BloodandCustard - Bournemouth 1966 Stock

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British Rail Southern Region design
4TC, 3TC & 4 REP

(Nos.401-434, 301-304 & 3001-3015)

3^rd June 1967 and the new and old order at Bournemouth Central with BR standard class 5 no.73085 arriving on the Down as an unidentified EDL leads 4 TB set no.422 on a Waterloo service.

Into service at Sheffield from Crewe works in October 1954, no.73065 was allocated to the BR(S) in December 1962. No.73065 was withdrawn from Nine Elms (70A) a month after this photograph was taken.

3TC set no.422 was made up to a 4 TB unit (with S70805 & S69323) in April 1967. Just four days after this photograph these two coaches were placed into 4 REP 3005 and 422 reverted to a 3TC until 7th July 1967.

© Jon Stubley

Links to Contents

*4TC (401-428)*	*3TC (301-304)*	*4TC (429-434)*	*4 REP (3001-3015)*
*Mk 1 conversions*	*Into Service*	*Under TOPS*	*Reformations from 1986*
*Signal Repeating AWS*	*TC & Rep Liveries*	*Push-Pull Buffet Cars*	*Coach S3929*

Bournemouth 1966 Stock

Electrification to Bournemouth

In September 1964, the Southern Region were authorised by the Minister of Transport to commence electrification work on the Bournemouth line comprising 90 route miles and 236 track miles. The £15 million scheme included electrification of the lines from Pirbright Junction (near Brookwood where the existing electrified Alton line diverged from the main line) through to Bournemouth and beyond to Branksome to give access to the new maintenance depot which was constructed on the site of the former Bournemouth West station (which was closed).

The line from Brockenhurst to Lymington was also included in this scheme. However, the lines beyond Branksome to Weymouth were not included, and this led to the unusual concept for the new stock of a form of ‘Push Pull’ working.

Twenty conventional electric four-car units to a new design with full corridor facilities but high density three & two aside seating were built for the stopping services, these being classed as 4 VEP. This history covers the fast and semi-fast stock with the history of the 4 VEP units being covered elsewhere.

The stock for the fast and semi‑fast services was ordered on 30^th April 1965 and comprised of two distinct types. In order to keep costs down the majority of these vehicles were converted from existing Mark 1 loco‑hauled coaches.

It was desired to continue running through trains from Waterloo to Weymouth and so the new stock had to be capable of running forwards from electrified territory with diesel electric locos providing the traction power. This led to the design of these new trains as trailer corridor sets (classed as TC units); initially with both three and four car formations. To provide the traction power between Waterloo and Bournemouth, four car sets with a high installed power (3200hp) were built. These ‘Tractor’ units also included a restaurant car and were classed as 4 REP units.

3TC & 4TC Units

Altogether twenty-eight four-car trailer units (4TC) and three three-car trailer units (3TC) along with two spare vehicles were made up. All these vehicles were converted from Mark 1 loco‑hauled stock at York, although the first of each type were done at Eastleigh as prototypes. These units were numbered 401 ‑ 428 (4TC) and 301 ‑ 303 (3TC) the two odd spare vehicles carrying unit number 304, though this did not have a driving cab at both ends.

The cab end design of the TC units was very similar to those of the 4 CIG /4 BIG /4 VEP units, though they were distinguishable by the low-level ETH jumper cables below the driver’s side buffer and receptacle on the opposite side.

The TC units were highly flexible and were even used as locomotive hauled vehicles (particularly in 1966 /1967).

4 REP Units

Eleven 4 REP units numbered 3001 ‑ 3011 were also provided, each having two motor-coaches (built new at York) and two trailers again being converted there from loco‑hauled stock. Like the TC stock the first of each type were done at Eastleigh.

Like the TC units, the cab end design of the REP units was very similar to those of the 4 CIG /4 BIG /4 VEP units, though they were distinguishable by the low-level ETH jumper cables below the driver’s side buffer and receptacle on the opposite side.

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With D6535 propelling 4TC unit no.424, Southern Counties Touring Society’s “The Thamesider” railtour on 31st March 1968 (having arrived from Caterham) undertakes reversal at Norwood Junction ready to depart at 15:14hrs (scheduled) /15:15hrs (actual) for Epsom Downs via West Croydon. Note the dropped buckeye.

Having arrived ecs from Clapham Yard, the tour starting from Victoria (headcode 98) undertaking reversals at Kensington Olympia, Ludgate Hill, New Cross Gate via London Bridge, Bricklayers Arms Goods (dep. headcode 53), Tattenham Corner, Purley, Caterham, Norwood Junction, Epsom Downs via West Croydon, Mitcham Junction, Wimbledon via Merton Park, Tooting Goods thence back to Victoria (dep. headcode 56) via Merton Park and Streatham Junction before returning to Clapham Yard (ecs as headcode 98).

© BloodandCustard

Conversion of the Mk1 Stock

With the exception of the motor coaches of the 4 REP units, all the remaining vehicles used in the ‘1966 stock’ were former loco‑hauled BR Standard Mark 1 coaches which (apart from the first of each type converted at Eastleigh as a prototype) were rebuilt for their new roles at York works during 1966 & 1967.

