BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard

© BloodandCustard

Southern Railway
2 BIL

(2001 – 2152)

1^st August 1962 and the demise of 2 BIL unit no.2088 at Barnham

© Ian Nolan

2-car Bi-Lavatory units

Contents
2001-2010	2011-2048	2049-2116	2117-2152	Set 900 /701
Additional DTC vehicles	Barnham derailment 1962	Unit liveries		Model Form

From Upper Avenue Road overbridge, 2 BIL unit no.2100 (with 1955-built replacement ex.2 HAL Driving Trailer Composite no.12857) departs Eastbourne in 1961 with a Brighton to Ore train (headcode 16). In the background an Express-Gear ratio 4 EPB no.5338 can be seen (possibly with two CEPs behind) – this formed a morning peak to London Bridge (headcode 65). A 4 LAV unit is also visible.

© Chris Wilson collection

Introduction

The 2 BIL units were built in four distinct batches:

	Unit nos*		Built	Purpose
1.	2001 to 2010		Feb-35	Brighton Line scheme to Seaford and Ore
2.	2011 to 2048		Aug-36 to Jan-37	Portsmouth No.1 scheme
3.	2049 to 2116		Jul-37 to Dec-37	Portsmouth No.2 scheme
4.	2117 to 2152		Aug-38 to Nov-38	Reading Extension scheme (Virginia Water to Reading, Ascot to Ash Vale and Aldershot to Guildford)
		*post renumbering

The first 2 BIL units were constructed for the 1935 extension of the Brighton line electrification to Seaford, Eastbourne & Hastings, (Ore). Order number HO 806 (dated 23^rd March 1934) was for ten 2-car units for the semi‑fast and stopping services. They were known as ‘2 BIL’ units; this denoting that both cars of the unit had access to a lavatory (Bi-Lavatory).

These units appeared as nos.1891 – 1900 although the first unit (delivered in February 1935) was numbered 1890. However, this unit was renumbered 1900 in January 1936 to make way for the final 2 NOL unit. The other nine 2 BIL units were ready about March 1935.

All the 2 BIL /2 HAL /2 NOL /2 SL /2 WIM /3-Car Motor Units /4 LAV & 4 SUB units could all run in multiple up to twelve cars. However, all these units were incompatible with the 4 COR (etc) /5 BEL /6 CITY /6 PAN /6 PUL range of compatible units.

The 2 BIL units were ordered alongside other batches of stock for the 1935 electrification extension scheme:

6 PAN units numbered 2021 – 2037
(Order no. HO 805 - seventeen six-car corridor units for the express services)

2 NOL units numbered 1824 – 1855
(Order no. HO 807 - thirty-two two-car non-gangwayed units for local stopping services).

Public services over the newly electrified lines commenced on 7^th July 1935 after a period of trial running from May 1935.

Initial Batch of Ten

This first batch of 2 BIL units (as well as all subsequent orders) was constructed at Eastleigh on new underframes from Lancing with steel‑clad timber framed bodies and canvas covered roofs. These units were not gangwayed between cars. However, as they were intended for use on some quite lengthy services it was considered necessary for all passengers to have access to a lavatory so each car was provided with a side corridor and one lavatory these being located at the opposite end to the driving cabs.

Units were close-coupled within, using the standard suburban centre-buffer and three-link chain arrangement: this being bolted with shackles underneath the headstock (keeping the centre-buffer under compression). On cab ends there was the usual central drawhook with side buffers. The driving trailer had a centre buffer whilst the motorcoaches had a rubbing plate.

All the seating was in compartments; each compartment having an outside access door and a sliding door into the corridor. These units were similarly equipped to most of the 2 NOL units and the 4 LAV unit (also the vast majority of the suburban three coach motor units) with electro-magnetic control equipment (supplied in this case by Metro-Vick), resulting in a large driver's cab in the motorcoach and a raised floor in the guard's brake as a result of this control equipment.

In the motorcoaches smoking was allowed in the two compartments (including the coupés) at the van end of the car and the three at the opposite (toilet compartment); the two remaining compartments being designated non-smoking.

In the Driving Trailer Composites smoking was allowed in the three third compartments behind the cab and in the three first compartments at the inner (toilet compartment) end of the car; one first class compartment and the adjacent third-class being designated non-smoking.

2 BIL Master Controller

© Glen Woods (Bluebell Railway)

Subsequent Batches

Subsequent batches of 2 BIL units were equipped with EE electro-pneumatic control gear (as were the last batch of 2 NOL units and all subsequent ‘1936 type’ stock built); this equipment all being below solebar level to allow a smaller cab to be provided. This difference meant that once again and like the MV control equipped 2 NOL units, there was a difference in the power cable conduit runs between the cab ends of the motorcoach and driving trailer. Visually, these subsequent units could be easily identified from the first ten by the larger cab, large vents on the roof, ventilator bonnets above their droplights and different end-conduit runs. The later batches had the same (driving trailer style) arrangement at both ends. 

This first batch of units were regarded as satisfactory and further batches of units of a similar type were then ordered during 1936 for the next three electrification extensions as follows:

1901 ‑ 1920 and 1954 ‑ 1971 in 1937 for Portsmouth No. 1 extension
(Order HO 898 dated 8^th January 1936 (36 units) with a further two added as order HO 903 on 27^th January 1936).

2049 ‑ 2116 in 1938 for Portsmouth No. 2 extension
(Order HO 949 dated 6^th November 1938 - 68 units).

2117 ‑ 2152 in 1939 for Reading extension
(Order HO 948 also dated 6^th November 1938 - 36 units).

The two additional units for HO 903 were added when Farnham - Alton was added to the ‘Portsmouth No. 1’ scheme.

The motorcoaches of each of these further batches (final numbering 2011 to 2152) had a larger luggage area, six first class compartments and one four seat coupe (when compared to the first batch of units numbered 2001 to 2010).

SR Renumbering

The rapid expansion of the Southern Railway’s electric fleet had led to the numbering system becoming rather complex, with the Portsmouth No 1 batch being split around the existing 4 LAV numbers, and a renumbering scheme was drawn up from January 1937 to tidy-up the numbers and put them into a more logical sequence, this affecting the 2 BIL units.

Unit numbers 1891 ‑ 1900 now became nos.2001 ‑ 2010 (renumbered in order) whilst the newly delivered Portsmouth No 1 batch (not yet in traffic but in store or working running-in turns) became nos.2011 ‑ 2048. The final two batches of units carried their new numbers when delivered.

Changes in Design

The three larger batches of 2 BIL units had a number of detail improvements over the first ten units, principally that now having EE electro-pneumatic control gear allowed a smaller driver's cab and a larger guard's brake to be provided in the motorcoaches, the luggage space in the first batch having proved inadequate. The larger guard's brake also meant that one of the full compartments in each motorcoach was now reduced to a coupe (seating four) whilst the remaining six compartments were made slightly wider.

Other changes were made to the location of some of the doors along the corridor side, resulting also in changes to the sidelight (window) layout.

Following a collision at Woking in 1937 when 2 BIL unit no.2046 suffered a partial underframe collapse the final batch of ‘Reading line’ units featured a reinforced underframe design and heavier self-contained Spencer-Moulton ‘mainline-style’ buffers (as first used on the 6 PUL units). This raised the buffing load from 90 to 120 tons. As a result, each vehicle in the final batch weighed about one ton more than the earlier ones.

30^th March 1963 and 2 BIL unit no.2084 at Ardingly

© Ian Nolan

In Service

Once delivered, this large fleet of 152 units was found working widely over all the electrified routes of both the Western and Central sections of the Southern, though they were much less common on the Eastern section, where similar duties were covered by the 2 HAL units built later for the Gillingham & Maidstone electrification scheme in 1939.

However, an 8-car 2 BIL formation was diagrammed to cover the 8:23am Sevenoaks to Cannon Street and 6:5pm return with other associated workings, the train being berthed at Orpington overnight. The trainset was changed over on Friday night to New Cross Gate with a fresh train returning to Orpington on Sunday evenings formed off a service arriving from Brighton. These workings ceased in February 1939 when new 2 HAL units took over these trains, units nos.2610 - 2613 being put into traffic for this working from 24^th February 1939.

Formations of units up to twelve cars long could be found from Waterloo, Victoria and London Bridge. Units on the Central section also ran in conjunction with 4 LAV and 2 NOL units on some trains, whilst mixed formations with 4 SUB units were not uncommon.

2 BIL units also deputised from time to time on suburban services though their lower seating capacity was a disadvantage when working such trains. However, these units could not run in multiple with the ‘main line’ fleets of PUL /PAN /BEL and COR /RES /BUF units.

All batches of units were intermixed in traffic and units therefore received their routine maintenance at Fratton, Wimbledon Park and Lovers Walk depots. Heavier body repairs and overhauls were carried out at Lancing works whilst electrical overhauls and bogie changes were dealt with at Slade Green Repair Shop. More serious damage and collision repairs were carried out at Eastleigh works whilst other unscheduled repairs were also done at Peckham Rye and later Selhurst Repair Shops. Following closure of Lancing works in 1963, bodywork overhauls were transferred to Eastleigh.

The 2 BIL units continued on their intended duties for many years although four units were destroyed during the war by enemy action and many others suffered lesser damage. A few others with damaged driving trailers had these replaced by ‘all‑steel’ type 2 HAL pattern vehicles during the early 1950's; some of these being mounted on recovered underframes from damaged vehicles.

The toilet water heaters were isolated during the war years and not reinstated, though the hot taps remained in the toilets until removed in the early 1960's.

Immediately south of Clapham Junction the 12.27 Waterloo to Alton & Portsmouth service on 2^nd April 1958, formed of 2 BIL units lead by no.2098. This train will divide at Woking. On the right are the diverging Central Section lines to East Croydon.

© Ben Brooksbank (CC-by-SA/2.0)

Nationalisation

Nationalisation in 1948 had little effect other than the units' livery changing from SR to early BR green upon repaints.

During 1953 all units were modified with a compressor governor fitted to prevent units being able to take power until sufficient brake pressure was available to stop the train, this following a ‘runaway’ collision at Guildford involving a 2 BIL unit.

Similar equipment was fitted to all other units and whilst modifications were in progress a temporary restriction was imposed on two car units running solo, this affecting unit diagrams for a while (along with those of the 2 NOL and 2 HAL units). During the modification programme, units dealt with had a small 2" diameter white circle painted onto their bodysides close to the cab doors, once all were completed these were then removed.

From 1956 the 2 NOL units began to be withdrawn, their bodies scrapped and the underframes recovered for further use in construction of new ‘SR type’ 2 EPB and 2 HAP units. 2 BIL units were used to cover some of the former 2 NOL duties, being supplemented by 2 HAL units now being displaced from the Eastern section by new 2 HAP units. Unit no.2146 was the first to receive the new style circular BR carriage crest circa March 1957 replacing the ‘riding lion’ crest used hitherto.

The 2 BIL and 2 HAL units had no operational distinction (except for a small batch of 2 HAL units used between Victoria and Gatwick Airport) and were freely mixed from about 1960 onwards.

Abolition of Second Class

When Second-class was abolished on 3^rd June 1956 Third-Class was renamed Second Class resulting in the vehicle types changing, the Motor Brake Third (MBT) now becoming a Motor Brake Second (MBS).

From 1960 the Southern Region started applying UIC (Union Internationale des Chemins de fer) yellow cantral bands to indicate the location of the first class compartments; these becoming the BR standard from 1963.

Air Horns

In 1963 Southern Electric units began to gain air horns in place of their whistles; certainly some 2 BIL units received horns in 1964.

Yellow Warning Panels

Small yellow warning panels were painted onto cab ends from October 1963 with unit nos.2015 being the first 2 BIL unit so treated. Eventually the yellow later being extended to the whole cab end; some yellow ends wrapping around the cab sides. With the yellow warning panels /ends came the black inverted triangle on the motorcoaches; this denoted that there was no brake van at the other end of the unit.

A system of electrical code letters allocated to each vehicle was introduced in 1963 and the 2 BIL units were included in this, the motorcoaches becoming CA whilst the driving trailers were DA, though the first ten units were not included in the scheme.

In the days before Reading General’s platform 4B, blue-liveried 2 BIL unit no.2058 enters platform 4A circa June 1969.

© John Atkinson

Corporate Blue & Withdrawal

From late 1967 units began to be repainted into BR blue livery with full yellow ends; unit no.2111 being the first in October 1967. Following the replacement of the 4 LAV units on the Brighton line in 1968 /1969 by new 4 VEP units, further batches of the 4 VEP units were ordered to begin replacement of the 2 BIL and 2 HAL fleet and withdrawals of undamaged units began in 1969, some still being in green livery.

The first ten 2 BIL units were among the earliest withdrawn and delivery of further 4 VEP and 4 CIG units and redeployment of 2 HAP units saw the 2 BIL fleet steadily lose the main line stopping duties on the Portsmouth line. Displaced 4 COR units were then used to replace the units on the Waterloo to Reading /Guildford lines and further 4 VEP deliveries saw the last scheduled workings on the Brighton main line on 30^th April 1971, leaving their last duties on coastal local trains from Brighton.

The final day of normal public service for the 2 BIL (and 2 HAL) units was 29^th July 1971 with units nos.2016 /2034 /2111 /2023 & 2040 in use. Three units were retained for a final railtour on 25^th September 1971 when the last three (nos.2111 /2035 & 2040) were withdrawn.

Withdrawn units were sent to Slade Green, thence Selhurst for stripping of equipment prior to sale to scrap dealers and disposal. However, one unit (no.2090) was claimed by the National Railway Museum and preserved. Unless accident-damaged most units were withdrawn in batches and stored at various locations around the system awaiting movement to Slade Green /Selhurst for electrical stripping.

Some units were out of use for a few days/weeks prior to their official withdrawal date. Following stripping there were further periods of storage before units were hauled away to the scrap dealer to which they had been sold. The ‘scrap date’ in the following lists is usually the month in which the units were hauled away from the SR, but some survived for some time afterwards in scrap yards prior to being broken‑up.

As part of the TOPS system, in 1972 the class number 401 was allocated to the 2 BIL fleet. However, as units had all been withdrawn for disposal by this time this was not carried on any of the units.

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20^th August 1962 and 2 BIL no.2004 leads another into Ardingly

© Ian Nolan

Units Numbered 2001 - 2010

This first batch of ten units (delivered early in 1935) were the prototypes for the larger batches of units built during the next three years. Each unit consisted of a Motor Brake Third (MBT) and a Driving Trailer Composite (DTC), and had similar equipment to contemporary suburban units. Cab end design was similar with a domed roof and the usual side buffers, central drawhook and low-level air brake hoses whilst power, control and lighting jumpers were mounted on the cab end.

A standard stencil route indicator was fitted between the two cab observation lights, with the whistle to the nearside of the driver's forward observation light (window). The secondman’s forward observation light is hinged (on the external door side) to open outwards in order for the driver to lean out and change the route indicator’s stencils; the opening frame of the secondman’s forward observation light making it look smaller in size when compared to the (fixed) driver’s forward observation light.

The bodysides along the luggage van and cab area was not flattened and inset as on the 4 LAV units, therefore the cabs at both ends of the unit were full width. Each car had a full-length side corridor, both these being along the same side of the unit as marshalled. When the motorcoach was leading the corridors were on the nearside.

The Motor Brake Third consisted of driver's cab entered by inwards opening doors each side, this cab being 9' 1" wide to accommodate some of the electro-magnetic control equipment behind the driver. Like similarly equipped suburban and 2 NOL units, this resulted in power conduits running up to roof level on the left-hand side of each secondman’s observation light (i.e. as seen facing the cab).

The guard's brake van followed (there was no access from this to either the cab or the passenger area of the car), this being 7' 11¾" wide and with a pair of outward opening doors each side for access. No side lookout duckets were provided; the Guard having periscopes in each direction to assist with observing signals.

The remainder of the Motor Brake Third consisted of seven third-class compartments (all 5' 11" wide each seating eight) giving an overall capacity of fifty-six third. Each compartment had an exterior access door whilst there were three doors along the corridor side. From the guard's end these were placed opposite the partition of the first /second, the door of the fourth and the partition of the sixth /seventh compartments, resulting in an outside sidelight layout of large sidelight (L/S/L), door, three L/S/L, door, three L/S/L, door, L/S/L and toilet sidelight.

The lavatory was located at the inner end of the car. This car was given the diagram number 2111 and weighed 43 tons 6cwt. The 8’ 9” bogie below the driver's cab was equipped with shoegear and fitted with two MV339 motors of 275hp, though these were replaced by EE339 motors during the 1950's. The trailing bogie was 8’wheelbase (bogie centres were 44’).

Smoking was allowed in the two compartments at the van end of the car and the three at the opposite (toilet compartment) end.

The Driving Trailer Composite consisted of a driver's cab 4' 8 & 3/8" deep followed by eight compartments, the four behind the cab being third class and 6' 3" wide, the four at the inner end being first class and 7' 1¾" wide, and finally a lavatory compartment at the inner end of the car.

The corridor was along the offside when the cab was leading, the opposite side to that of the motorcoach so that both corridors were along the same side of the unit.

Each third-class compartment again seated eight and the firsts seated six; giving this car a total of twenty-four first and thirty-two third-class seats. There were four access doors along the corridor side, located (from the cab end) opposite the partitions of the first /second, third /fourth, fifth /sixth and seventh /eighth compartments. There were L/S/L sidelights on each side of each door opening with three ¼ lights splitting pairs of L/S/L sidelights along the corridor length to give a regular large/¼/large sidelight pattern. Each compartment again had an access door on the non-corridor side.

The bogie below the cab was fitted with shoegear and weighed 6 tons with a wheelbase of 8'. The other bogie was a standard 8' 0" wheelbase one weighing 5¾ tons (bogie centres were 44’). This car was to diagram number 2700 and weighed 30 tons 17cwt.

Smoking was allowed in the three third compartments behind the cab and in the three first compartments at the inner (toilet compartment) end of the car; one first class compartment and the adjacent third-class being designated non-smoking. Power conduits at this end of the unit looped up each side of the headcode glass and did not run onto the roof dome.

Overall length of the unit was 129' 5" and they weighed 74¼ tons and seated twenty-four first and eighty-eight third. The non-corridor side had standard size ¼ lights each side of the door droplight, whilst those on the corridor side were carried right up to the roofline, though the door droplights were of standard size.

The passenger door droplights were to a new design with no frame, having a brass bar along the top edge and a wooden locking bar at the bottom controller by a lever to lock /unlock then and allow the droplight to be moved, traditional wooden framed droplights with leather straps to control the amount of opening were retained for the guard‘s and cab doors. Above each passenger droplight each door had a ventilation louvre with the vent along the bottom edge. Wooden panelling in the corridor was painted cream, whilst the compartments had varnished wooden panels.

These units were ready prior to the opening of the Eastbourne & Hastings electrification scheme and were run-in on the Brighton line, indeed virtually all the diagrammed workings were on the main Brighton line as all workings east of Keymer Junction were covered by 6 car PUL and PAN units and 2 NOL units. As a consequence, the 2 BIL units found themselves operating alongside 4 LAV units on semi-fast and stopping services between London Brighton as well as to Reigate.

Four units were soon being loaned to the Eastern section (1936) until displaced by new 2 HAL units in February 1939; these operated a peak-hour Sevenoaks – Cannon Street service (via Orpington) – am Up /pm Down. Once further batches of 2 BIL units were built, this batch were intermixed with them after the completion of the Portsmouth No.2 scheme and worked wherever 2 BIL units were diagrammed.

