays loading mails and parcels.

There were very few modifications done to the former 2 HAP units, the buckeye release chains were removed to prevent inadvertent uncoupling of the pair and in one motorcoach the former guard's brake had certain items of emergency equipment and loudaphone and starting bell switches removed. The former cabs were unaltered, but in the course of time, many were steadily robbed of equipment and fittings, eventually making them unusable.

Twenty-four units were formed, thirteen ‘1951 type’ units numbered 3201 – 3213 (class designation 413/2) and eleven ‘1957 type’ units numbered 3301 – 3311 (class designation 413/3). In each unit the higher numbered of the former 2 HAP was the unit with the brake van converted to luggage only.

Each unit seated thirty-eight first-class and two-hundred & sixty-eight second-class, weighed 140 tons and was 265' 4" long. However, from about August 1982 the first-class seating in the DTC of the unit with the luggage van was downgraded to second, though there were no modifications to the seating so only nineteen additional second-class seats were provided; this DTC now seating sixty-nine second and the altered unit total now being nineteen first and two-hundred & eighty-six second.

Electrical vehicle codes were not altered for any vehicles following the formation of the 4 CAP units, despite the modifications and downgradings involved.

The seemingly random pairings of units to form the 4 CAPs was a result of trying to get units with similar overhaul dates together, also those with AWS already fitted into pairs. This resulted in several units, 3208 /3209 /3304 /3306 being formed with two cars in blue /grey livery and two in all‑blue livery. Units nos.3201 /3202 /3204 /3205 /3211 /3301 /3305 /3307 /3308 /3309 /3310 /7 3311 were all blue /grey and the remainder were all‑blue. Four units (nos.3203 /3303 /3306 & 3311) did have AWS equipment at one end only, though a programme of modifications soon saw all units fitted with this equipment.

All but four of the 2 HAP units selected to run as part of 4 CAP units had earlier been stripped of their blue asbestos insulation during heavy overhauls during the early 1980's; the outstanding two 4 CAP units being asbestos stripped at Eastleigh by January 1983.

Units were overhauled into blue /grey livery and the disused centre cab ends were painted blue, though some units had them painted yellow in error and a few had them painted black. However, the former driver’s forward observation lights were not overpainted.

Three ‘1957 type’ units were transferred to Ramsgate in October 1982 and the remainder followed in May 1984 being displaced by a cascade of stock following the introduction of the new Class 488 /489 stock on the Victoria to Gatwick Airport service.

The displaced 4 CAP units allowed further asbestos contaminated 2 HAP units to be withdrawn for scrapping and the type were eliminated from South Eastern division workings by October 1984. From late-1984, the downgraded first-class DTS had the seating restored to first class (owing to problems with short platforms positioning the first-class off the platform end at certain stations) and the unit seating total was once again thirty-eight first and two-hundred & sixty-eight second-class.

From November 1989 units receiving heavy overhauls at Eastleigh again had one DTS downgraded to second-class and the seating rebuilt to give two compartments of eight seats and one of ten; this car now seating seventy-six giving a unit total of nineteen first-class and two-hundred & ninety-three second. Once again, the vehicle in the luggage van unit was the one downgraded.

From 14^th August 1989 all the units were reallocated from Ramsgate to Gillingham depot though their duties remained unchanged.

The first units to be withdrawn went in May 1990 and others followed steadily as displaced indirectly by new class 465 /466 Networker units. Most units had by now been repainted into Network South East livery and early withdrawals were of blue/grey examples. The final unit was withdrawn from service in February 1995. Units in NSE livery did not have the upswept red band at the disused cab ends in the middle of the unit.

From 8^th July 1991 the 16 surviving units were displaced to suburban duties by the allocation of 4 CIG units to Ramsgate and the remaining first class downgraded to second without rebuilding the seating giving a unit total of 312 standard. These units then replaced further 4 EPB and 4 COM units for disposal.

