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British Rail Southern
Region design
3D
(Nos.1301 to 1319)
|
Sevenoaks, Thursday 24th
May 1979 with the 18.45
Charing Cross to Hastings powering away from the
station in its booked formation of 6B + 3D with 3D unit no.1301 in the rear.
The 3D unit will be detached at Tunbridge Wells Central and run round ECS to
Tunbridge Wells West to berth. On this day the leading
unit was a typical St Leonards ‘mongrel’, being 6L unit no.1031 but formed
with the buffet car of no.1035 (which was away at Swindon on a lengthy
overhaul), but the leading power car was from unit no.1037. Click on the image to see the front of the train! © John Atkinson |
‘East Sussex’ 3-car Diesel Units
Following the successful introduction of Diesel Electric
Multiple Units (DEMUs) on the Hastings to London service (6-car sets) and in
Hampshire (2-car sets) during 1957, trials took place early in 1960 with 3H
unit 1115 on the ‘Oxted’ line, in reality a group of
services from Victoria & London Bridge via Oxted to East Grinstead,
Tunbridge Wells and the coast at Brighton (via Uckfield) and Eastbourne
(via Heathfield).
This led to a decision to dieselise these services and a batch
of nineteen 3-car units were ordered from Eastleigh under authority of HOO
(Head Office Order) 4663, built (as usual) on frames from Ashford. The first to
be completed (no. 1301) had its engine fitted and tested week commencing 10th March
1962 and ran trials on the Mid Hants line to Alton on 14th March
1962.
These units started to enter service from April 1962 as 3D units
nos.1301 – 1319; the first being delivered to St Leonards West
Marina depot where all were to be maintained on 4th April 1962.
Trial runs in service commenced from 16th June and all were in
traffic in time for the start of the winter timetable in October. Unit 1310
worked for a short while in Hampshire before being delivered to
St Leonards West Marina. The first diesel timetable saw the following
business trains covered by the new units, once all were in traffic:
|
UP |
DOWN |
||
|
7.41am |
East Grinstead - London Bridge |
5.37pm |
London Bridge - East Grinstead |
|
7.49am |
Tunbridge Wells West - London Bridge |
6.15pm |
London Bridge - Tunbridge Wells West |
|
7.17am |
Brighton - London Bridge |
5.9pm |
Victoria - Tunbridge Wells West |
|
6.39am |
Tunbridge Wells West - Victoria |
5.49pm |
Victoria - Tunbridge Wells West |
|
7.14am |
Tunbridge Wells West - Victoria |
6.10pm |
Victoria - East Grinstead /Brighton |
Units also had regular workings to
Tonbridge (from Tunbridge Wells) with odd trips on to Redhill and also between Hastings and Ashford from the outset of
passenger workings.
Mechanically these units were very similar to the earlier 3H
units, but the principal difference was that the bodies were built to a
restricted overall width of 8' 6" as opposed to 9' 0" to
allow the units to work between Tunbridge Wells West and Tonbridge;
though they were not permitted between Grove Junction (Tunbridge Wells)
and Battle - this line remaining the sole province of the flat-sided ‘Hastings’
6-car sets.
As a result of this width restriction (Restriction 1 in SR
parlance; the Hastings units being Restriction 0 and the Hampshire units
Restriction 4) the seating in the second-class saloons was
two & two aside each side of a central gangway giving these units
a lower capacity than the Hampshire sets. Their appearance also differed
significantly at unit ends where a new design of steel reinforced fibreglass
cab end with rounded edges and jumper cables housed in recesses below the cab
windows was used. The internal layout was also different, the first-class
compartments being located in the middle of the centre
trailer.
|
September 1975 re-issue Southern Region Sectional Appendix |
The 3D units were powered by the standard English Electric 4SRKT
engine rated at 600hp from new (unlike those in the Hampshire sets which were
uprated from 500hp to 600hp by changing the Napier MS100 turbocharger for an
MS200 version), again driving two EE 507 suburban gear ratio motors
mounted on the innermost bogie of the motor coaches. However, the 3D units were
mounted on BR Mark 3A bogies and again fitted throughout with buckeye
couplers. They could work in multiple with both the other types of DEMU in any
combination up to a maximum of five motor coaches in any one train, though
12 cars was the normal maximum formation. The
units were fitted with AWS equipment from new (although this remained isolated
until mid-1981) the earliest version with Westinghouse equipment in an
underframe mounted equipment case.
©BRB Residual Ltd
Motor Brake
Second MBS
The layout of the motor coach (MBS) was identical to those of
the Hampshire units with a five-bay passenger saloon, though this
seated 42 rather than 52 on account of the two-by-two seating. The full
width seats at each end seated five-aside not six as on the earlier units.
Driving compartment was 4’ 5” with centre door into the 19’ 3⅛”
engine room. Guards compartment was 8’ 2 11/16” (bulkhead thicknesses are not
included). The two bays at either end of the passenger saloon (these included a
bench seat across the compartment end-walls) measured at 6’ 3⅛” in
width; the remaining three middle bays were 6’ 3½” in width.
These vehicles weighed 56 tons split 32 tons (leading
bogie) and 24 tons (motor bogie) and were to diagram number 655. Length
was 64’ 2½” over body framing, 63’ 5” over headstocks and 66’ 8¾” over raised
couplers.
©BRB Residual Ltd
Trailer
Composite (TC)
The centre trailer was a trailer composite (TC) and consisted of
a three-bay non-smoking saloon with a doorway to one side at the inner end
leading to a side corridor passing alongside four first-class compartments each
seating six, and a lavatory. The bays of this second-class saloon measured 6’ 3⅛” +
6’ 3½” + 6’ 3⅛”; the four first class compartments 6’
11” (the two compartments adjacent to the three-bay saloon also being
designated non-smoking). Also off the side corridor was a lavatory measuring 3’
6⅛” in width. Another offset door at the lavatory end led into a
further two bay second class saloon; each bay
measuring 6’ 3⅛”.
This coach seated 42 second and 24 first and was
marshalled with the larger saloon adjacent to the motor coach. When the motor
coach was leading, the side corridor was to the nearside. This coach was to
diagram number 667 and weighed 31 tons giving an overall unit weight of
119 tons and as all vehicles were 64' 0" long these units had an
identical length to the Hampshire sets of 199' 6".
Overall seating capacity was 24 first and 160 second.
Lot numbers for these vehicles were MBS 30625, TC 30626 &
DTS 30627; these being ordered on 11th August 1959.
©BRB Residual Ltd
Driving
Trailer Second (DTS)
The driving trailer second (DTS) consisted of a driving cab (4’
5”) and entrance vestibule (2’ 8½”) followed by a four bay then five bay non-smoking
passenger saloon and seated 76 second, there being no through access
between these two saloons. From the driving cab those bays that included a
bench seat across the compartment wall (nos.1, 4, 5 & 9 were 6’ 3⅛” in
width; the remainder (nos.2, 3, 6, 7 & 8) were 6’ 3½” in width.
The driving trailer second weighed 32 tons and were to diagram
number 681. Length was 64’ 2½” over body framing, 63’ 5” over headstocks and
66’ 8” over raised couplers.
Like the motor coach and trailer composite these vehicles
measured 8’ 3” over gutters, 8’ 6” over body and 9’ 0” over stepboards.
Height was 3’ 9” to stepboards, 10’ 5” to gutters and
12’ 2⅞” to roof. Length was 63’ 6” over body
framing, 63’ 3” over headstocks and 66’ 8¾” over couplers.
|
3D no.1312
at Winchester with the 11.53 to Southampton 28th July 1966 just
eight days after leaving Eastleigh works (C6 overhaul) including receiving
its yellow warning panels. The inverted black triangle provided
an early indication to station /postal staff that there was no brake van
at the other end of the unit. ©
BloodandCustard |
Liveries
When new the units were finished in all-over green livery though
the full width handrail across the cab end was painted orange. Units nos.1301‑5
also nos.1308 & 1309 had orange headstocks on cab ends also, though these
didn't last long. The 3D units never carried the Orange-Vee as applied to 2H
& 3H units.
