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British Rail Southern Region conversion
3R ‘Tadpole’
(Nos.1201 to 1206)

3R ‘Tadpole’ units nos.1202 and 1205 at Guildford on Saturday, 6^th January 1979.
At this point in time neither unit carried an inverted black triangle (denoting there was no brake van at the other end of the unit).

© John Atkinson

‘Tadpole’ diesel units

The 3R ‘Tadpole’ units were interesting hybrid units on the Southern Region’s Reading – Tonbridge line although they did at times see very limited use elsewhere, including Hailsham to Eastbourne, the Oxted line (including Tunbridge Wells West). For example, unit no.1204 was observed at Henfield on a Brighton to Horsham working and on 6^th January 1965 an unidentified 3R was seen working part of the 18:10 Victoria to Brighton (via Uckfield). The new 1965 Tadpole operations are set out in their 6^th September 1965 Carriage Working Notice.

Unit no.1205 is about to pass over the level crossing
at North Camp on Saturday, 6^th January 1979.

© Tony Watson

For a year in 1979 Tadpole units worked through from Reading to Basingstoke and on a Saturdays-only service from Reading to Basingstoke & Salisbury. At the end of its life unit no.1206 was allocated to work Hastings to Ashford.

They have also been seen on passenger services between Portsmouth and Salisbury as well as the Swanage Branch 1^st July 1967 (unit no.1201), Henley-on-Thames to Paddington (19^th April 1972 units nos.1202 & 1203 during a ‘work to rule’ by BR staff) and Reading to Oxford (engineering works on 10^th & 17^th July 1979).

7^th May 1979 and unit no.1203 at Redhill Up Siding (following the ‘Inter-Village Express’ Tadpole railtour the previous day). This photograph shews the ex.EPB DTS speedometer drive, roller-bearing axle boxes, compression bar and Buckeye coupler along with modified jumper arrangements.

The grills on the luggage compartment quarterlights are also visible along with ‘Luggage’ on the doors. These three inner-end compartments were stripped internally into one large saloon for mail – all the heaters having been removed and metal cages placed over the lightbulbs to prevent damage from ‘over-enthusiastic’ mail staff.

The next two compartments (normally locked and labelled C1 & C2) were also used for mail but retained their seating for occasional passenger use.

© John Atkinson

Creation of a Hybrid

The Tadpoles came about from a need to withdraw steam services on the Reading – Tonbridge line and to introduce ‘Pay Train’ operation. However, the 3H and 3D units were not gangwayed within each set and so were considered unsuitable. Furthermore, the cost of a new build of diesel trains could not be justified.

Accordingly, it was decided to disband three 6S Hastings units (nos,1002, 1003 and 1004) and utilise their DMBSO and TSO (along with some 2 EPB driving trailers) to form six three-car 3R units with the ‘R’ coming from Reading /Redhill. This was undertaken at Wimbledon and Ashford Chart Leacon depots during November 1964.

One of John Atkinson’s favourite 'Tadpole' photos taken on Boxing Day, Tuesday 26^th December 1978. This was probably the last year the Southern Region ran a meaningful Boxing Day service. The day was as cold and wet as it looks!

With passengers in coaches 2 & 3 only, 3R units nos.1206 + 1203 pull away from Edenbridge with a Redhill to Tonbridge train. It was formed of two units to reposition stock after being berthed 'under cover' at Selhurst on Christmas Day. Unit no.1203 subsequently returned on a Reading service having left unit no.1206 at Tonbridge.

© John Atkinson

The (former) 6S Vehicles (DMBSO & TSO)

The engines were up-rated to 600 bhp to match the 2H /3H and 3D units, this being achieved by replacing the original Napier MS100 turbochargers with the MS200 type. In view of the proposed high mileages a further modification took place during overhaul when the suburban type EE507D oil-lubricated traction motors were replaced with EE507E roller bearing suspension type.

Of the TSO coaches (diagram no.670) the toilet compartments (and the three-bay) saloon were coupled next to the DMBSO; the four-bay saloon was designated non-smoking. None of the three seating bays in the DMBSO (diagram 650) were designated non-smoking.

Roof detail of DMBSO 60002 unit no.1201
near Betchworth 20^th December 1974
© Dave Smith

Roof detail of DMBSO 3R unit
near Betchworth 20^th December 1974
© Dave Smith

Roof detail of TSO 60504 unit no. 1202
20^th December 1974 (location not stated)
© Dave Smith

Roof detail of TSO 3R unit no.1202
near Betchworth 20^th December 1974
© Dave Smith

BloodandCustard makes no apology for the slightly repetitive nature of these rare and superb roof detail photographs courtesy of Dave Smith© as they will be of considerable interest to the modeller; in particular the differing types ventilators on the TSOs plus the variation in body widths!

On 5^th May 1979 unit no.1203 departs from Edenbridge towards Redhill during the last week of Tadpole operation.

© Tony Watson

Tadpole Driving Trailer Seconds (DTS)

The Tadpole driving trailers came from a 1954 batch of BR design 2 EPB units (nos. 5701 – 5711) that had been built with headstocks to carry buckeye couplings and compression bars. Unfortunately, it was realised that a 8-car 2 EPB formation so coupled would not fit into Holborn Viaduct station (or the bays at Blackfriars) and a decision was made to standardise on the SR practice of single buffers within EPB units thus reducing each coupling by some 8” in length. Only unit no.5701 is understood to have been fitted with buckeyes and these were removed before it entered service. However, this did mean that these 2 EPB driving trailers could be fitted with fixed-head buckeyes and compression bars with relative ease in order to couple with the Hastings cars.

Accordingly, the 2 EPB units nos.5701 /5704 /5708 /5709 /5710 & 5711 were disbanded with the 2 EPB motor coaches being reformed into three 4 EPB units using SR design trailer cars, whilst the driving trailers were converted to DEMU operation. Still retaining their designation of diagram no.420, the driving trailers comprised 4-bay saloon and 5-compartments. Three of the compartments (those furthest from the driving cab) were gutted and re-panelled to form additional van space primarily for the mail traffic between the mail centres on the line. The windows (but not droplights) in these 7-ton mail areas each had two vertical bars fitted.