In October 1991 a further six 4 CAP units were formed following the transfer of all remaining 2 HAP units from the South Western to South Eastern division. These units differed from the earlier ones by being formed with the motorcoaches outermost and were class 413/4 (nos.3321 ‑ 3325) and 413/5 (no.3333) this unit being a short lived 1951 /1957 stock hybrid and with two cars blue /grey and two in NSE colours. These too had their former first class accommodation downgraded to standard; now seating 305 as the seating in their compartments had not been previously altered.

Under the BR privatisation arrangements on 1^st April 1994 surviving units were allocated to the ownership of the Eversholt train leasing company (including one withdrawn unit) and these are marked (E) against the unit number. Unit formations were as follows (date of formation below unit number).

BR design codes shown are those as revised about 1989 prior to the downgrading of one of the DTCs with rebuilt seating.

‘1951 type’ units

Unit	DTC ^1	MBS	MLS	DTC/S	Wdn date	Scrapped
SR Code BR Code	DX EE3.62.4A	CQ‑3A ED2.67.0A	CQ‑3A ED2.67.0B	DX EE3.67.4B
3201 (E) 21-May-82	77120 ^2 (6006) 77117 (3203)	65398 ^3 (6006) 65395 (3203)	65401 (6009)	77123 (6009)	8-Feb-95	May-95 G
3202 13-May-82	77118 (6004)	65396 (6004)	65412 (6020)	77134 (6020)	26-Aug-93	Nov-93 MC
3203 (E) 20-May-82	77117 (6003) 77120 (3201)	65395 (6003) 65398 (3201)	65424 (6032)	77146 (6032)	24-Nov-94	Jan-95 G
3204 (E) 15-Apr-82	77132 (6018)	65410 (6018)	65420 (6028)	77142 (6028)	27-Jan-95	Apr-95 G
3205 (E) 10-May-82	77135 (6021)	65413 (6021)	65422 (6030)	77144 (6030)	22-Feb-95	Mar-95 G
3206 22-Apr-82	77141 (6027)	65419 (6027)	65423 (6031)	77145 (6031)	13-May-91	10-91 MPS
3207 (E) 19-May-82	77126 (6012)	65404 (6012)	65428 (6036)	77150 (6036)	26-Sep-94	Nov-94 G
3208 17-May-82	77147 (6033)	65425 (6033)	65429 (6037)	77151 (6037) 77537 ^4	13-Jan-94	Mar-94 G
3209 28-Apr-82	77129 (6015)	65407 (6015)	65430 (6038)	77152 (6038)	13-May-91	Nov-91 MPS
3210 18-May-82	77124 (6010)	65402 (6010)	65434 (6042)	77156 (6042)	14-May-90	Jul-91 MPS
3211 22-Jun-82	77115 (6001)	65393 (6001)	65427 (6035)	77149 (6035)	29-Apr-93	Jul-93 MC
3212 29-Apr-82	77128 (6014)	65406 (6014)	65433 (6041)	77155 (6041)	13-May-91	Nov-91 MPS
3213 7-May-82	77119 (6005)	65397 (6005)	65432 (6040)	77154 (6040)	13-May-91	Sep-91 MPS