Unit no.2006 was disbanded in July 1963 and used as part of a loco-hauled electrically heated set on the Oxted line, two units were withdrawn in July 1968 after exchanging their DTCs with damaged ones from later build units and the remainder in 1969 and stripped at Slade Green or Selhurst prior to sale for scrapping.

As these units were among the earliest withdrawn none received blue livery. However, units nos.2003 /2005 /2009 & 2010 gained full yellow ends, those on unit no.2009 wrapping round onto the bodysides as far back as the leading edge of the driver's door.

The following list shows unit formations with the original unit number also shown and the dates units were completed and withdrawn, also the date and location of scrapping.

Unit no. Diag no.	First no.	Unit new	MBT 2111	DTC 2700	Withdrawn	Scrapping	Scrapped by
2001	1891	14-Feb-35	10568	12102	19-Apr-69	Oct-69	Armytage Ltd, Sheepbridge
2002	1892	14-Feb-35	10569	12103	3-May-69	Sep-69	Armytage Ltd, Sheepbridge
2003	1893	22-Feb-35	10570	12104	26-Apr-69	Sep-69	Armytage Ltd, Sheepbridge
2004	1894	1-Mar-35	10571	12105	8-Mar-69	Jul-69	Armytage Ltd, Sheepbridge
2005	1895	1-Mar-35	10572	12106	12-Apr-69	Sep-69	Armytage Ltd, Sheepbridge
2006	1896	1-Mar-35	10573	12107	27-Jun-63	Feb-70	A. King Ltd, Wymondham
2007	1897	8-Mar-35	10574	12108 12078+	6-Jul-68	Nov-69	Bird Group, Long Marston
2008	1898	8-Mar-35	10575	12109 12052+	12-Apr-69	Sep-69	Armytage Ltd, Sheepbridge
2009	1899	8-Mar-35	10576	12110	12-Apr-69	Oct-69	Armytage Ltd, Sheepbridge
2010	1900* 1890	14-Feb-35	10567	12101 12129+	6-Jul-68	Nov-69	Bird Group, Long Marston

Notes
^*	Renumbered Jan-36 (other units renumbered Jan-37)
+	Later type 2 BIL DTC diagram 2701

Individual Unit Notes Nos.2001 – 2010

2001	Unit commenced service 18-Feb-35. Unit out of use at Barnham by 30‑Mar‑69 and withdrawn 19-Apr-69. Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Balcombe and moved for scrapping to Armytage Ltd. (Sheepbridge) 3‑Oct‑69 from Norwood Yard, unit arrived in yard 14‑Oct‑69. DTC 12102 cut-up 30-Oct-69 and MBS 10568 cut-up 31‑Oct‑69.
2002	Unit commenced service 18-Feb-35. Unit slightly damaged by enemy action (location unknown, probably Durnsford Road 4-Jul-44) and repaired at Eastleigh between 7-Jul-44 and 15-Jul-44. Unit withdrawn 3-May-69 and after stripping stored at Polegate, then Guildford and moved for scrapping to Armytage Ltd. (Sheepbridge) 9-Sep‑69 from there, unit arrived in yard 15‑Sep‑69. MBS 10569 cut-up 22‑Sep‑69 and DTC 12103 cut-up 23‑Sep-69.
2003	Unit commenced service 28-Feb-35. Unit damaged in siding collision with steam train at Horsham 29-Sep-62, lifted at Peckham Rye then to Lancing for repairs between 10-Oct-62 and 22-Oct-62. Unit withdrawn 26-Apr-69 and after stripping at Slade Green stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping c.22-Aug-69 from Stratford to Armytage Ltd. (Sheepbridge), unit arrived in yard 3‑Sep-69. DTC 12104 cut-up 10-Sep-69 and MBS 10570 cut-up 11‑Sep-69.
2004	Unit commenced service 11-Mar-35. Unit withdrawn 8-Mar-69 and after stripping stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 6-May-69 from there, train delayed at Cricklewood unit not arriving in yard until 11-Jul-69. DTC 12105 cut-up 18-Jul-69 and MBS 10571 cut-up 22-Jul-69.
2005	Unit commenced service 11-Mar-35. Unit slightly damaged by enemy action at Eastbourne 7-Mar-43, repaired at Brighton depot between 7-Mar-43 and 12-Mar-43. Three compartments of DTC 12106 damaged by fire at Streatham Hill due to enemy action 2-Mar-44 and unit repaired at Selhurst between 3-Mar-44 and 1-Apr-44. Unit damaged about August 1966 (details unknown) and to Eastleigh 5-Sep-66 for C6 overhaul and repair, released 2-Dec-66. Unit withdrawn 12-Apr-69 and after stripping at Slade Green unit stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping c.22-Aug-69 from Stratford to Armytage Ltd. (Sheepbridge), unit arrived in yard 9-Sep-69. MBS 10572 cut-up 12‑Sep-69 and DTC 12106 cut-up 13‑Sep-69.
2006	Unit commenced service 11-Mar-35. Unit to Eastleigh 16-Aug-63 for damage repairs to DTC 12107 and both cars transferred to set no.900 from 6-Sep-63 and unit disbanded, later set no.900 became 7 TC 701 in Feb-66. MBS 10573 operated as a trailer brake second whilst in 900/701, with motors removed. Both vehicles had their jumpers altered to allow heating from BRCW Type 3 Diesel Loco ‘KA’ (later Class 33). Unit no.701 was disbanded early in 1969 and both 10573 and 12107 withdrawn 12-Apr-69 and stored at Micheldever and moved for scrapping to A. King Ltd. (Wymondham) 31‑Jan-70 from there.
2007	Unit commenced service 16-Mar-35. Unit to Lancing 2-Mar-44 (with 4 LAV 2928) [possible collision damage?] and MBT 10574 released 16-Mar-44 formed in 4 LAV unit 2928, DTC 12108 repaired 4-Jul-44 when unit reverted to normal. DTC 12108 cab and front offside badly damaged in converging collision with 4 SUB unit no.4369 at Horsham 2-Jul-61, stored damaged at Hassocks until repaired at Lancing between 21-Nov-61 and 5-Feb-62. MBS 10574 damaged by fire at Brighton 8-Jun-68, Unit to Selhurst where DTC 12108 to unit no.2055 and replaced by collision damaged 12078 (ex.2055), and unit withdrawn 6-Jul-68 and stored at Micheldever then Polegate and moved for scrapping to Bird Group, (Long Marston) 22-Nov-69 from Gatwick.
2008	Unit commenced service 2-Apr-35. Unit believed damaged by enemy action (possibly at Streatham Hill 20-Apr-41 or Fratton depot 26-Apr-41) and repaired at Selhurst between 1-May-41 and 13-May-41. Unit at Eastleigh for underframe repairs between 31-Dec-47 and 3-Mar-48 (possible collision with unit no.2033?). Unit involved in Ford collision 5-Aug-51 and damaged (units nos.2029, 2056 & 2100 also involved). From 18-Aug-51 damaged DTC 12109 to unit no.2029 and replaced by 12052 (ex.2029). The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units. The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees. Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital. Unit withdrawn 12-Apr-69 and after stripping stored at Stewarts Lane, moving to Polegate 16-Jun-69 and moved for scrapping to Armytage Ltd. (Sheepbridge) c.22-Aug-69 from Stratford, unit arrived in yard 3‑Sep-69. DTC 12052 cut-up 8‑Sep-69 and MBS 10575 cut-up 9-Sep-69.
2009	Unit commenced service 2-Apr-35. Unit out of use at Barnham by 30-Mar-69 and withdrawn 12-Apr-69. Following withdrawal unit initially stored at Lancing prior to stripping at Selhurst, then stored at Balcombe and moved for scrapping to Armytage Ltd. (Sheepbridge) 3-Oct-69 from Norwood Yard, unit arrived in yard 14-Oct-69. Both cars cut-up 29-Oct-69.
2010	This was the first built unit in February 1935 and delivered as unit no.1890. Unit commenced service 25-Feb-35. It was renumbered 1900 in January 1936, and then renumbered again, along with the whole batch of ten units in January 1937, becoming unit no.2010. DTC 12101 to unit no.2096 Jul-68 and replaced by collision damaged 12129 (ex.2096) and unit withdrawn 6-Jul-68. Stored at Micheldever then Polegate and moved for scrapping to Bird Group, (Long Marston) 22-Nov-69 from Gatwick.

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Units Numbered 2011 ‑ 2048

This batch of units were authorised for the Portsmouth No. 1 electrification scheme and were built as unit numbers 1901 ‑ 1920 and 1954 ‑ 1971 but all were renumbered before entering public traffic.

Units were completed from August 1936 until January 1937 and stored on delivery, trial running commencing in February 1937. These units differed from the first batch in a number of ways, the principal difference being the adoption of electro-pneumatic control gear allowing a smaller driver's cab in the motorcoach, a larger guard's brake and the reduction of the number of compartments in the motorcoach from 7 to 6½. Other changes involved the door positioning along the corridor side of the trailer and consequential alterations to the sidelight layout, flusher fitting fixed sidelights mounted from the outside in aluminium frames and no ventilation louvre above door droplights.

The Motor Brake Third consisted of driver's cab 4' 8½" deep, guard's brakevan now 11' 9½" wide, coupe compartment 4' 2½" wide seating four and six third class compartments each 6' 3" wide. This car seated fifty-two and was to diagram number 2115 and weighed 43 tons 5cwt.

Motors in the 8’9” motor bogie were of the EE339 275hp type from new with EE control equipment. The trailing bogie was 8’wheelbase (bogie centres were 44’).

The floor of the guard's brake van was now flat with the remainder of the car, whilst along the corridor side, the first L/S/L before the door at the guard's end was replaced by a ¼ light, and there was no frosted glass sidelight opposite the toilet compartment door.

The Driving Trailer Composite had an identical internal layout to those of the first batch, the main difference being the moving of the first door at the cab end on the corridor side forwards to be opposite the doorway into the first compartment, remaining door positions being as before. The intermediate non-doorway ¼ lights were dispensed with and the car now had the following arrangement from the cab end, ¼ light, door, three L/S/L, door, two L/S/L, door, three L/S/L, door and ¼ light.

The bogie below the cab was fitted with shoegear and weighed 6 tons with a wheelbase of 8'. The other bogie was a standard 8' 0" wheelbase one weighing 5¾ tons (bogie centres were 44’). Diagram number was 2701, the car weighed 30 tons 17cwt and seated twenty-four first and thirty-two third.

Overall unit length remained at 129' 5" and overall weight was now 74 tons 2cwt, whilst seating capacity was now twenty-four first and eighty-four third. The coupe compartment had the four seats facing backwards (away from the driving cab) and there was a shelf along the wall opposite, this compartment being intended for train crew travelling ‘passenger’ if required.

The panelling in the corridors was now varnished teak and use was made of ‘Rexine’, a synthetic leathercloth for other panel trim.

Units receiving full yellow ends whilst in green livery were as follows: 2011 /2021 /2026 /2028 /2038 & 2048, those on all except 2048 wrapping round onto the bodysides as far back as the leading edge of the driver's door.

Units painted blue (with full yellow ends) were as follows: nos.2016 /2022 /2024 /2025 /2028 /2032 /2033 /2034 /2036 & 2043.

Unit formations were as shown below, with the original unit number also shown, date of delivery, date of withdrawal and date and location of scrapping. Units were renumbered in January 1937.

Unit no.	First no.	Unit new	MBT	DTC	Withdrawn	Scrapping	Scrapped by
Diag no. Code			2115 CA	2701 DA
2011	1901	15-Sep-36	10577	12034	23-Jan-71	Sep-71	Bird Group, Long Marston
2012	1902	22-Sep-36	10578	12035	20-Sep-69	Oct-70	Fratton Depot
2013	1903	22-Sep-36	10579	12036	6-Sep-69	Nov-69	Bird Group, Long Marston
2014	1904	1-Oct-36	10580	12037	23-Jun-43	Jun-43	Destroyed by enemy action Brighton
2015	1905	1-Oct-36	10581	12038	24-May-69	Oct-69	Armytage Ltd, Sheepbridge
2016	1906	10-Oct-36	10582	12039	11-Sep-71	Mar-72	J. McWilliam Ltd, Shettleston
2017	1907	10-Oct-36	10583	12040	21-Nov-70	May-71	T. J. Thomson Ltd, Stockton
2018	1908	13-Oct-36	10584	12041	12-Apr-69	Feb-70	Fratton Depot
2019	1909	20-Oct-36	10585	12042	3-Jan-70	May-70	J. Cashmore Ltd, Newport
2020	1920	22-Oct-36	10586	12043	10-May-69	Sep-69	Armytage Ltd, Sheepbridge
2021	1921	22-Oct-36	10587	12044	27-Jun-70	Feb-71	T. J. Thomson Ltd, Stockton

Unit no.	First no.	Unit new	MBT	DTC	Withdrawn	Scrapping	Scrapped by
Diag no. Code			2115 CA	2701 DA
2022	1912	27-Oct-36	10588	12045	21-Nov-70	Jul-71	Bird Group, Long Marston
2023	1913	27-Oct-36	10589	12046	13-Sep-69	Dec-69	Armytage Ltd, Sheepbridge
2024	1914	27-Oct-36	10590	12047	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2025	1915	4-Nov-36	10591	12048	23-Jan-71	Sep-71	Bird Group, Long Marston
2026	1916	4-Nov-36	10592	12049	4-Apr-70	Jan-71	Milton Metals, Cardiff
2027	1917	4-Nov-36	10593	12050	23-Jan-71	May-71	T. J. Thomson Ltd, Stockton
2028	1918	13-Nov-36	10594	12051 12854 ^1	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2029	1919	13-Nov-36	10595	12052 12109 ^2	21-Nov-70	Jul-71	J. Cashmore Ltd, Newport
2030	1920	24-Nov-36	10596	12053	13-Sep-69	Oct-70	A. King Ltd, Wymondham
2031	1954	17-Nov-36	10597	12054	10-Jan-70	May-70	J. Cashmore Ltd, Newport
2032	1955	17-Nov-36	10598	12055	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2033	1956	17-Nov-36	10599	12056	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2034	1957	24-Nov-36	10600	12057	11-Sep-71	Apr-72	J. McWilliam Ltd, Shettleston
2035	1958	25-Nov-36	10601	12058	10-Jan-70	Aug-70	Armytage Ltd, Sheepbridge
2036	1959	25-Nov-36	10602	12059	11-Sep-71	Jan-72	J. Cashmore Ltd, Newport
2037	1960	2-Dec-36	10603	12060	4-Apr-70	See notes
2038	1961	2-Dec-36	10604	12061	23-Jan-71	Oct-71	Bird Group, Long Marston
2039	1962	2-Dec-36	10605	12062	27-Dec-69	May-70	J. Cashmore Ltd, Newport
2040	1963	2-Dec-36	10606	12063	17-Sep-69	Apr-70	A. King Ltd, Wymondham
2041	1964	8-Dec-36	10607	12064	8-Feb-69	Jun-69	Armytage Ltd, Sheepbridge
2042	1965	8-Dec-36	10608	12065	21-Jun-69	Dec-69	Armytage Ltd, Sheepbridge
2043	1966	10-Dec-36	10609	12066	21-Nov-70	Jun-71	J. Cashmore Ltd, Newport
2044	1967	10-Dec-36	10610	12067	8-Feb-69	Jun-69	Armytage Ltd, Sheepbridge
2045	1968	18-Dec-36	10611	12068	21-Nov-70	May-71	T. J. Thomson Ltd, Stockton
2046	1969	18-Dec-36	10612	12069	10-Jan-70	May-70	Armytage Ltd, Sheepbridge
2047	1970	18-Jan-37	10613	12070	10-Jan-70	May-70	Armytage Ltd, Sheepbridge
2048	1971	18-Jan-37	10614	12071	10-Jan-70	Aug-70	Armytage Ltd, Sheepbridge

Notes
^#1	‘all‑steel’ 2 HAL DTC diagram 2705, Code DQ.
^#2	‘Early type’ 2 BIL DTC diagram 2700.