All these loco-hauled vehicles had been built at various dates from 1951 to 1960, some in BR works and some by contractors. With the exception of the RBs used for 3001‑3011 (which had BR 2 bogies from new) all were originally equipped with vacuum braking and steam heating and mounted on BR Mark 1 bogies.

A few further vehicles of each type were similarly rebuilt at York in 1973 /1974 for the additional stock requirements of that year's summer timetable.

Coaches were converted from the following types:

Original type	Rebuilt for	Rebuilt type	Batch
RB (Restaurant Buffet)	4 REP	Trailer Buffet (TB)	1966
RU(Restaurant Unclassified)	4 REP	Trailer Buffet (TB)	1974
TSO (Tourist Second Open)	4 & 3TC units	Driving Trailer Seconds (DTS)	1966 & 1974
FK (First Corridor)	4TC	Trailer Firsts (TFK)	1966 & 1974
CK (Corridor Composite)	4 REP	Trailer Brake Firsts (TBFK)	1966 & 1974
BSK (Brake Second Corridor)	4 & 3TC units	Trailer Brake Seconds (TBSK)	1966 & 1974

Not all these vehicles had been previously allocated to the Southern Region, some coming from WR, LMR & ER stock these being in maroon livery. The entire 1966 batch was repainted into all-over blue livery.

Apart from internal layout alterations which differed with each variant of coach, all vehicles had their internal finishes updated (roughly to the specifications of the experimental ‘XP64’ set of carriages) with grey and blue coloured laminate panelling replacing wood, improved levels of lighting (though still provided by incandescent bulbs). The revised seating moquette was in a new blue /green check pattern which became known as ‘Bournemouth Blue’ and was subsequently used in other types of SR units. First class moquette was dark grey and each seat was fitted with a headrest covered in white plastic.

Mechanically, all TC /REP trailer vehicles had their vacuum braking and steam heating removed and were remounted on new B5(S) bogies and fitted with air and EP braking. These B5(S) bogies were a heavier duty version of the B4 bogie used extensively under loco-hauled stock elsewhere on BR, with the secondary suspension modified to allow the fitment of shoegear.

The B5(S) bogies had already been fitted to the 4 CIG units (nos. 7301 to 7336) and 4 BIG units (nos. 7031 to 7048).

The main features of the B5(S) bogies had a main frame fabricated from rolled steel section with the main joints riveted. Primary suspension was from helical steel springs either side of the axle box which is guided by cylindrical posts incorporating integral hydraulic damping. Separate friction or hydraulic damping was added later. There was a large diameter centre casting with anti-friction linings for both rotational and fore /aft movements.

They had long vertical swing rods pivoted top and bottom on knife-edge mountings, the bolster springs each having a separate spring tray located by lateral linkages to the bolster. The vibrations of the bolster springs were hydraulically damped.

The bolster was located within the frame by bolster anchor links (traction bars) with safety hooks to ensure bogie retention to the underframe in the event of collision, derailment etc;

Each pair of 36” wheels was braked by clasp-type brake rigging operated by a single brake cylinder with integral slack adjuster. They were fitted with two 8” brake cylinders mounted on each bogie with integral slack adjusters. All bogies were fitted with trunnions for attachment of pull rods for handbrake operation, though these were only used on bogies beneath driving cabs, the handbrake applying on the innermost pair of wheels.

Heating was now electric to the SR 750-volt multiple unit arrangement. Each compartment had two 500w (at 675v) heaters, controlled by electric temperature controllers adjustable by passengers between 48°^F and 86°^F whilst saloons had one 500w (at 675v) heater below each seat (16kw for whole saloon) controlled by thermostats to keep the temperature between 65°^F and 70°^F. Control circuits worked at voltages between 45 - 110v to allow operation at 70v with other multiple-unit stock or 110v with locomotives.

Gangway connections were rebuilt and improved, resembling those of the 4 CIG units built in 1965 for the Brighton line. The vehicles were also fitted with fibreglass doors (manufactured at Eastleigh) during conversion.

All vehicles were already fitted with the drophead type of buckeye couplers at each end with retractable side buffers. Where these coaches would now be formed intermediately within a unit, the side buffers were removed and the buckeye replaced by a fixed head version, the previous arrangement being retained on what became cab ends of TC driving trailers. Drawgear used hysteresis synthetic rubber to prevent surging when trains were being propelled.

Single glazed windows were retained throughout on all vehicles converted in 1966/67 though all were replaced during conversion with the later style of glazing unit with gasket rather than mastic mounted glass and an external frame, and aluminium frames for the sliding vents. However, the 1973/74 conversions differed by having double glazed large sidelight windows; again, in aluminium frames as fitted to the 4 CIG & 4 BIG units.

4TC unit no.419 at Clapham Junction
© BloodandCustard

Origin of REP & TC Trailer Vehicles

The following section details the origin of all REP & TC trailer coaches. The original vehicle number is given followed by the builder. Where two locations are shewn the first was the location of underframe fabrication and the latter the location of body construction.

The date of construction is shewn followed by the vehicle's new number in the EMU series and the unit for which the vehicle was intended. Some vehicles were initially formed into units other than those intended for a short period, but this is not detail here.

The final date given is the paint date just prior to the first release from works, though the conversions took place sometime before this date.