‘1957 type’ units

Unit	DTC ^5	MBS	MLS	DTC/S	Wdn date	Scrapped
SR Code BR Code	DZ EE3.62.5C	CR ED2.67.1C	CR ED2.67.1D	DZ EE3.62.5D
3301 (E) 27-Apr-82	75373 (6055)	61253 (6055)	61255 (6057)	75375 (6057)	26-Oct-94	Dec-94 G
3302 14-May-82	75361 (6043)	61241 (6043)	61244 (6046)	75364 (6046)	21-Apr-93	Aug-93 MC
3303 (E) 7-Apr-82	75370 (6052)	61250 (6052)	61252 (6054)	75372 (6054)	6-Jan-94	Apr-94 G
3304 (E) 15-Apr-82	75402 (6084)	61282 (6084)	61283 (6085)	75403 (6085)	14-Apr-94	Jun-94 G
3305 (E) 12-May-82	75399 (6081)	61279 (6081)	61302 (6104)	75422 (6104)	11-May-94	Oct-94 G
3306 26-Apr-82	75374 (6056)	61254 (6056)	61256 (6058)	75376 (6058)	9-Dec-93	Jan-94 G
3307 30-Apr-82	75378 (6060)	61258 (6060)	61271 (6073)	75391 (6073)	9-Dec-93	Jan-94 G
3308 6-May-82	75366 (6048)	61246 (6048)	61264 (6066)	75384 (6066)	14-May-90	Sep-91 MPS
3309 21-Apr-82	75371 (6053)	61251 (6053)	61257 (6059)	75377 (6059)	14-May-90	Aug-91 /Sep-91 MPS
3310 11-May-82	75363 (6045)	61243 (6045)	61266 (6068) 65426 61259	75386 (6068) 77148 75386	13-May-91	Nov-91 MPS
3311 24-May-82	75411 (6093)	61291 (6093)	61297 (6099)	75417 (6099)	21-Apr-93	Sep-93 MC

‘1957 type’ units

Unit	MBS	DTC	DTC	MBS	Wdn date	Scrapped
SR Code	CR	DZ	DZ	CR
3321 Oct-91	61268 (4305)	75388 (4305)	75398 (4310)	61278 (4310)	19-Jan-94	Feb-94 G
3322 Oct-91	61262 (4304)	75382 (4304)	75415 (4315)	61295 (4315)	6-Jan-94	Feb-94 G
3323 Oct-91	61273 (4307)	75393 (4307)	75420 (4318)	61300 (4318)	29-Apr-93	Sep-93 MC
3324 Oct-91	61270 (4306)	75390 (4306)	75423 (4319)	61303 (4319)	9-Dec-93	Jan-94 G
3325 (E) Oct-91	61261 (4303)	75381 (4303)	75418 (4317)	61298 (4317)	18-Jan-95	Feb-95 G

Hybrid 1951 /1957 unit

Unit	MBS	DTC	DTC	MBS	Wdn date	Scrapped
SR Code	CQ‑3A	DX	DAD	CU
3333 Oct-91	65405 (4201)	77127 (4201)	75735 (4322)	61683 (4322)	6-Jan-92	May-92 MC

Notes
1 2 3 4 5	DTS from autumn 1982 until late 1984 and again from early 1992. DTC Code DX-1A. MBS Code CQ-2B. 2 EPB DTS, Code DV. DTS from autumn 1982 until late 1984 and again from early 1992.
Key Letter Codes for Scrap Dealers
G MC MPS	Gwent Demolition, Margam. M. C. Metals (Glasgow). Mayer Parry, Snailwell.

4 CAP AWS
Equipment fitted /made operational

Unit	Date	Unit	Date	Unit	Date	Unit	Date
3201	Dec-84	3209	New	3304	new	3321	new
3202	Mar-85	3210	Jul-85	3305	new	3322	new
3203	½new /Aug-85	3211	Sep-84	3306	½new /Mar-84	3323	new
3204	New	3212	Dec-82	3307	Aug-85	3324	new
3205	Jun-84	3213	Jan-83	3308	New	3325	new
3206	new	3301	Jul-85	3309	Sep-85	3333	new
3207	Oct-85	3302	Apr-85	3310	Feb-85
3208	new	3303	½new /Dec-83	3311	½new /Aug-84