From May 1965 during the unit’s first repainting cycle at
Eastleigh, small yellow warning panels were painted on cab ends (those on motor
coaches having an inverted black triangle) with unit no.1301 being first undertaken
during a prolonged visit to Eastleigh between 21st January 1965 and
4th May 1965.
The
purpose of the inverted
black triangle is frequently
misunderstood. It was painted on two and three car multiple-units in order to provide an early visual indication to station
staff that there was no brake van at the other end of the
unit. As four and six-car units
(such as the 6S /6L /6B) had a brake van at either end of the unit they were
not equipped with an inverted black triangle.
Units gained blue livery with full yellow ends from 1967
onwards, the first (unit 1319) in February 1967 initially having an
experimental scheme with the yellow wrapping around onto the bodysides as far
back as the first cab door. The last to run in green livery was no.1317 being repainted
blue in February 1970.
Units were repainted into blue /grey from July 1980, no.1315
being the first done, all being done in due course, the last (no.1309) running
as the final SR unit in plain blue up to July 1984.
Some units repainted from Blue /Grey livery into Network SouthEast livery; this being the
later, darker blue version with curved upsweeps with just four units receiving
Connex livery.
|
Unit |
Green |
Green, |
Blue |
Blue /Grey |
Renumbered |
|
1301 |
17-Mar-62 |
4-May-65 |
14-Dec-67 |
Jul-82 |
207001 |
|
1302 |
12-May-62 |
2-Jul-65 |
21-Jun-68 |
c.Mar-81 |
207002 |
|
1303 |
12-May-62 |
12-Aug-65 |
16-Sep-68 |
Jan-84 |
207003 |
|
1304 |
12-May-62 |
14-Sep-65 |
27-May-68 |
Sep-82 |
207004 |
|
1305 |
16-Jun-62 |
25-Oct-65 |
27-Apr-68 |
Nov-82 |
207005 |
|
1306 |
2-Jun-62 |
21-Dec-65 |
10-Oct-68 |
c.Nov-81 |
207006 |
|
1307 |
2-Jun-62 |
20-Apr-66 |
21-Jan-69 |
Sep-83 |
207007 |
|
1308 |
16-Jun-62 |
19-Mar-66 |
27-Nov-68 |
c.Oct-81 |
207008 |
|
1309 |
16-Jun-62 |
19-May-66 |
18-Feb-69 |
Sep-84 |
207009 |
|
1310 |
16-Jun-62 |
10-Jun-66 |
2-Aug-68 |
Apr-82 |
207010 |
|
1311 |
7-Jul-62 |
28-Aug-66 |
2-Jun-69 |
c.Jan-84 |
207011 |
|
1312 |
14-Jul-62 |
20-Jul-66 |
25-Jul-69 |
Aug-83 |
207012 |
|
1313 |
21-Jul-62 |
31-May-65 |
24-Apr-68 |
c.Nov-82 |
207013 |
|
1314 |
21-Jul-62 |
28-Aug-66 |
17-Mar-69 |
Oct-82 |
207014 |
|
1315 |
28-Jul-62 |
19-Nov-65 |
25-Nov-68 |
9-Jul-80 |
207015 |
|
1316 |
28-Jul-62 |
23-Nov-66 |
3-Dec-69 |
c.Jun-84 |
207016 |
|
1317 |
4-Aug-62 |
23-Sep-66 |
18-Feb-70 |
c.Mar-82 |
207017 |
|
1318 |
4-Aug-62 |
10-Jan-67 |
21-Jul-69 |
c.Feb-82 |
207018 |
|
1319 |
4-Aug-62 |
#1 |
23-Feb-67#2 |
Jul-81 |
207019 |
|
Notes: #1 No record of yellow warning panel being applied. |
|||||
|
Unit no.1313 in
Swindon Works during 1985. |
|
Unit |
Blue /Grey |
Network |
Connex |
Renumbered |
|
207001 |
*Jul-86 |
c.6-Oct-90 |
- |
Wdn |
|
207002 |
*Aug-86 |
Wdn |
- |
|
|
207003 |
*Aug-86 |
- |
- |
207101 |
|
207004 |
*c.Sep-86 |
- |
- |
207102 |
|
207005 |
*Jun-86 |
Wdn |
- |
|
|
207006 |
*Oct-86 |
Wdn |
- |
|
|
207007 |
*Jun-86 |
Wdn |
- |
|
|
207008 |
*Aug-86 |
Wdn |
- |
|
|
207009 |
*Aug-86 |
Wdn |
- |
|
|
207010 |
*Aug-86 |
c.Dec-89 |
- |
Wdn |
|
207011 |
*Jul-86 |
May-89 |
- |
Wdn |
|
207012 |
*Oct-86 |
Wdn |
- |
|
|
207013 |
*Aug-86 |
c.Sep-89 |
- |
Wdn |
|
207014 |
*Aug-86 |
Wdn |
- |
|
|
207015 |
*Sep-86 |
Wdn |
- |
|
|
207016 |
*Oct-86 |
Wdn |
- |
|
|
207017 |
*Oct-86 |
Oct-89 |
11-Feb-00 |
Wdn |
|
207018 |
*Jul-86 |
Wdn |
- |
|
|
207019 |
*c.Mar-87 |
Wdn |
- |
|
|
* Prior
to the first entry shows the livery carried when the unit was renumbered. |
||||
|
2D Unit |
Network |
Renumbered |
|
207101 |
*c.Jan-92 |
207201 |
|
207102 |
*c.Feb-92 |
207202 |
|
207103 |
*Jun-92 |
207203 |
|
* Prior
to the first entry shows the livery carried when the unit was renumbered. |
||
|
3D Unit |
Network |
Connex |
Renumbered |
|
207201 |
*25-May-95 |
Nov-98 |
Wdn |
|
207202 |
*19-May-95 |
5-Nov-98 |
Wdn |
|
207203 |
26-May-95 |
17-Jul-99 |
Wdn |
|
* Prior
to the first entry shows the livery carried when the unit was renumbered. |
|||
|
3D no.1319
at Tonbridge possibly with an Edenbridge ‘school train’ else a Redhill
service. These
units were not unusual at Tonbridge with a 3D attached to
the front of an Up Hastings thence detached off the rear of the 18.45 CHX to
HGS (at Tunbridge Wells Central) and ECS to Tunbridge Wells West. © Andy Veitch |
Into Service
When introduced there were insufficient units to cover all
services on the ‘Oxted’ lines and the units were concentrated on the London to
Tunbridge Wells services though with some workings between Three Bridges &
East Grinstead added from the Summer 1963 timetable, also between Tonbridge and
Brighton & Eastbourne. However, many rush hour trains remained loco-hauled.
The 3D units were also used from time to time between Ashford
and Hastings and worked Sunday services from Horsham to Brighton from 1963.
From May 1964 four Hampshire units were allocated to St Leonards and later
influxes of these Hampshire units along with the closure of the Eridge to
Hailsham line (from June 1965), between Christs Hospital and Shoreham (March 1966)
and Three Bridges to Ashurst Junction (January 1967) meant that most Oxted
line services could now worked by DEMUs. However, a few peak-hour loco-hauled
services survived until the mid-1980's.
The line between Uckfield and Lewes closed in February 1969
thus rather isolating the units from their depot at St Leonards and
involving lengthy empty workings via East Croydon, though some units ran to
Eastbourne in service en-route to the depot. The
units also had regular workings between Tonbridge and Redhill, and often
deputised for 3R units onwards to Reading.