Vehicles marked with EH after their new numbers were converted at Eastleigh works, all others being done at York works. TBFK 70807 was converted at Eastleigh as 70801 but renumbered to 70807 and a further 70801 converted at York.

RB (Diagram 24)
Orig. coach no.	Built	Lot no.	Date	New coach no.	Unit	Date
1714	BRCW	30512	1960-61	69319 EH	3001	4-Jan-67
1715	BRCW	30512	1960-61	69320	3002	10-Feb-67
1716	BRCW	30512	1960-61	69321	3003	24-Feb-67
1717	BRCW	30512	1960-61	69322	3004	10-Mar-67
1718	BRCW	30512	1960-61	69323	3005	3-Mar-67
1719	BRCW	30512	1960-61	69324	3006	17-Mar-67
1720	BRCW	30512	1960-61	69325	3007	24-Mar-67
1721	BRCW	30512	1960-61	69326	3008	21-Apr-67
1722	BRCW	30512	1960-61	69327	3009	5-May-67
1723	BRCW	30512	1960-61	69328	3010	12-May-67
1724	BRCW	30512	1960-61	69329	3011	16-Jun-67
These vehicles were allocated Diagram Number 940, electrical code BS and design code EN4.62.0A.

RU (Diagram 23)
Orig. coach no.	Built	Lot no.	Date	New coach no.	Unit	Date
1925	BRCW	30513	1959	69022	3012	Sep-74
1932	BRCW	30513	1959	69024	3015	22-Nov-74
1935	BRCW	30513	1959	69025	3014	6-Dec-74
1939	BRCW	30513	1959	69023	3013	15-Nov-74
These vehicles were allocated Diagram Number 940, electrical code BS‑1A and design code EN4.63.0A.

TSO (Diagram 93)
Orig. coach no.	Built	Lot no.	Date	New coach no.	Unit	Date
3913	Ashford /Eastleigh	30086	1954-55	76943	432	12-Jul-74
3926	Ashford /Eastleigh	30086	1954-55	76279	406	13-Jul-66
3927	Ashford /Eastleigh	30086	1954-55	76295	414	16-Sep-66
3928	Ashford /Eastleigh	30086	1954-55	76317	425	2-Dec-66
3929	Ashford /Eastleigh	30086	1954-55	76275	404	6-Jul-66
3930	Ashford /Eastleigh	30086	1954-55	76321	427	13-Jan-67
3931	Ashford /Eastleigh	30086	1954-55	76291	412	9-Sep-66
3932	Ashford /Eastleigh	30086	1954-55	76283	408	5-Aug-66
3933	Ashford /Eastleigh	30086	1954-55	76325	301	24-Mar-67
3934	Ashford /Eastleigh	30086	1954-55	76326	301	31-Mar-67
3935	Ashford /Eastleigh	30086	1954-55	76299	416	30-Sep-66
3936	Ashford /Eastleigh	30086	1954-55	76322	427	23-dec-66
3937	Ashford /Eastleigh	30086	1954-55	76332	401	30-Jun-67
3938	Ashford /Eastleigh	30086	1954-55	76297	415	23-Sep-66
3939	Ashford /Eastleigh	30086	1954-55	76319	426	16-Dec-66
3940	Ashford /Eastleigh	30086	1954-55	76323	428	13-Jan-67
3941	Ashford /Eastleigh	30086	1954-55	76313	423	18-Nov-66
3942	Ashford /Eastleigh	30086	1954-55	76293	413	30-Sep-66
3943	Ashford /Eastleigh	30086	1954-55	76314	423	19-Sep-66
3944	Ashford /Eastleigh	30086	1954-55	76300	416	30-Sep-66
3945	Ashford /Eastleigh	30086	1954-55	76296	414	16-Sep-66
3946	Ashford /Eastleigh	30086	1954-55	76292	412	2-Sep-66
3987	York	30090	1954	76944	432	12-Jul-74
3998	Ashford /Swindon	30149	Mar-56	76320	426	16-Dec-66
3999	Ashford /Swindon	30149	Mar-56	76294	413	9-Sep-66
4000	Ashford /Swindon	30149	Mar-56	76315	424	25-Nov-66
4001	Ashford /Swindon	30149	Mar-56	76311	422	11-Nov-66
4003	Ashford /Swindon	30149	Mar-56	76276	404	6=Jul-66
4004	Ashford /Swindon	30149	Mar-56	76298	415	23-Sep-66
4005	Ashford /Swindon	30149	Mar-56	76277	405	13-Jul-66
4006	Ashford /Swindon	30149	Mar-56	76309	421	4-Nov-66
4007	Ashford /Swindon	30149	Mar-56	76278	405	13-Jul-66
4008	Ashford /Swindon	30149	Mar-56	76284	408	5-Aug-66
4009	Ashford /Swindon	30149	Mar-56	76324	428	20-Jan-67
4014	Ashford /Swindon	30149	Apr-56	76280	406	13-Jul-66
4015	Ashford /Swindon	30149	Apr-56	76312	422	11-Nov-66
4016	Ashford /Swindon	30149	Apr-56	76305	419	21-Oct-66
4017	Ashford /Swindon	30149	Apr-56	76303	418	14-Oct-66
4018	Ashford /Swindon	30149	Apr-56	76327	302	28-Apr-67
4021	Ashford /Swindon	30149	May-56	76273	403	29-Jun-66
4022	Ashford /Swindon	30149	May-56	76271	402	22-Jun-66
4023	Ashford /Swindon	30149	May-56	76272	402	22-Jun-66
4024	Ashford /Swindon	30149	May-56	76274	403	29-Jun-66
4026	Ashford /Swindon	30149	May-56	76318	425	2-Dec-66
4027	Ashford /Swindon	30149	May-56	76310	421	4-Nov-66
4028	Ashford /Swindon	30149	May-56	76316	424	25-Nov-66
4029	Ashford /Swindon	30149	May-56	76289	411	26-Aug-66
4030	Ashford /Swindon	30149	Jun-56	76945	433	12-Jul-74
4032	Ashford /Swindon	30149	Jun-56	76946	433	12-Jul-74
4034	Ashford /Swindon	30149	Jun-56	76947	434	c.Sep-74
4041	Ashford /Swindon	30149	Aug-56	76307	420	28-Oct-66
4042	Ashford /Swindon	30149	Aug-56	76281	407	20-Jul-66
4043	Ashford /Swindon	30149	Aug-56	76270 *	304	7-Jul-67
4044	Ashford /Swindon	30149	Aug-56	76328	302	9-Jun-67
4045	Ashford /Swindon	30149	Aug-56	76330	303	9-Jun-67
4073	Ashford /Swindon	30149	Nov-56	76948	434	c.Sep-74
4373	Ashford /Swindon	30149	Mar-57	76329	303	9-Jun-67
4374	Ashford /Swindon	30149	Mar-57	76282	407	20-Jul-66
4375	Ashford /Swindon	30149	Mar-57	76302	417	7-Oct-66
4379	Ashford /Swindon	30149	Mar-57	76287	410	19-Aug-66
4380	Ashford /Swindon	30149	Mar-57	76285	409	12-Aug-66
4382	Ashford /Swindon	30149	Mar-57	76302	417	7-Oct-66
4383	Ashford /Swindon	30149	Apr-57	76306	419	21-Oct-66
4384	Ashford /Swindon	30149	Apr-57	76304	418	14-Oct-66
4386	Ashford /Swindon	30149	Apr-57	76286	409	12-Aug-66
4388	Ashford /Swindon	30149	Apr-57	76331 EH*	Spare	17-Jan-66
4390	Ashford /Swindon	30149	May-57	76308	420	28-Oct-66
4391	Ashford /Swindon	30149	May-57	76288	410	19-Aug-66
4394	Ashford /Swindon	30149	May-57	76290	411	26-Aug-66
These vehicles were allocated Diagram Number 900, electrical code FC (1966 conversions numbers 762xx) or FC‑1A (1974 conversions numbers 769xx) and design codes EE2.66.0A (1966) or EE2.66.1A (1974). * Some BR(S) records shew 76270 ex-4383 and 76331 ex-4043.