Individual Unit Notes
4 CAP Stock

Unit
3201	MBS 65398 and DTS 77120 exchanged with 65395 and 77117 (ex.3203) at Grove Park 24-Nov-94 due to slack adjuster defect on one of these vehicles and unit no.3203 withdrawn. Unit withdrawn 8-Feb-95 and moved from Clapham Yard to Bournemouth 28-Mar-95 for stripping. Hauled to Gwent Demolition, Margam for scrapping 1-May-95. 77123 cut‑up w/e 6-May-95, 65401, 65395 and 77117 all cut‑up w/e 13-May-95.
3202	Unit stored out of use at Maidstone West by 10-Aug-93 and withdrawn 26-Aug-93. Later moved to Eastleigh for stripping and hauled to M. C. Metals (Glasgow) for scrapping 16-Nov-93 arriving 18-Nov-93. 77118 and 65396 both cut‑up 18-Nov-93, 65412 and 77134 both cut‑up 19-Nov-93.
3203	Unit out of use from 1-Nov-94 due to split air pipe on one of DTC 77146 and MBS 65424. DTC 77117 and MBS 65395 both then exchanged with defective 77120 and 65398 (ex.3201) at Grove Park 24-Nov-94 with unit withdrawn for disposal, moving from Clapham Yard to Bournemouth for stripping 13-Dec-94. Hauled to Gwent Demolition, Margam for scrapping 16-Jan-95. 77120 cut‑up w/e 21-Jan-95, 65398, 65424 and 77146 all cut‑up w/e 28-Jan-95.
3204	Unit withdrawn 27-Jan-95 and to Chart Leacon for stripping. Hauled to Gwent Demolition, Margam for scrapping 20-Mar-95. All cars cut‑up w/e 29-Apr-95.
3205	Unit withdrawn 22-Feb-95 and to Chart Leacon for stripping. Hauled to Gwent Demolition, Margam for scrapping 13-Mar-95. All cars cut‑up w/e 1-Apr-95.
3206	Unit withdrawn 13-May-91 (storage and stripping details unknown) hauled from Bournemouth to Mayer Parry, Snailwell 12-Oct-91, arriving 17-Dec-91. Cars burnt as follows: 77141 17-Oct-91, 65419 21-Oct-91, 65423 and 77145 both 23-Oct-91.
3207	Unit withdrawn 26-Sep-94 and stored at Plumstead until moved to Bournemouth for stripping 19-Oct-94. Hauled to Gwent Demolition, Margam for scrapping 15-Nov-94, all cars cut‑up w/e 26-Nov-94.
3208	Unit withdrawn 13-May-91 but reinstated from 24-Jun-91. Unit in collision with 4 EPB no.5623 at Grove Park 4-Aug-91 and DTS 77151 damaged and exchanged Nov‑91 with 2 EPB DTS 77537 (ex. withdrawn no.6238). This car had been opened‑out whilst in 6238 now seating 94 so unit seating total now increased to 19 first and 315 standard. When remaining DTC downgraded early in 1992, this unit then seated three-hundred & thirty-four standard-class. Unit withdrawn 13-Jan-94 and to Chart Leacon for stripping, moved to Bournemouth 7-Feb-94. Hauled to Gwent Demolition, Margam for scrapping 8-Feb-94, all cars cut‑up w/e 19-Mar-94.
3209	Unit withdrawn 13-May-91 (storage and stripping details unknown) hauled from Bournemouth to Mayer Parry, Snailwell 28-Oct-91. Cars burnt as follows: 77129 30-Oct-91, 65407 and 65430 both 8-Nov-91, 77152 15-Nov-91.