Unit no.1205 at Edenbridge on Saturday, 6^th January 1979.

© Tony Watson

This left sixty-six seats for passenger use (forty-two in the open saloon plus two twelve-seat compartments) although during some quieter periods even these seating areas were locked out of use so as to concentrate passengers into the two gangwayed coaches. Certainly, the two passenger compartments (between the mail area and passenger saloon) did at one point have door markings ‘C1’ and ‘C2’ and were occasionally locked out of passenger use to enable their use for the carriage of mail; the compartment next to the mail area being designated non-smoking. The former 6S ‘Hastings’ coaches seated fifty-two and twenty-two passengers respectively.

Besides the controller change (omission of EPB controller notches 2, 4 and 6) the Mk3D bogies (a modification of the original Mk2A bogies) were replaced with Mk4 bogies similar to those already fitted to DEMU coaches as roller bearings were deemed necessary for the high mileages proposed; around 11,000 miles every four weeks. The Tadpoles were the Southern’s 4^th highest mileage unit and highest mileage demu; unsurprising there were instances where they ran out of fuel!

Roof of DTS 77503 unit no.1202
near Betchworth 20^th December 1974
© Dave Smith

Other alterations required were the removal of shoe gear /shoe beams & power cabling, circuit adaption from 70v to 90v operation (including light bulbs) and the rewiring of the jumper cabling /provision of demu jumpers at the inner end.

When some of the driving trailers were subsequently reused as non-driving trailers in the Hampshire units further work was undertaken to make the driving cabs inoperable; their yellow ends were painted plain blue.

3R unit no.1205 rolls into Edenbridge on a bright Saturday 3^rd February 1979 with a Reading to Tonbridge working. Note the green enamel sign still survived on the signalbox door. The mechanical signals, signalbox and crossover are now long gone.

© John Atkinson

Re-deployment of the 2 EPB Motor Coaches

Following the formation of the Tadpole units the 2 EPB motor coaches 65300 and 65310 from 2 EPB units nos.5701 and 5711 along with two ex-Sub augmentation trailers (so both had trailers had compartments) were formed into 4 EPB no.5261.

Motor coaches 65303 and 65308 from 2 EPB units no.5704 and 5709 along with one ex-Sub augmentation trailer and a spare SR EPB trailer were formed into 4 EPB no.5262.  This unit was later reformed with SR EPB motor coach 14205 in place of 65308, which went to 4 EPB no.5302.

65307 from 2 EPB 5708 was used to replace a damaged motor coach in 4 EPB unit no.5247. Later on, 65307 went to 2 EPB unit no.5769 to replace a motor coach written off in a collision.

Only 2 EPB unit no.5710 was reformed with 65309 coupled to spare driving trailer 75636. 

The 08.05hrs Tonbridge to Reading service always started from Platform 4, which meant it had to cross the mainline during the morning rush-hour. Unit no.1205 was photographed operating this service on Friday, 23^rd March 1979.

© Tony Watson

‘New’ 3R ‘Tadpole’ units

When first-formed each 75mph unit weighed 113 tons, was 186 feet 8.5 inches long with a maximum seating capacity of one-hundred & forty second-class passengers. Whilst in 6S unit no.1003, the motor coaches of nos,1203 and 1204 had missed out on the interior re-panelling at Lancing so retained their wooden interior panelling.

The Tadpole units were numbered 1201 to 1206 and because of the difference in width between the wider Restriction ‘4’ (C1) EPB coach and the two Restriction ‘0’ Hastings cars gained the nickname Tadpoles. Unlike most nicknames ‘Tadpoles’ ended up appearing in official BR documentation. Under TOPS the units became class 206 although were not renumbered at this time.

Unit no.1205 waiting at Edenbridge’s Up platform whilst preparing to depart on a shuttle service back to Tonbridge during engineering work in November 1977.

© Tony Watson

Following conversion, the reformed units were run back to St Leonards depot for renumbering, engine changing and initial testing. Units nos.1205 and 1206 were reformed at Wimbledon Park depot, the first (no.1205) running to St Leonards on 24^th November 1964. It is believed that one was displayed at Waterloo (with new 4 CIG unit no.7301) on 6^th November 1964.

The first test run on the Tonbridge - Reading line took place on 3^rd December 1964 with unit no.1205 (carrying headcode 07). Unit no.1205 was further used on the Oxted line on 12^th December 1964. The units reformed at (Ashford) Chart Leacon were also ready in December 1964, unit no.1203 running on test as a 2-car from St Leonards to Eridge via Heathfield on the 18^th December 1964.

The displaced coaches following reforming at (Ashford) Chart Leacon were moved to Eastleigh as follows:

6^th December 1964 65300 (no.5701) + 10207 & 10208 (both no.4360) + 65307 (no.5708)
+ 60703 & 60511 (both no.1004) + 60750 (no.1032) + 60755 (no.1031).
Hauled by D6551.

4^th January 1965 65303 (no.5704) + 60701 (no.1002) + 60702 (no.1003) + 65308 (no.5709).
Hauled by Ashford-built N-class no.31816.

A number of the ‘Hastings’ coaches were mounted on bogies with shoebeams for these movements, these being swapped from the 2 EPB coaches used in the 3R units.

11.49 Tonbridge to Reading having just left Edenbridge on Monday 18^th September 1978 with SWD 3H unit no.1110 leading 3R no.1205. Not an easy job for the driver as he needed to position the rear two coaches at some of the short platforms.

© John Atkinson

Reading – Tonbridge Operations

After the 3^rd December 1964 Reading to Tonbridge ‘Tadpole’ test run the first passenger operations took place on the 3^rd January 1965 along with positioning trips ready for the formal introduction of diesel services on Monday, 4^th January 1965. It must be noted that some trains were diesel locomotive hauled both before and after this date – the last being around 1977 /1978.