From July 1975, motor coaches had the engine mountings modified
at Eastleigh diesel depot and the MBS of 1312 (which had a defective TC vehicle)
was used to replace the MBS of other units for about two weeks at a time whilst
their own MBS was modified. Eight units were dealt with in this way with the
others being modified during programmed works overhauls.
All units had their AWS equipment, isolated from new, made
operational from (officially) 24th August 1981, though units no.1306
and 1317 ran for a short while longer with it still isolated.
3D 1310
approaching Windmill Bridge Up ECS 8th June 1972
© BloodandCustard
Under TOPS
The 3D units (officially ‘East Sussex’ sets) were more
usually known as ‘Oxted’ units and became Class 207 under the BR TOPS
classification system, finally being renumbered as nos.207001 ‑ 207019
from June 1986.
The units were built with blue asbestos insulation and seven
were extensively stripped of this in the mid 1980's,
but no more were done and following the electrification of the South Croydon to
East Grinstead line in October 1987. The remaining twelve contaminated units
were withdrawn for scrapping, though some remained in service for a short while
longer.
3D no.207017
alongside 4 VEP no.3018 at Southampton Central
© BloodandCustard
Network
Southeast
Surviving units received Network South East livery from about
May 1988 with unit no.207002 being the first. The reduction in unit
requirements on the Oxted line led to the allocation of four units to Eastleigh
depot to replace the four 3T units withdrawn, the first allocation of these
units away from St Leonards, though they often had worked on Hampshire
area services previously when visiting Eastleigh works for classified repairs.
Unit no.207005 was the first to move from 8th August
1987 to replace withdrawn unit no.204001, followed by nos.207010 /13 /17 from
the timetable change of 5th October 1987 with no.207011 soon
after. These units at Eastleigh soon had two of their four first-class
compartments downgraded to standard, the two furthest away from the toilet
being done. The revised seating total for the TC was now 12 first and 54 standard; the unit total now being 12 first and 172
standard.
Now allocated to Selhurst depot just three units remained on the
Oxted lines after electrification; these having their droplights altered with
restricted opening in April /May 1989. They were reduced to 2-car units and
modified with through gangways cut in partitions cut and provided between the
coaches for allocation to the Ashford to Hastings route.
The remaining four units now allocated to Eastleigh remained in
traffic until mid-1993 when they lost their Salisbury - Southampton stopping
train duties to new Class 155 ‘Sprinter’ units from 8th July
1991; this just left work on the Reading - Basingstoke and Kensington Olympia
shuttles. Once they were displaced by new Turbo 165/6 units on the Reading
to Basingstoke service they were withdrawn.
However, the motor coaches of two saw limited departmental
service and one unit (no.207017) was reduced to a 2-car (albeit without the
internal alterations of the earlier conversions) and allocated to Selhurst as a
spare unit for the Ashford ‑ Hastings
route. Unit no.207017 survived in traffic until March 2004, remaining in
virtually original condition and was the last SR unit running without
fluorescent lighting or any public address system fitted. It was taken out of
use after an engine failure, although this was replaced prior to the unit being
sold for preservation in September 2004.
Units surviving after 1st April 1994 (not all in
traffic) were allocated to the ownership of the Porterbrook
train leasing company under the BR privatisation arrangements, those concerned
being marked with a 'P' against their 207xxx unit numbers.
Unit formations were as follows. The completion
date shown below is release date from Eastleigh works (w/ending date). However,
units were often delivered later due to awaiting engines.
|
Unit |
New date |
MBS |
TC |
DTS |
New No. |
Date |
|
Diag no. |
|
655 |
667 |
681 |
|
|
|
1301 |
17-Mar-62 |
60126 |
60600 |
60900 |
207001 |
Jul-86 |
|
1302 |
12-May-62 |
60127 |
60601 |
60901 |
207002 |
Aug-86 |
|
1303 |
12-May-62 |
60128 |
60602 |
60902 |
207003 |
Aug-86 |
|
1304 |
12-May-62 |
60129 |
60603 |
60903 |
207004 |
c.Sep-86 |
|
1305 |
16-Jun-62 |
60130 |
60604 |
60904 |
207005 |
Jun-86 |
|
1306 |
2-Jun-62 |
60131 |
60605 |
60905 |
207006 |
Oct-86 |
|
1307 |
2-Jun-62 |
60132 |
60606 |
60906 |
207007 |
Jun-86 |
|
1308 |
16-Jun-62 |
60133 |
60607 |
60907 |
207008 |
Aug-86 |
|
1309 |
16-Jun-62 |
|
60608 |
60908 |
207009 |
Aug-86 |
|
1310 |
16-Jun-62 |
|
60609 |
60909 |
207010 |
Aug-86 |
|
1311 |
7-Jul-62 |
60136 |
60610 |
60910 |
207011 |
Jul-86 |
|
1312 |
14-Jul-62 |
|
60611 |
60911 |
207012 |
Oct-86 |
|
1313 |
21-Jul-62 |
60138 |
60612 |
60912 |
207013 |
Aug-86 |
|
1314 |
21-Jul-62 |
60139 |
60613 |
60913 |
207014 |
Aug-86 |
|
1315 |
28-Jul-62 |
60140 |
60614 |
60914 |
207015 |
Sep-86 |
|
1316 |
28-Jul-62 |
60141 |
60615 |
60915 |
207016 |
Oct-86 |
|
1317 |
4-Aug-62 |
60142 |
60616 |
60916 |
207017 |
Oct-86 |
|
1318 |
4-Aug-62 |
60143 |
60617 |
60917 |
207018 |
Sep-86 |
|
1319 |
4-Aug-62 |
|
60618 |
60918 |
207019 |
c.Mar-87 |
|
Notes #1 ‘Hastings’ long frame MBS, diagram
651, code MA-1A. #2 ‘Hastings’ long frame MBS, diagram
651, code MA-1A. |
||||||
In the
company of 3H unit 1118 at Eridge 3D unit 1301 awaits departure for Tonbridge.
© BloodandCustard
AWS
AWS equipment
made operational in these units from the following dates.
Official date
for whole fleet was 24th August 1981, though nos.1306 & 1317
were slightly later. The earlier dates shown in italics are when the units had
all their equipment fitted but sealed out of use.
|
Unit |
Date |
Unit |
Date |
Unit |
Date |
Unit |
Date |
|
1301 |
30-Apr-65 |
1302 |
2-Jul-65 |
1303 |
13-Aug-65 |
1304 |
17-Sep-65 |
|
1305 |
25-Oct-65 |
1306 |
24-Dec-65 |
1307 |
Aug-81 |
1308 |
22-Mar-66 |
|
1309 |
Aug-81 |
1310 |
Aug-81 |
1311 |
Nov-79 |
1312 |
Aug-81 |
|
1313 |
31-May-65 |
1314 |
Nov-79 |
1315 |
19-Nov-65 |
1316 |
Sep-81 |
|
1317 |
Sep-81 |
1318 |
Aug-81 |
1319 |
Aug-81 |
|
|
3D no.1303 enters
Grove Tunnel (Tunbridge Wells West)
sometime between Jan-84 and Aug-86©
|
|
Individual Unit Notes |
|
Unit |
Notes |
|
1301 |
MBS 60126 temporarily replaced by 60137 (ex.1312) 11‑Oct‑75
whilst 60126 had engine mounting modifications at Eastleigh. Unit asbestos
stripped during C1 overhaul at Swindon between c.20‑May‑84 and
c.10‑Nov‑84. |
|
1302 |
Unit to Eastleigh 12‑Dec‑77 for protracted C1
overhaul, not being released until 5‑May‑78. Unit asbestos
stripped during C1 overhaul at Swindon between Jan‑85 and Jun‑85. |
|
1303 |
Unit used for heating tests early in 1973. MBS 60128
temporarily replaced by 60137 (ex.1312) 10‑Sep‑75 whilst 60128
had engine mounting modifications at Eastleigh. |
|
1304 |
Unit ran as 2D May‑79 to Sep‑79 and TC 60603 ran
in 2H 1120. TC 60603 moved from St Leonards to Slade Green (in unit
no.‘1003’) 19‑Jan‑80 for repairs (possibly due to rotten floor)
and unit ran as 2D again until repairs completed. Unit asbestos stripped
during C1 overhaul at Swindon between Oct‑84 and Apr‑85. |
|
1305 |
MBS 60130 temporarily replaced by 60137 (ex.1312) 20‑Sep‑75
whilst 60130 had engine mounting modifications at Eastleigh. Unit asbestos
stripped during C1 overhaul at Swindon between 10‑Nov‑84 and c.20‑Apr‑85. |
|
1306 |
MBS 60131 temporarily replaced by 60137 (ex.1312) 27‑Sep‑75
whilst 60131 had engine mounting modifications at Eastleigh. MBS 60131 used
in 3H 1127 Dec‑79 to Feb‑80. |
|
1307 |
Unit damaged c.Dec‑72 (possible ‘runaway’ derailment
and buffer stop collision at Tunbridge Wells West?) and TC 60606 and
DTS 60906 damaged and to Eastleigh 15‑Dec‑72 for C5 repair.