3210	Unit withdrawn 14-May-90 and split into two-number 2-cars and used each end of de-icing trailer 977364 at Ramsgate in autumn 1990 and renumbered 031. Cars not renumbered and unit withdrawn Jun‑91 thence stored at Folkestone East. Moved to Chart Leacon for stripping and hauled to Mayer Parry, Snailwell for scrapping 9-Jul-91. Carss burnt as follows: 65434 11-Jul-91, 65402 and 77156 both 12-Jul-91, 77124 15-Jul-91.
3211	Unit withdrawn 29-Apr-93 and to Bournemouth for stripping. Hauled to M. C. Metals (Glasgow) for scrapping 21-Jun-93, train recessed at Willesden and arrived 25-Jun-93. 77149 and 65427 both cut‑up 6-Jul-93, 65393 and 77115 both cut‑up 7-Jul-93.
3212	Unit to Eastleigh for asbestos strip 16-Sep-82, released Dec‑82. Unit withdrawn 13-May-91 and to Chart Leacon for stripping, then stored at Folkestone East. Hauled to Mayer Parry, Snailwell for scrapping 1-Nov-91, arriving 4-Nov-91. Cars burnt as follows: 65406 4-Nov-91, 65433 and 77155 both 5-Nov-91 and 77128 6-Nov-91.
3213	Unit to Eastleigh for asbestos strip 20-Oct-82, released 1‑83. Unit withdrawn 13-May-91 (storage and stripping details unknown) hauled from Bournemouth to Mayer Parry, Snailwell 19-Sep-91. Cars burnt as follows: 77154 and 65432 both 23-Sep-91, 77119 24-Sep-91 and 65397 25-Sep-91.
3301	Unit withdrawn 26-Oct-94 and moved to Bournemouth for stripping. Hauled to Gwent Demolition, Margam for scrapping 29-Nov-94, all cars cut‑up w/e 17-Dec-94.
3302	Unit withdrawn 21-Apr-93 and initially stored at Addiscombe. Moved to Bournemouth for stripping and hauled to M. C. Metals (Glasgow) for scrapping 17-Aug-93, train recessed at Banbury and arrived 27-Aug-93. 61244 cut‑up 29-Aug-93, 75364, 75361 and 61241 all cut‑up 30-Aug-93.
3303	Unit stored out of use at Addiscombe by 10-Aug-93 and withdrawn 6-Jan-94. Moved to Chart Leacon for stripping then to Eastleigh 18-Apr-94. Hauled to Gwent Demolition, Margam for scrapping 19-Apr-94, all cars cut‑up w/e 30-Apr-94.
3304	Unit withdrawn 10-Feb-94 but reinstated again 14-Feb-94. Unit withdrawn 14-Apr-94 and moved to Bournemouth for stripping. Hauled to Gwent Demolition, Margam for scrapping 23-Jun-94, all cars cut‑up w/e 16-Jul-94.
3305	Unit withdrawn 11-May-94 and moved to Eastleigh for stripping. Hauled to Gwent Demolition, Margam for scrapping 27-Sep-94. 75399, 61279 and 61302 all cut‑up w/e 1-Oct-94, 75422 cut‑up w/e 8-Oct-94.
3306	Unit withdrawn 9-Dec-93 and moved to Bournemouth for stripping. Hauled to Gwent Demolition, Margam for scrapping 11-Jan-94. All cars cut‑up w/e 22-Jan-94.
3307	Unit withdrawn 9-Dec-93 and moved to Bournemouth for stripping. Hauled to Gwent Demolition, Margam for scrapping 18-Jan-94. All cars cut‑up w/e 22-Jan-94.
3308	Unit withdrawn 14-May-90 and split into 2 x 2-cars and used each end of de-icing trailer 977362 at Brighton in autumn 1990 and renumbered 033. Cars not renumbered with unit withdrawn Jun‑91 and stored at Folkestone East. Moved to Eastleigh for stripping and hauled to Mayer Parry, Snailwell for scrapping 10-Aug-91. Cars burnt as follows: 75366 4-Sep-91, 61246 and 61264 both 9-Sep-91 and 75384 20-Sep-91.