Individual Unit Notes Nos.2011 – 2048

2011	Unit commenced service 1-Oct-36. Unit slightly damaged by enemy action at Brighton 25-May-43. Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever. Moved for scrapping to Bird group (Long Marston) 8‑Sep-71 from Basingstoke.
2012	Unit commenced service 1-Oct-36. Unit slightly damaged in collision in Polegate Sidings 8‑Jan-63 (details?). Unit withdrawn 20-Sep-69 and after stripping stored at Herne Hill, hauled to Micheldever 25-Jun-70 but detached at Woking after DTC 12035 damaged by fire but moved on to Micheldever by 9-Aug-70. Unit moved to Basingstoke by Sep-70 and moved for scrapping to A. King Ltd. (Wymondham) 29-Sep-70 from there.
2013	Unit commenced service 1-Oct-36. Unit withdrawn 6-Sep-69 and after stripping stored at Polegate and moved for scrapping to Bird group (Long Marston) 22-Nov-69 from Gatwick.
2014	Unit commenced service 16-Oct-36. Both cars destroyed at Brighton by enemy action 25-May-43 and unit withdrawn 23-Jun-43 when remains of bodies scrapped. Underframes salvaged and stored at Lancing, that of DTC 12037 used in construction of ‘all-steel’ 2 HAL DTC 12855 for unit no.2700 Jun-54. Old underframe of MBS 10580 moved, on top of underframe of 8198, from Lancing to Eastleigh 12-Oct-56 and later scrapped there.
2015	Unit commenced service 30-Oct-36. Unit damaged by enemy action, probably at New Cross Gate 21-Jul-44 and repaired at Lancing between 27-Jul-44 and 31-Jul-44. MBT 10581 damaged about June 1954 (details unknown) and repaired at lancing during overhaul between 9-Jun-54 and 28-Jun-54. Unit withdrawn 24-May-69 and after stripping stored at Balcombe and moved for scrapping to Armytage Ltd. (Sheepbridge) 3-Oct-69 from Norwood Yard, unit arrived in yard 7-Oct-69. Both cars cut-up 16-Oct-69.
2016	Unit commenced service 20-Oct-36. Unit withdrawn 11-Sep-71 and initially stored at Lancing prior to stripping at Selhurst, then stored at Weymouth, moving to Basingstoke 25-Feb-72 and moved for scrapping to J. McWilliam Ltd. (Shettleston) 23-Mar-72 from there.
2017	Unit commenced service 20-Oct-36. Unit derailed on faulty points at Hampden Park 3-Jan-64, only minor damage. Unit withdrawn 17-May-69 but reinstated from 31-May-69, withdrawn again 21-Nov-70. After stripping at Selhurst unit hauled to Micheldever (via Eastleigh) arriving 18-Feb-71 and moved for scrapping to T. J. Thomson Ltd. (Stockton) 15-May-71 from there.
2018	Unit commenced service 30-Oct-36. Unit badly damaged by enemy bombing at Bognor 11-Apr-41 and repaired at Eastleigh between 15-Apr-41 and 9-Aug-41. Unit slightly damaged by enemy action (location unknown, probably Durnsford Road 4-Jul-44) and repaired at Eastleigh between 7-Jul-44 and 15-Jul-44. Unit (with no.2120) rammed by loco-hauled train at Portsmouth Harbour 5-Apr-69 and withdrawn 12-Apr-69. Scrapped at Fratton by 21-Feb-70 by France Services.
2019	Unit commenced service 29-Oct-36. Unit damaged by H/E blast at Brighton station 18-May-42 but repaired there by 15-Jun-42. Unit damaged (details unknown, possible collision with no.2141) in February 1951 and DTC 12042 sent to Micheldever for store 22-Feb-51 pending underframe repairs at Eastleigh from 8-Mar-51 until 28-Mar-51. MBT 10585 stored at lancing pending arrival of DTC 12042 from Eastleigh 3-Apr-51 and unit then overhauled and back to traffic from 8-May-51. Unit withdrawn 3-Jan-70 and after stripping stored at Gatwick and moved for scrapping to J. Cashmore Ltd. (Newport) 29-Apr-70 from there.
2020	Unit commenced service 29-Oct-36. Trailing behind unit no.2116 as it arrived at Fishersgate station from Brighton, unit no. 2020 featured in the 1952 film ‘Ghost Ship’ starring Dermot Walsh and Hazel Court. Unit withdrawn 10-May-69 and after stripping stored at Polegate, moving to Guildford and moved for scrapping to Armytage Ltd. (Sheepbridge) 9-Sep-69 from there, unit arrived in yard 15‑Sep-69. DTC 12043 cut-up 23‑Sep-69 and MBS 10586 cut-up 24‑Sep-69.
2021	Unit commenced service 30-Oct-36. Unit believed damaged by enemy action (details unknown) about Oct-44 as at Lancing for repair between 30-Oct-44 and 5-Feb-45. Unit withdrawn 27-Jun-70 and after stripping stored at Norwood Yard, moved for scrapping to T. J. Thomson Ltd. (Stockton) 30‑Jan-71 from there.
2022	Unit commenced service 7-Nov-36. Unit withdrawn 21-Nov-70 and after stripping moved from Selhurst to Micheldever arriving 29-Mar-71. Unit stored until moved for scrapping to Bird Group (Long Marston) 19-Jul-71 from there.
2023	Unit commenced service 7-Nov-36. Unit withdrawn 13-Sep-69 and after stripping stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 1-Nov-69 from there, unit arrived in yard 5-Dec-69. DTC 12046 cut-up 10-Dec-69 and MBS 10589 cut-up 11-Dec-69.
2024	Unit commenced service 7-Nov-36. Unit slightly damaged by enemy action at Durnsford Road 8-Sep-40 and repaired at the depot. Unit out of use and stored at Lancing c.May-71, withdrawn 12-Jun-71 then moved to Selhurst for stripping, hauled to Gatwick Oct-Jul-71 for store and moved for scrapping to A. King Ltd. (Wymondham) 22‑Sep-71 from there.
2025	Unit commenced service 14-Nov-36. Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever and moved for scrapping to Bird Group (Long Marston) 8‑Sep-71 from Basingstoke.
2026	Unit commenced service 14-Nov-36. Unit withdrawn 4-Apr-70 and after stripping stored at Norwood Yard, moved for scrapping to Milton Metal. (Cardiff) 5‑Sep-70 from there, though not broken‑up until Jan-71.
2027	Unit commenced service 14-Nov-36. Unit withdrawn 23-Jan-71 and after stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping to T. J. Thomson Ltd. (Stockton) 7-May-71 from there.
2028	Unit commenced service 21-Nov-36. MBS 10594 slightly damaged when struck by falling tree at Bentley 12-Feb-62 and repaired at Lancing during intermediate overhaul. MBS 10594 damaged by fire at Waterloo Oct-66 and DTC 12051 to 2 HAL unit no.2626 Jan-67 and replaced by damaged DTC 12211 (ex 2626) and unit to Micheldever for store pending repairs. These two moved to Eastleigh 12-May-67 where 12211 withdrawn and MBS 10594 for C3 overhaul and repair, not being released until 14-Mar-69 now formed with ‘all-steel’ 2 HAL DTC 12854 (ex.2653) and painted blue. Unit then 129' 6" long and weighed 74 tons. Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved to A. King Ltd. (Wymondham) for scrapping 15‑Sep-71.
2029	Unit commenced service 21-Nov-36. Unit involved in Ford collision 5-Aug-51 and damaged (units nos.2008, 2056 & 2100 also involved). DTC 12052 to unit no.2008 and replaced by 12109 (ex.2008) from 18-Aug-51 during repairs at Lancing between 21-Aug-51 and 12-Oct-51. The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units. The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees. Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital. Unit damaged about December 1963 (details unknown) and repaired at Lancing between 18-Dec-63 and 5-Feb-64. Unit again damaged about April 1966 (details unknown) and stored at Cosham until to Eastleigh 13-Jun-66 for C1 overhaul and repairs, released 11-Oct-66. Unit withdrawn 21-Nov-70 and after stripping at Selhurst unit hauled to Micheldever 25-May-71 for store and moved for scrapping to J. Cashmore Ltd. (Newport) 12-Jul-71 from there.
2030	Unit commenced service 5-Dec-36. Unit slightly damaged by enemy action at Brighton 25-May-43, repaired at Brighton depot by 5-Jun-43. Unit withdrawn 13-Sep-69 and after stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then moved to Micheldever 25-Jun-70 and moved for scrapping to A. King Ltd. (Wymondham) 29-Sep-70 from Basingstoke.
2031	Unit commenced service 28-Nov-36. Unit probably damaged by enemy action (details unknown) about Dec-42 as at Eastleigh for repairs from 17-Dec-42 until 5-Apr-43. Unit withdrawn 10-Jan-70 and after stripping unit stored at Gatwick and moved for scrapping to J. Cashmore Ltd. (Newport) 2-May-70 from there.
2032	Unit commenced service 28-Nov-36. Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for scrapping to A. King Ltd. (Wymondham) 15‑Sep-71.
2033	Unit commenced service 28-Nov-36. Unit slightly damaged by enemy action at Brighton 25-May-43, repaired at the depot by 26-May-43. Unit to Eastleigh for underframe repairs between 31-Dec-47 and 4-Mar-48 (possible collision with no.2008?). Unit in ‘runaway’ converging collision with unit no.2952 in Horsham sidings 4-Feb-62 and MBS 10599 damaged, repaired at Lancing between 24-Jun-62 and 24-Aug-62. Unit damaged about May 1969 (details unknown) and to Selhurst for repairs 13-May-69 then released to Eastleigh for C6 overhaul 25-Jun-69 and released 8-Aug-69. Unit out of use and stored at Lancing c.May-71 then moved to Selhurst for stripping, hauled to Gatwick 10-Jul-71 for store and moved for scrapping to A. King Ltd. (Wymondham) 22‑Sep-71 from there.
2034	Unit commenced service 5-Dec-36. Unit damaged near Raynes Park 19-Jun-44 by F/B blast, repaired at Durnsford Road. Unit withdrawn 11-Sep-71 and following withdrawal initially stored at Ford. After stripping at Selhurst unit stored at Micheldever, moving to Basingstoke 29-Mar-72 and moved for scrapping to J. McWilliam Ltd. (Shettleston) 6-Apr-72 from there.
2035	Unit commenced service 5-Dec-36. Unit withdrawn 10-Jan-70 and after stripping at Selhurst stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 13-Jun-70 from there, unit arrived in yard 30-Jun-70. MBS 10601 cut-up 17-Jul-70 and DTC 12058 cut-up 8-Aug-70.
2036	Unit commenced service 5-Dec-36. MBT 10602 slightly damaged by enemy action at Brighton 25-May-43 and repaired at the depot by 26-May-43. Unit suffered slight underframe damage about August 1963 (details unknown) and repaired during overhaul at Lancing between 13-Aug-63 and 6-Sep-63. Unit withdrawn 11-Sep-71 and following withdrawal unit initially stored at Ford. After stripping at Selhurst unit hauled to Micheldever for store, moved for scrapping to J. Cashmore Ltd. (Newport) 17‑Jan-72 from Basingstoke.
2037	Unit commenced service 12-Dec-36. Unit believed damaged by enemy action in April 1941 (possibly at Streatham Hill 20-Apr-41 or Fratton depot 26-Apr41?) and repaired at Selhurst between 1-May-41 and 13-May-41. Unit withdrawn 4-Apr-70 and sent from Norwood Yard to Derby Research Centre 25-Jul-70 as an ‘Air Brake Test Unit’ numbered 024. MBS 10603 renumbered DS70321, DTC 12060 renumbered DS70322. Unit withdrawn during 1972 (dumped in Chaddesden Sidings 5-Nov-72), and disposed of for scrap to Arnott Young (Bilston) Apr-73.
2038	Unit commenced service 12-Dec-36. Unit withdrawn 23-Jan-71 and after stripping unit spent periods in store at Three Bridges and Horsham before moving to Micheldever 29-Mar-71. Moved for scrapping to Bird Group (Long Marston) 30‑Sep-71 from Basingstoke.
2039	Unit commenced service 12-Dec-36. Unit damaged by H/E blast at Brighton station 18-May-42 but repaired there by 4-Jul-42. Unit converted at Selhurst Nov-69 for Christmas mail & parcels traffic Dec-69 prior to withdrawal 27-Dec-69. After further stripping unit stored at Gatwick then Norwood Yard, moved for scrapping to J. Cashmore Ltd. (Newport) 16-May-70 from there.
2040	Unit commenced service 12-Dec-36. Unit withdrawn 17-Sep-69 and after stripping stored at Clapham Yard. Moved for scrapping to A. King Ltd. (Wymondham) 20-Feb-70 but train terminated at Hounslow with brake trouble and forward 26-Mar-70.
2041	Unit commenced service 19-Dec-36. Unit slightly damaged by enemy action (probably at New Cross Gate 7-Jul-44) and repaired at Lancing between 10-Jul-44 and 13-Jul-44. Unit withdrawn 8-Feb-69 and after stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69. Moved for scrapping to Armytage Ltd. (Sheepbridge) 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 30-May-69. DTC 12064 cut-up 19-Jun-69 and MBS 10607 cut-up 25-Jun-69.
2042	Unit commenced service 19-Dec-36. Unit badly damaged by enemy action (details unknown) and to Eastleigh 28-Jun-42 for repair, not released until 30-Sep-43 now in malachite green. Unit damaged about February 1955 and to Eastleigh for repairs between 14-Feb-55 and 14-Apr-55. Unit withdrawn 21-Jun-69 and after stripping unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 1-Nov-69 from there, unit arrived in yard 5-Dec-69. Both cars cut-up 13-Dec-69.
2043	Unit commenced service 19-Dec-36. Roof of MBT 10609 holed by H/E blast at Clapham Junction 8-Sep-40 but quickly repaired at depot. Unit withdrawn 21-Nov-70 and after stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping to J. Cashmore Ltd. (Newport) 27-May-71 from Basingstoke.
2044	Unit commenced service 19-Dec-36. Unit damaged in collision with no.2678 at Wimbledon Park 31-Dec-61, not repaired at Lancing until 9-Aug-62 and released after overhaul 6-Nov-62. MBS 10610 damaged in derailment at Reading c.May-66 and hauled to Micheldever 13-Jun-66 prior to C4 repair at Eastleigh between 9-Dec-66 and 15-Mar-67. Unit withdrawn 8-Feb-69 and after stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69. Moved for scrapping to Armytage Ltd. (Sheepbridge) 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 30-May-69. MBS 10610 cut-up 11-Jun-69 and DTC 12067 cut-up 13-Jun-69.
2045	Unit commenced service 1-Jan-37. DTC 12068 damaged in collision with 4 COR no.3142 at Denville Jct, Havant 17-Jun-39, to Brighton for some repairs from 27-Jun-39 until 17-Nov-39 when unit moved to Lancing from 20-Nov-39 until released 1-Dec-39. It is understood that unit no.2045 was operating (solo) a stopping train from Chichester when it overran the junction signals at Denville Junction. The DTC (trailing) was sideswiped by the leading coach of a Waterloo – Portsmouth train derailing both the 2 BIL DTC and the 4 COR motor coach adjacent to Havant East signalbox. It is possible that the second coach of the 4 COR may also have been partially derailed. Unit withdrawn but reinstated c.Feb-70. Unit withdrawn again 21-Nov-70 and after stripping at Selhurst unit stored at Micheldever, arriving 2-Feb-71 and moved for scrapping to T. J. Thomson Ltd. (Stockton) 15-May-71 from there.
2046	Unit commenced service 1-Jan-37. Unit damaged in a collision at Woking in 1937 (details?) and suffered a partial underframe collapse, but repaired (not recorded on record card!). DTC 12069 slightly damaged by enemy action at Brighton 18-May-42, repaired at Streatham Hill by the following day. Unit slightly damaged by enemy action again at Brighton 25-May-43 and DTC 12069 again affected, repaired at depot 26-May-43. Unit at Lancing for ‘slight damage’ repair between 29-Jul-54 and 15-Noc-54 (details unknown). Unit derailed on trap points leaving Littlehampton 18-Nov-63 and both cars crushed together, repaired at Lancing between 23-Dec-63 and 5-Mar-64. Unit withdrawn 10-Jan-70 and initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping to Armytage Ltd. (Sheepbridge) 18-Apr-70 from there, unit arrived in yard 30-Apr-70. Both cars cut-up 14-May-70.
2047	Unit commenced service 12-Feb-37. Unit slightly damaged about Jul-61 (details unknown) and repaired at Lancing during overhaul between 21-Jul-61 and 16-Aug-61. Unit withdrawn 10-Jan-70 and initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping to Armytage Ltd. (Sheepbridge) 18-Apr-70 from there, unit arrived in yard 23-Apr-70. MBS 10613 cut-up 30-Apr-70 and DTC 12070 cut-up 1-May-70.
2048	Unit commenced service 12-Feb-37. MBS 10614 slightly damaged in derailment at Barnham 1-Aug-62. Unit withdrawn 10-Jan-70 and after stripping at Selhurst unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 13-Jun-70 from there, unit arrived in yard 30-Jun-70. DTC 12071 cut-up 12-Aug-70 and MBS 10614 cut-up 14-Aug-70.

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31^st March 1963 and a 2 BIL (possibly unit no.2059) passes
Copyhold Junction en route to Ardingly and Horsted Keynes

© Ian Nolan

Units Numbered 2049 ‑ 2116

This batch of units was authorised for the Portsmouth No. 2 electrification scheme and were identical to the previous batch with the exception of the final unit built. This whole batch were completed between August 1937 and January 1938; entering service working with the earlier units. These units carried their new 20xx numbers from new.

The final unit (no. 2116) of the batch was experimentally built of ‘all‑steel’ construction with steel panels welded onto a steel framework and differed slightly in appearance from the other units, particularly in the roof detail. It also had heavier self-contained Spencer-Moulton ‘mainline-style’ buffers rather than the solid shank type fitted to the earlier units.

Unit no. 2054 was outshopped from Lancing in August 1945 in a plain grey livery, presumably due to wartime paint shortages, gaining malachite green in September. Units gaining full yellow ends with green livery were nos. 2050 /2053 /2055 /2056 /2057 /2060 /2065 /2074 /2078 /2083 /2089 /2090 /2093 /2113 /2116, those with the yellow wrapping onto the bodyside were nos.2050 /2053 /2056 /2060 /2074 /2083 /2089 /2093 /2116, whilst the following were painted blue with full yellow ends nos.2052 /2058 /2062 /2064 /2067 /2072 /2074 /2075 /2080 /2086 /2090 /2098 /2099 /2101 /2103 /2104 /2111 /2112.

Unit formations were as shown below with date of delivery, date of withdrawal and date and location of scrapping.

Unit no. Diag no. Code	Unit new	MBT 2115 CA	DTC 2701 DA	Withdrawn	Scrapping	Scrapped by
2049	Aug-37	10615	12072	23-Aug-69	Dec-69	Armytage Ltd, Sheepbridge
2050	Aug-37	10616	12073	23-Jan-71	Oct-71	Bird Group, Long Marston
2051	12-Aug-37	10617	12074	9-May-70	Jan-71	Milton Metals, Cardiff
2052	12-Aug-37	10618	12075	27-Jun-70	Jan-71	T. J. Thomson, Stockton
2053	17-Aug-37	10619	12076	4-Apr-70	Aug-70	Milton Metals, Cardiff
2054	17-Aug-37	10620	12077	4-Apr-70	Aug-70	Milton Metals, Cardiff
2055	24-Aug-37	10621	12078 12108 ^3	23-Jan-71	Sep-71	Bird Group, Long Marston
2056	24-Aug-37	10622	12079 12231 ^4	23-Jan-71	Aug-71	Bird Group, Long Marston
2057	24-Aug-37	10623	12080	23-Jan-71	Aug-71	Bird Group, Long Marston
2058	31-Aug-37	10624	12081	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2059	31-Aug-37	10625	12082	5-Nov-66	May-67	Wimbledon Park depot
2060	2-Sep-37	10626	12083	4-Apr-70	Oct-70	Milton Metals, Briton Ferry
2061	2-Sep-37	10627	12084	4-Apr-70	Aug-70	Milton Metals, Cardiff
2062	7-Sep-37	10628	12085	12-Jun-71	Nov-71	A. King Ltd, Wymondham
2063	7-Sep-37	10629	12086	10-Jan-70	May-70	Armytage Ltd, Sheepbridge
2064	7-Sep-37	10630	12087	21-Nov-70	Jul-71	Bird Group, Long Marston
2065	14-Sep-37	10631	12088	4-Apr-70	Oct-70	Milton Metals, Cardiff
2066	14-Sep-37	10632	12089	9-May-70	Aug-70	Milton Metals, Briton Ferry
2067	16-Sep-37	10633	12090	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2068	16-Sep-37	10634	12091	21-Nov-70	Jun-71	J. Cashmore Ltd, Newport
2069	21-Sep-37	10635	12092 12858 ^5	23-Jan-71	May-71	T. J. Thomson, Stockton

Notes
^#3	‘Early type’ 2 BIL DTC diagram 2700.
^#4	‘1939 type’ 2 HAL DTC diagram 2702, Code DE.
^#5	‘all-steel’ 2 HAL DTC diagram 2705, Code DQ.