However, on Wednesday, 6^th January 1965 it was reported that a Tadpole unit worked the 6.10pm Victoria to Brighton service!

Original 1965 Timetable
Colin Watts collection ©

Reading – Tonbridge route diagram contained within the new 1965 timetable
Colin Watts collection ©

1965 ‘Tadpole’ service ticket promotion
Colin Watts collection ©

The Reading – Tonbridge service was fairly unusual as units displayed a Fare Chart inside. This one is easily identifiable as being in unit no.1206 as (following a Swindon overhaul) the internal lampshades differed. Seat nos.9 & 10 give the location away as being in the end of the Motor Coach (no.60007). The date was 16^th May 1979 which was the first scheduled date for WR ‘Meccano’ operation on the line.

© John Atkinson

Cheap Day Return ‘Omniprinter’ ticket from Redhill to Tonbridge issued on a ‘Tadpole’ service during 14^th October 1974. Note the ticket’s station codes.

Clive Standen collection ©

Closure of Ticket Offices and introduction of ‘Pay Trains’
from 5^th November 1967

John Atkinson collection ©

With ‘Pay Train’ operation the conductor guard is regularly engaged in fare collection and therefore frequently has to give the driver the ‘right-away’ with a hand signal from a vestibule rather than by bell from the guard’s compartment. In departing from Deepdene (for Reading) on 20^th January 1979 the guard has failed to observe a door is not properly closed on unit no.1202.

© Tony Watson

‘Ride the Reading Tonbridge Line’
8^th May 1978 – 13^th May 1979

© Colin Watts Collection

© Colin Watts Collection

© Colin Watts Collection

1202 passing over the level crossing at North Camp on Saturday, 6^th January 1979.

© Tony Watson

Replacement 3R units
by WR ‘Meccanos’

It was proposed that Western Region diesel-mechanical multiple units (a.k.a. Meccanos by Control) would work the Reading – Tonbridge line, so during the late 1970s a decision had been made to disband four of the 3R sets, starting with reformation of 6S unit no.1002 and when 6L unit no.1032 collided with the buffer stops at Charing Cross (11^th January 1979) changes and withdrawals started to take place.

Although class 101 Metro-Cammell units started working on the Reading – Tonbridge line from 5^th February 1979, the Redhill’s mail traffic soon led to their replacement with class 119 Gloucester RC&W units which had larger lockable luggage cages; their steady introduction onto the line leading the rapid demise of the 3R sets.

Still relatively new to the Ashford - Hastings line
unit 1206 awaits departure from Ashford
© BloodandCustard

Thereafter regular 3R unit usage was left to the Ashford – Hastings service.

Unit no.1201 passes an engineer's train stabled in Edenbridge’s Up siding ready for engineering work. In September 1975 there were enough available locomotives and sidings enabling the operating authority to send out engineer's trains in advance and just leave them parked in readiness for the weekend work.

© Tony Watson

Railtours

On 26^th June 1971 unit no.1205 historically operated a shuttle ‘railtour’ comprising a dozen return trips from Brighton along Brighton’s Kemp Town branch in order to mark the line’s closure. An inverted black triangle was not carried on unit no.1205 at this time.

The only other known ‘Tadpole’ railtour was with units nos.1203 & 1206 on the Southern Electric Group’s ‘Inter-Village Express’ on 6^th May 1979. This ran from London Bridge to Brighton, Eastbourne and Hastings where unit no.1204 replaced a failing no.1206. After the substitution the tour continued on to Ashford, Tonbridge, Redhill, Reading, Kensington Olympia and Blackfriars before returning to London Bridge.

In torrential rain unit 1206 departs from Ashford.
Note at this point it retains its 6S motor-coach.
© BloodandCustard

Restrictions

Like the remainder of the BR(S) diesel-electric multiple-unit fleet these units were prohibited over the following routes and sidings (correct to 6^th May 1968):

Shepherds Well - Tilmanstone Colliery
Portsmouth & Southsea – North Dockyard Line
Isle of Wight Lines
Littlehampton Wharf Line

Diesel-electric units could only work in multiple with other diesel-electric units.

‘I wandered lonely as a Cloud’

Following its stop at Edenbridge, unit no.1203 near Hilders Farm on Thursday, 24^th May 1979. No-doubt the driver will be grateful for the sun visor for he is driving directly into evening sun on the straight East - West railway line across to Redhill.

The inverted black triangle provided an early indication to station
staff that there was No brake van at the other end of the unit.

© John Atkinson

Tadpole Liveries

Tadpoles and the Inverted Black Triangle

The mail area in the DTS did lead to some confusion in respect of placement of the black inverted triangle on the front of the motor coach. Fitted to two and three car multiple BR(S) units this triangle denoted that there was no brake van at the other end of the train and followed the orange-Vees originally fitted to the 2H & 3H units, but not the 3D ‘East Sussex’ sets and for the Tadpole units it is relevant to understand the original imperative behind the need to indicate this.

The imperative for the orange ‘Vee’ is believed to come from mail pick-ups at Winchester City following the introduction of 2H /3H units on the Alton to Southampton services. These units only had a brake van at one end (the motor coach) whereas the steam hauled carriage sets had brake vans at each end with the guard riding in the rear.

Postal staff would traditionally be waiting to load mail into the rear of the train but with a 2H /3H unit the only brake van might arrive at the front of the unit. As a consequence, this could cause service delays as postal staff had to move the mail along the platform to the front of the train.

Accordingly, the orange-Vee 9and inverted Black triangle that followed) would provide an early indication to staff that there was

No brake van at the other end of the unit.

As this problem did not exist on the Central Division the 3D ‘East Sussex’ units (latterly referred to as ‘Oxted’ units) were not equipped with orange-Vees.

It is believed that unit no.1102 was the first to be equipped in 1960; unit no.1111 being the first to receive an inverted black triangle in 1965 which provides an indication towards the application of yellow waring panels on 2 & 3-car demus. In terms of the carriage of mail the brake van provision on 2H /3H units wasn’t generous and on later 3H ‘Berkshire’ builds a seating bay was sacrificed to provide a larger baggage area.