3309	Unit withdrawn 14-May-90 and split into two-number 2-cars and used each end of de-icing trailer 977363 at Eastleigh in Autumn 1990 and renumbered 032. Cars not renumbered with unit withdrawn Jun‑91 and stored at Folkestone East. Moved to Eastleigh for stripping and hauled to Mayer Parry, Snailwell for scrapping 10-Aug-91. Cars burnt as follows: 75371 and 75377 both 13-Aug-91, 61251 21-Aug-91 and 61257 24-Sep-91.
3310	MBS 61266 sideswipe damaged at Stewarts Lane Sep‑84 and replaced by ‘1951 type’ MBS 65426 (ex. withdrawn 6034) Oct‑84. Due to compatibility problems, DTS 75386 then replaced by DTC 77148 (also ex 6034) c.Dec-Nov-84 but unit did not run in service in this formation and stored at Clapham Yard. Further reformed 11-Feb-85 with ‘1957 type’ MBS 61259 (ex. withdrawn 6061) and own DTS 75386; back to traffic Mar‑85. MBS 61266 scrapped by Mayer Newman (Snailwell), moving from Eastleigh c.9-Apr-87 and arriving 23-Apr-87 after recessing at Whitemoor; burnt 1-May-87. Unit withdrawn 13-May-91 and to Chart Leacon for stripping, then stored at Folkestone East. Hauled to Mayer Parry, Snailwell for scrapping 1-Nov-91, arriving 4-Nov-91. Cars burnt as follows: 75363 and 61243 both 6-Nov-91, 75386 7-Nov-91 and 61259 11-Nov-91.
3311	Unit withdrawn 21-Apr-93 and initially stored at Addiscombe. Moved to Bournemouth for stripping and hauled to M. C. Metals (Glasgow) for scrapping 17-Aug-93, train recessed at Banbury and arrived 27-Aug-93. 75417 cut‑up 1-Sep-93, 61297, 61291 and 75411 all cut‑up 2-Sep-93.
3321	Unit withdrawn 19-Jan-94 and moved from Chart Leacon to Eastleigh 7-Feb-94. Hauled to Gwent Demolition, Margam for scrapping 8-Feb-94, all cars cut‑up w/e 12-Mar-94.
3322	Unit withdrawn 6-Jan-94 and moved from Chart Leacon to Eastleigh 7-Feb-94. Hauled to Gwent Demolition, Margam for scrapping 8-Feb-94, all cars cut‑up w/e 19-Mar-94.
3323	Unit withdrawn 29-Apr-93 and moved to Eastleigh. Unit used to haul DEMU car 60820 from Eastleigh to Eastbourne 3-Jun-93 then returned to Eastleigh. Moved to Bournemouth for stripping and hauled to M. C. Metals (Glasgow) for scrapping 17-Aug-93, train recessed at Banbury and arrived 27-Aug-93. 61273 and 75393 both cut‑up 29-Aug-93, 61300 and 75420 both cut‑up 1-Sep-93.
3324	Unit withdrawn 9-Dec-93 and moved to Bournemouth for stripping. Hauled to Gwent Demolition, Margam for scrapping 18-Jan-94. 61270 cut‑up w/e 22-Jan-94, 75390, 75423 and 61303 all cut‑up w/e 29-Jan-94.
3325	Unit out of use from 11-Jan-95 and withdrawn 18-Jan-95 and moved to Bournemouth for stripping. Hauled to Gwent Demolition, Margam for scrapping 6-Feb-95, all cars cut‑up w/e 11-Feb-95.
3333	Unit withdrawn 6-Jan-92 (storage and stripping details unknown) hauled from Eastleigh to M. C. Metals (Glasgow) for scrapping 2-May-92 arriving 5-May-92. 61683 cut‑up 5-Jun-92, 75735, 77127 and 65405 all cut‑up 6-Jun-92.