Unit no.	Unit new	MBT	DTC	Withdrawn	Scrapping	Scrapped by
Diag no. Code		2115 CA	2701 DA
2070	21-Sep-37	10636	12093 12186 ^612093	4-Apr-70	Oct-70	Milton Metals, Cardiff
2071	21-Sep-37	10637	12094	14-Jun-69	Oct-70	A. King Ltd, Wymondham.
2072	29-Sep-37	10638	12095	12-Jun-71	Sep-71	A. King Ltd, Wymondham.
2073	29-Sep-37	10639	12096	13-Sep-69	Apr-70	A. King Ltd, Wymondham.
2074	1-Oct-37	10640	12097	12-Jun-71	Sep-71	A. King Ltd, Wymondham.
2075	1-Oct-37	10641	12098	21-Nov-70	Jun-71	J. Cashmore Ltd, Newport
2076	7-Oct-37	10642	12099	20-Sep-69	Dec-69	Armytage Ltd, Sheepbridge
2077	7-Oct-37	10643	12100	27-Sep-69	Jan-70	Bird Group, Long Marston
2078	7-Oct-37	10644	12111	23-Jan-71	May-71	T. J. Thomson, Stockton
2079	12-Oct-37	10645	12112	26-Jul-69	Nov-69	Armytage Ltd, Sheepbridge
2080	12-Oct-37	10646	12113	24-May-69	Oct-69	Armytage Ltd, Sheepbridge
2081	14-Oct-37	10647	12114	23-Jan-71	May-71	T. J. Thomson, Stockton
2082	14-Oct-37	10648	12115	9-May-70	Jan-71	Milton Metals, Cardiff
2083	19-Oct-37	10649	12116	23-Jan-71	Dec-71	A. King Ltd, Wymondham.
2084	19-Oct-37	10650	12117	23-Jan-71	Dec-71	A. King Ltd, Wymondham.
2085	19-Oct-37	10651	12118	27-Dec-69	May-70	J. Cashmore Ltd, Newport
2086	21-Oct-37	10652	12119	12-Jun-71	Nov-71	A. King Ltd, Wymondham.
2087	21-Oct-37	10653	12120	12-Sep-70	Nov-70	J. Cashmore Ltd, Newport
2088	28-Oct-37	10654	12121 12807 ^7	11-Aug-62	Aug-62	Barnham accident (cut up on site)
2089	28-Oct-37	10655	12122	11-Oct-69	Mar-70	Armytage Ltd, Sheepbridge
2090	2-Nov-37	10656	12123	11-Sep-71		Preserved by NRM
2091	2-Nov-37	10657	12124	11-Oct-69	Jan-70	Bird Group, Long Marston
2092	2-Nov-37	10658	12125	8-Feb-69	Jul-69	Armytage Ltd, Sheepbridge
2093	9-Nov-37	10659	12126	27-Sep-69	Mar-70	Armytage Ltd, Sheepbridge
2094	9-Nov-37	10660	12127	13-Sep-69	Nov-69	Bird Group, Long Marston
2095	11-Nov-37	10661	12128	4-Apr-70	Jun-70	J. Cashmore Ltd, Newport
2096	11-Nov-37	10662	12129 12101 ^8	27-Dec-69	May-70	Milton Metals, Briton Ferry
2097	16-Nov-37	10663	12130	13-Sep-69	Nov-69	Bird Group, Long Marston
2098	16-Nov-37	10664	12131	11-Sep-71	Apr-72	J. McWilliam Ltd, Shettleston
2099	16-Nov-37	10665	12132	12-Jun-71	Sep-71	A. King Ltd, Wymondham.
2100	23-Nov-37	10666	12133 12857 ^9	22-Aug-70	Dec-70	J. Cashmore Ltd, Newport
2101	23-Nov-37	10667	12134	12-Jun-71	Nov-71	A. King Ltd, Wymondham.
2102	25-Nov-37	10668	12135	4-Sep-40	Sep-40	Destroyed by enemy action at Portsmouth Harbour
2103	25-Nov-37	10669	12136	23-Jan-71	May-71	T. J. Thomson, Stockton
2104	30-Nov-37	10670	12137	12-Jun-71	Jun-72	A. King Ltd, Wymondham.
2105	30-Nov-37	10671	12138	23-Oct-65	See notes

Notes
^#6	‘1939 type’ 2 HAL DTC diagram 2702, Code DE.
^#7	‘1939 type’ 2 HAL DTC diagram 2702, Code DE.
^#8	‘Early type’ 2 BIL DTC diagram 2700.
^#9	‘all-steel’ 2 HAL DTC diagram 2705, Code DQ.

Unit no.	Unit new	MBT	DTC	Withdrawn	Scrapping	Scrapped by
Diag no. Code		2115 CA	2701 DA
2106	30-Nov-37	10672	12139	8-Feb-69	Jun-69	Armytage Ltd, Sheepbridge
2107	7-Dec-37	10673	12140	6-Sep-69	Nov-69	Bird Group, Long Marston
2108	7-Dec-37	10674	12141	2-Aug-69	Nov-69	Armytage Ltd, Sheepbridge
2109	7-Dec-37	10675	12142	21-Jun-69	Nov-69	Armytage Ltd, Sheepbridge
2110	14-Dec-37	10676	12143	7-Mar-70	Jun-70	J. Cashmore Ltd, Newport
2111	14-Dec-37	10677	12144	9-Oct-71	Feb-72	J. Cashmore Ltd, Newport
2112	16-Dec-37	10678	12145	12-Jun-71	Dec-71	A. King Ltd, Wymondham
2113	16-Dec-37	10679	12146 12196 ^1012146	23-Jan-71	May-71	J. Cashmore Ltd, Newport
2114	3-Jan-38	10680	12147	21-Nov-70	Jul-71	J. Cashmore Ltd, Newport
2115	3-Jan-38	10681	12148	11-Oct-69	Mar-70	Armytage Ltd, Sheepbridge
2116	25-Jan-38	10682	12149	12-Sep-70	Nov-70	J. Cashmore Ltd, Newport

Notes
^#10	'1939 type' 2 HAL DTC Diagram 2702, Code DE.

Following the 22^nd September 1965 fatal collision at Roundstone Level crossing, fire damaged 2 BIL unit no.2105 awaits its fate in Brighton’s North Sidings during November 1965. The body of the Driving Trailer Composite was scrapped at Brighton with the Motorcoach overhauled at Eastleigh, thence into 4 LAV unit no.2943.