CK (Diagram 28)
Orig. coach no.	Built	Lot no.	Date	New coach no.	Unit	Date
15425	Derby	30076	1953	71156	3012	4-Oct-74
15871	Met-Cam	30222	1956	71157	3013	4-Oct-74
15876	Met-Cam	30222	1956	71158	3014	Oct-74
15882	Met-Cam	30222	1956	70801	3001	9-Dec-66
15883	Met-Cam	30222	1956	70802	3002	16-Dec-66
15884	Met-Cam	30222	1956	70803	3003	30-Dec-66
15885	Met-Cam	30222	1956	70804	3004	3-Feb-67
15888	Met-Cam	30222	1956	70805	3005	17-Feb-67
15889	Met-Cam	30222	1956	70806	3006	3-Mar-67
15890	Met-Cam	30222	1956	70807 EH*	3007	4-Apr-66
15892	Met-Cam	30222	1956	70808	3008	10-Mar-67
15893	Met-Cam	30222	1956	70809	3009	31-Mar-67
15894	Met-Cam	30222	1956	70810	3010	24-Apr-67
15895	Met-Cam	30222	1956	70811	3011	23-Jun-67
15909	Met-Cam	30222	1956	71159	3015	20-Sep-74
* EH – Eastleigh as 70801 Converted to TBFK for the REP units these vehicles were allocated Diagram Number 910, electrical codes BR (1966 conversions numbers 708xx) or BR‑1A (1974 conversions numbers 711xx) and design codes EJ1.60.0A (1966) or EJ1.60.1B (1974).