MBS 60132 used in 3H units nos.1111 and 1130 for short periods in Dec‑72
& Jan‑73, moving from St Leonards to Eastleigh 30‑Dec‑72.
Both trailers released 2‑Jan‑73 and unit back to normal formation
5‑Jan‑73. Unit to Eastleigh 7‑Aug‑78 for protracted C1
overhaul, not released until 10‑Nov‑78. |
|
1308 |
MBS 60133 temporarily replaced by 60137 (ex.1312) 4‑Oct‑75
whilst 60133 had engine mounting modifications at Eastleigh. Unit to Eastleigh 21‑Sep‑78 for protracted C1
overhaul; not released until 29‑Dec‑78. |
|
1309 |
MBS 60134 temporarily replaced by 60137 (ex.1312) 30‑Aug‑75
whilst 60134 had engine mounting modifications at Eastleigh. Unit damaged (with no.1113) at Battersea Park when in
collision with Railair set 31‑May‑85
and withdrawn 30‑Sep‑85. Both trailers taken to Slade Green
for repair 30‑Oct‑85 and unit reinstated 18‑Nov‑85
when back to traffic with ‘Hastings’ MBS 60045 (ex. disbanded 5L no.037).
Unit now seated 24 first and 148 second. MBS 60134 stripped at St Leonards and Selhurst then moved
to Fratton 23‑Sep‑87 and sent for scrapping to Mayer Newman, Snailwell 25‑Sep‑87. Arrived there 29‑Sep‑87
and burnt 15‑Oct‑87. |
|
1310 |
Unit damaged in collision with no.1116 at Oxted 11‑Dec‑72
and taken to Slade Green for repairs 23‑Jan‑73. After
repairs to trailers, unit back to traffic with MBS 60140 (ex.1315) Feb‑73
to Apr‑73 when back to normal formation. Both trailers 60609 and 60909 temporarily to no.1312 23‑Aug‑75
and unit to Eastleigh as 2-car (with DTS 60911 ex.1312) for engine mounting
modifications. Reverted to normal formation 30‑Aug‑75. Unit ran for a while in the late 1970's with an engine fitted
with a Brown Boveri turbocharger although this was not a success and soon
reverted to normal. Unit asbestos stripped during C1 overhaul at Swindon between
Aug‑84 and Jan‑85. |
|
|
1311 at Ashford in 1983 |
|
1311 |
Unit damaged late 1982 (buffer stop collision at Eridge?). |
|
1312 |
TC 60611 out of use with rotten floor Aug‑75 and unit
ran as 2-car for a short while, then DTS 60911 exchanged with both trailers
60609 & 60909 (ex.1310) 23‑Aug‑75. These returned to 1310
after about a week and unit temporarily out of use with MBS 60137 used in
various other units whose own MBS having engine mounting modifications at
Eastleigh, these temporary formations lasting about a week. 60137 itself modified at Eastleigh from 18‑Oct‑75
and then used in 3H no.1123 early in 1976. No.1312 back to traffic Mar‑76
with MBS 60143 (ex.1318). Unit back to original formation from about
May-76. |
|
1313 |
MBS 60138 damaged in converging collision with goods
train at New Cross Gate 12‑Feb‑65 but repaired at Eastleigh
between 20‑Apr‑65 and 31‑May‑65. MBS 60138 damaged in collision (with what?) at
Tonbridge c.2‑Dec‑72. MBS 60138 temporarily replaced by 60137 (ex.1312) 25‑Oct‑75
whilst 60138 had engine mounting modifications at Eastleigh. Ran as 2-car Jun‑79 to 24‑Nov‑79 and TC
60612 used in 2H no.1120 from May‑79. Unit asbestos stripped during C1 overhaul at Swindon between
Apr‑84 and Sep‑84. |
|
1314 |
MBS 60139 temporarily replaced by 60137 (ex.1312) 1‑Nov‑75
whilst 60139 had engine mounting modifications at Eastleigh. |
|
1315 |
DTS 60914 damaged late 1965 (details unknown) and unit to Eastleigh for repair and overhaul
between 21‑Oct‑65 and 19‑Nov‑65. Both trailers sidescrape damaged at
Tonbridge c.7‑Nov‑72 and unit out of use. Trailers moved from
Tonbridge to Slade Green for repairs 4‑Jan‑73. MBS 60140
used in 1310 Feb‑73 to Apr‑73 whilst trailers repaired and unit
back to normal formation by 7‑Apr‑73. Unit to Eastleigh 22‑Mar‑78 for protracted C1
overhaul, not released until 4‑Aug‑78. |
|
1316 |
Unit to Eastleigh 4‑Dec‑78 for protracted C1
overhaul, not released until 2‑Mar‑79. |
|
1317 |
DTS 60916 temporarily exchanged with damaged 60918 (ex.1319)
for a few weeks during July and August 1981, AWS made operational once unit
reformed to normal. Unit to Eastleigh 20‑Dec‑83 for C1 overhaul and
prototype asbestos strip, released c.Jul‑84. |
|
1318 |
DTS 60917 damaged in collision with no.1113 (where?) c.May‑75
and unit temporarily disbanded whilst DTS 60917 repaired at Slade Green.
MBS 60143 to 3H unit nos.1113, 1118 then 1129, later to 3D no.1312.