With the introduction of small warning panels (trialled on BR(S) in 1962, the first 2 EPB units started receiving theirs in early 1964 (this year saw a great rush to equip most units) the first demu may have been in 1965) a decision was made to replace the orange-Vee with a black inverted triangle and that this useful indicator to staff should become standard for all 2 and 3-car demu /emu stock on the BR(S).

Devoid of a black triangle, unit no.1202
at Edenbridge 23^rd September 1978.

Photographer Tony Watson recalls “1202 prepares to leave Edenbridge on a down train. Guard Beaumont of Redhill, visible here, left the railway and became a bus driver at East Grinstead and subsequently Godstone, so when I moved from Edenbridge to Caterham I again encountered him on my daily commute!”

© Tony Watson

This caused some confusion on the Tadpole units as the ‘postal area’ was in the DTS; most mail was carried here and not with the guard in the motor coach. As a consequence, some motor coaches ran for a period (in blue livery) without the inverted black triangle (an example being unit no.1202 in September 1968 and no.1205 in 1971).

However, the ‘postal areas’ in the DTS were generally only used at the mail centres (such as Redhill) where the timetable allowed for the loading of mail. At intermediate stations the guard would have had to walk the length of the train (and back again) to access the DTS leading to additional dwell time and by now the inverted black triangle provided a useful indicator to staff (and passengers in the know) for the loading of other items such as perambulators.

Further examples of units carrying an inverted black triangle were nos.1201 (period unknown), 1202 (1971, 1972 & 1978), 1203 (November 1970 & May 1979), 1204 (July 1979), 1205 (September 1978) & 1206 May 1979.

In the days before Reading’s platform 4B, unit no.1201 is called-into platform 4A behind a pair of 2 HAL units on a wet & dismal Saturday in June 1969.

The unit’s next driver waits on the platform in un-eager anticipation (the DEMUs were in the top-link at Reading depot) while a Post Office worker makes his way along the platform towards the DTS hauling a trolley.

Of particular interest is the previous Winter’s partial-sheeting over of the lower section of radiator grill (adjacent to the guard’s brake compartment) has not been removed.

In a filthy state, the carriage-cleaning staffs’ brushes could not reach above the observation lights!

© John Atkinson

Tadpole cars have been seen in Hastings units. For example, following the Appledore derailment on 14^th March 1980 there was a dire shortage of Hastings cars and so Tadpole units nos.1205 and 1206 were disbanded. As a consequence, a blue /grey no.1001 was temporarily reformed with an all-over blue Motor Coach still carrying ‘1206’ and the inverted black triangle (certainly on 24^th March 1980).

In addition, Hastings units (compared to Tadpole numbered vehicles) have been seen with inverted black triangles such as unit no.1003 in June 1980.

3R 'Tadpole' unit no.1201 will be braking hard at Hilders Farm foot crossing as it slows for the Edenbridge stop with a Reading to Tonbridge train on Monday 18^th September 1978. Looking travel stained and hard worked, this photograph brings back fond memories for so many of us!

© John Atkinson

Green Livery

When formed, all units were green. Units nos.1203 and 1204 did not have yellow panels on their motor coaches although their Driving Trailer Seconds did have yellow panels; unit no.1202’s motor coach didn’t receive its warning until 4^th July 1966; no.1204 received its on 15^th June 1966. However, it is believed that units nos.1201, 1202, 1205 and 1206 had yellow panels both ends from new.

Unit 1206 near Tonbridge.
© BloodandCustard

All-over Blue Livery

Following the introduction of ‘corporate blue’ in 1965 the Southern started painting some multiple units plain blue in 1966 although some dates for repainting the 3R sets into all-over blue with full yellow ends are currently uncertain, the following is known:

1201 - 16^th June 1967

1202 – 20^th April 1967

1203 – 27^th March 1969

1204 – 10^th April 1969

1205 - by September 1968

1206 - November 1967.

Unit no.1202 departs Shalford for Tonbridge on 1^st January 1975
© Dave Smith

Unit no.1202 was the first to ‘go blue’ in April 1967. It had the smaller numerals and small BR double arrow set higher up than standard. No.1202’s underframes were brown and there wasn’t an inverted black triangle on the motor coach. Around 1970, unit no.1202 was repainted (blue) and gained the standard numerals, a BR double arrow in the normal position and an inverted black triangle.

Unit no.1201 approaches Edenbridge on 23^rd September 1978.

© Tony Watson

Unit no.1201 was the second to be painted blue (16^th June 1967). It had larger numbers, BR double arrow set lower down and a black inverted triangle on the motor coach.

Unit no.1206 has just passed under the A21 Tonbridge by-pass as it approaches Tonbridge on Friday 23^rd March 1979.

© Tony Watson

Unit no.1206 was the third (by November 1967) and no.1205 the fourth (c.August 1968); both without inverted black triangles on the motor coaches (no.1205 appeared to have ‘lost’ this by 1979). Unit no.1206 received an inverted black triangle when it was repainted at Swindon, possibly around 1970.

Unit no.1203 awaits departure from Redhill’s
platform 1 on Wednesday, 28^th March 1973
© Dave Smith

Unit no.1204 departs from Edenbridge on 20^th August 1975.

© Tony Watson

Unit no.1203 was fifth (c. May 1969) and no.1204 the sixth (c. June 1969); both had inverted black triangles on their motor coaches (no.1204 appeared to have ‘lost’ this by 1979). Unit no.1204 may have been last having received a ‘green’ repaint in June 1966.

In the company of 6B unit no.1036 at Tonbridge 3R ‘Tadpole’ unit no.1202
(with blue /grey motor coach) awaits departure for Redhill and Reading in 1978.
© BloodandCustard

Blue-Grey Livery

Of the original formations only no.1206 didn’t have its 'Hastings' coaches painted blue /grey whilst formed as a ‘Tadpole’ being removed earlier in the year.