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Unidentified 2 HAP approaching Sittingbourne in the snow
(‘1961 build’ Phase 2 unit)
© BloodandCustard

CAP Liveries
4 CAP Stock

Unit	Formed from	* Formed in Blue livery	* Formed in Blue /Grey	Blue /Grey	^# NSE	Notes
3201	6006 /6009	May-82		No	17-Feb-89
3202	6004 /6020	May-82		No	25-Nov-88
3203	6003 /6032	May-82		May-83	S6-Jan-89
3204	6018 /6028	Apr-82		No	10-Mar-89
3205	6021 /6030	May-82		No	31-Mar-89
3206	6027 /6031	Apr-82		c.Sep-83	12-May-89	wdn
3207	6012 /6036	May-82		c.Aug-83	Apr-89
3208	6033 /6037	May-82 (6037)	May-82 (6033)	c.Dec-83	19-May-89
3209	6015 /6038	Apr-82 (6015)	Apr-82 (6038)	Feb-84	Jul-89	wdn
3210	6010 /6042	May-82		Jun-82	wdn
3211	6001 /6035	Jun-82 (6001)	Jun-82 (6035)	No	31-Oct-89
3212	6014 /6041	Apr-82		Dec-82	wdn
3213	6005 /6040	May-82		Nov-82	wdn
3301	6055 /6057		Apr-82		16-Jan-89
3302	6043 /6046	May-82		Dec-83	30-Aug-89
3303	6052 /6054	Apr-82		Jan-84	Dec-89
3304	6084 /6085	Apr-82 (6085)	Apr-82 (6084)	Dec-83	c.Jan-90
3305	6081 /6104	May-82		No	c.Jan-90
3306	6056 /6058	Apr-82 (6056)	Apr-82 (6058)	c.Jan-84	c.Jun-90
3307	6060 /6073		Apr-82		Dec-88
3308	6048 /6066		May-82		wdn
3309	6053 /6059		Apr-82		wdn
3310	6045 /6068		May-82		wdn
3311	6093 /6099		May-82		23-Aug-89
3321	4305 /4310				Oct-91^¶
3322	4304 /4315				Oct-91^¶
3323	4307 /4318				Oct-91^¶
3324	4306 /4319				Oct-91^¶
3325	4303 /4317				Oct-91^¶
3333	4201 /4322				Oct-91^¶

Notes
*	Livery carried when the unit was renumbered.
^#	Network SouthEast (Later version, darker blue, curved upsweeps).
^¶	Units 3321 – 3325 & 3333 were formed in ^#NSE livery

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Renumbered to 6053 and weathered by TMC, the Bachmann 2 HAP is superb.
© EwhurstGreen

2 HAP in Model Form

In 4mm DC Kits produced a kit of the 2 HAP although availability of these is uncertain. In March 2016 Bachmann announced their 4mm 2 HAP essentially using their 2 EPB motorcoach and the Kernow (Bachmann) 2H driving trailer composite. In terms of Bachmann’s model of unit no.6061 (which was released at the end of 2020) the underframes, car inner end and roof details all appear to be correct for a second batch 1957-type Phase 1 unit. However, model railway Ewhurst Green has already converted one to a Phase 1 Batch ‘1951’ type. The units announced are listed in below original number numerical order /catalogue number:

6061	Green New 21^st March 1959. Date of yellow warning panels not yet known (post-1964). Unit no.6061 was a second batch 1957-type Phase 1 unit so did not have roof-mounted lighting conduits but was fitted with external water-tank filler pipes on the DTC. Repainted blue 29^th July 1968.	(Catalogue number 31-390)
6063	Blue /Grey Painted blue /grey c.May 1981 (from blue livery). Unit no.6063 was a second batch 1957-type Phase 1 unit so did not have roof-mounted lighting conduits but was fitted with external water-tank filler pipes on the DTC. Unit no.6063 received AWS in March 1985 before renumbering as 4303 in October 1987.	(Catalogue number 31-391)
4322	NSE livery Painted NSE livery 20^th January 1989 (from blue /grey). Unit no.6141 (renumbered 4322) was a third batch (1961) Phase 2 unit and so did not have external roof conduits or water-tank filler pipes. It would also have individual cant-rail gutters above each door instead of full-length. Its passenger sidelights would have been fitted with a rubber gasket resulting in an external sidelight frame. In addition, it had one-piece lavatory sidelights (without a sliding ventilator). Unit would have been equipped with Commonwealth bogies at the inner end of each car. Originally unit no.6141 it was renumbered no.4322 on June 1988 before reformation into 4 CAP no.3333 from October 1991 (with unit no.4201 – a blue/grey liveried hybrid of 1951/1957-type vehicles).	(Catalogue number 31-392)

Thanks go to research author John Atkinson and to webpage author, editorial, additional information from historian C. Watts along with thanks to the many photographers listed below their images.

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Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 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BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL

 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL  2 BIL 2-BIL 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