© (Late) David Cole

Individual Unit Notes Nos.2049 - 2116

2049	Unit commenced service 13-Aug-37. DTC 12072 damaged about October 1954 (details unknown, possible collision with no.2101?) and temporarily exchanged with DTC 12134 (ex.2101) and misformed until unit sent to Lancing 11-Mar-55 for overhaul, released 13-Apr-55 in original formation. DTC 12072 again damaged about November 1959 (details unknown) and repaired at Eastleigh between 13-Nov-59 and 25-Aug-60, MBS 10615 being spare until sent to Eastleigh for overhaul 19-Apr-60. Unit withdrawn 23-Aug-69 and after stripping unit stored at Balcombe and moved for scrapping to Armytage Ltd. (Sheepbridge) 18-Oct-69 from there, unit arrived in yard 1-Dec-69. DTC 12072 cut-up 6-Dec-69 and MBS 10615 cut-up 9-Dec-69.
2050	Unit commenced service 13-Aug-37. Unit withdrawn 23-Jan-71 and after stripping unit spent periods in store at Three Bridges and Horsham before moving to Micheldever 29-Mar-71. Moved for scrapping to Bird Group (Long Marston) 30‑Sep-71 from Basingstoke.
2051	Unit commenced service 21-Aug-37. DTC 12074 damaged by enemy action at Durnsford Road 22-Mar-44, repaired at the depot by 14-Apr-44. Unit withdrawn 9-May-70 and after stripping unit stored at Norwood Yard and moved for scrapping to Milton Metals. (Cardiff) 5‑Sep-70 from there. Not broken‑up until Jan-71.
2052	Unit commenced service 21-Aug-37 Unit withdrawn 27-Jun-70 and after stripping unit stored at Norwood Yard and moved for scrapping to T. J. Thomson Ltd. (Stockton) 9-Jan-71 from there.
2053	Unit commenced service 28-Aug-37. Unit withdrawn 4-Apr-70 and after stripping unit stored at Norwood Yard and moved for scrapping to Milton Metals. (Cardiff) 25-Jul-70 from there.
2054	Unit commenced service 21-Aug-37. Unit slightly damaged by V2 (flying bomb) blast near Brockley 1-Nov-44, repaired at Selhurst by 3-Nov-44. Outshopped from Lancing 3-Aug-45 in works grey but gained malachite green from 14-Sep-45 presumably due to wartime paint shortages. Unit withdrawn 4-Apr-70 and after stripping unit stored at Norwood Yard and moved for scrapping to Milton Metals. (Cardiff) 25-Jul-70 from there.
2055	Unit commenced service 3-Sep-37. Unit damaged c.Nov-50 (details unknown) and repaired at Eastleigh between 7-Nov-50 and 11-May-51. DTC 12078 damaged in collision at Wimbledon Park 14-Mar-68 and to no.2007 Jun-68. Replaced by 12108 (ex.2007), unit reformed at Selhurst and overhauled there between 19-Jun-68 and 29-Aug-68. Unit out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71, then hauled to Micheldever and moved for scrapping to Bird Group (Long Marston) 8‑Sep-71 from Basingstoke.
2056	Unit commenced service 3-Sep-37. DTC 12079 withdrawn after collision at Brighton 31-Dec-46 (details unknown) and condemned 1-Nov-47, (disposal unknown, probably broken-up at Lancing c.Jan-48), MBT 10622 at Eastleigh for repairs between 11-Jun-47 and 23-Sep-47 then spare until unit reformed at Lancing during overhaul between 7-Jan-48 and 9-Feb-48 with ‘1939 type’ 2 HAL DTC 12231 (ex.2646) Nov-47. Unit then weighed 74 tons 17cwt. With MBS 10622 leading this hybrid unit ran into the sand drag and buffers by New England Road Bridge, Brighton c.18-Jan-52. There was extensive damage to both the MBS and DTC 12231 (the end next to the MBS and first compartment appear to have been more or less destroyed?). Unit repaired at Lancing between 23-Jan-52 and 7-Aug-52. Unit withdrawn 23-Jan-71 and after stripping at Selhurst unit hauled to Micheldever 24-May-71 and moved for scrapping to Bird Group (Long Marston) 5-Aug-71 from Basingstoke.
2057	Unit commenced service 3-Sep-37. Unit withdrawn 23-Jan-71 and after stripping at Selhurst unit hauled to Micheldever 24-May-71 and moved for scrapping to Bird Group (Long Marston) 5-Aug-71 from Basingstoke.
2058	Unit commenced service 3-Sep-37. Unit slightly damaged by enemy action at Bogor 11-Apr-41. Unit out of use for a while damaged during 1957 (details unknown, possibly derailment between Brookwood and Farnborough at 6:33pm on 22-Nov-56 when a broken rail led to the partial derailment of the rearmost bogie of the eight-coach 5:37pm Waterloo to Ascot via Woking train formed of two-car units which in turn was sidescraped by the passing 6pm Waterloo to Plymouth train). Unit at Eastleigh for repairs between 3-May-57 and 10-Jul-57 then to Lancing for ‘E5’ repair and paint into BR green livery, released 26-Aug-57. Unit out of use and stored at Lancing c.May-71 then moved to Selhurst for stripping and withdrawn 12-Jun-71, hauled to Gatwick Oct-Jul-71 for store and moved for scrapping to A. King Ltd. (Wymondham) 22‑Sep-71 from there.
2059	Unit commenced service 14-Sep-37. Both cars withdrawn 5-Nov-66 following collision with 4 COR unit no.3135 at Wimbledon Park 20-Jun-66. Unit stripped and broken-up on site by 6-May-67.
2060	Unit commenced service 14-Sep-37. Unit withdrawn 4-Apr-70 and after stripping sent to scrapping to Milton Metals. (Briton Ferry) 3-Oct-70 from Norwood Yard.
2061	Unit commenced service 15-Sep-37. Unit believed damaged by enemy action in April 1941 (possibly at Streatham Hill 20-Apr-41 or Fratton depot 26-Apr-41) and repaired at Selhurst between 1-May-41 and 13-May-41. Unit withdrawn 4-Apr-70 and after stripping unit stored at Norwood Yard and moved for scrapping to Milton Metals. (Cardiff) 25-Jul-70 from there.
2062	Unit commenced service 15-Sep-37. One cab damaged (which?) by enemy machine gun fire near Alton 3-Nov-40. Following withdrawal 12-Jun-71 unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71. After stripping unit stored at Micheldever and moved for scrapping to A. King Ltd. (Wymondham) 3-Nov-71.
2063	Unit commenced service 15-Sep-37. Unit slightly damaged by enemy action at Brighton 25-May-43 but repaired at the depot by 27-May-43. Unit (with no.2004) in buffer stop collision in Woking Down Sidings 25-Mar-63 and MBS 10629 derailed. Both cars damaged and unit to Lancing for repairs 8-Apr-63 and released 1-May-63. Following withdrawal 10-Jan-70 unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70 before moving for scrapping to Armytage Ltd. (Sheepbridge) 18-Apr-70 from there, unit arrived in yard 23-Apr-70. DTC 12086 cut-up 2-May-70 and MBS 10629 cut-up 5-May-70.
2064	Unit commenced service 15-Sep-37. Unit damaged c.Jan-55 (details unknown) and repaired at Lancing between 24-Jan-55 and 13-May-55. Unit withdrawn 21-Nov-70 and after stripping unit moved from Selhurst to Micheldever arriving 2Sep-Mar-71 and stored until moved for scrapping to Bird Group (Long Marson) 19-Jul-71 from there.
2065	Unit commenced service 25-Sep-37. Unit withdrawn 4-Apr-70 and after stripping sent for scrapping to Milton Metal. (Cardiff) 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.
2066	Unit commenced service 25-Sep-37 Unit slightly damaged by enemy machine gun fire near Galley Hill 9-May-42, repaired at depot. Unit withdrawn but reinstated c.Feb-70, withdrawn again 9-May-70 and after stripping unit stored at Norwood Yard and moved for scrapping to Milton Metals (Briton Ferry) 8-Aug-70 from there.
2067	Unit commenced service 25-Sep-37. Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping to A. King Ltd. (Wymondham) 7‑Sep-71 from there.
2068	Unit commenced service 25-Sep-37. Unit withdrawn but reinstated c.Feb-70, withdrawn again 21-Nov-70 and after stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping to J. Cashmore Ltd. (Newport) 27-May-71 from Basingstoke.
2069	Unit commenced service 24-Sep-37. Unit damaged by enemy machine gun fire near Galley Hill 9-May 42 and to Lancing for repair 19-May-42, released 16-Jun-42. Unit involved in Ford collision at 11:58am on 5-Aug-51 and DTC 12092 badly damaged and withdrawn 22‑Sep-51 (disposal details unknown, possibly Eastleigh as there 2-Oct-51). The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which as standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of two-coach units. The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees. Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital. MBT 10635 to Lancing 27-Nov-51 for initial repairs, released 31-Jan-52 (along with 10666 of unit no.2100) and both sent for store to Farnham, returning to Lancing 17-Mar-54 for further repairs and overhaul, released 29-Oct-54, probably to Eastleigh, still with 10666 to await completion of new ‘all-steel’ 2 HAL DTC 12858, built Feb-55. Interior had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed 74½ tons, and MBT fitted with heavier self-contained Spencer-Moulton ‘mainline-style’ buffers. Unit withdrawn 23-Jan-71 and after stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping to T. J. Thomson Ltd. (Stockton) 7-May-71 from there.
2070	Unit commenced service 24-Sep-37. Unit damaged about Jun-56 (probable depot collision with 2 HAL no.2601) and MBS 10636 badly damaged, formed with damaged ‘1939 type’ 2 HAL DTC 12186 (ex.2601) and to Eastleigh for repairs between 21-Jun-56 and 31-Jul-57. DTC 12093 temporarily to 2 HAL DTC 12186 and ran until both units reformed to at Lancing during overhauls between 15-Aug-57 and 4-Sep-57 when unit no.2070 back into traffic. Unit weighed 74 tons 17cwt for duration of this change. Unit withdrawn 4-Apr-70 and after stripping sent for scrapping to Milton Metals. (Cardiff) 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.
2071	Unit commenced service 24-Sep-37. Unit withdrawn 14-Jun-69 and after stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then moved to Micheldever 25-Jun-70 and moved for scrapping to A. King Ltd. (Wymondham) 29-Sep-70 from Basingstoke.
2072	Unit commenced service 1-Oct-37. Unit out of use and stored at Lancing from 1-May-71 then moved to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for scrapping to A. King Ltd. (Wymondham) 15‑Sep-71.
2073	Unit commenced service 1-Oct-37. Unit withdrawn 13-Sep-69 and after stripping stored at Clapham Yard. Moved for scrapping to A. King Ltd. (Wymondham) 20-Feb-70 but train terminated at Hounslow with brake trouble and forward 26-Mar-70.
2074	Unit commenced service 12-Oct-37. Unit slightly damaged by enemy action at Aldershot 26-Feb-44 and repaired at Durnsford Road. Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping to A. King Ltd. (Wymondham) 7‑Sep-71 from there.
2075	Unit commenced service 12-Oct-37. Unit slightly damaged by anti-aircraft shell in Durnsford Road sidings 24-Feb-44 and repaired at the depot. Unit withdrawn 21-Nov-70 and after stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping to J. Cashmore Ltd. (Newport) 27-May-71 from Basingstoke.
2076	Unit commenced service 13-Oct-37. Unit damaged c.Sep-63 (details unknown) and repaired at Lancing during overhaul between 16-Sep-63 and 26-Sep-63. Unit withdrawn 20-Sep-69 and after stripping unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 1-Nov-69 from there, unit arrived in yard 11-Dec-69. MBS 10642 cut-up 19-Dec-69 and DTC 12099 cut-up 20-Dec-69.
2077	Unit commenced service 13-Oct-37. Unit damaged by V2 rocket blast near Brockley 1-Nov-44 and repaired at Selhurst between 2-Nov-44 and 11-Nov-44. Very minor damage to unit at Wimbledon Park 22-Oct-62 when DTC 1210 took two roads, not derailed but centre buffer overran the rubbing plate. Unit at Selhurst for minor damage repair 22-Aug-67 until 23-Aug-67 (details unknown). Unit withdrawn 27-Sep-67 and after stripping unit stored at Gatwick and moved for scrapping to Bird Group (Long Marston) 24‑Jan-70 from there.
2078	Unit commenced service 13-Oct-37. Unit left standing foul in Peckham Rye depot 18-Apr-61 and no.5162 sidescraped past it damaging cab end of DTC 12111, unit to Lancing for repairs between 1-May-61 and 16-May-61. Unit derailed on faulty points at Hampden Park 3-Jan-64. Unit withdrawn 23-Jan-71 and after stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping to T. J. Thomson Ltd. (Stockton) 7-May-71 from there.
2079	Unit commenced service 19-Oct-37. Unit damaged about October 1958 (details unknown) and at Lancing for repairs between 29-Oct-58 and 13-Nov-58. Unit derailed on trap points leaving Littlehampton 18-Nov-63 but repaired. Unit withdrawn 26-Jul-69 and after stripping unit stored at Balcombe and moved for scrapping to Armytage Ltd. (Sheepbridge) 18-Oct-69 from there, unit arrived in yard 29-Oct-69. MBS 10645 cut-up 12-Nov-69 and DTC 12112 cut-up 15-Nov-69.
2080	Unit commenced service 19-Oct-37. Unit badly damaged at Balham Jct. in collision with derailed goods train 15-May-69 and withdrawn 24-May-69. Part of bodyside of MBS 10646 torn out. 2 HAL unit no. 2696 was also damaged. Damaged unit stored at Gatwick then Guildford, moved for scrapping to Armytage Ltd. (Sheepbridge) 9-Sep-69 from there, unit arrived in yard 19-Sep-69. MBS 10646 cut-up 3-Oct-69 and DTC 12113 cut-up 4-Oct-69.
2081	Unit commenced service 22-Oct-37. Unit possibly damaged about January 1952 (details unknown) as at Eastleigh for repairs between 4-Feb-52 and 27-Mar-52. Unit withdrawn 23-Jan-71 and after stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping to T. J. Thomson Ltd. (Stockton) 7-May-71 from there.
2082	Unit commenced service 22-Oct-37. Unit withdrawn 9-May-70 and after stripping unit stored at Norwood Yard and moved for scrapping to Milton Metals. (Cardiff) 5‑Sep-70 from there. Not broken‑up until Jan-71.
2083	Unit commenced service 26-Oct-37. Unit to Lancing for programmed ‘E’ overhaul 18-Jan-47 but found to have underframe damage, sent to Eastleigh 21-Apr-47 and repaired by 9-Jun-47 when returned to Lancing and overhauled, released 8-Jul-47. Unit stored at Norwood Yard prior to withdrawal 23‑Jan-71 but sent in error on scrap train to T. J. Thomson Ltd. (Stockton) without stripping and still with shoegear fitted 1-Sep-71. Unit detached at Eaglescliffe and subsequently returned to Selhurst for stripping. Unit then used for accident exercises at Ashford, moving to Wimbledon Park in early April 1971 before being taken to Three Bridges for a further exercise there on 12-Jun-71. Unit then moved to Micheldever for storage 26-Jul-71, and on to Feltham 16-Nov-71. Unit moved for scrapping to A. King Ltd. (Wymondham) 20-Dec-71 from there.
2084	Unit commenced service 26-Oct-37. Unit stored at Norwood Yard prior to withdrawal 23‑Jan-71 but sent in error on scrap train to T. J. Thomson Ltd. (Stockton) without stripping and still with shoegear fitted 1-Sep-71. Unit detached at Bedford and subsequently returned to Selhurst for stripping 20-Feb-71. Unit then used for accident exercises at Ashford, moving to Wimbledon Park in early April 1971 before being taken to Three Bridges for a further exercise there on 12-Jun-71. Unit then moved to Micheldever for storage 26-Jul-71, and on to Feltham 16-Nov-71. Unit moved for scrapping to A. King Ltd. (Wymondham) 20-Dec-71 from there.
2085	Unit commenced service 26-Oct-37. Unit damaged in Dec-46 (details unknown) and repaired at Eastleigh between 1-Jan-47 and 9-Jun-47 then moved to Lancing for overhaul from 13-Jun-47 until 8-Jul-47. Unit partly stripped at Selhurst Nov-69 for Christmas mail traffic Dec-69 prior to withdrawal 27-Dec-69. Unit further stripped at stored at Norwood Yard and moved for scrapping to J. Cashmore Ltd. (Newport) 16-May-70 from there.
2086	Unit commenced service 1-Nov-37. Unit withdrawn 12-Jun-71 and initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71. Unit then stored at Micheldever and moved for scrapping to A. King Ltd. (Wymondham) 3-Nov-71.
2087	Unit commenced service 1-Nov-37. Unit damaged c.Jul-53 (details unknown) and repaired at Lancing between 9-Jul-53 and 8-Sep-53. Unit withdrawn 12-Sep-70 and after stripping stored at Norwood Yard and moved for scrapping to J. Cashmore Ltd. (Newport) 21-Nov-70 from there.
2088	Unit commenced service 12-Nov-37. Unit slightly damaged by enemy action at Brighton 25-May-43, repaired in the depot by following day. Body of DTC 12121 badly damaged in collision with unit no.2653 at 08:19am at Littlehampton on 30-Nov-49 and withdrawn 25-Feb-50. Formed of eight-coaches, as the 8:4am Bognor Regis to London Bridge (via Littlehampton) was entering platform 3 at 20 mph under clear signals it collided with the two-coach 8:18am Littlehampton to Ford train which left platform 2 against a red starting signal. All the wheels of the two leading coaches of the 8:4am train were derailed; 25’ of the offside panelling of the leading coach was stripped off. Foul of the Down line the leading bogie of the 8:18am was derailed and the corner of the motorman’s cab driven in. DTC 12121 was replaced by ‘1939 type’ 2 HAL DTC 12807 (ex.2653) and reformed unit overhauled at Lancing between 14-Feb-50 and 21-Apr-50 when released in new formation. Unit then weighed 74 tons 17cwt. Underframe of 12121 used in construction of ‘all-steel’ 2 HAL DTC 12854 for unit no.2653 completed 29-Dec-50. Unit overturned in derailment at 11:03am at Barnham on 1-Aug-62 when its motorcoach 10654 was leading the 6-car 10:17 am Brighton to Portsmouth Harbour service. As the train entered Barnham station it derailed on the partially open switches of a facing turnout number 8 (leading into the platform loop) causing the left-hand wheels of the leading bogie to travelled up the Down platform ramp and the rear of coach 10654 swung to the right against the Up platform so coach 10654 came to rest on its right-hand side diagonally across both lines between the platforms, some 85 yards from the toe of the open switch and 40 yards past the beginning of the platform ramp; its body separating from the underframe in the process. The front of the second coach (ex.HAL DTC 12807) followed the rear of 10654 and partially overturned on its right-hand side; leaning against the Up platform. The rear four coaches were not derailed and suffered only slight damage. The derailment tripped the traction current. Thirty-seven of the two-hundred and fifty passengers and Driver A. Light were injured; Guard J.E. Sands suffered shock. The turnout had moved because of a loose washer had bridged the reverse operating wire contact (electrical circuit) energising the motor (Westinghouse style M3) when signal 21 was replaced as the train passed. Following the Barnham derailment unit no.2088 was withdrawn 11-Aug-62 and bodies broken-up on site 22-Aug-62. Damaged underframes and bogies sent to Newhaven for disposal.
2089	Unit commenced service 12-Nov-37. Unit badly damaged by enemy action at Bognor 11-Apr-41 and to Eastleigh for repairs between 15-Apr-41 and 26-Feb-42, released in malachite green. Unit again damaged by enemy action about Sep-42 (details unknown) and to Eastleigh for repairs between 21-Sep-42 and 22-Dec-42. Unit painted into early BR green livery during overhaul at Lancing between 18-Mar-49 and 13-May-49. MBS 10655 damaged by fire about Feb-67 (details unknown) and unit to Eastleigh 1-Mar-67 for C5 overhaul and repair, released 3-May-67 still green but with full yellow ends. Unit withdrawn 11-Oct-69 and after stripping stored at Guildford and moved for scrapping to Armytage Ltd. (Sheepbridge) 17-Feb-70 from there, unit arrived in yard 26-Feb-70. MBS 10655 cut-up 11-Mar-70 and DTC 12122 cut-up 12-Mar-70.
2090	Unit commenced service 12-Nov-37. MBS 10656 damaged in Eastbourne sidings when struck by unit no.2947 10-Jan-65, to Micheldever for store until moved to Eastleigh for repair 27-Jul-65 and released 27-Aug-65. Unit withdrawn 11-Sep-71 though out of use since 28-Jul-71 and briefly stored at Ford prior to moving to Preston Park 14-Aug-71 for secure storage as part of the National Collection, officially transferred 6-Apr-72. Later restored for limited use on special occasions and open days etc. Both cars allocated numbers in the ‘Private Owner’ series, 10656 as NRMY 99951, 12123 as NRMY 99952, these carried on plate on underframe, original numbers still being displayed on vehicle sides. After a period in store at Lovers Walk, then West Worthing where unit suffered some vandal damage, unit moved to secure storage at St Leonards depot Aug-96. DTC 12123 moved by road to York 17-May-03 and MBS 10656 followed in June, both cars then underwent restoration at York National Railway Museum (NRM) prior to moving to the NRM outstation at Shildon for display.
2091	Unit commenced service 12-Nov-37. Unit badly damaged by enemy action at Bognor 11-Apr-41, repaired at Eastleigh between 15-Apr-41 and 22-Sep-41. Unit again damaged by enemy action at Brighton 12-Oct-42, repaired at the depot by 19-Oct-42. Unit damaged c.Jul-58 (details unknown) and repaired at Lancing between 7-Jul-58 and 10-Sep-58. Unit withdrawn 11-Oct-69 and after stripping stored at Herne Hill and moved for scrapping to Bird Group, (Long Marston) 17‑Jan-70 from there.
2092	Unit commenced service 12-Nov-37. Unit slightly damaged by enemy action at Bognor 11-Apr-41, repaired at depot. Unit withdrawn 8-Feb-69 and after stripping stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 6-May-69 from there, train delayed at Cricklewood unit not arriving in yard until 6-Jun-69. MBS 10658 cut-up 30-Jun-69 and DTC 12125 1-Jul-69.
2093	Unit commenced service 19-Nov-37. Unit damaged by enemy action at Eastbourne 12-Aug-42 and repaired at Brighton by 21-Sep-42. Unit withdrawn 27-Sep-69 and after stripping stored at Guildford and moved for scrapping to Armytage Ltd. (Sheepbridge) 17-Feb-70 from there, arrived in yard 20-Feb-70. DTC 12126 cut-up 25-Feb-70 and MBS 10659 cut-up 3-Mar-70.
2094	Unit commenced service 19-Nov-37. Unit slightly damaged by enemy action (probably at New Cross Gate 7-Jul-44) and repaired at Lancing between 10-Jul-44 and 13-Jul-44. Unit damaged c.May-52 (details unknown) as at Eastleigh for underframe? repair between 5-May-52 and 13-May-52 then at Lancing for further repairs from 27-May-52 until 5-Sep-52. Unit withdrawn 13-Sep-69 and initially stored at Gatwick. After stripping unit returned to Gatwick and moved for scrapping to Bird Group, (Long Marson) 8-Nov-69 from there.
2095	Unit commenced service 19-Nov-37. Unit believed damaged by enemy action in Oct-40 (possibly at Durnsford Road 17-Oct-40) and repaired at Eastleigh between 23-Oct-40 and 11-Nov-40. Unit damaged about Sep-44 (details unknown) and repaired at Lancing between 22-Sep-44 and 13-Oct-44. Unit damaged again c.Jul-52 (details unknown) and repaired at Eastleigh between 9-Jul-52 and 3-Oct-52. Unit withdrawn 4-Apr-70 and after stripping at Selhurst hauled to Micheldever 8-Apr-70 for store and moved for scrapping to J. Cashmore Ltd. (Newport) 28-May-70 from there.
2096	Unit commenced service 19-Nov-37. Unit damaged c.Mar-59 (details unknown) and repaired at Lancing between 11-Mar-59 and 9-Apr-59. DTC 12129 was damaged (corner of the cab on the secondman’s side) in a sidescrape collision with the second open of solo 4 BIG unit no.7033 at Lovers Walk 23-Jun-68 and exchanged with 12101 (ex.2010) Jul-68. DTC had small yellow warning panels and UIC yellow first-class banding. Unit withdrawn 27-Dec-69 and after stripping stored at Norwood Yard and moved for scrapping to Milton Metals, (Briton Ferry) Sep-May-70 from there.
2097	Unit commenced service 19-Nov-37. Unit withdrawn 13-Sep-69 and after stripping stored at Gatwick and moved for scrapping to Bird Group, (Long Marston) 8-Nov-69 from there.
2098	Unit commenced service 19-Nov-37. MBS 10664 damaged in collision with a van train at Hove 2-Nov-49, repaired at Eastleigh between 2-Dec-49 and 11-Jan-50, then overhauled at Lancing from 19-Jan-50 and released 28-Feb-50. Unit to Selhurst for ‘varnish’ 4-Jun-69 but this not carried out and unit to Eastleigh for 21-Jul-69 for C6 overhaul, released 29-Aug-69 in blue livery. Unit withdrawn but reinstated c.Feb-70. Unit withdrawn again 11-Sep-71 and initially stored at Ford and after stripping at Selhurst stored at Micheldever, moving to Basingstoke 29-Mar-72. Moved for scrapping to J. McWilliam Ltd. (Shettleston) 6-Apr-72 from there.
2099	Unit commenced service 29-Nov-37. Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping to A. King Ltd. (Wymondham) 7‑Sep-71 from there.
2100	Unit commenced service 29-Nov-37. Unit involved in Ford collision 5-Aug-51 and DTC 12133 badly damaged and withdrawn 22‑Sep-51 (body disposal details unknown but probably at Eastleigh as underframe sent there for rebodying). The six-coach 11.17am Brighton to Portsmouth train (booked to stop in Ford’s Down main platform) passed the home signal at danger and collided at about 18 mph with the rear of the eight-coach 10:47am Three Bridges to Bognor Regis train which was standing in the Down Loop platform waiting for the Portsmouth train to pass. Both trains were formed of four two-coach units. The first coach of the Portsmouth train and the rear coach of the Bognor Regis train were telescoped together for about 40’; four other coaches were also damaged to varying degrees. Motorman Sherwood was driving the Portsmouth train and was killed instantly. Eight passengers died, forty-seven were injured with forty detained in hospital. MBT 10666 to Lancing 27-Nov-51 for initial repairs, released 31-Dec-52 (along with 10635 of 2069) and both sent for store to Farnham, returning to Lancing 17-May-54 for further repair and overhaul, released 29-Oct-54, probably to Eastleigh (still with 10635) to await completion of new ‘all-steel’ 2 HAL DTC 12857, built Feb-55. Interior had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed 74½ tons and MBT fitted with heavier self-contained Spencer-Moulton ‘mainline-style’ buffers. Underframe of 12133 used in construction of ‘all-steel’ 2 HAL DTC 12856 for unit 2133. Unit withdrawn 22-Aug-70 and after stripping unit stored at Norwood Yard and moved for scrapping to J. Cashmore Ltd. (Newport) 5-Dec-70 from there.
2101	Unit commenced service 10-Dec-37. MBT 10667 damaged about October 1954 (details unknown, possible collision with unit no.2049?). DTC 12134 temporarily exchanged with damaged 12072 (ex.2049) and misformed unit sent to Eastleigh 18-Oct-54 for repair, released 30-Nov-54. Unit then to Lancing for overhaul 27-Jan-55 and released back in original formation 4-May-55. Unit ‘ran away’ at Streatham Hill and in collision with buffers near Balham 12-Jul-63 and badly damaged, but repaired at Eastleigh between 24-Jan-64 and 29-May-64 (with air horns) after a period of storage at Micheldever. Unit withdrawn 12-Jun-71 and initially stored at Lancing and moved to Selhurst for stripping 24-Jul-71. After stripping unit stored at Micheldever and moved for scrapping to A. King Ltd. (Wymondham) 3-Nov-71.
2102	Unit commenced service 10-Dec-37. Both cars destroyed by enemy action at Portsmouth Harbour 12-Aug-40 and unit withdrawn 4‑Sep-40. Underframes scrapped at Lancing during 1943, that of 10668 30-Jun-43.
2103	Unit commenced service 10-Dec-37 Unit damaged about Feb-43 and at Eastleigh for repair (lift only) between 16-Feb-43 and 7-May-43. Unit in collision with 4 SUB unis nos.4717 & 4703 at Wimbledon Park 24-Nov-70 and DTC 12136 cab damaged. Unit withdrawn 23‑Jan-71 and hauled to Micheldever 5-Feb-71 for store and moved for scrapping to T. J. Thomson Ltd. (Stockton) 15-May-71 from there.
2104	Unit commenced service 10-Dec-37. Unit to Selhurst for ‘varnish’ 21-Jul-69 but this not carried out and unit to Eastleigh 8-Sep-69 for C3 overhaul, released 23-Sep-69 in blue livery. Unit withdrawn 12-Jun-71 and initially stored at Gatwick and after stripping returned there for storage prior to moving to Weymouth 25-Mar-72 and later back to Brockenhurst. Unit moved for scrapping to A. King Ltd. (Wymondham) on 12-Jun-72 but train delayed at Hounslow and forward from there on 20-Jun-72.
2105	Unit commenced service 11-Dec-37. Unit in collision with ‘Queen Mary’ bus at 09:31hrs on Roundstone Level Crossing near (near Worthing) 22-Sep-65 and DTC 12138 derailed, damaged by fire (from the bus) and withdrawn 6-Nov-65. Running about 15 minutes late in thick fog the 08:47hrs Down four-coach electric train (pair of two-car units) ran through the crossing gates at Roundstone Level Crossing which had been incorrectly opened for road traffic. The train collided (possibly at about 35mph) with a Southdown 69-seat double-deck ‘Queen Mary’ bus pushing it some 54 yards along the line. The bus caught fire and was completely burned out. The leading bogie of unit no.2105 was derailed and the coach damaged by fire. Eight bus passengers perished in the incident. Prior to the incident unit no.2105 had been last painted in 1959 and varnished in 1963. Body of 12138 scrapped at Brighton Nov-65. MBS 10671 and frame of 12138 both to store at Micheldever 5-Dec-65 until moved to Eastleigh 9-Dec-66 for C6 overhaul and MBS 10671 formed into 4 LAV unit no.2943 from 22-Feb-67. Underframe of 12138 appears to have had damaged body of 4 LAV MBS 10945 (ex.2943) mounted onto it, then sent to Micheldever for store 13-Mar-67. This vehicle returned to Eastleigh 14-Feb-68 and broken-up 23-Feb-68.
2106	Unit commenced service 11-Dec-37. Unit possibly damaged c.May-40 as at Brighton depot for repairs from 9-May-40 until 17-Jun-40 thence to Lancing for overhaul from 19-Jun-40 until 11-Jul-40. Unit withdrawn 8-Feb-69 and after stripping unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 6-Jun-69. MBS 10672 cut-up 23-Jun-69 and DTC 12139 cut-up 27-Jun-69.
2107	Unit commenced service 11-Dec-37. Unit slightly damaged by enemy action at Durnsford Road 8-Sep-40, repaired at the depot. Unit to Eastleigh for underframe repairs from 19-Jul-48 until 25-Aug-48. Unit damaged c.Aug-51 (details unknown) and to Eastleigh for repairs from 13-Aug-51 until 19-Sep-51 then to Lancing for overhaul between 27-Sep-51 and 11-Dec-51. Unit withdrawn 6-Sep-69 and after stripping unit stored at Polegate and later Gatwick and moved for scrapping to Bird Group, (Long Marston) 22-Nov-69 from there.
2108	Unit commenced service 11-Dec-37. Unit withdrawn 2-Aug-69 and after stripping unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 11-Oct-69 from there, unit arrived in yard 22-Oct-69. DTC 12141 cut-up 1-Nov-69 and MBS 10674 cut-up 5-Nov-69.
2109	Unit commenced service 11-Dec-37. Unit withdrawn 21-Jun-69 and after stripping unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 11-Oct-69 from there, unit arrived in yard 22-Oct-69. DTC 12142 cut-up 13-Nov-69 and MBS 10675 cut-up 11-Nov-69.
2110	Unit commenced service 18-Dec-37. Unit damaged c.Sep-69 (details unknown) and to Selhurst for repairs between 16-Sep-69, released 5-Dec-69 and sent to Eastleigh 8-Dec-69 for C6 repair, but not carried out and unit withdrawn 6-Mar-70. After stripping at Selhurst unit hauled to Micheldever 8-Apr-70 for store and moved for scrapping to J. Cashmore Ltd. (Newport) 28-May-70 from there.
2111	Unit commenced service 18-Dec-37. Unit retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71 then withdrawn 9-Oct-71 and after stripping at Selhurst stored at Shalford from 13‑Jan-72. Moved for scrapping to J. Cashmore Ltd. (Newport) 11-Feb-72 from there.
2112	Unit commenced service 24-Dec-37. Unit slightly damaged c.Sep-69 and repaired at Selhurst between 30-Oct-69 and 3-Nov-69. Unit withdrawn 12-Jun-71 and stored initially at Lancing and moved to Selhurst for stripping 9-Sep-71. Stored (probably at Norwood Yard) and moved for scrapping to A. King Ltd. (Wymondham) Dec-71.
2113	Unit commenced service 24-Dec-37. Unit believed damaged by enemy action in Oct-40 (possibly at Durnsford Road 17-Oct-40) and repaired at Eastleigh between 23-Oct-40 and 11-Nov-40. Unit damaged by enemy action (probably at London Bridge 11-May-41) and repaired at Selhurst between 19-May-41 and 7-Jun-41. Unit in collision with 2 HAL no.2611 at Durnsford Road about September 1959 and MBS 10679 damaged. DTC 12146 exchanged with damaged 12196 (ex.2611) from 14-Sep-59 and unit stored at Hassocks prior to repair at Lancing between 7-Dec-60 and 28-Feb-61 when reverted to original formation. Unit weighed 74 tons 17cwt for duration of this change. Unit withdrawn 23-Jan-71 and after stripping at Selhurst unit hauled to Micheldever arriving 8-Mar-71 and moved for scrapping to J. Cashmore Ltd. (Newport) 8-May-71 from there.
2114	Unit commenced service 7-Jan-38. Unit damaged by enemy action at Eastbourne 12-Aug-42, repaired at Brighton by 2-Sep-42. Unit damaged near Raynes Park 19-Jun-44 by F/B (Flying Bomb) blast, repaired at Durnsford Road. Unit damaged c. Aug-58 (details unknown) and repaired at Lancing between 1-Sep-58 and 17-Sep-58. Unit withdrawn 21-Nov-70 and stored initially at Lancing, after stripping at Selhurst unit hauled to Micheldever 25-May-71 for store and moved for scrapping to J. Cashmore Ltd. (Newport) 12-Jul-71 from there.
2115	Unit commenced service 28-Jan-38. Unit withdrawn 11-Oct-69 and after stripping unit stored at Guildford and moved for scrapping to Armytage Ltd. (Sheepbridge) 17-Feb-70 from there, unit arrived in yard 26-Feb-70. DTC 12148 cut-up 7-Mar-70 and MBS 10681 cut-up 14-Mar-70.
2116	Unit commenced service 2-Mar-38. Unit introduced with an experimental steel roof and individual curved gutters above each door. Arriving at Fishersgate station on a Brighton to West Worthing service (headcode ‘1’), solo unit no.2116 featured in the 1952 film ‘Ghost Ship’ starring Dermot Walsh and Hazel Court. Similar scenes at Fishersgate station featured 2 BIL units no.2151 (with no.2020 trailing) and 2 NOL 1832. Unit withdrawn 12-Sep-70 and after stripping unit stored at Norwood Yard and moved for scrapping to J. Cashmore Ltd. (Newport) 21-Nov-70 from there.