TC 60617 to 2H no.1120 Mar‑76 running as 3-car. Reverted to
original formation about Jun‑76. |
|
1319 |
Unit to Eastleigh for C6 overhaul 30‑Jan‑67 and
was first one painted blue with full yellow ends, these were experimental and
wrapped around onto the side of the cabs back to the first crew door. Unit
released thus 24‑Feb‑67. Unit also slightly damaged in collision between no.1116 and no.1310
at Oxted 11‑Dec‑72. Unit side damaged after collision with stolen car down
embankment near Woldingham 21‑Feb‑75. Unit to Eastleigh 8‑May‑78 for protracted C1
overhaul, not released until 15‑Sep‑78. DTS 60918 damaged in level crossing collision with
tractor at Warehorn, near Ham Street 21‑Jul‑81
and temporarily exchanged with 60916 (ex.1317) for a few weeks. This DTS in
all-blue livery, remainder of unit in blue & grey. Unit in collision with DSL at Selhurst depot 10‑Nov‑85
and MBS 60144 damaged and replaced by ‘Hastings’ MBS 60044 (ex. disbanded
5L no.1037) from Nov‑85 to 25‑Mar‑86 when 60144
returned after repairs using cab of withdrawn 60134 (ex.1309). 60144 was further damaged in collision with 6321 at Selhurst
depot 27‑Apr‑86 but again repaired, being renumbered as 207019 on
release c.Mar‑87. |
|
Note. |
These units were subject to occasional short-term reformations
which were not recorded officially, sometimes running with Hastings or
Hampshire unit motor coaches or as 2-car units without the trailer composite,
such misformed units usually being restricted to
the Hastings ‑ Ashford service. |
3D no.1314 arrives
at Ashford with the 11.15 from Hastings 3rd June 1972©
|
Renumbered Oxted Units |
||||
|
Unit |
MBS |
TC |
DTS |
Wdn date |
|
Diag no. |
655 |
667 |
681 |
|
|
207001 P |
60126 |
60600 |
60900 |
12-Jul-93 |
|
207002 |
60127 |
60601 |
60901 |
See 207103 |
|
207003 |
60128 |
60602 |
60902 |
5-Oct-87 |
|
207004 |
60129 |
60603 |
60903 |
See 207101 |
|
207005 |
60130 |
60604 |
60904 |
See 207102 |
|
207006 |
60131 |
60605 |
60905 |
5-Oct-87 |
|
207007 |
60132 |
60606 |
60906 |
5-Oct-87 |
|
207008 |
60133 |
60607 |
60907 |
16-May-88 |
|
207009 |
60045#1 |
60608 |
60908 |
5-Oct-87 |
|
207010 P |
60135 |
|
|
12-Jul-93 |
|
207011 |
|
60610 |
60910 |
14-May-90 |
|
207012 |
60137 |
60611 |
60911 |
5-Oct-87 |
|
207013 P |
60138 |
60612 |
60912 |
9-Aug-93 |
|
207014 |
|
60613 |
60913 |
5-Oct-87 |
|
207015 |
60140 |
60614 |
60914 |
5-Oct-87 |
|
207016 |
60141 |
60615 |
60915 |
5-Oct-87 |
|
207017 P |
60142 |
60616 |
60916 |
Now 2 car |
|
|
60142 |
‑ |
60916 |
31-Aug-04 |
|
207018 |
60143 |
60617 |
60917 |
5-Oct-87 |
|
207019 |
60144 |
60618 |
60918 |
16-May-88 |
|
Notes: #1 ‘Hastings’ long frame MBS, diagram 651, code MA-1A. #2 ‘Hampshire’ TS, diagram 672, code TA-1A. #3 ‘Hampshire’ DTC, diagram 680, code
VA-2B. |
||||
3D no.207017
leaving Southampton Central
© BloodandCustard
|
|
Individual Unit Notes |
|
Unit |
Notes |
|
207001 |
Droplight restrictions
applied Apr‑89. Unit withdrawn 12‑Jul‑93
and stored at Eastleigh. Allocated to Porterbrook leasco from 1‑Apr‑94 though not in use. Unit
hauled from Eastleigh to Gwent Demolition, Margam for scrapping 31‑May‑94.
All coaches cut‑up w/e 25‑Jun‑94. |
|
207002 |
Droplight restrictions
applied 5‑May‑89. Unit reduced to 2-car from Feb‑92
and reclassified as 2D and renumbered 207103. TC 60601 withdrawn and
stripped at Eastleigh, moved for scrapping to M. C. Metals, Glasgow
9‑May‑92 and cut‑up 28‑May‑92. |
|
207003 |
Unit withdrawn 5‑Oct‑87
and initially stored at Ore. After stripping at St Leonards
MBS 60128 moved from Ore to Chart Leacon
22‑Nov‑88 for further stripping then sent for store to Sevenoaks,
moved to Mayer Newman, Snailwell for scrapping 26‑Jan‑89
and burnt 17‑Apr‑89. Both trailers 60902
and 60602 moved from Ore to Chart Leacon for
stripping c.Jun‑88 then to Paddock Wood 24‑Aug‑88, then on
to Willesden 13‑Sep‑88. Moved to Mayer Newman, Snailwell for scrapping 26‑Apr‑89. 60902
burnt 2‑May‑89 and 60602 burnt 3‑May‑89. |
|
207004 |
Droplight restrictions
applied Apr‑89. Unit reduced to 2-car from Jun‑91
and reclassified as 2D and renumbered 207101. TC 60603 withdrawn and
stripped at Selhurst, moved for scrapping to Mayer Newman, Snailwell 18‑Oct‑91, and burnt 12‑Nov‑91. |
|
207005 |
Droplight restrictions
applied May‑91. Unit reduced to 2-car at
Selhurst Oct‑91 and MBS & DTS sent for overhaul at Eastleigh 30‑Nov‑91
and reclassified as 2D and renumbered 207102. TC 60604 withdrawn and
stripped at Selhurst, moved for scrapping to Mayer Newman, Snailwell 18‑Oct‑91, and burnt 30‑Oct‑91. |
|
207006 |
Unit withdrawn 5‑Oct‑87
and stored initially at Gatwick, moving to Fratton where MBS 60131
detached, both trailers then moving to Clapham Yard 23‑Oct‑87 and
on to Canterbury West 26‑Oct‑87. They soon went to Chart Leacon for stripping and were both at Eastleigh by 5‑Dec‑87
for some further stripping. MBS 60131 used with
Tribometer Test Train Oct‑87. Both trailers earmarked for
use as brake force for withdrawn stock but found unsuitable and not so used,
MBS 60131 & DTS 60905 both moved to Ore for store 25‑Aug‑88.
After stripping at St Leonards and Chart Leacon
coaches sent to Sevenoaks for store. MBS 60131 and DTS 60905
moved to Mayer Newman, Snailwell 9‑Dec‑88,
arriving there 22‑Dec‑88, 60905 burnt 3‑Jan‑89 and
60131 burnt 13‑Jan‑89. TC 60605 moved from Eastleigh to
Chart Leacon 20‑Dec‑88 then also sent
to Sevenoaks for store. Moved to Meyer Newman, Snailwell
for scrapping 26‑Jan‑89 and arriving 27‑Jan‑89; burnt
28‑Feb‑89. |
|
207007 |
Unit withdrawn 5‑Oct‑87
and stored initially at Ore. After stripping at St Leonards unit moved
to Chart Leacon for further stripping.
MBS 60132 taken from Chart Leacon to Eastleigh
9‑Mar‑88 for engine recovery, both trailers sent to Sevenoaks for
store. DTS 60906 and TC 60606
moved to Mayer Newman, Snailwell for scrapping 19‑May‑88
arriving there 22‑Jun‑88; both burnt 4‑Jul‑88. MBS 60132 returned from
Eastleigh to Ore 25‑Aug‑88, later also moving to Sevenoaks. It
was hauled to Meyer Newman, Snailwell for scrapping
9‑Dec‑88, arriving 22‑Dec‑88
and burnt 4‑Apr‑89. |
|
207008 |
Unit withdrawn 5‑Oct‑87
but reinstated again from 12‑Oct‑87. Unit withdrawn 16‑May‑88
and stripped at St Leonards and Chart Leacon
then stored at Ore. Hauled to Mayer Newman, Snailwell for scrapping 15‑Feb‑89, arriving
22‑Feb‑89. Coaches burnt as follows: 60607 22‑Feb‑89,
60907 24‑Feb‑89 and 60133 3‑Mar‑89. |
|
207009 |
Unit withdrawn 5‑Oct‑87
and stored at Selhurst. MBS 60045 used briefly
during Nov‑87 in 6L 202001. Unit then moved to Ore for
store, there by 5‑Dec‑88. After stripping at St Leonards and
Chart Leacon unit stored at Sevenoaks. Hauled to
Mayer Newman, Snailwell for scrapping 26‑Jan‑89
and coaches burnt at follows: 60608 21‑Mar‑89, 60908 11‑Apr‑89
and 60045 5‑May‑89. |
|
207010 |
Unit out of use with
defects Oct‑90 and both trailers exchanged with Hampshire
DTC 60828 and TS 60674 (both ex.205029). TS 60674 exchanged back with
60609 from Feb‑91 though unit still out of use in this formation.