Photographed at Edenbridge on 23^rd September 1978, the motorcoach of unit no.1202 has been painted in Blue /Grey livery ready for re-use in Hastings 6S unit no.1002.

© BloodandCustard

1201	(both coaches) was repainted in December 1978 with an inverted black triangle;
1202	(motor coach) painted September 1978 (without inverted black triangle) anticipation of re-use in 6S no.1002; the TSO and DTS retaining all-over blue livery. However, in January 1979 no.1202’s trailer second (60504) was temporarily replaced by 60551 whilst 60504 was repainted blue /grey reappearing within unit no.1202 by 23^rd March 1979.
1203	(both coaches) was repainted in March 1979 with an inverted black triangle;
1204	(both coaches) was repainted in March 1979 with an inverted black triangle;
1205	(both coaches) was repainted in September 1979 but without the inverted black triangle;
1206	went to works blue November 1980 and the two 'short' Hastings coaches were removed from the unit and painted blue/ grey ready for use in 6S unit no.1004. Not long afterwards the driving trailer second (DTS 77510) of unit no.1206 received blue /grey livery (certainly by November 1981).

Unit no.1202 pauses at Edenbridge with a Tonbridge-bound train on Boxing Day, Tuesday 26^th December 1978 and is also in need of the attentions of the Carriage Cleaners at St Leonards.

This unit had been at Selhurst over Christmas day, though no carriage cleaning would have been carried out that day. This was possibly the last year that Boxing Day trains ran over most of the SR network.

© John Atkinson

Tadpole Formations Unit no.1201
Formed January 1965	DMBSO 60002	TSO 60503	DTS 77500
Disbanded 12^th May 1979.
DTS 77508 went to augment 2H ‘Hampshire’ unit no.1108 into 3T unit no.1401.
Unit no.1202
Formed January 1965	DMBSO 60003	TSO 60504	DTS 77503
October – November 1974	DMBSO 60009^#1	TSO 60504	DTS 77503
January to March 1979	DMBSO 60003	TSO 60551^#2	DTS 77503
Disbanded 12^th May 1979.
DTS 77503 went to augment 2H ‘Hampshire’ unit no.1104 into 3T unit no. 1404.
#1	DMBSO came from 6S unit no. 1005
#2	Long vehicle (ex.6B unit no.1031)
Unit no.1203
Formed January 1965	DMBSO 60004	TSO 60505	DTS 77507
Disbanded May 1979.
DTS 77507 went to augment 2H ‘Hampshire’ unit no.1103 into 3T unit no.1403
Unit no.1204
Formed January 1965	DMBSO 60005	TSO 60506	DTS 77508
March to August 1979	DMBSO 60002	TSO 60551*	DTS 77508
Disbanded 8^th August 1979.
DTS 77508 went to augment 2H ‘Hastings’ unit no.1122 into 3T unit no.1402.
*	Long vehicle ex.6B 1031
Unit no.1205
Formed January 1965	DMBSO 60006	TSO 60509	DTS 77509
Out of use from March to July 1980. Disbanded October 1980.
Moved to Mayer Newman, Snailwell for scrapping 25^th September 1987 arriving there 29^th September 1987 and burnt 13^th October 1987.

Berthed in the up side yard at Redhill on 13^th May 1981 ‘Tadpole’ unit no. 1206 in its final form prior to disbanding, with an ex-6B (S60037 from 1037) motor coach and ex-6S (S60702 from 1003) trailer first reclassified to a composite.

After the rest of the Tadpoles were disbanded, no.1206 was retained in this form for the Ashford-Hastings service.

© Tony Watson

Unit no.1206
DMBSO 60007	TSO 60510	DTS 77510
DMBSO 60016^#1	TSO 60510	DTS 77510
DMBSO 60007	TSO 60510	DTS 77510
DMBSO 60037^#2	TCK 60702^#3	DTS 77510
Unit moved to Mayer Newman, Snailwell for scrapping 25^th September 1987 arriving there 29^th September 1987 and burnt 5^th October 1987.
Long vehicle no.60016 ex.6L no.1012
Long vehicle no.60037 ex.6B no.1033
TCK (downgraded TFK ex.6S no.1003

Edenbridge, 25^th September 1978

Unit no.1203 works a Tonbridge bound train with 3D no. 1318 attached out of use for stock positioning purposes. This was an out of course movement as no down trains were booked for more than three coaches, although the 20.15hrs Tonbridge-Redhill did attach a 3D for working purposes.

© Tony Watson

‘Tadpole’ Style Reformations

Unit no.1309 (3D)

During the mid-1980s blue /grey 3D unit had its motor coach replaced with blue /grey 6L motor coach no. 60045 gaining the unofficial nick-name of a ‘Fat Tadpole’. By 1986 the 3D trailer composite also gained blue /grey livery and by April 1987 the driving trailer was also blue /grey. Numbered 207009, an inverted black triangle was not carried.

Unit no.1319 (3D)

Unit no.1319 was involved in a collision at Selhurst depot 10^th November 1985 and MBS 60144 damaged. The MBS was replaced by ‘Hastings’ MBS 60044 (ex-disbanded 5L no.1037) from November 1985 to 25^th March 1986 when 60144 returned after repairs using cab of withdrawn 60134 (ex-1309).

Unit no.1107 (3H)

The MBS 60106 of unit no.1107 was condemned 25^th July 1985 due to severe roof corrosion and defective door pillars; this being replaced by blue /grey 6L motor coach Hastings MBS 60037 (ex. disbanded 3R no.1206) this coach seating 30 giving a unit total of 19 first and 184 second and gaining the unofficial nick-name of a ‘Fat Tadpole’..

MBS 60037 was condemned 7^th Apr 1986 and stored at Mountfield thence to Chart Leacon for stripping 17^th July 1987. Moved to Mayer Newman (Snailwell) from Tonbridge 2^nd October 1987 arriving 16^th November 1987 and burnt 18^th March 1988. Replaced in unit by similar 60022 (ex-disbanded 6L no.1015) and renumbered 205007 on 5^th October 1987.