FK (Diagram 116)
Orig. coach no.	Built	Lot no.	Date	New coach no.	Unit	Date
13001	Swindon	30019	1951	70865	422	23-Jun-67
13002	Swindon	30019	1951	70868	425	7-Jul-67
13003	Swindon	30019	1951	70869	426	14-Jul-67
13008	Swindon	30019	1951	70863	420	28-Oct-66
13009	Swindon	30019	1951	70845	402	22-Jun-66
13010	Swindon	30019	1951	70850	407	20-Jul-66
13014	Swindon	30019	1951	70846	403	29-Jun-66
13015	Swindon	30019	1951	70857	414	16-Sep-66
13016	Swindon	30019	1951	70856	413	9-Sep-66
13017	Swindon	30019	1951	70847	404	6-Jul-66
13018	Swindon	30019	1951	70871	428	14-Jul-67
13019	Swindon	30019	1951	70855	412	2-Sep-66
13020	Swindon	30019	1951	70860	417	7-Oct-66
13021	Swindon	30019	1951	70867	424	23-Jun-67
13022	Swindon	30019	1951	70844 EH*	401	1-Dec-65
13023	Swindon	30019	1951	70851	408	5-Aug-66
13025	Swindon	30019	1951	70849	406	13-Jul-66
13028	Swindon	30019	1951	71166	433	Jun-74
13030	Swindon	30019	1951	70853	410	19-Aug-66
13032	Swindon	30019	1951	70870	427	14-Jul-67
13033	Swindon	30019	1951	70848	405	13-Jul-66
13035	Swindon	30019	1951	70852	409	30-Sep-66
13037	Swindon	30019	1951	70866	423	23-Jun-67
13038	Swindon	30019	1951	70864	421	13-May-67
13040	Swindon	30019	1951	70859	416	30-Sep-66
13053	Swindon	30019	1951	70854	411	26-Aug-66
13062	Swindon	30019	1951	71167	434	Jun-74
13063	Swindon	30019	1951	70858	415	23-Sep-66
13096	Swindon	30019	1954	70861	418	14-Oct-66
13097	Swindon	30019	1954	71163	430	26-Jun-74
13111	Swindon	30019	1954-55	71164	431	12-Jun-74
13115	Swindon	30019	1954-55	71165	432	Jun-74
13197	Swindon	30019	Nov-51	71162	429	12-Jun-74
* EH – Eastleigh These vehicles were allocated Diagram Number 930, electrical codes BU (1966 conversions numbers 708xx) or BU‑1A (1974 conversions numbers 711xx) and design codes EH1.60.0A (1966) or EH1.60.1B (1974).

BSK (Diagram 182)
Orig. coach no.	Built	Lot no.	Date	New coach no.	Unit	Date
34637	Roberts	30143	1954-55	71160	433	2-75
34640	Roberts	30143	1954-55	71161	434	1-75
34956	Met-Cam	30229	Dec-56	70841	302	12-May-67
34957	Met-Cam	30229	Dec-56	70842	303	Jul-67
34958	Met-Cam	30229	Dec-56	70815	404	6-Jul-66
34959	Met-Cam	30229	Dec-56	70816	405	13-Jul-66
34960	Met-Cam	30229	Dec-56	70817	406	13-Jul-66
34961	Met-Cam	30229	Dec-56	70818	407	20-Jul-66
34962	Met-Cam	30229	Dec-56	70819	408	5-Aug-66
34963	Met-Cam	30229	Dec-56	70820	409	12-Aug-66
34966	Met-Cam	30229	Dec-56	70833	422	11-Nov-66
34967	Met-Cam	30229	Jan-57	70832	421	4-Nov-66
34968	Met-Cam	30229	Jan-57	70813	402	22-Feb-66
34969	Met-Cam	30229	Jan-57	70814	403	29-Jun-66
34970	Met-Cam	30229	Jan-57	70823	412	2-Sep-66
34972	Met-Cam	30229	Jan-57	70834	423	18-Nov-66
34973	Met-Cam	30229	Feb-57	70835	424	25-Nov-66
34974	Met-Cam	30229	Feb-57	70836	425	2-Dec-66
34975	Met-Cam	30229	Feb-57	70837	426	6-Jan-67
34976	Met-Cam	30229	Feb-57	70830	419	21-Oct-66
34977	Met-Cam	30229	Feb-57	70831	420	28-Oct-66
34978	Met-Cam	30229	Feb-57	70839	428	20-Feb-67
34979	Met-Cam	30229	Feb-57	70838	427	12-Jan-67
34980	Met-Cam	30229	Feb-57	70826	415	22-Sep-67
34981	Met-Cam	30229	Feb-57	70829	418	14-Oct-66
34982	Met-Cam	30229	Feb-57	70840	301	24-Mar-67
34983	Met-Cam	30229	Feb-57	70843	Spare	7-Jul-67
34984	Met-Cam	30229	Feb-57	70824	413	9-Sep-66
34985	Met-Cam	30229	Mar-57	70821	410	19-Aug-66
34986	Met-Cam	30229	Mar-57	70822	411	26-Aug-66
34987	Met-Cam	30229	Mar-57	70812 EH*	401	Aug-67
34996	Met-Cam	30229	Nov-56	70825	414	16-Sep-66
34997	Met-Cam	30229	Nov-56	70827	416	30-Sep-66
34998	Met-Cam	30229	Nov-56	70828	417	7-Oct-66
* EH – Eastleigh These vehicles were allocated Diagram Number 920, electrical codes BT (1966 conversions numbers 708xx) or BT‑1A (1974 conversions numbers 711xx) and design codes EJ2.60.0A (1966) or EJ2.60.1B (1974).

RB & RMB Vehicles

Though not strictly part of the multiple-unit fleet, two locomotive‑hauled Restaurant Buffet (RB) coaches (1758 & 1759) were modified to run in conjunction with TC units for use on charter trains where refreshment facilities were required. One of these was subsequently used for a number of years in the temporary 8 VAB unit, 8001. One of these RB coaches later reverted to conventional use.

Around 1975 both RBs were replaced by two Restaurant Miniature Buffet (RMB) coaches (1872 & 1873); these being similarly modified.