Driving trailers exchanged back Jan‑91. Unit withdrawn 12‑Jul‑93
and stored at Eastleigh. Allocated to Porterbrook leasco fleet from 1‑Apr‑94
though not in use and both trailers 60909 & 60609 already scrapped at
Gwent Demolition (Margam) having moved from Eastleigh 24‑Mar‑94
and both cut‑up w/e 9‑Apr‑94. MBS 60135 used in
departmental service as ‘horse’ for test coach Mars and renumbered ADB977906,
though this not carried on vehicle. To Selhurst for stripping Oct‑94
and moved to St Leonards for further stripping 27‑Feb‑95.
Remains scrapped there between Mar‑97 and Dec‑97. |
|
207011 |
Unit withdrawn 5‑Oct‑87
but reinstated again 26‑Oct‑87. MBS 60136 exchanged with
60139 (ex withdrawn no.207014) Jan‑88.
Unit withdrawn again 16‑May‑88 but once more reinstated from 16‑Jun‑88.
Droplight restrictions
applied 19‑May‑89. Unit finally withdrawn 14‑May‑90
(though still in use until 23‑May‑90) and stored at Eastleigh. TC 60610 moved to Mayer
Parry, Snailwell 27‑Jan‑92 and burnt 28‑Jan‑92.
MBS 60139 and DTS 60910 both used in departmental service as part of sandite unit 068 from Sep‑90 with former Hastings
TSO 60522 (ADB977696) marshalled between them. Both coaches renumbered into
departmental series, 60139 as ADB977700 and 60910 as ADB977701. Both 3D coaches maintained
to passenger standards and available in emergencies from 5‑Nov‑90.
Unit no.068 only used for
autumn 1990 and 1991 sandite seasons and
ADB977700/1 withdrawn after engine defective and hauled from Eastleigh to
M. C. Metals, Glasgow for scrapping 2‑May‑92. Both cut‑up
7‑Aug‑92. |
|
207012 |
Unit damaged in collision
with DMMU at Reading depot 9‑Jun‑87 but repaired. Unit withdrawn 5‑Oct‑87
but held for possible conversion into Track Recording Train and moved from
Eastleigh to Radyr Yard for storage 19‑Jan‑88 prior to conversion
at Cardiff Cathays depot. However, conversion not
undertaken and unit hauled from Radyr to Mayer Parry, Snailwell
28‑May‑91. Coaches burnt as follows: 60911 30‑May‑91,
60611 3‑Jun‑91 and 60137 12‑Jun‑91. |
|
207013 |
Unit ran briefly in Nov‑92
with both trailers of 205031 in blue & grey with MBS in NSE livery. In
this formation unit seated 13 first and 208 standard. Unit withdrawn 9‑Aug‑93
and stored. Allocated to Porterbrook leasco fleet from 1‑Apr‑94
though not in use and both trailers 60912 & 60612 already scrapped at
Gwent Demolition, Margam having moved from Eastleigh 24‑Mar‑94
and both cut‑up 16‑Apr‑94. MBS 60138 used in
departmental service as ‘horse’ for test coach Mars and renumbered ADB977907,
though this not carried on vehicle. To Selhurst for stripping Oct‑94
and moved to St Leonards for storage 27‑Feb‑95. To Eastleigh 26‑Oct‑95
for overhaul and fitting of gangway connection, fluorescent lighting and PA system prior to reinstatement to traffic
as MBS of further Ashford ‑ Hastings unit 207204. However, this
overhaul did not commence and coach returned to St Leonards 10‑Mar‑98
for storage and possible overhaul for use on preserved railway hires. Later sold and moved by
road to the ‘Pump House Museum’ at Walthamstow in Jun-04. |
|
207014 |
Unit withdrawn 5‑Oct‑87
and stored initially at Gatwick, moving to Fratton where MBS 60139
detached, both trailers then moving to Clapham Yard 23‑Oct‑87 and
on to Canterbury West 26‑Oct‑87. They soon went to Chart Leacon for stripping and were both at Eastleigh by 5‑Dec‑87
for some further stripping. MBS 60139 used with
Tribometer Test Train Oct‑87. Both trailers earmarked for
use as brake force for withdrawn stock but found unsuitable and not so used.
MBS 60139 exchanged with 60136 (ex.207011) from Jan‑88. MBS 60136
& DTS 60913 both moved from Eastleigh to Ore 25‑May‑88.
Both then stripped at Chart Leacon before
MBS 60136 returned to Eastleigh for engine recovery and DTS 60913
moved to Sevenoaks for store. DTS 60913 hauled to Mayer
Newman, Snailwell for scrapping 9‑Dec‑88,
arriving 22‑Dec‑88 and burnt 5‑Jan‑89.
TC 60613 moved from Eastleigh to Chart Leacon
for stripping 20‑Dec‑88 then also stored at Sevenoaks. It also
went to Meyer Newman (Snailwell) for scrapping,
moving there 26‑Jan‑89 and burnt 2‑Mar‑89. MBS 60136 moved Eastleigh
to Ore 25‑Aug‑88 then heavily stripped of parts at
St Leonards, Shell of MBS 60136 taken by road from Southampton Down
Yard to Vic Berry, Leicester for scrapping 19‑Mar‑90. |
|
207015 |
Unit withdrawn 5‑Oct‑87
and stored initially at Folkestone East and moved to Chart Leacon for stripping 15‑Jan‑88. Later moved
to Ore for further store and stripping at St Leonards before moving to Sevenoaks
for store. Unit hauled to Mayer Newman (Snailwell)
for scrapping 19‑May‑88 and coaches burnt as follows: 60914 28‑Jun‑88,
60614 5‑Jul‑88 and 60140 15‑Aug‑88. |
|
207016 |
Unit withdrawn 5‑Oct‑87
and stored initially at Folkestone East before moving to Chart Leacon for stripping 15‑Jan‑88. Later moved
to Ore for further store and stripping at St Leonards before moving to
Sevenoaks for store. Unit hauled to Mayer Newman, Snailwell
for scrapping 19‑May‑88 and coaches burnt as follows: 60915 29‑Jun‑88,
60615 30‑Jun‑88 and 60141 12‑Jul‑88. |
|
207017 |
Due to defects on trailer coaches unit out of use from Feb‑91 and MBS 60142 to
3H 205028 and replaced with defective 60150 (ex.205032) until reverted
to booked formation from Aug‑91. Unit withdrawn 30‑Apr‑93
but reinstated as a 2-car as spare for Ashford to Hastings line in Jul‑93.
In this form unit seated 118 standard and had no toilet facilities.