Unit withdrawn 5^th October 1987 and moved to Chart Leacon for bogie recovery. MBS 60022 hauled to Selhurst for engine recovery 26^th February 1988 before returning to Chart Leacon 12^th January 1989 thence to Ore for storage. Moved to Sevenoaks September 1989 before leaving Sevenoaks 30^th October 1989 for scrapping by V. Berry, Leicester.

Illuminated by some bright morning sunshine, 3R unit no.1202 starts away from Edenbridge on Saturday 3^rd February 1979 working a Tonbridge to Reading train with the 'eight wheel driving cab' leading! At this date the unit was misformed, running for a while with 6L trailer 60551 (borrowed from unit no.1031) and it has two four-bay passenger saloons whereas a genuine 6S car had a three-bay saloon adjacent to the toilet end. The signalman is visible inside the neat little SER style box, about to drop the starter back to danger behind the train, a nice short pull there! Unit nos.1202 own TSO 60504 was at Selhurst being repainted into blue /grey at this time.

© John Atkinson

Tadpole Carriage Working Notice

(from 6^th September 1965)

Courtesy of Clive Standen, the following are pages from the Central Division Carriage Working Notice from 6^th September 1965 which was operated by up to five of the six Tadpole units.

© Clive Standen

Summary of Tadpole Workings

With the introduction of the Tadpole units Reading Southern closed on 6^th September 1965 (the station had been renamed from Reading South on 11^th September 1961). The Redhill & Tonbridge services operated out of Reading General’s platforms 4A & 4B alongside the electric trains to Waterloo.

Being a Southern publication, the Western Region’s empty stock moves between Reading Depot (triangle sidings which had a refuelling point) and Reading General were not shewn in any detail.

Working No.121

Working No.121 (Saturdays excepted) started Reading General (dep 05†20) running parcels to Wokingham thence ecs to Guildford returning passenger to Reading General before the first of four services to Tonbridge (dep 07.24, 12.24, 17.47 & 21.08). On the last of these returns from Tonbridge the unit only ran as far as Redhill thence ecs to St. Leonards West Marina for refuelling and overnight stabling. The day’s mileage was 501.

The unit’s next working would be No.126 (SX) or 136 (SO).

Working No.122

Working No.122 (Saturdays excepted) started Reading General (dep 06.08) with the first of three return trips to Tonbridge (dep 06.43, 11.24, 16.24* & 18.12). The final departure from Reading General (dep 21.34) ran to Redhill thence ecs to St. Leonards West Marina for refuelling and overnight stabling. The day’s mileage was 503. *Shunting break to platform 3 at Redhill with service continuing at 18.12hrs.

The unit’s next working would be No.123 (SX) or 134 (SO).

Working No.123

Working No.123 (Saturdays excepted) started St. Leonards West Marina (dep 05†00 MX) as front of a six-car ecs (with 124) and now rear unit following reversal at Eastbourne arrives Redhill (arr 06.08.) The Monday-morning starts (MO) followed working No.145.

Departs Redhill (dep 07.27) for Tonbridge thence to Reading General (dep 08.05).

From Reading General there were three services to Tonbridge (dep 10.24, 15.24 & 20.24). Following the last arrival at Tonbridge the unit ran ecs (dep 23†57) to Ashford (Chart Leacon) for refuelling. The day’s mileage was 503 (MX) or 496 (MO)., 13

After refuelling at Ashford (Chart Leacon), the unit returned to Tonbridge (arr 02†38) accumulating 27 miles carried over into the next working.

The unit’s next working would be No.125 (SX) or 135 (SO).

Working No.124

Working No.124 (Saturdays excepted) started St. Leonards West Marina (dep 05†00 MX) as rear of a six-car ecs (with 123) and now front unit following reversal at Eastbourne arrives Redhill (arr 06.08.) The Monday-morning starts (MO) followed working No.148.

Departs Redhill (dep 06.15) to Reading General thence Tonbridge services 08.18, 13.24 & 20.24 from Reading General). The Monday-morning starts (MO) followed working No.148.

From Reading General there were three return services to Tonbridge (dep 08.18, 13.24 & 18.50). However, the last of these return trips saw an attachment to its rear at Redhill (dep 22.06) before continuing as a six-car passenger (with No.125 in rear) to Reading General thence an ecs round-trip (dep 23†55) for refuelling at Reading Diesel Depot and return to Reading General. The day’s mileage was 503.

The unit’s next working would be No.122 (SX) or 132 (SO).

Working No.125

Working No.125 (Saturdays excepted) started Tonbridge (06.34) to Reading General thence two trips to Tonbridge (09.22 & 14.24). On the second return from Tonbridge the unit terminated at Redhill to form the Godstone ‘season ticket holders’ service (17.40 dep) leaving Godstone (17†55) ecs to Redhill in time for the Reading General service (dep 18.09).

From Reading General (dep 20.10) the working was parcels to Redhill. Following an attachment to its front it returned (dep 22.06) as the rear (empty) unit of a six-car passenger working (with No.124 in front) to Reading General thence an ecs round-trip (dep 23†55) for refuelling at Reading Diesel Depot. The day’s mileage was 468.

The next working would be No.121 (SX) or 131 (SO).

Working No.126

Working No.126 (Saturdays excepted) was unit spare at St. Leonards West Marina; it’s next working would be No.124 (SX) or 133 (SO).

Working No.131

Working No.131 (Saturdays) started from Reading General there were four services to Tonbridge (dep 06.24, 11.24, 16.24 & 21.34). Following the last arrival at Tonbridge the unit ran ecs (dep 23†49) to Ashford (Chart Leacon) for refuelling. The day’s mileage was 496.

The next working would be No.145.

Working No.132

Working No.132 (Saturdays) started from Reading General there were three return services to Tonbridge (dep 07.24, 12.24 & 17.21) thence as rear of a six-car an ecs return trip (dep 00†15) for refuelling at Reading Diesel Depot. The day’s mileage was 402.

The next working would be No.143.