Further details of all these vehicles are given under the 4-Rep section.

Back to top

4TC units nos.411 and 416 propelled by a locomotive (possibly E6009) approaches Lyndhurst Road on a service from Waterloo on Saturday 3^rd June 1967, some five-weeks before the launch of the new electric timetable. Headcode 96 (Waterloo to Southampton Terminus) was used quite a lot for driver training trips and unusual west of Tunnel Junction. Not much of a polish on the conductor rail yet either!

© John Hayward

Into Service

The Bournemouth electrification scheme was due to be inaugurated on 10^th June 1967, though late delivery of some of the stock led to this being postponed until 10^th July 1967.

However, some of the TC units were delivered much earlier with the first train going into service loco‑hauled from 15^th August 1966. This was formed of three four-car units with one unit temporarily reduced to three-cars to permit the train to fit into twelve-car platforms.

Further units entered service from October 1966 and the first 4 REP units went into traffic from 3^rd April 1967.

The initial pattern of service following electrification was an hourly semi‑fast service from Waterloo to Bournemouth, with alternate trains having a through portion for Weymouth. A (basically) two-hourly fast service was also provided, these all having through portions on to Weymouth.

Trains from Waterloo had the TC unit/s leading being propelled to Bournemouth by the 4 REP unit. If only one TC unit was going forward to Weymouth the train could be formed with the REP in the middle.

At Bournemouth, a BRCW type 3 ‘Crompton’ diesel loco was attached at the front of the train and hauled the front four or eight (TC) coaches to Weymouth.

Class 33 propelling an all-blue liveried 8 TC west of Winchfield
© BloodandCustard

Push-Pull ‘Crompton’s

Following trials with D6580, nineteen Birmingham Railway Carriage and Wagon built ‘Crompton’ locomotives were modified for this purpose.

D6580 entered traffic in 1961 and in 1965 was equipped at Eastleigh with high-level brake pipes /jumper cables for trialling the push-pull operations proposed for the Bournemouth electrification. As such, it was the only British Rail's only push-pull BRCW Type (class 33 under TOPS) in green livery and their only one to sport a small warning panel!

For about a year starting in January 1966, it operated with 6-TC set 601 between London Bridge and East Grinstead. Usually propelling from the country-end and with no compression bars to either D6580 or set 601, the ride could be a bit rough at time!

D6580 was the last BRCW Type 3 to be fully converted for push-pull operation being repainted into blue livery, roof conversion undertaken with drop-buckeyes and compression bars added. In 1974 it was renumbered as 33 119, withdrawn in 1989 and scrapped in 1992.

The push-pull ‘Cromptons’ were classified as Class 33/1 when TOPS computer system numbers were allocated to loco classes.

These push-pull ‘Cromptons’ propelled the TC sets from Weymouth to Bournemouth, controlled from the leading cab of the TC unit. At Bournemouth the TC unit (or units) were attached to the rear of a waiting 4 REP unit and the ‘Crompton’ detached. The 4 REP then hauled the train forwards from Bournemouth to Waterloo.

However, a ‘Crompton’ and 4TC could also be found on many other services including the peak-hour ‘Kenny Belle’ between Clapham junction & Kensington Olympia.

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Against the backdrop of Wimbledon’s S&T depot (the former Flying Boat shed from Newhaven) and sporting the pre-10th July 1967 Basingstoke ‘39’ headcode D6544 loco-hauls TC stock forming the 18.09 Waterloo – Basingstoke service on 26th May 1967. Although the leading unit is running as a 3TC, it is numbered as a 4TC.
© A Noakes (R Carroll Collection)

Against the backdrop of Wimbledon’s S&T depot (the former Flying Boat shed from Newhaven) and sporting the pre-10^th July 1967 Basingstoke ‘39’ headcode, D6544 loco-hauls TC stock forming the 18.09 Waterloo – Basingstoke service on 26^th May 1967. Although the leading unit is running as a 3TC, it is numbered as a 4TC.

© A. Noakes (R. Carroll Collection)

Loco-Haulage of TC Units

From 15^th August 1966 and into 1967 a number of services were loco‑hauled often with a non-push-pull ‘Crompton’ diesel locos whilst others were converted to push-pull operation (33/1 under TOPS. These loco‑hauled trains often included one of the 3TC sets to keep them within platform limits, though the 3TCs also worked with the 4 REP units as well.

By January 1967 both 3TC and 4TC sets were used on three return services a day between Waterloo and Bournemouth, using ‘Crompton’ diesel locomotives; TC stock was also recorded on Bournemouth – Weymouth loco-hauled stopping services. At this stage only one push-pull Crompton was ‘off works’ (D6521 on 18^th November 1966) and being used for tests by the CM&EE department, with the second (D6512) outshopped 28^th February 1967.

In later years, the LUL-purchased 4TC was frequently used as a loco-hauled set both on London Underground and main-line metals.