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29^th October 1961 and 2 BIL unit no.2150 takes second-stage at Horsted Keynes

© Ian Nolan

Units Numbered 2117 ‑ 2152

Built between August and November 1938 this final batch of thirty-six 2 BIL units was authorised for the extension of electrification from Virginia Water to Reading (Southern), Ascot to Ash Vale and Aldershot (South Junction) to Guildford. This scheme covered 88 track miles and also included electrifying the local lines between Pirbright Junction and Sturt Lane Junction and round the spur to Frimley Junction though these lines were not used by regular timetabled electric trains.

Engineering work for this scheme was less extensive than that required for both the Portsmouth schemes and involved lengthening platforms to 540' where necessary and a new goods yard was provided at Virginia Water as a consequence of track layout alterations there.

At Ascot there were separate platforms for the Reading and Guildford lines and a new spur was provided at the west end of the station to allow the splitting of electric trains there for both routes. This required the provision of a new signal box and the new arrangements being brought into use from 16^th October 1938.

Berthing sidings were provided at Reading and additional sidings electrified at Guildford. Power supplies for this scheme saw current taken from the CEGB at Reading and distributed to ten rectifier substations, six of these between Virginia Water and Reading, three between Ascot and Ash Vale and one between Aldershot and Guildford. These were controlled from the existing control room at Woking.

Commencement of Services

Trial running of electric trains began from 30^th October 1938, though a unit had been steam‑hauled to Reading on 23^rd October for shoe clearance trials, and the full public service commenced from 1^st January 1939 although the official opening had taken place on 30^th December 1938 when a 4 BUF unit ran from Waterloo to Reading picking up Mayors, Town Clerks and other civic leaders en-route.

The train service consisted of trains at ½ hourly frequency running fast from Waterloo to Staines and dividing at Ascot for Reading & Guildford, the Guildford portion reversing at Aldershot. In busy hours the frequency stepped up to every twenty minutes and there were a few trains from Ascot to Woking via Aldershot with London connections to avoid Camberley line passengers having to change at Ash Vale.

Delivery Units nos.2117 ‑ 2152

Units nos.2117 ‑ 2152 provided for this scheme were delivered from September 1938 to February 1939 and the bodies were identical to those of the previous two batches of units with the exception of the use of wider ‘Alpax’ aluminium flanges around the sidelight frames. This batch also had stronger underframes (through the provision of additional cross-bracing) and heavier self-contained Spencer Moulton buffers (instead of the lighter ‘suburban-style’) and each vehicle was heavier, the MBTs now weighing 44 tons 8cwt and the DTCs 31 tons 13cwt giving a revised unit total of 76 tons.

The strength of the pre-war SR electric stock was not great when compared to the post-war (pre-1951) Southern Region stock or proposed strength for 1951 British Railways stock. The shear strength of the body was taken at a point just above floor level with the figure based on the ultimate shear strength of the materials involved.

Type of Car	Strength of underframe to resist end thrust measured in tons	Shear strength of body end to resist telescoping measured in tons
Pre-war Motorcoach	60	44
Pre-war Driving Trailer	80	44
Post-war Motorcoach	106	146
Post-war Driving Trailer	90	146
Future BR Motorcoaches	150	230
Future BR Driving Trailers	150	230

Units gaining full yellow ends with green livery were nos.2137 /2151 whilst unit nos.2121/ 2130 /2141 /2146 /2147 & 2150 were similarly treated though with the yellow wrapping round onto the bodysides back as far as the leading edge of the driver's door.

The following units were painted blue with full yellow ends nos.2123 /2132 /2133 /2134 /2135 /2137 /2139 /2140 /2141 /2147 & 2149.

Unit formations were as shown below with date of delivery, date of withdrawal and date and location of scrapping.

Unit no.	New date	MBT	DTC	Withdrawn	Scrapping	Scrapped by
Diag no. Code		2115 CA	2701 DA
2117	11-Aug-38	10683	12150	12-Sep-70	Nov-70	J. Cashmore Ltd, Newport
2118	11-Aug-38	10684	12151	27-Dec-69	May-70	Milton Metals, Briton Ferry
2119	18-Aug-38	10685	12152	13-Jan-45	Jan-45	Destroyed by enemy action (V2) at Peckham Rye depot
2120	18-Aug-38	10686	12153	12-Apr-69	Feb-70	Fratton Depot
2121	18-Aug-38	10687	12154	2-Aug-69	Feb-70	Fratton Depot
2122	25-Aug-38	10688	12155	8-Feb-69	Jul-69	Armytage Ltd, Sheepbridge
2123	25-Aug-38	10689	12156 12193 ^11	11-Sep-71	Mar-72	J. McWilliam Ltd, Shettleston
2124	1-Sep-38	10690	12157	12-Sep-70	Nov-70	J. Cashmore Ltd, Newport
2125	1-Sep-38	10691	12158	2-Aug-69	Dec-69	Armytage Ltd, Sheepbridge
2126	8-Sep-38	10692	12159	13-Sep-69	Nov-69	Bird Group, Long Marston
2127	8-Sep-38	10693	12160	20-Sep-69	Nov-69	Bird Group, Long Marston
2128	8-Sep-38	10694	12161	11-Oct-69	Jan-70	Bird Group, Long Marston
2129	15-Sep-38	10695	12162	26-Jul-69	Nov-69	Armytage Ltd, Sheepbridge
2130	15-Sep-38	10696	12163	23-Jan-71	Jul-71	Bird Group, Long Marston
2131	15-Sep-38	10697	12164	4-Sep-40	Sep-40	Destroyed enemy action at Portsmouth Harbour
2132	22-Sep-38	10698	12165	12-Jun-71	Sep-71	A. King Ltd, Wymondham
2133	22-Sep-38	10699	12166 12856 ^12	12-Jun-71	Dec-71	A. King Ltd, Wymondham
2134	22-Sep-38	10700	12167	4-Jul-70	Dec-70	J. Cashmore Ltd, Newport
2135	29-Sep-38	10701	12168	9-Oct-71	Feb-72	J. Cashmore Ltd, Newport
2136	29-Sep-38	10702	12169	9-May-70	Jan-71	Milton Metals, Cardiff
2137	4-Oct-38	10703	12170	12-Jun-71	Dec-71	A. King Ltd, Wymondham
2138	6-Oct-38	10704	12171	18-Oct-69	Jan-70	Bird Group, Long Marston
2139	6-Oct-38	10705	12172	12-Jun-71	Dec-71	A. King Ltd, Wymondham
2140	13-Oct-38	10706	12173	9-Oct-71	Feb-72	J. Cashmore Ltd, Newport
2141	13-Oct-38	10707	12174	12-Jun-71	Dec-71	A. King Ltd, Wymondham
2142	20-Oct-38	10708	12175	10-May-69	Sep-69	Armytage Ltd, Sheepbridge
2143	20-Oct-38	10709	12176	26-Jul-69	Nov-69	Armytage Ltd, Sheepbridge
2144	27-Oct-38	10710	12177	11-Oct-69	Feb-70	Armytage Ltd, Sheepbridge
2145	27-Oct-38	10711	12178	10-Jan-70	May-70	J. Cashmore Ltd, Newport
2146	3-Nov-38	10712	12179	23-Jan-71	Jul-71	Bird Group, Long Marston
2147	3-Nov-38	10713	12180	12-Jun-71	Nov-71	A. King Ltd, Wymondham
2148	10-Nov-38	10714	12181	3-May-69	Oct-69	Armytage Ltd, Sheepbridge
2149	10-Nov-38	10715	12182	11-Oct-69	Jan-70	Bird Group, Long Marston
2150	17-Nov-38	10716	12183	21-Nov-70	Aug-71	Bird Group, Long Marston
2151	17-Nov-38	10717	12184	4-Apr-70	Oct-70	Milton Metals, Cardiff
2152	24-Nov-38	10718	12185	4-Apr-70	Oct-70	Milton Metals, Cardiff

Notes
^#11	‘1939 type’ 2 HAL DTC diagram 2702, Code DE.
^#12	‘All-steel’ 2 HAL DTC diagram 2705, Code DQ.

Individual Unit Notes Nos.2117 - 2152

2117	Unit commenced service 26-Oct-38. Unit withdrawn 12-Sep-70 and after stripping unit stored at Norwood Yard and moved for scrapping to J. Cashmore Ltd. (Newport) 21-Nov-70 from there.
2118	Unit commenced service 26-Oct-38. Unit partly stripped at Selhurst Nov-69 for Christmas mail and parcels traffic Dec-69 prior to withdrawal 27-Dec-69. Unit stored partly stripped at Balcombe until moved to Selhurst for further stripping, then stored at Norwood Yard until moved for scrapping to Milton Metals, (Briton Ferry) Sep-May-70 from there.
2119	Unit commenced service 26-Oct-38. DTC 12152 slightly damaged by enemy action at Clapham Yard 8-Sep-40, repaired at depot. Unit wrecked by enemy action during V2 hit at Peckham Rye Depot 6‑Jan-45 and withdrawn 13‑Jan-45. Underframe of DTC 12152 used in repair of ‘1939 type’ 2 HAL DTC 12191 in unit no.2606.
2120	Unit commenced service 26-Oct-38. Unit (with 2018) rammed by loco-hauled train at Portsmouth Harbour 5-Apr-69 (details?) and withdrawn 12-Apr-69. Scrapped at Fratton by 21-Feb-70 by France Services.
2121	Unit commenced service 26-Oct-38. Unit damaged in collision with 4 CIG unit no.7309 in Three Bridges Sidings c.1-Aug-69 and withdrawn 2-Aug-69. Unit stored in disused MPD until taken to Fratton for scrapping by 21-Feb-70 by France Services.
2122	Unit commenced service 26-Oct-38. Unit damaged Feb-69 (location unknown) and withdrawn 8-Feb-69. After stripping unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 6-May-69 from there, train delayed at Cricklewood, unit not arriving in yard until 11-Jul-69. DTC 12155 cut-up 17-Jul-69 and MBS 10688 cut-up 24-Jul-69.
2123	Unit commenced service 26-Oct-38. Unit damaged about December 1951 (details unknown) and repaired at Lancing during overhaul between 21-Dec-51 and 4-Feb-52. DTC 12156 damaged about December 1967 (details unknown) and withdrawn 3‑Jan-68 and replaced by ‘1939 type’ 2 HAL DTC 12193 (ex.2608) and unit to Eastleigh 14-Feb-68 for C3 overhaul, released 22-Mar-68 in blue livery. DTC 12156 scrapped at A King Ltd, (Wymondham) Sep-68 formed as part of 4 LAV unit no.2941. Unit withdrawn 11-Sep-71 and initially stored at Lancing prior to stripping at Selhurst, then stored at Weymouth, moving to Basingstoke 25-Feb-72 and moved for scrapping to J. McWilliam Ltd. (Shettleston) 23-Mar-72 from there.
2124	Unit commenced service 26-Oct-38. Unit withdrawn but reinstated c.Feb-70. Unit withdrawn 12-Sep-70 and after stripping stored at Norwood Yard and moved for scrapping to J. Cashmore Ltd. (Newport) 21-Nov-70 from there.
2125	Unit commenced service 6-Sep-38. Unit damaged by enemy action (probably at New Cross Gate 21-Jul-44) and repaired at Lancing between 27-Jul-44 and 17-Aug-44. Unit withdrawn 2-Aug-69 and after stripping unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 11-Oct-69 from there, unit arrived in yard 25-Nov-69. DTC 12158 cut-up 28-Nov-69 and MBS 10691 cut-up 2-Dec-69.
2126	Unit commenced service 2-Nov-38. Unit slightly damaged by enemy action at Littlehampton 9-Aug-42, repaired at depot. Unit withdrawn 13-Sep-69 and after stripping unit stored at Gatwick and moved for scrapping to Bird Group, (Long Marston) 8-Nov-69 from there.
2127	Unit commenced service 2-Nov-38. Unit slightly damaged by enemy action near Ford 31-Aug-40, repaired at depot. Unit withdrawn 20-Sep-69 and after stripping unit stored at Gatwick and moved for scrapping to Bird Group, (Long Marston) 8-Nov-69 from there.
2128	Unit commenced service 2-Nov-38. Unit withdrawn 11-Oct-69 and after stripping unit stored at Gatwick and moved for scrapping to Bird Group, (Long Marston) 24‑Jan-70 from there.
2129	Unit commenced service 2-Nov-38. Unit withdrawn 26-Jul-38 and after stripping unit stored at Balcombe and moved for scrapping to Armytage Ltd. (Sheepbridge) 18-Oct-69 from there, unit arrived in yard 4-Nov-69. DTC 12162 cut-up 20-Nov-69 and MBS 10695 cut-up 26-Nov-69.
2130	Unit commenced service 2-Nov-38. Unit slightly damaged about February 1945 (details unknown) and repaired at Lancing between 8-Feb-45 and 26-Feb-45. Unit damaged about May 1958 (details unknown) and repaired at Lancing between 29-May-58 and 10-Sep-58. Unit withdrawn 23-Jan-71 and after stripping at Selhurst unit hauled to Micheldever for store, arriving 29-Mar-71 and moved for scrapping to Bird Group, (Long Marson) 19-Jul-71 from there.
2131	Unit commenced service 2-Nov-38. Both cars destroyed by enemy action at Portsmouth Harbour 12-Aug-40 (along with unit no.2102) and unit withdrawn 4‑Sep-40. Underframes scrapped at Lancing during 1943, that of 10697 23-Jun-43 and that of 12164 18-Aug-43.
2132	Unit commenced service 18-Oct-38 MBS 10698 damaged in sidescrape with unit no.2148 at Farnham 22-Jun-64 and to Wimbledon Park for repairs. Unit stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst for stripping. Hauled to Micheldever 24-Jun-71 for store and moved for scrapping to A. King Ltd. (Wymondham) 7‑Sep-71 from there.
2133	Unit commenced service 26-Oct-38. Unit damaged by enemy action (possibly at Reigate 20-Sep-40) and repaired at Lancing between 20-Sep-40 and 7-Nov-40. Whilst working the Aldershot portion of the 8:54pm from Waterloo on 8-Nov-52 unit no.2133 had a brake failure resulting in collision with light engine outside Guildford station. DTC 12166 was badly damaged and withdrawn 15-Nov-52, (possibly broken-up at Eastleigh works). The 8:54pm from Waterloo ha divided at Ascot with the front two coaches going to Reading; the rear two coaches forming the 9:46pm portion to Guildford via Aldershot. The train lost control descending Pinks Hill (1 in 100) running past two signals at danger and colliding with the tender of approaching ‘700’ class locomotive number 30693 outside of Guildford’s signalbox. The brakes had failed due to lack of air pressure after a compressor fuse had blown. 30693 was pushed back nearly 30 yards and its tender badly damaged. The leading coach of 2133 (DTC 12166) was split open, the two steel solebars of the underframe were bent backwards and the front half of the vehicle destroyed; its leading bogie being driven back to the trailing bogie. 12166 was thrown to the right coming to rest against the tender of another light engine Q1 class 33013. MBT 10699 was virtually undamaged. Motorman H. Tullett was killed instantly. Of the sixty-five passengers on the train, one died, thirty-seven were injured with six detained in hospital. Damaged MBT 10699 stored at Farnham until moved to Lancing for repair 5-Oct-54 reformed there with new ‘all‑steel’ 2 HAL DTC 12856 completed 31-Dec-54 on underframe of former 12133 (ex 2100) and unit released back to traffic 21-Feb-55. Interior of 12856 had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed 75 tons. Unit withdrawn 12-Jun-71 and initially stored at Lancing, moving to Selhurst 17-Jul-71 for stripping. Unit then stored at Micheldever and later Feltham. Moved for scrapping to A. King Ltd. (Wymondham) 20-Dec-71 from there.
2134	Unit commenced service 26-Oct-38. Roof of MBT 10700 damaged by incendiary bomb at East Putney 21-Feb-44, repaired at Durnsford Road by 26-Feb-44. Unit withdrawn 4-Jul-70 and initially stored at Ford and moved to Selhurst for stripping 21-Aug-70. After stripping unit stored at Norwood Yard and moved for scrapping to J. Cashmore Ltd. (Newport) 5-Dec-70 from there.
2135	Unit commenced service 26-Oct-38. Unit had plain end and whistle 22-Mar-64. Unit retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71 then withdrawn 9-Oct-71 and after stripping at Selhurst stored Weymouth, moving to Shalford from 28‑Jan-72. Moved for scrapping to J. Cashmore Ltd. (Newport) 11-Feb-72 from there.
2136	Unit commenced service 18-Oct-38. Unit at Lancing for underframe repairs (possible damage?) between 26-Jul-46 and 19-Aug-46. Unit withdrawn but reinstated c.Feb-70. Unit withdrawn 9-May-70 and after stripping unit stored at Norwood Yard and moved for scrapping Milton Metals, (Cardiff) 5‑Sep-70 from there. Not broken‑up until Jan-71.
2137	Unit commenced service 26-Oct-38. Unit withdrawn 12-Jun-71 and initially stored at Lancing, moving to Selhurst 17-Jul-71 for stripping. Unit then stored at Micheldever and later Feltham. Moved for scrapping to A. King Ltd. (Wymondham) 20-Dec-71 from there.
2138	Unit commenced service 18-Oct-38. Unit withdrawn 18-Oct-69 and after stripping unit stored at Herne Hill and moved for scrapping to Bird Group, (Long Marston) 17‑Jan-70 from there.
2139	Unit commenced service 26-Oct-38. Unit at Eastleigh for repairs (possible enemy action damage at Peckham Rye 6-Jan-45?) between 12-Jan-45 and 6-Mar-45. Unit withdrawn 12-Jun-71 and stored initially at Lancing and moved to Selhurst for stripping 9-Sep-71. Stored (probably at Norwood Yard) and moved for scrapping to A. King Ltd. (Wymondham) Dec-71.
2140	Unit commenced service 26-Oct-38. Unit retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71 then withdrawn 9-Oct-71 and after stripping at Selhurst stored at Shalford from 13‑Jan-72. Moved for scrapping to J. Cashmore Ltd. (Newport) 11-Feb-72 from there.
2141	Unit commenced service 26-Oct-38. Unit possibly damaged about April 1940 as at Brighton for repairs between 30-Apr-40 and 25-May-40. Unit damaged by enemy action (probably at London Bridge 11-May-41) and repaired at Selhurst between 19-May-41 and 7-Jun-41. Unit damaged about July 1947 (details unknown) and at Lancing by 23-Jul-47, taken into works 5-Aug-47 and released 1-Oct-47. Unit damaged again (details unknown, possible collision with 2019?) about February 1951, stored at Micheldever briefly until MBT 10707 to Eastleigh for underframe repair from 8-Mar-51 until 28-Mar-51, then to Lancing 3-Apr-51 and released 8-May-51 along with DTC 12174 there since 26-Feb-51. Unit withdrawn 12-Jun-71 and initially stored at Lancing, moving to Selhurst 17-Jul-71 for stripping. Unit then stored at Micheldever and later Feltham. Moved for scrapping to A. King Ltd. (Wymondham) 20-Dec-71 from there.
2142	Unit commenced service 26-Oct-38. Unit withdrawn 10-May-69 and after stripping unit stored at Polegate then Guildford and moved for scrapping to Armytage Ltd. (Sheepbridge) 9-Sep-69 from there, unit arrived in yard 11‑Sep-69. DTC 12175 cut-up 17‑Sep-69 and MBS 10708 cut-up 20‑Sep-69.
2143	Unit commenced service 26-Oct-38. Unit withdrawn 26-Jul-69 and after stripping unit stored at Gatwick and moved for scrapping to Armytage Ltd. (Sheepbridge) 11-Oct-69 from there, unit arrived in yard 4-Nov-69. MBS 10709 cut-up 20-Nov-69 and DTC 12176 cut-up 26-Nov-69.
2144	Unit commenced service 26-Oct-38. Unit withdrawn 11-Oct-69 and after stripping unit stored at Guildford and moved for scrapping to Armytage Ltd. (Sheepbridge) 17-Feb-70 from there, unit arrived in yard 20-Feb-70. DTC 12177 cut-up 5-Mar-70 and MBS 10710 cut-up 10-Mar-70.
2145	Unit commenced service 26-Oct-38. Unit hit by enemy incendiaries at Fratton Depot 3-May-41 and DTC 12178 badly burnt, unit repaired at Lancing between 9-May-41 and 30-Jun-41. Unit damaged by enemy action at Brighton 25-May-43, MBT 10711 badly affected and unit to Lancing 3-Jun-43, released 5-Oct-43. Unit damaged about January 1962 (details unknown) and repaired at Lancing between 22-Jan-62 and 5-Mar-62. Unit damaged in siding collision with steam train at Horsham 29-Sep-62, lifted at Peckham Rye then to Lancing 16-Oct-62 for store, repaired there between 12-Mar-63 and 26-Jun-63. Unit withdrawn 10-Jan-70 and after stripping unit stored at Gatwick and moved for scrapping to J. Cashmore Ltd. (Newport) 2-May-70 from there.
2146	Unit commenced service 2-Nov-38. Unit withdrawn 23-jan-71 and after stripping at Selhurst unit hauled to Micheldever for store, arriving 5-Apr-71 and moved for scrapping to Bird Group, (Long Marston) 26-Jul-71 from there.
2147	Unit commenced service 2-Nov-38. Unit withdrawn 12-Jun-71 and initially stored at Lancing, moving to Selhurst Oct-Jul-71 for stripping. After stripping unit stored at Micheldever and moved for scrapping to A. King Ltd. (Wymondham) 3-Nov-71.
2148	Unit commenced service 11-Nov-38. Cab corner of DTCF 12181 damaged in sidescrape incident with unit no.2132 at Farnham 22-Jun-64 and to Lancing for repair and overhaul between 7-Sep-64 and 20-Nov-64. Unit withdrawn 3-May-69 and initially stored at Gatwick. After stripping at Slade Green unit stored at Stewarts Lane, moving to Polegate 16-Jun-69, then Guildford and moved for scrapping to Armytage Ltd. (Sheepbridge) 9-Sep-69 from there, unit arrived in yard 7-Oct-69. MBS 10714 cut-up 19-Oct-69 and DTC 12181 cut-up 20-Oct-69.
2149	Unit commenced service 11-Nov-38. Unit withdrawn 11-Oct-69 and after stripping unit stored at Herne Hill and moved for scrapping to Bird Group, (Long Marston) 17‑Jan-70 from there.
2150	Unit commenced service 6-Feb-39. MBT 10716 slightly damaged by enemy action at Brighton 18-May-42 and repaired at Fratton by 19-May-42. Unit withdrawn 21-Nov-70 and after stripping unit hauled to Micheldever 24-May-71 and moved for scrapping to Bird Group, (Long Marston) 5-Aug-71 from Basingstoke.
2151	Unit commenced service 6-Feb-39. 2151 leading 2020 at Fishersgate © Sporting headcode ‘35’ (Brighton to Littlehampton service) whilst arriving at Fishersgate station, unit no.2151 (with no.2020 trailing) featured in the 1952 film ‘Ghost Ship’ starring Dermot Walsh and Hazel Court. Similar scenes at Fishersgate station featured 2 BIL 2116 and 2 NOL 1832. Unit withdrawn 4-Apr-70 and after stripping unit disposed of for scrap to Milton Metals, (Cardiff) 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.
2152	Unit commenced service 6-Feb-39. Unit withdrawn 4-Apr-70 and initially stored at Lancing, moving to Selhurst for stripping 31-Jul-70. Unit disposed of for scrap to Milton Metals, (Cardiff) 19-Sep-70 but train delayed at Old Oak Common until 19-Oct-70.