Working No.133

Working No.133 (Saturdays) started front of a six-car ecs (with No.134 in rear) from St. Leonards West Marina (dep 05†00) to Redhill thence (dep 07.27) to Tonbridge with a return (dep 08.05) to Reading General and two return services (dep 10.24 & 15.24) to Tonbridge. From Reading General (dep 20.24 the working provided a further passenger service to Redhill before front of a six-car ecs (dep 23†58) to Lovers Walk (with No.135 in rear) and stabling in Montpelier Sidings. The day’s mileage was 486.

The next working would be No.142.

Working No.134

Working No.134 (Saturdays) started rear of a six-car ecs (with No.133 in front) from St. Leonards West Marina (dep 05†00) to Redhill thence (dep 06.15) to to Reading General and two return services (dep 08.18 & 13.24) to Tonbridge. From Reading General (dep 18.24) the working provided a further passenger service to Tonbridge thence (dep 21.48) back to Redhill. Following an attachment to its rear it returned (dep 22.06) as the front unit of a six-car passenger working (with No.125 in rear) to Reading General thence an ecs round-trip (dep 00†15) for refuelling at Reading Diesel Depot. The day’s mileage was 503.

The next working would be No.144.

Working No.135

Working No.135 (Saturdays) started at Tonbridge (dep 06.34, 11.48 & 16.48) with three return trips to Reading General. However, the fourth service from Tonbridge (dep 21.48) terminated at Redhill before rear of a six-car ecs (dep 23†58) to Lovers Walk (with No.133 in front) and stabling in Montpelier Sidings. The day’s mileage was 479 including 27 miles brought forward from working No.123.

The next working would be No.141.

Working No.136

Working No.136 (Saturdays) was unit spare at St. Leonards West Marina; its next working would be No.146.

Working No.141

Working No.141 (Sundays) started front of a six-car ecs (with No.142 in rear) from Brighton’s Montpelier Sidings (dep 06†05) to Redhill thence (dep 18.32) to Reading General returning (dep 21.15) to Redhill and ecs to St. Leonards West Marina for refuelling and overnight stabling. The day’s mileage was 178.

The next working would be No.126.

Working No.142

Working No.142 (Sundays) started rear of a six-car ecs (with No.141 in front) from Brighton’s Montpelier Sidings (dep 06†05) to Redhill and (dep 07.32) to Reading General and two return services (dep 10.24 & 16.18) to Tonbridge thence as rear of an ecs (with No.143 in front) round-trip (dep 01†32) for refuelling at Reading Diesel Depot. The day’s mileage was 246.

The next working would be No.122.

Working No.143

Working No.143 (Sundays) started from Reading General there were two return services to Tonbridge (dep 12.24 & 18.24) thence as front of a six-car an ecs (with No.142 in rear) return ecs trip (dep 01†32) for refuelling at Reading Diesel Depot. The day’s mileage was 268.

The next working would be No.121.

Working No.144

Working No.144 (Sundays) started from Reading General there were three services to Tonbridge (dep 08.24, 14.24 & 1924) with the latter returning only as far as Redhill thence returning (dep 22.51) to Tonbridge. Following the last arrival at Tonbridge the unit ran ecs (dep 23†40) to Ashford (Chart Leacon) for refuelling and (00†50) return to Tonbridge. The day’s mileage was 402 with a further 47 miles to be added to Working No.125.

The next working would be No.125.

Working No.145

Working No.145 (Sundays) started Tonbridge (dep 08.48) on a single trip to Reading General (dep 22.40) thence return to Redhill. However, whilst at Reading unit return ecs trip (dep 11.24) for refuelling at Reading’s Diesel Depot. With 27 miles carried over the day’s mileage was 94 with a further 27 miles to be added to Working No.123.

The next working would be No.123.

Working No.146

Working No.146 (Sundays) was unit spare at St. Leonards West Marina; it’s next working would be No.124.

Failed unit no.1205 receives assistance from 33 046 at Edenbridge on 3^rd April 1977.

© Tony Watson

Cyclic Workings
(3-weekly)

Units returned to St Leonards West Marina every seven days to become ‘Spare’ and receive any attention that was required; these ‘Spare’ workings being Nos.126, 136 & 146 with nos.136 & 146 being consecutive days (Saturday & Sunday). Thus, five of the six 3R ‘Tadpole’ units were out in service at any given time.

Based on a three-week rotational period the workings cycled as follows. Three cycles (even numbers on Sunday – Nos.142, 144 & 146) remained unaltered each of the three weeks whilst the other three (odd numbers on Sunday – Nos.141, 143 & 145) rotated across the three weeks.

1^st Week	Mon	Tue	Wed	Thu	Fri	Sat	Sun	Mileage	Next Mon
1^st	121	126*	124	122	123	135	141	2630	126*(5^th)
2^nd	122	123	125	121	126*	133	142	2707	122 (2^nd)
3^rd	123	125	121	126*	124	132	143	2638	121 (1^st)
4^th	125	121	126*	124	122	134	144	2880	125 (4^th)
5^th	126*	124	122	123	125	131	145	2567	123 (3^rd)
6^th	124	122	123	125	121	136*	146*	2478	124 (6^th)
							Total	15900

2^nd Week	Mon	Tue	Wed	Thu	Fri	Sat	Sun	Mileage	Next Mon
1^st	123	125	121	126*	124	132	143	2638	121 (5^th)
2^nd	122	123	125	121	126*	133	142	2707	122 (2^nd)
3^rd	126*	124	122	123	125	131	145	2567	123 (1^st)
4^th	125	121	126*	124	122	134	144	2880	125 (4^th)
5^th	121	126*	124	122	123	135	141	2630	126*(3^rd)
6^th	124	122	123	125	121	136*	146*	2478	124 (6^th)
							Total	15900

3^rd Week	Mon	Tue	Wed	Thu	Fri	Sat	Sun	Mileage	Next Mon
1^st	123	125	121	126*	124	132	143	2567	121 (1^st)
2^nd	122	123	125	121	126*	133	142	2707	122 (2^nd)
3^rd	126*	124	122	123	125	131	145	2630	123(3^rd)
4^th	125	121	126*	124	122	134	144	2880	125 (4^th)
5^th	121	126*	124	122	123	135	141	2638	126*(5^t )
6^th	124	122	123	125	121	136*	146*	2478	124 (6^th)
							Total	15900

Notes
*	Unit ‘Spare’ at St Leonards West Marina (Working Nos.126, 136 & 146)
	All other units refulled daily.
Working numbers shewn in Bold apply only to that day. Number sequence as follows:
Nos.12x	Saturdays excepted
Nos.13x	Saturdays
Nos.14x	Sundays

3R 'Tadpole' unit no.1204 running into Edenbridge with a Reading to Tonbridge train on Monday 18^th September 1978. The Lansing Bagnall site is now housing!