Sample locomotive-hauled workings from Loco Hauled Carriage Working Notice No.275 SWD (Saturdays from 17^th December 1966 until further notice - dated 9^th December 1966) are as follows (this is not definitive):

Train	Days	Stock	From	Destination	Sch. Arr.
-	SO	4TC	Berth	Bournemouth Central
05.44	SO	4TC	Bournemouth Central	Eastleigh	07.08
10Ϯ15	SO	4TC	Eastleigh	Southampton Central	10Ϯ29
10.43	SO	4TC	Southampton Central	Bournemouth Central	12.02
13.08	SO	4TC	Bournemouth Central	Weymouth
-	SO	4TC	Weymouth	Berth

-	SO	4TC	Berth	Bournemouth WCS
07Ϯ13	SO	4TC	Bournemouth WCS	Bournemouth Central	07Ϯ31
07.37	SO	4TC	Bournemouth Central	Eastleigh	09.02
14.10	SO	4TC	Eastleigh	Bournemouth Central

-	SO	4TC	Berth	Weymouth
08.15	SO	4TC	Weymouth	Dorchester South	08.35½
09Ϯ05	SO	4TC	Dorchester South	Weymouth
12.12	SO	4TC	Weymouth	Bournemouth Central	13.37
13.52	SO	4TC	Bournemouth Central	Southampton Central
16.20	SO	4TC	Southampton Central	Bournemouth Central	17.25
18.00	SO	4TC	Bournemouth Central	Weymouth
-	SO	4TC	Weymouth	Berth

09.30	SO	7TC	Waterloo (Plat 10)	Bournemouth Central	12.36
12Ϯ42	SO	7TC	Bournemouth Central	Branksome	12Ϯ49
12Ϯ53	SO	7TC	Branksome	Bournemouth WCS	13Ϯ13
13Ϯ29	SO	7TC	Bournemouth WCS	Branksome	13Ϯ46
13Ϯ58	SO	7TC	Branksome	Bournemouth Central

09Ϯ00	SO	8TC	Bournemouth WCS	Branksome	09Ϯ05
09Ϯ10	SO	8TC	Branksome	Bournemouth Central	09Ϯ18
09.24	SO	8TC	Bournemouth Central	Waterloo
12.35	SO	8TC	Waterloo	Bournemouth Central	15.02
15.23	SO	8TC	Bournemouth Central	Weymouth^#1
17.41	SO	8TC	Weymouth	Bournemouth Central	19.00
19Ϯ25	SO	8TC	Bournemouth Central	Bournemouth WCS	19Ϯ57
-	SO	8TC	Bournemouth WCS	Berth

14.10	SO	4TC	Eastleigh	Bournemouth Central
15Ϯ42	SO	4TC	Bournemouth Central	Branksome	15Ϯ52
15Ϯ56	SO	4TC	Branksome	Bournemouth WCS	16Ϯ06
-	SO	4TC	Bournemouth WCS	Berth

-	SO	8TC	Berth	Bournemouth WCS
09Ϯ00	SO	8TC	Bournemouth WCS	Bournemouth Central
09Ϯ10	SO	8TC	Bournemouth Central	Branksome
	SO	4TC	Branksome	Bournemouth WCS

-	Sun	4TC	Berth	Eastleigh
07.19	Sun	4TC	Eastleigh	Waterloo	09.19
09.37	Sun	4TC	Waterloo (Pt 14)	Clapham Yard

-	Sun	7TC	Berth	Weymouth
08.20	Sun	7TC	Weymouth	Bournemouth Central
09.34	Sun	7TC	Bournemouth Central	Waterloo (Pt 11)	11.56
12Ϯ16	Sun	7TC	Waterloo (Pt 11)	Clapham Yard
18Ϯ55	Sun	11TC	Clapham Yard	Waterloo (Pt 11)	19Ϯ46
19.30	Sun	11TC	Waterloo (Pt 11)	Bournemouth Central
22.09	Sun	7TC (Front)	Bournemouth Central	Weymouth
22Ϯ20	Sun	4TC (Rear)	Bournemouth Central	Branksome
22Ϯ32	Sun	4TC	Branksome	Bournemouth WCS
-	Sun	4TC	Bournemouth WCS	Berth

-	Sun	4TC	Berth	Weymouth
12.44	Sun	4TC	Weymouth	Bournemouth Central
15.04	Sun	4TC	Bournemouth Central	Weymouth	16.12
17.10	Sun	4TC	Weymouth	Bournemouth Central
19.07	Sun	4TC	Bournemouth Central	Eastleigh	20.20
-	Sun	4TC	Eastleigh	Berth

10.34	Sun	8TC	Bournemouth Central	Waterloo (Pt 10)	12.56
13.30	Sun	8TC	Waterloo (Pt 10)	Bournemouth Central
16.33	Sun	4TC (Front)	Bournemouth Central	Weymouth	17.42
20.10	Sun	4TC	Weymouth	Bournemouth Central
-	Sun	4TC	Bournemouth Central	Berth
16Ϯ39	Sun	4TC (Rear)	Bournemouth Central	Branksome
16Ϯ52	Sun	4TC	Branksome	Bournemouth WCS
-	Sun	4TC	Bournemouth WCS	Berth

Notes		^#1	Commenced 1^st April 1967
		^#2	Amended to 3TC + 4TC

Once sufficient pull-push fitted ‘Crompton’ diesel locos (class 33/1 under tops) and electro-diesel locos of two types known colloquially as the ‘Little EDs’ (TOPS class 73) and the ‘Big EDs’ (TOPS class 74) push-pull operation became the ‘norm’.