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With its 1955-built DTC, 2 BIL unit no.2069 at Hove Station, Aug 1964

© Ian Nolan

Additional DTC Vehicles
Built for 2 BIL and 2 HAL units

Five DTCs were constructed between late 1950 and early 1955, three on underframes from collision /fire damaged 2 BIL and 2 HAL vehicles, numbered 12854 ‑ 12858. These cars were formed into various 2 BIL and 2 HAL units to make up accident losses, but one (12855) was paired with a 4 SUB type saloon motorcoach and used to make up a further 2 HAL unit numbered 2700 from July 1954.

In the middle of the car one first-class and the immediately adjacent second-class compartment were designated non-smoking.

These vehicles were to Diagram 2705 and Code DQ.

Order No. HO 3618 dated 2‑Nov‑49

12854 on underframe of 12121 (ex 2088) for 2 HAL unit no.2653. (29-Dec-50).

Order No. HO 4009 dated 2‑Jul‑53

12855 on underframe of 12037 (ex 2014) for 2 HAL unit no.2700. (31-Dec-54).

12856 on underframe of 12133 (ex 2100) for 2 BIL unit no.2133. (31-Dec-54).

12857 on new underframe for 2 BIL unit no.2100. (Feb‑55).

12858 on new underframe for 2 BIL unit no.2069. (Feb‑55).

Note:

These last two were built on underframe order No. 7566; the last two SR type 62' 0" underframes ever built.

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7TC set no.701 sitting in a condemned road at Micheldever c.1969 with former DTC nearest (now TC 12107). The set received blue livery and had its headcode removed at Eastleigh (outshopped September 1967). However, following two fires in October 1967 the set languished for some time at Selhurst before being condemned. Note the leading bogie still retails its shoebeam brackets.

© Chris Wilson collection

Set 900 /7 TC Set 701

With the dieselisation of the Oxted line there was a shortage of electrically heated stock to work with the BRCW Type 3 Diesel Locomotives (later Class 33). 2 BIL unit no.2006 was disbanded on the 27^th June 1963 after damage repairs to DTC 12107 and both cars transferred to set no.900 sandwiching five former 4 SUB trailer cars. The shoegear and control equipment was removed and the jumper cables modified. MBS 10573 operated as a trailer brake second with motors removed reducing the car’s weight from 43 to 35 tons. Both vehicles had their jumpers altered to allow heating from the diesel locomotives. The lavatories and first class compartments remained. Livery was the darker shade of BR(S) multiple unit green.

Four of the SUB vehicles were 1946-built wooden /canvas roofed 10 compartment 'augmentation' trailers numbered 10346 /10349 /10351 & 10353 which had been removed from units nos.4329 /4346 /4328 & 4352 respectively. These 4 SUB units had been withdrawn in 1960/1 with the remaining ‘original’ SUB trailers from these units having been scrapped at Newhaven. After storage on the former spur line from Winchester Junction to Worthy Down (the spur became a siding on 25^th November 1951 before removal on 24^th June 1962) they were moved to Fullerton Goods Yard thence to Micheldever before being taken to Eastleigh for overhaul. During overhaul they were fitted with glass-fibre doors.

The fifth SUB trailer was 1946-built 11485 which had been removed from unit 4115 during July 1963 and was equipped with a lighting generator. This was an all-steel 9 compartment trailer; these having been designed as composites but never previously used in that guise. For set no.900 11485 had its six centremost compartments fitted out as first class thus becoming the only one of these trailers to be used as a composite. The single second class compartment was marshalled towards the DTC.

Immediately prior to their use in set 900 all these trailers were equipped with self-coloured fibreglass doors.

Set no.900 was released from Eastleigh works on 6^th September 1963 being ready for service on the next day. From 9^th September 1963 its usual workings were the 7:25am Tunbridge Wells to London Bridge (via East Grinstead) berthing at New Cross Gate in readiness for the 5:20pm return. Overnight and weekends it was berthed at Eridge.

In February 1966 set no.900 became 7 TC no.701 and although ‘TC’ designated ‘Trailer Control’ set 701 never had the driving cabs reinstated. In any event the lack of side-buffers between intermediate vehicles would have probably precluded pull-push operation.

Following the 2^nd January 1967 closure of Ashurst Junction to East Grinstead set no.701’s service now departed Crowborough at 07:57am running via Edenbridge Town but still departed London Bridge at 17:20pm. Overnight and weekend berthing was now undertaken at Crowborough.

On 19^th July 1967 set no.701 was overhauled at Eastleigh in all-over blue (and strangely) with full yellow ends but with the headcode panels now plated over. Vehicle 11485 received UIC yellow banding over its first-class compartments.

Between 21^st July and 27^th September 1967, the duties of set no.701 were covered by a mixed loco-hauled set comprising Bullied BCK, Mk1 FO and five Mk1 S coaches; these being displaced from Waterloo – Basingstoke services by the new electric trains of the Bournemouth electrification.

However, after two electrical fires in October 1967 set no.701 ceased being used, it underwent repairs at Selhurst between 4-Nov-67 and 13-Nov-67 but was then stored at Tennison Road Sidings (Norwood Junction) thence Micheldever before being disbanded early in 1969. Both ex.2 BIL cars 10573 and 12107 were withdrawn on 12^th April 1969 at Micheldever before being used (along with a SUB trailer) for a Fire Brigade exercise at Woking in November 1969. The 2 BIL cars were subsequently moved for scrapping at A. King Ltd. (Wymondham) on 31^st Jan 1970.

The SUB trailers all saw further service; 9-compartment composite 11485 was declassified to all-second and during modification for use in unit no.5115 (which had suffered accident damage at Norwood Junction) was renumbered as 15084. 10346 went to 4 SUB unit no.4131 in June 1969; 10349 & 10351 to unit no.4132 in August 1969 and 10353 to unit no.4364 (which had suffered accident damage at Hampton Court).

Car no.	Diag no.	SR Code.	Type in set 900	From unit no.	Orig. unit type	Set 701 & into Blue	Number Change	In unit	Final unit type
10573	2111	N/K	TBS	2006	2 BIL MBS	1967	Wdn	Scrapped
10351	2013	DN	TS	4328	Aug. SUB	1967	No change	4132	4 SUB
10353	2013	DN	TS	4352	Aug. SUB	1967	No change	4364	4 SUB
11485	2314	DP	TC	4115	4 SUB	1967	15084	5115	4 EPB
10349	2013	DN	TS	4346	Aug. SUB	1967	No change	4132	4 SUB
10346	2013	DN	TS	4329	Aug. SUB	1967	No change	4131	4 SUB
12107	2700	N/K	TC	2006	2 BIL TC	1967	Wdn	Scrapped

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2 BIL unit no.2051 leads 2 HAL no.2620 as they call at a neat and tidy Barnham station working the 08.45hrs Brighton to Portsmouth Harbour on Saturday 1^st March 1969.

Unit no.2051 was withdrawn just over a year later still in this livery having led a fairly blameless existence from August 1937 although its DTC was slightly damaged by enemy action at Durnsford Road on Wednesday 22^nd March 1944.

© John Hayward

Unit Liveries

Units entered service in SR lined Olive green before most received Malachite Green; the pre-war Malachite appearing to be lighter than post-war. Initially under British Railways (following nationalisation on 1^st January 1948) units will have continued to be outshopped in Southern Railway Malachite Green using Southern typeface; the exact date of change of typeface at Lancing is currently uncertain and possibly pre-dates the change to ‘early’ BR Green.

BR Green Liveries

Whilst the Railway Executive published its ten standard liveries in February 1949 there would have been a delay before adoption at various railway depots. Individual unit record cards shew BR Green being used at least by 17^th May 1949 although exactly what shade this ‘early’ BR Green was is not described thereon. Prior to this date units are described as ‘BR Repaint’ until further details emerge as to the change from Malachite to BR Green (the precise difference being unclear although some Lancing Carriage Works notes appear to separately identify the two).

Under British Railways, Southern electric multiple units were initially outshopped in ‘early’ BR Green (more akin to Malachite) with later repaints from 9^th July 1956-on being undertaken in the later darker BR Green at Lancing Carriage Works; 4 COR unit no.3132 was the last to be repainted in ‘early’ BR Green (outshopped Monday 2^nd July 1956) with 4 SUB unit no.4112 being the first to be painted into ‘darker’ BR Green (outshopped Monday 9^th July 1956).

At this time locomotive-hauled coaching set 974 appeared in BR Green (outshopped Wednesday 11^th July 1956) with coaching set 466 being the last full set outshopped in CLC on Tuesday 10^th July 1956.

Abolition Second Class
(Sunday, 3^rd June 1956)

Like the locomotive-hauled coaching stock, any Southern Railway multiple units still carrying the Third-class ‘3’ on their doors would have had these removed either the first varnish or repaint after 3^rd June 1956.

Yellow Warning Panels

The inverted black triangle on yellow warning panels /ends was there to provide an early indication to station staff that there was no brake van at the other end of the unit.

Following early ‘yellow warning-panel’ experiments including a BR(S) Type JA EDL and a 4 SUB unit no.4378 in 1962, Lancing started with yellow panels in 1963; the first possibly being unit no.2128 on 9^th October 1963). Eastleigh followed with 4 LAV unit no.2929 on 1^st November 1963. At Selhurst the application of yellow warning panels appears to have commenced with unit no.4101 on 18^th February 1965. Yellow warning panels were usually (but not always) added during repaints or varnishing.

Most 2 BIL units subsequently received yellow warning panels thence full-yellow ends (^§ yellow wrap); some eventually received BR Blue with full-yellow ends; none were painted blue with yellow warning panels.

UIC First-class Yellow Cantrail Banding

With the exception of the 4 BEP /4 CEP units the first Southern electric unit to receive UIC First-class cantrail banding was 4 LAV unit no.2926 (TC car 11509) outshopped from Lancing 3^rd November 1962. It is believed that all units painted else next varnished after this date received the UIC First-class banding; sometimes pre-dating the application of yellow warning panels.

Lancing, Eastleigh & Selhurst Paint Shops

Painting was undertaken at Lancing Carriage Works else Eastleigh (denoted thus ~) or Selhurst (denoted thus *) after the recorded paint date (of the last car repainted of each unit). Some but not all units received yellow warning panels during their repaints.