TC 60616 stored at Ashford Yard until later moved to St Leonards
depot. Unit not modified internally as other 2D units and retained number
207017. TC 60616 to St Leonards for further storage 21‑Oct‑94. All three coaches allocated
to Porterbrook leasco
fleet from 1‑Apr‑94. Unit still retained original interior
through 1999 with ‘Trojan’ seating moquette, lighting by individual bulbs and
no PA system, the last complete SR unit to retain these features. Unit taken into Selhurst
Repair Shop 10‑Jan‑00 for patch retrim and painting into Connex
livery, being released 11‑Feb‑00. Stored TC 60616 sold to the
Hampshire & Sussex Unit Preservation Society during 1999, remaining
stored at St Leonards until moved to Selhurst depot 21‑Feb‑01
for initial restoration. Unit fitted with TPWS
equipment at Selhurst early in Mar-03 and ran two test trips to London Bridge
(along with similarly equipped 207203) on 11-Mar-03. Further test trips were
run on 21-Mar-03. Unit suffered a major
engine failure at Crowborough whilst working on 17.10hrs London Bridge
to Uckfield 23‑Mar‑04 and (after a period out of use at Selhurst
depot) a replacement engine was fitted during Aug-04. Unit then ran under own
power to St Leonards depot 31‑Aug‑04 for disposal by road to
the Spa Valley Railway at Tunbridge Wells West, to whom it had been
sold by Porterbrook. Coaches moved from
St Leonards, DTC 60916 on 16‑Sep‑04 and MBS 60142
the following day. TC 60616 painted green
at Selhurst by May‑05. Coach sold-on to
Spa Valley Railway and moved by road from Selhurst to the East Somerset
Railway at Cranmore 7‑Jun‑05 for further restoration prior to
eventually joining the other two coaches at Tunbridge Wells West. Coach moved
to the Spa Valley Railway Jun‑08. Unit used (as 2-car)
between Tunbridge Wells and Eridge 9‑Jul‑12 for first time in
preservation, marking the 27th anniversary of the closure of the
line (no.1317 was in use on last day). |
|
207018 |
Unit withdrawn 5‑Oct‑87
and initially stored at Ore. After stripping at St Leonards, both trailers
taken to Chart Leacon for further stripping then
moved to Paddock Wood 24‑Aug‑88 and on to Willesden for store 13‑Sep‑88.
Both hauled to Mayer
Newman, Snailwell 26‑Apr‑89, 60617
burnt 4‑May‑89 and 60917 burnt 5‑May‑89. MBS 60143
moved from Ore to Chart Leacon 22‑Nov‑88
then to Eastleigh for engine recovery. Shell taken by road from Southampton
Down Yard to Vic Berry, Leicester 1‑Apr‑90 for scrapping. |
|
207019 |
Unit withdrawn 5‑Oct‑87
but reinstated again from 12‑Oct‑87. Unit withdrawn again 16‑May‑88
having been stored at Ore by 3‑May‑88, then stored in Hastings
Yard and stripped at Selhurst. Moved from Ore to Chart Leacon 22‑Nov‑88 then stored at Sevenoaks.
DTS 60918 moved to Mayer Newman, Snailwell for
scrapping 26‑Jan‑89 and burnt 13‑Apr‑89. MBS 60144
& DTS 60918 both hauled to Vic Berry, Leicester for scrapping
30‑Oct‑89. |
|
Note. |
These units were subject to
occasional short-term reformations which were not recorded officially,
sometimes running with Hastings or Hampshire unit motor coaches or as two car
units without the trailer composite, such misformed
units usually being restricted to the Hastings ‑ Ashford service. |
3D no.1310
south of Clapham Jcn 18th March 1972
© BloodandCustard
2D Units
Nos.207101 - 207103
During the latter half of 1991 authorisation was given for the
conversion of three remaining 3D units to two cars; modified for conductor
guard operation for use on the Ashford to Hastings line. This conversion
involved the fitting of gangways between the two coaches; these being
second-hand fittings recovered from withdrawn former REP and TC vehicles.
A doorway was cut at one side of the guard's van into the
passenger saloon, this doorway being to the nearside when the motor coach was
leading, the doors being recovered from the side corridor sections of the
withdrawn TC vehicle. The centre partition in the DTS was completely removed
and where the gangway was cut in the coach ends, seating was rearranged two
each side in place of the previous full width seat for five.
Seating capacity of the MBS was therefore reduced to 40 and that
of the DTS to 73, giving a unit total of 113 standard. In this form the
units were 133' 3½" long and weighed 88 tons.
This initial conversion was carried out at Selhurst with the
units then going to Eastleigh for overhaul and fitting of fluorescent lighting
and a public address system. The units were reclassified as Class 207/1 and
renumbered 207101 – 207103; their former identities being nos.207004/5/2
respectively.
Both vehicles were allocated revised BR design codes at this
time. The units remained allocated to Selhurst for maintenance purposes. The
former TC vehicles were all withdrawn for disposal after recovery of certain
parts used in the conversion process.
All three were allocated to the ownership of the Porterbrook train leasing company under the BR
privatisation arrangements.
In connection with the introduction of a
number of Ashford ‑ Brighton through trains from 28th May
1995 it was felt these units would require additional seating capacity and
toilet facilities and each would be made up to three cars once again by
insertion of a former 4 CEP TSO taken from a withdrawn unit. Units were
sent to Eastleigh during April /May 1995 for reforming and overhaul and were
once again renumbered as 207201 ‑ 207203. Dates below unit
numbers were dates unit into service in 2-car form.
|
Unit |
Date |
MBS |
DTS |
Ex. Unit |
Date conv. |
Reformed |
|
Code |
|
NB-1A |
VB-1A |
|
|
|
|
207101 |
c.Jan-92 |
60129 |
60903 |
207004 |
Jun-91 |
24-Apr-95 |
|
207102 |
c.Feb-92 |
60130 |
60904 |
207005 |
Oct-91 |
13-Apr-95 |
|
207103 |
Jun-92 |
60127 |
60901 |
207002 |
Feb-91 |
22-May-95 |
3D leaving
Tunbridge Wells West©
3D Units
Nos.207201 - 207203
These three units were formed in May 1995 in connection with the
introduction of a number of through trains between
Ashford and Brighton where it was felt the 2D units would have insufficient
seating capacity and their lack of toilet facilities would be a problem. Each
of the existing 2D units were taken to Eastleigh for overhaul and reforming,
and a former 4 CEP TSO vehicle was inserted, this coach seating
64 standard and having two toilet compartments at one end, these being
marshalled against the DTS vehicle. The seating capacity of the resulting 3D
unit was therefore 177, units still remaining fully gangwayed.
Modifications to the former EMU coach involved repositioning
certain jumper connections and alterations to the lighting circuits as the
supply was now the DEMU 90 volt rather than the EMU standard 70 volt.
However, the coach retained Commonwealth bogies and differed in appearance with
its greater overall width and large side windows with hopper lights above as
opposed to the DEMU vehicle’s side doors to each seating bay. This coach was
allocated a new BR design code in the DEMU series as DH2.06.0A.
The TSO weighed 34 tons, giving an overall unit weight of
122 tons and a reversion to the overall length of 199' 6" of the
former 3D units.
All three units were renumbered as Class 207/2, becoming nos.207201 ‑ 207203
in order. Maintenance of the units remained at Selhurst depot as before. Units
remained as part of the Porterbrook Leasco fleet, the former 4 CEP trailers also coming
from this fleet. The three remaining vehicles from each donor 4 CEP unit
were withdrawn for disposal at this time.
Unit no.207202 was the first into service on 24th May
1995. Two of the units were named in ceremonies at Ashford and Brighton on 3rd June
1995, the nameplates being mounted on the motor coaches between the guard's
brake and passenger saloon area. The units also had their restricted opening
droplights altered back to normal at this time, precluding their use on
Uckfield line services.
To assist units during the ‘leaf fall’ season in 1998, the
units had their CEP trailers removed and reverted to 2D once again, though
without renumbering. The units then reverted to seating 113 standard, weighing
88 tons with an overall length of 133' 3½". The CEP trailers were
stored at Selhurst depot though two were briefly returned to their units
prior to programmed overhauls and removed again shortly after these completed.
All three units were repainted into Connex yellow /white livery
during late 1998 /early 1999 and also had their
restricted droplight openings restored, including fitting window bars to the
doors of the CEP trailers to enable then to be used on the through
London - Uckfield services.
The units were once again made up to 3D during March /April 1999
for the summer timetable. Two only were reduced to 2-car in October 1999 for
the Winter season (being made up to 3-car again in April) but all units
remained as three cars throughout the winter 2000 /2001 period.
Unit no.207201 was damaged in a collision with a fallen tree in
May 2001 and taken to Selhurst for repairs, though these were not carried out
and the unit was then extensively stripped for spare parts and withdrawn.