© John Atkinson

Start of Day Disposition of Units
(relative to Working Nos)

Overnight St Leonards West Marina (SLEO) saw three units each night (except Saturday night when there was just one), Reading General (RDG) saw two units each night, Brighton’s Montpelier Sidings two units only on Saturday night (for the Sunday start from there instead of from St Leonards West Marina) and Tonbridge (TON) one unit each night.

Set out below is a sample of the disposition of the units at the start of each day relative to their working numbers.

1^st Week	Mon	Tue	Wed	Thu	Fri	Sat	Sun	Spare*	Next Mon
1^st	121 RDG	126* SLEO	124 SLEO	122 RDG	123 SLEO	135 TON	141 BTON	Tue	126* SLEO
2^nd	122 RDG	123 SLEO	125 TON	121 RDG	126* SLEO	133 SLEO	142 BTON	Fri	122 RDG
3^rd	123 SLEO	125 TON	121 RDG	126* SLEO	124 SLEO	132 RDG	143 RDG	Thu	121 RDG
4^th	125 TON	121 RDG	126* SLEO	124 SLEO	122 RDG	134 SLEO	144 RDG	Wed	125 TON
5^th	126* SLEO	124 SLEO	122 RDG	123 SLEO	125 TON	131 RDG	145 TON	Mon	123 SLEO
6^th	124 SLEO	122 RDG	123 SLEO	125 TON	121 RDG	136* SLEO	146* SLEO	Sat & Sun	124 SLEO

Daily Mileages

Working No.	121	122	123	124	125	126
Mileage	501	503	503 (MX) /496 (MO)	503	468	0
Working No.	131	132	133	134	135	136
Mileage	496	402	486	503	479	0
Working No.	141	142	143	144	145	146
Mileage	178	246	268	402	94	0

Unit no.1202 passes Tonbridge West Yard on Friday, 23^rd March 1979.

© Tony Watson

Maintenance Allocations

With such a small fleet and requiring five units in traffic daily, the maintenance allocation for the 3R units was fixed with five traffic and one maintenance. Most larger fleets had their maintenance allocation sub-divided into ‘Short Term Maintenance’ (STM) and ‘Long Term Maintenance’ (LTM), to differentiate between units having routine running repairs and maintenance (at Inspection Shed level) or more major work usually at BREL works for body or running gear overhauls. St Leonards West Marina based 3D ‘East Sussex’ units (later referred to as ‘Oxted’ units) were combined with the 3R units for this purpose so there were fifteen traffic diagrams for 3D units leaving four units for maintenance. With the odd 3R unit this meant five units and was split as 2 LTM and 3 STM. Obviously when a 3R unit was away on LTM and St Leonards West Marina needed to hold another for STM then a 3D unit had to be provided to cover the traffic diagram.

Some figures for the 3R units dated October 1976 give some details of their mileages and maintenance periodicities. Maintenance was split into ‘four-weekly periods’ for this purpose. The 3R units were programmed to cover 10,997 miles each period. They were booked for a ‘GO’ (bogie change, later often called a ‘C4’ repair) usually at Ashford (Chart Leacon) every 99,000 miles so this arose about every nine months as these were high-mileage units. They were also booked a ‘Shed’ exam every four-weeks at St Leonards West Marina (this highest level of Inspection Shed exam) and similarly a ‘CPM’ (Carriage Preventative Maintenance) also at St Leonards West Marina and again every four-weeks so this alternated with the ‘Shed’ exams and was a lesser exam. A heavy body overhaul and complete retrim (C1 repair) was booked every six years at Eastleigh and a lesser C3 repair (which only entailed patch repairing the seating) took place alternately also every six years.

Hastings 6L Motor Coach 60016 is the only surviving vehicle to be used in a 3R unit (albeit briefly during January 1976); now running in preserved Hastings unit no.1001.

© Colin Watts

3R Preservation

It is not without irony that the Tadpole spirit lives on in preserved Hastings unit no.1001 which currently comprises two Hastings 6L motor-coaches paired to two Hastings (6L & 6S) trailer seconds currently sandwiching two Restriction ‘4’ electric multiple unit coaches. Within this set the 6L motor coach 60016 (currently numbered 60116 under TOPS) powered 3R unit no.1206 during January 1976 and is the only coach used in a 3R unit (albeit so very briefly) to survive. Sadly, it is understood that none of the ex. 2 EPB driving trailers were preserved.

On Saturday, 5^th May 1979 unit no.1203 departs from Edenbridge towards Redhill during the last week of Tadpole operation. The signal box closed on 31st May 1986.

© Tony Watson

The 3R in Model Form

Currently the DC kits 4mm kit no longer appears to be available; these now being highly prized and very much sought after. A proposed conversion kit utilising the Bachmann EPB never materialised.

Thanks go to research author John Atkinson, webpage author, editorial and additional information from Colin Watts, contributions by Greg Beecroft & Clive Standen along with the many photographers listed below their images, particularly those of John Atkinson, Dave Smith & Tony Watson.

If any reader has further information on, or interesting photographs of Tadpole units, then please do let www.BloodandCustard.com know!

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DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric 3R Tadpole Hastings DEMU Hampshire Redhill Reading Tonbridge Deepdene Southern Electric