Unit	Malachite (Southern Rly)	BR Green (early)	BR Green (early)	BR Green (darker)	BR Green (darker)	Yellow panels added	Full Yellow (Green)	BR Blue (Full Yellow)
2001	7-Dec-45	No	-	23-Jan-58	26-Aug-65~	26-Aug-65~	Wdn
2002	23-Apr-45	13-Sep-55	-	26-Nov-64~	-	26-Nov-64~	Wdn
2003	11-Sep-45	1-Jun-54	-	7-Oct-64	-	7-Oct-64	24-Apr-68*	Wdn
2004	18-Dec-45	7-Jul-53	-	17-Sep-65~	-	17-Sep-65~	Wdn
2005	5-Nov-43	6-Mar-52	-	29-May-62	-	28-Nov-66~	Wdn
2006	7-Nov-44	3-Jun-54	-	Disbanded
2007	12-Nov-46	No	-	14-Dec-56	27-Oct-64~	27-Oct-64~	Wdn
2008	31-Jan-46	15-Sep-54	-	18-Sep-64	-	18-Sep-64	Wdn
2009	10-Jul-47	No	-	9-Jan-57	11-Jun-65~	11-Jun-65~	26-Aug-67*^§	Wdn
2010	1-Jun-42	19-Jul-50	-	16-May-60	-	19-Feb-65*	Wdn
2011	8-Nov-44	26-May-55	-	2-Nov-64~	-	2-Nov-64~	14-Aug-67*^§	Wdn
2012	No	12-May-50	-	24-Aug-61	-	23-Jan-64	Wdn
2013	No	20-Apr-51	-	3-Mar-61	-	18-Apr-66*	Wdn
2014	Wdn
2015	21-Jun-45	4-Jan-52	-	8-May-61	-	30-Oct-63	Wdn
2016	18-Jan-46	No	-	30-Jan-57	-	26-Nov-64~	No	26-Apr-69*
2017	23-Dec-46	No	-	15-Mar-57	-	3-Sep-64	Wdn
2018	9-Aug-41~	11-Oct-51	-	5-Oct-60	-	5-May-65*	Wdn
2019	6-Dec-46	7-Sep-55	-	2-Dec-64~	-	2-Dec-64~	Wdn
2020	14-May-46	No	-	1-Jul-57	-	9-Dec-65~	Wdn
2021	No	14-Feb-50	-	18-Mar-58	-	No	5-Apr-67^~§	Wdn
2022	16-May-45	6-Dec-55	-	13-Jan-65~	-	13-Jan-65~	No	24-Jul-68~
2023	No	28-Feb-51	-	8-Jan-60	-	18-Oct-65*	Wdn
2024	20-Jun-45	21-Jun-54	-	16-Nov-64~	-	16-Nov-64~	No	18-Jan-69*
2025	30-Apr-46	No	-	7-Jan-57	12-Jan-65~	12-Jan-65~	No	9-Jan-68~
2026	20-Oct-47	No	-	29-Mar-57	2-Jan-64	No	18-Dec-67*^§	Wdn
2027	10-Jan-46	No	-	10-Jun-58	3-Feb-67~	3-Feb-67~	Wdn
2028	31-May-46	18-Nov-55	-	7-Feb-64~	-	7-Feb-64~	No	12-Mar-69~
2029	28-May-46	No	-	18-Feb-57	11-Oct-66~	11-Oct-66~	Wdn
2030	BR repaint	23-Jun-48	-	29-Sep-60	-	1-Aug-66*	Wdn
2031	No	6-Dec-49	-	8-Feb-61	-	30-Apr-65*	Wdn
2032	1-Mar-46	No	-	19-Jul-57	14-Feb-64	23-Feb-67*	No	3-Sep-69*
2033	6-Feb-45	8-Sep-54	-	4-Sep-64~	-	4-Sep-64~	No	7-Aug-69~
2034	10-Nov-44	11-May-56	-	3-Jan-64~	-	3-Jan-64~	No	21-Jul-69*
2035	No	29-Dec-49	-	?-Mar-60	-	15-Nov-65*	Wdn
2036	BR repaint	2-Jul-48	-	14-Aug-57	9-Jun-66~	9-Jun-66~	No	3-Oct-69*
2037	BR repaint	24-Mar-48	-	6-Jun-58	19-Aug-66~	19-Aug-66~	Wdn
2038	13-Mar-46	No	-	9-Sep-57	-	20-Dec-63	4-Mar-68*^§	Wdn
2039	23-Aug-45	15-Jul-54	-	26-Apr-63	-	14-Feb-66*	Wdn
2040	14-Jun-45	16-Apr-51	-	6-Dec-60	-	21-Mar-66*	Wdn
2041	No	11-Apr-50	-	18-Mar-60	-	21-Jan-65	Wdn
2042	30-Sep-43~	14-Aug-51	-	28-Oct-60	-	10-May-65*	Wdn
2043	26-Jul-45	No	-	7-Jun-57	23-Jun-64	23-Jun-64	No	13-Mar-68~
2044	26-Sep-45	22-Jan-54	-	6-Nov-62	-	23-Aug-65*	Wdn
2045	24-Aug-45	30-Oct-52	-	18-Jan-62	-	12-Jun-64	Wdn
2046	2-May-45	?-Nov-53	-	10-Dec-62	-	5-Mar-64	Wdn
2047	3-Jul-46	No	-	4-Sep-56	22-May-64~	22-May-64~	Wdn
2048	4-Dec-45	7-Jul-54	-	30-Apr-62	-	No	13-Oct-67*	Wdn
2049	No	27-Jun-50	-	4-Nov-60	-	25-Nov-63	Wdn
2050	20-Aug-47	No	-	20-Dec-56	6-Jan-66~	6-Jan-66~	23-Mar-68*^§	Wdn
2051	1-Jul-47	No	-	29-Nov-56	2-Feb-64~	24-Jan-67~	Wdn
2052	23-Dec-46	No	-	28-Jan-57	17-Dec-63	30-Nov-66~	No	19-Feb-70*
2053	27-Mar-46	16-Jun-55	-	30-Jan-65~	-	30-Jan-65~	16-Sep-67*^§	Wdn
2054	14-Sep-45^¤	28-Sep-54	-	2-Jul-64	-	2-Jul-64	Wdn
2055	28-Aug-46	No	-	20-May-57	16-Nov-64~	16-Nov-64~	24-Apr-67~	Wdn
2056	6-Jun-46	2-Nov-55	-	17-Mar-65~	-	17-Mar-65~	22-Nov-68*^§	Wdn
2057	No	22-Mar-50	-	26-May-59	-	22-May-64	25-Aug-67~	Wdn
2058	No	20-Jul-49	-	26-Aug-57	2-Jun-66~	2-Jun-66~	No	9-May-69~
2059	No	25-Jan-51	-	16-Jan-61	-	10-Aug-64	Wdn
2060	6-Jun-46	No	-	23-Oct-58	15-Apr-66~	15-Apr-66~	14-Nov-68*^§	Wdn
2061	No	8-Jun-50	-	8-May-58	19-Jan-67~	19-Jan-67~	Wdn
2062	BR repaint	22-Jun-48	-	13-Jun-58	20-Aug-65~	20-Aug-65~	No	28-Nov-69*
2063	No	10-May-50	-	10-Mar-61	-	4-Jun-65*	Wdn
2064	17-Jan-46	13-May-55	-	14-Jan-65~	-	14-Jan-65~	No	5-Dec-67~
2065	19-Aug-46	25-Apr-55	-	25-Oct-63	-	27-May-66*	5-Dec-68*	Wdn
2066	5-Feb-46	10-Mar-54	-	26-Mar-63	-	21-Oct-65*	Wdn
2067	BR repaint	19-Mar-49	-	9-Apr-58	28-Oct-66~	28-Oct-66~	No	7-Feb-70*
2068	No	10-May-50	-	4-Oct-61	-	30-Jan-64	Wdn
2069	No	29-Nov-50	29-Oct-54	13-Mar-64~	-	13-Mar-64~	Wdn
2070	No	17-Mar-50	-	4-Oct-61	-	1-Aug-66*	Wdn
2071	No	2-Jun-50	-	29-Jun-60	-	25-Mar-65*	Wdn
2072	20-Mar-46	No	-	31-Dec-56	7-May-65~	7-May-65~	No	7-May-69~
2073	No	22-Jun-49	-	9-Sep-60	-	31-Jan-64	Wdn
2074	18-Jul-46	4-Oct-55	-	15-Sep-64~	-	15-Sep-64~	4-Mar-68*^§	20-Sep-69*
2075	No	4-May-50	-	30-Sep-59	-	22-Jul-64	No	12-Nov-67~
2076	No	7-Jul-50	-	7-Apr-61	-	8-May-67*	Wdn
2077	No	27-Jul-50	-	18-May-60	-	9-Sep-64	Wdn
2078	No	15-Nov-49	-	9-Apr-59	4-Jul-67~	17-Dec-63	4-Jul-67~	Wdn
2079	No	2-Apr-51	-	29-Nov-60	-	18-Jun-64	Wdn
2080	19-Jun-46	No	-	13-Sep-56	26-May-65~	26-May-65~	No	6-Feb-69~
2081	No	11-Dec-50	-	1-Jun-61	-	26-Feb-64	Wdn
2082	17-Oct-47	No	-	14-Jun-57	16-Nov-66~	16-Nov-66~	Wdn
2083	8-Jul-47	No	-	18-Feb-57	2-Jul-65~	2-Jul-65~	28-Sep-68*^§	Wdn
2084	BR repaint	16-Nov-48	-	4-Feb-59	-	13-Jan-64	Wdn
2085	8-Jul-47	No	--	3-Sep-57	27-Oct-66~	27-Oct-66~	Wdn
2086	BR repaint	17-Jan-49	-	9-Oct-57	-	28-Jul-64	No	22-Jan-70*
2087	No	28-Feb-52	-	10-Jan-64~	-	10-Jan-64~	Wdn
2088	No	21-Apr-50	-	3-May-61	Wdn
2089	26-Feb-42	13-May-49	-	22-Oct-65~	-	22-Oct-65~	18-May-67~^§	Wdn
2090	5-Nov-47	No	-	27-May-58	16-Jun-67~	1-Jan-65	14-Jun-67~	6-Feb-70*
2091	No	1-Feb-50	-	1-Dec-60	-	14-Feb-66*	Wdn
2092	BR repaint	16-Dec-48	-	16-Feb-60	-	18-Apr-66*	Wdn
2093	No	16-Aug-51	-	19-May-61	-	9-Jan-65	15-Nov-67*^§	Wdn
2094	No	17-May-49	-	10-Mar-60	-	15-Jul-64	Wdn
2095	BR repaint	11-Jan-49	-	25-Sep-57	10-Nov-65~	10-Nov-65~	Wdn
2096	BR repaint	24-May-48	-	23-Apr-58	-	12-Nov-63	Wdn
2097	No	4-Jan-51	-	14-Jul-60	-	6-May-64	Wdn
2098	BR repaint	26-Jan-48	-	20-Nov-57	23-Sep-65~	23-Sep-65~	No	26-Aug-69~
2099	BR repaint	14-May-48	-	16-May-57	9-Dec-65~	9-Dec-65~	No	20-Jun-69~
2100	No^¤	29-Oct-54	-	20-Mar-65~	-	20-Mar-65~	Wdn
2101	13-May-46	4-May-55^¤	-	29-May-64~^¤	-	29-May-64~^¤	No	20-Jun-69*
2102	Wdn
2103	21-Feb-46	2-Dec-55	-	31-Dec-64~	-	31-Dec-64~	No	1-Jan-69~
2104	BR repaint	2-Apr-48	-	11-Apr-57	27-May-66~	22-May-66~	No	18-Sep-69~
2105	1-Jul-46	No	-	17-Feb-59	Wdn
2106	6-Dec-46	No	-	27-Jun-57	16-Nov-64~	16-Nov-64~	Wdn
2107	No	13-Dec-49	-	21-Oct-60	-	15-Nov-65*	Wdn
2108	No	17-May-51	-	17-Feb-61	-	30-Aug-66*	Wdn
2109	No	8-Jun-51	-	24-Mar-61	-	2-May-66*	Wdn
2110	19-Jul-46	No	-	29-Aug-56	10-Sep-65~	10-Sep-65~	Wdn
2111	No	2-Feb-50	-	27-Apr-60	-	20-Aug-64	No	21-Sep-67~ & 7-Jan-70*
2112	No	14-Dec-49	-	30-May-58	26-Oct-66~	26-Oct-66~	No	20-Sep-68~
2113	7-May-46	No	-	3-Jan-58	18-Mar-66~	18-Mar-66~	6-Aug-68*	Wdn
2114	25-Sep-47	No	-	3-Dec-56	18-Oct-66~	18-Oct-66~	Wdn
2115	No	6-Feb-50	-	4-Jan-61	23-Apr-65~	23-Apr-65~	Wdn
2116	No	25-Nov-48	-	8-Jul-57	1-Jul-64~	1-Jul-64~	30-Mar-67~^§	Wdn
2117	No	14-Nov-50	-	13-Jan-61	-	12-Oct-64	Wdn
2118	No	23-Jan-50	-	7-Mar-60	-	15-Jun-65*	Wdn
2119	Wdn
2120	No	20-Nov-51	-	29-Nov-60	-	27-May-66*	Wdn
2121	No	22-Jun-51	-	22-Nov-61	-	29-Jun-64	17-Jul-67*	Wdn
2122	No	16-Jun-49	-	23-Jun-61	-	23-Nov-64	Wdn
2123	No	4-Feb-52^¤	-	11-Oct-62	-	19-Nov-65*	No	19-Mar-68~
2124	No	27-Feb-50	-	14-Dec-60	-	21-Mar-66*	Wdn
2125	No	15-Feb-50	-	25-Apr-60	-	17-May-65*	Wdn
2126	No	6-Dec-50	-	5-Sep-60	-	9-May-66*	Wdn
2127	No	21-Dec-49	-	28-Nov-60	-	14-Sep-66*	Wdn
2128	No	28-Jun-50	-	28-Mar-61	-	9-Sep-63	Wdn
2129	No	3-Jan-51	-	27-Feb-61	-	1-Feb-66*	Wdn
2130	No	19-Jan-50	-	10-Sep-58^¤	-	No	10-May-67~	Wdn
2131	Wdn
2132	No	10-Feb-50	-	14-Aug-58	-	17-Jan-67~	No	31-Jan-70*
2133	No	5-Jul-49	21-Feb-55^¤	13-Nov-64~	-	13-Nov-64~	No	30-Oct-67~
2134	No	29-Aug-51	-	16-Aug-60	-	15-Jun-64	No	22-Nov-67~
2135	18-Aug-47	1-Jun-56	-	25-May-66~	-	25-May-66~	No	30-Dec-68~
2136	No	12-Jan-51	-	16-May-60	-	27-Mar-65~	Wdn
2137	No	5-Sep-49	-	1-Jan-59	-	No	14-Mar-67~	17-Sep-69*
2138	No	28-Jun-51	-	26-May-61	-	14-Sep-66*	Wdn
2139	13-Sep-46	15-Mar-55	-	30-Jan-64	-	30-Jan-64	No	13-Jan-70*
2140	No	23-Nov-48	-	26-Jul-56	19-Aug-65~	19-Aug-65~	No	18-Dec-68~
2141	No	28-Jun-49	-	22-Jul-58	28-Nov-63	28-Nov-63	21-Mar-67~	30-Aug-69*
2142	No	24-Jul-50	-	11-Feb-60	-	23-Sep-64	Wdn
2143	No	13-Apr-50	-	11-Dec-58	-	23-Oct-64	Wdn
2144	No	6-Dec-51	-	9-Dec-59	-	25-Mar-65*	Wdn
2145	8-May-46	18-Nov-53	-	5-Mar-62^¤	-	24-Aug-64	Wdn
2146	17-Nov-47	No	-	27-Feb-57	25-Sep-65~	25-Sep-65~	29-Nov-68*	Wdn
2147	No	28-Feb-50	-	24-Jul-59	-	8-Apr-64	16-Mar-67~	30-Oct-69*
2148	No	2-Jan-50	-	26-May-60	-	20-Nov-64	Wdn
2149	No	1-Nov-50	-	22-Jul-60	-	No	No	15-Dec-67~
2150	11-Dec-47	No	-	18-Jan-57	19-Nov-65~	19-Nov-65~	5-Jul-68*	Wdn
2151	13-Nov-46	14-Dec-55	-	21-Jan-65~	-	21-Jan-65~	27-Nov-67*	Wdn
2152	No	8-Nov-51	-	27-Dec-61	-	1-Dec-64	Wdn
	^¤ See unit notes	^¤ See unit notes	^¤ See unit notes	^¤ See unit notes

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Passengers detraining from the wrecked train just a few moments after the Barnham derailment at 11.03 am on Wednesday 1^st August 1962. Fortunately, there were no serious injuries but hybrid 2 BIL unit no.2088 was scrapped on site.

© Ian Nolan

Barnham Derailment 1^st August 1962

These photographs of hybrid 2 BIL unit no.2088 were taken by Ian Nolan immediately after the Barnham derailment on 1^st August 1962. Ian’s report is as follows:

“On 1st August 1962, I was a 17-year-old passenger in the second car of this train, when suddenly at Barnham there was a change from running on rails to running on the platform. Fortunately, there were no serious injuries, and after "all change" on to buses, I was able to complete my trip - to Eastleigh Railway Works Open Day”.

© Ian Nolan

© Ian Nolan

© Ian Nolan

The distorted canvas roof of unit no.2088’s ex.2 HAL DTC is clearly visible.

© Ian Nolan

© Ian Nolan

© Ian Nolan

2 BIL Units in Model Form

© Hornby R3162 Model of 2 BIL No.2134

Prior to the Hornby model Ian Kirk produced an excellent plastic kit of the 2 BIL; these were continued by DC Kits.

In 2013 Hornby produced ready-to-run 2 BIL units with SR lined-olive liveried nos.2114 and 2041 as well as BR(S) green liveried nos.2090, 2134 and 2142.

Both the Ian Kirk kit and the Hornby model have the correct bodystyle for units nos.2011 to 2152 with the motorcoach having a larger luggage area, six first class compartments and one four seat coupe (when compared to units nos.2001 to 2010). Units nos.2117 to 2152 had the larger self-contained Spencer-Moulton ‘mainline-style’ buffers.

These do appear to be fine models and Hornby has fitted the correct size buffer variants. The only errors noted so far suggest the arc chutes may be on the slim side and the cab door handles face down instead of up. Sadly, quality control was lacking on some with white glue visible around the sidelight surrounds. However, it is possible that Hornby have corrected this glue fault from no.2142 onwards; a welcome step forward.

Further models followed in 2014 with units nos.2019 (BR green), 2086 (blue), 2090 (blue) & 2147 (SR lined olive). In 2019 Hornby produced a 2 BIL DTC for 2 HAL hybrid unit no.2611.

Unit	Catalogue	Livery	Notes
2019	(R3257)	BR green	Fitted with air horns, yellow warning panel and UIC first-class yellow cantrail banding. The model therefore dates between 2^nd December 1964 and withdrawal on 3^rd January 1970. However, the model appears to be erroneously fitted with the heavier buffers. The inverted black triangle provided an early indication to station staff that there was no brake van at the other end of the unit.
2041	(R3161A)	SR lined	As renumbered from January 1937 before repainting into BR early Green 11^th April 1950.
2052	(R3700)	SR lined	As renumbered from January 1937 before repainting into Malachite 23^rd December 1946.
2086	(R3258)	BR blue	Fitted with air horns, full yellow ends and UIC first-class yellow cantrail banding placing it 22^nd January 1970 to withdrawal on 12^th June 1971. The inverted black triangle provided an early indication to station staff that there was no brake van at the other end of the unit.
2090	(R3177)	BR green	Fitted with air horns which would suggest an earliest date of 1963. 2090 lacks yellow warning panels which it was outshopped with on 1^st January 1965). Issued with NRM branding some painting of items such as fuse-boxes and shoe beams was omitted.
2090	(R3259)	BR blue	Fitted with air horns, full yellow ends and UIC first-class yellow cantrail banding placing it between 6^th February 1970 to withdrawal an 11^th Sep 1971. The inverted black triangle provided an early indication to station staff that there was no brake van at the other end of the unit.
2114	(R3161)	SR lined	As renumbered from January 1937 before repainting into Malachite 25^th September 1947.
2134	(R3162)	BR green	BR green livery with self-contained buffers. Fitted with air horns which would suggest an earliest date of 1963. The lack of yellow warning panels places it before 16^th June 1964.
2142	(R3162A)	BR green	BR green livery with self-contained buffers. Fitted with air horns (which would suggest an earliest date of 1963. The lack of yellow warning panels places it before 23^rd September 1964.
2147	(R3161B)	SR lined	As renumbered from January 1937 before repainting into BR early Green 28^th February 1950.

Finally, articles on ‘Improving the Hornby 2 BIL’ including conversion to P4 can be found here and on 2 BIL hybrid units (with 2 HAL vehicles) can be found here in the East Sussex Finescale web pages.

Thanks go to research author John Atkinson, webpage author, editorial and additional information C.Watts, contributions from Glen Woods /Bluebell Railway Museum, Chris Wilson along with the many photographers listed below their images; in particular Ian Nolan (for kind use of his photographs and his personal account of the Barnham derailment)..

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

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

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

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

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

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

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