Unit no.207203 suffered a serious engine failure in December
2002 but this was replaced at St Leonards and the unit was back in traffic
by February 2003. It returned to St Leonards depot later in the month to
be the first South Central DEMU unit to be fitted with TPWS equipment.
Both nos.207202 and 207203 remained in traffic until July 2004, no.207203
last running on the Marshlink line on 13th July
2004; the 18.54 Ashford to Hastings being the last train on this route to be
worked by a DEMU unit (with the exception of preserved
‘Hastings’ unit no.1001 which was kept at St Leonards as a ‘standby’ for
this route).
The final ‘Oxted’ unit to remain in traffic was therefore no.207202
and this ran on the 21.00 Uckfield to Oxted on 17th August 2004,
being the last passenger working of these units. Both were then moved to
Redhill for storage pending disposal to preserved railways, having been sold
for a nominal sum by owners Porterbrook. They were
both loco-hauled to Swindon 27th October 2004, and no.207202 taken
on to Bury the following day for the East Lancs Railway, moving onto this
line under its own power. No.207203 was moved by road from Swindon, the two
DEMU coaches to the Swindon and Cricklade Railway whilst the ex 4 CEP
trailer was taken to a scrapyard.
Unit formations were as follows, with date ex. Eastleigh works
shown below the unit number and the unit number of each vehicle’s former unit
being shown below in brackets.
|
Unit |
Date |
MBS |
TSO |
DTS |
Nome |
Reformed |
|
Code |
|
NB-1A |
BX |
VB-1A |
|
|
|
207201 |
25-May-95 |
60129 |
|
|
Ashford Fayre |
21-May-01 |
|
Code |
|
|
BX-1A |
|
|
|
|
207202 |
19-May-95 |
60130 |
70549 |
60904 |
Brighton Royal Pavilion |
Oct-04 |
|
207203 |
26-May-95 |
60127 |
|
|
|
Oct-04 |
|
|
Individual Unit Notes |
|
Unit |
Notes |
|
207201 |
Unit in collision with no.319050
in Selhurst depot 7‑Jan‑98 and DTS 60903 damaged. Temporarily
exchanged with 60901 (ex.207203) at Selhurst 6‑Feb‑98 and back to
traffic 12‑Feb‑98. DTS 60903 returned to unit
3‑Jul‑98 and TSO 70286 also temporarily exchanged with 70547 (ex.207203)
on the same date. These TSOs exchanged back 13‑Jul‑98 and unit
back to normal formation. TSO 70286 removed from unit and stored at
Selhurst depot 15‑Oct‑98 and unit to traffic as 2-car. TSO
70286 back into unit prior to overhaul at Eastleigh 27‑Oct‑98,
though removed on return to Selhurst. TSO 70286 back into unit 22‑Mar‑99
and unit to traffic as 3-car. Unit reduced to 2-car for
winter 1999 from 5‑Oct‑99 and reverted to 3-car again from 22‑Apr‑00.
Cab end of DTS 60903
damaged when unit in collision with fallen trees at landslip near Ore 21‑May‑01
and to Selhurst for repairs. However, these repairs were not carried out and
the unit was used as a parts donor and withdrawn from traffic, remaining
stored at Selhurst depot into 2003. MBS 60129 moved from
Selhurst by road for scrapping at Immingham Railfreight
Terminal 30‑Sep‑03, eventually being cut‑up 15‑Oct‑04,
whilst TSO 70286 arrived at Immingham 30‑Sep‑03 and was cut‑up
24‑Oct‑03, with DTC 60903 arriving the following day and also cut‑up 24‑Oct‑03. |
|
207202 |
Unit to Eastleigh for
overhaul as 3-car 2‑Oct‑98 and released 5‑Nov‑98 in
Connex livery. TSO 70549 removed and stored at Selhurst depot and unit
back to traffic as 2-car 13‑Nov‑98. TSO 70549 back into unit 6‑Apr‑99
and unit to traffic as 3-car. TSO 70549 stored again from Oct‑99 and
unit released as 2-car for winter period, reverting to 3-car again in April
2000. DTS 60904 slightly damaged
when unit in collision with car at Forge Farm Crossing near Eridge in
April 2001. Unit then to Eastleigh for repair and back to traffic 1‑Jun‑01.
Ran briefly as 2-car unit during July 2001. Unit fitted with TPWS
equipment at Selhurst in March 2003. Unit out of use at Selhurst
after working 21.00 Uckfield to Oxted 17‑Aug‑04 and moved to
Redhill for storage 24‑Aug‑04. Hauled to Swindon 27‑Oct‑04
and on to Castleton Junction 28‑Oct‑04 from where it ran onto the
East Lancs Railway under its own power for preservation. Later restored to
green livery and carrying unit number 1305 once again. |
|
207203 |
Unit in collision with no.319013
in Selhurst depot 10‑Dec‑95 and DTS 60901 damaged. Repaired at
Selhurst and unit back to traffic 15‑Jan‑96. Due to engine defects unit
out of use Feb‑98 and DTC 60901 exchanged with damaged 60903
(ex.207201) at Selhurst 6‑Feb‑98. MBS 60127 to Eastleigh for
engine overhaul Mar‑98, TSO 70547 spare at Selhurst and 60903 repaired
at Selhurst. DTS 60903 returned to unit 207201 3‑Jul‑98 after
repairs along with TSO 70547 and own DTS 60901 spare until 70547 returned
from 207201 13‑Jul‑98 and unit back to traffic in original
formation. TSO 70547 removed from unit
and stored at Selhurst depot 13‑Oct‑98 and unit to traffic
as 2-car. TSO 70547 returned to unit prior to being sent to Chart Leacon for running gear overhaul 28‑Oct‑98,
released 4‑Nov‑98 and TSO removed once again at
Selhurst depot. TSO 70547 repainted into Connex livery at Selhurst Apr‑99
and remainder of unit also stopped for body repair and repaint from 29‑Apr‑99.
Unit back to traffic as 3-car 17‑Sep‑99, remaining as 3-car
throughout the winter period and used mostly on Uckfield line diagrams. Unit suffered a serious
engine failure near Ashford during Dec-02 and taken to St Leonards depot
where a replacement power unit was fitted, returning to traffic early in Feb-03.
It was back at St Leonards depot later that month as a prototype unit
for fitting of TPWS equipment, then returning to Selhurst depot where some
TPWS test runs took place (along with similarly equipped no.207017) on both
11-Mar-04 & 21-Mar-04. Unit out of use at Selhurst after working 18.54
Ashford to Hastings 13‑Jul‑04 and moved to Redhill for storage 24‑Aug‑04.
Along with no.207202 unit
hauled to Swindon 27‑Oct‑04 and both DEMU coaches moved by road
to the Swindon and Cricklade Railway during the next two days. Trailer 70547
was taken by road from Swindon direct to Immingham Railfreight
Terminal for scrapping, arriving there 1‑Nov‑04. However, this coach was
then resold for preservation (for use in unit no.205205) and moved from
Immingham to the North Yorkshire Moors railway at Goathland
13‑Jan‑05. It was then sold again and later reported in use as an
office in Hungerford Nov‑05. Unit no.207203 restored to
green livery (green cab ends) as ‘unit no.1302’ and in use by Apr-09. |
|
Thanks go to research author John Atkinson,
webpage author, editorial and additional information from railway historian C.
Watts along with thanks to the many photographers listed below their images. |
COPYRIGHT
BLOODANDCUSTARD
PHOTOGRAPHS ARE
COPYRIGHT AS INDICATED
Blood and Custard
Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk
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Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream
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Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream
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Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream
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& Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood
and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt
Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and
Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and
Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson
and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and
Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt
Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and
Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson &
Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL
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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
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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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
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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
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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
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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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
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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
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2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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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
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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
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2
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2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL 2 BIL 2-BIL