The ‘Little EDs’ were BR(S) types JA and JB designated as TOPS class 73. The 1962-built JAs were numbered E6001 to E6006 and the technically different 1965-built JBs were numbered E6007 to E6049. Externally there are visual differences between Jas and JBs. Both variants provided 1600hp on electric and 600hp on diesel. The JAs originally appeared in green livery; the JBs in blue.

The ‘Big EDs’ were BR(S) type HB designated as TOPS class 74. Numbered E6101 ‑ E6110 these provided 2552hp on electric and 650hp on diesel. They were converted specifically for the Bournemouth scheme at Crewe in 1967/8 from the type HA E5001 ‑ E5024 electric locomotives (TOPS class 71) provided in 1960 for the Kent Coast electrification.

Push-pull working could be undertaken with type JB and HB electro-diesel locomotives.

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New 4 REP unit no.3007 heads a train between Lyndhurst Road & Beaulieu Road on Saturday 3^rd June 1967; possibly a crew training run as records show no.3007 entered passenger service from 19^th June 1967. However, it might just be unit no.3006 as this unit ran with 62153 (ex.3007) from 19^th May 1967 until 13^th June 1967. Note that to blue-painted buckeye coupler on the front is in the dropped position.

© John Hayward

TC & REP Liveries

All the stock delivered for the Bournemouth electrification scheme was painted in the then current all over blue livery, with a matt paint finish. The cab ends of units were also blue with small yellow warning panels on the gangway doors and white unit numbers. On the restaurant cars with the exception of unit no.3001 the red UIC ‘catering’ cantrail band only extended along part of the coach.

This paint scheme did not wear well and within three years all units had been repainted into the blue /grey scheme with full yellow ends.

Liveries 3TC Units Nos.301 - 304
Unit no.	Blue /Grey	Reformed	Date	Notes
301	c.May-70	429	28-Jun-74
302	29-May-69	430	4-Jul-74
303	28-Aug-69	431	28-Jun-74
304	Disbanded			Temporary unit formed Aug-67 and disbanded Oct-67.
Units introduced in all-blue with small yellow panels.

Liveries 4TC Units Nos.401 - 434
Unit no.	Blue /Grey	Renumbered	Date	Notes
401	c.May-68	8001	Jul-86
402	15-Oct-68	8002	Jun-86
403	24-Sep-68	8003	Nov-86
404	17-Jun-68	8004	Oct-86
405	30-Jul-68	Wdn
406	Dec-68	8006	Jun-86
407	21-Jan-68	8007	Nov-86
408	8-Nov-68	8008	Oct-86
409	4-Sep-69	8009	Oct-86
410	20-Aug-69	8010	Aug-86
411	11-Dec-68	8011	Oct-86
412	23-Oct-69	8012	Jun-86
413	18-Mar-69	8013	May-86
414	26-Nov-69	8014	Sep-86
415	25-Jun-70	8015	Oct-86
416	c.May-69	8016	Jun-86
417	24-Sep-69	8017	Oct-86
418	Dec-68	8018	Oct-86
419	14-Jul-70	8019	Aug-86
420	c.Sep-70	8020	Sep-86
421	6-May-70	8021	Oct-86
422	c.29-Oct-70	8022	Jun-86
423	21-May-69	8023	Jun-86
424	23-Nov-70	8024	May-86	Last all-over blue unit.
425	23-Jul-69	8025	Sep-86
426	8-Jan-70	8026	Sep-86
427	9-Jun-69	8027	Jun-86
428	8-Aug-70	8028	Jun-86
429	* Jun-74	8029	Oct-86	* As introduced
430	* Jul-74	8030	Sep-86	* As introduced
431	* Jun-74	8031	Oct-86	* As introduced
432	(see 3TC)	8032	Jun-86
433	(see 3TC)	8033	Sep-86
434	(see 3TC)	8034	Sep-86
Units nos. 401 – 428 introduced in all-blue with small yellow panels. Units nos. 429 – 434 introduced in blue /grey with full yellow ends.

Liveries 4TC Units Nos.8001 - 8033
Unit no.	Became TCB	Date	NSE	Notes
8001			21-Oct-88 ⁽²⁾	Withdrawn 1-Jul-91 & reinstated from 20‑1‑92 as 3TC
8002	2802	8-Dec-86		4TCB Disbanded in blue /grey
8003	2805	5-Jun-87		4TCB Disbanded in blue /grey
8004	2808 *	1-Sep-88	26-Apr-88 ⁽¹⁾	2808 disbanded 30‑Jan‑89
8004			Jan-89 ⁽¹⁾	Reinstated from 30-Jan-89
8006			May-88 ⁽¹⁾
8008	2801	2-Dec-86		4TCB Disbanded in blue /grey
8009	2803	29-Nov-86		4TCB Disbanded in blue /grey
8010			28-Oct-88 ⁽²⁾	Renumbered 410 Oct-91
8011	2804	2-Feb-87		4TCB Disbanded in blue /grey
8012			c.Aug-88 ⁽¹⁾
8013	2806	4-Jun-87		4TCB Disbanded in blue /grey
8015			2-Sep-88 ⁽²⁾
8017			7-Jul-88 ⁽²⁾	Renumbered 417 Oct-91
8018			29-Jun-88 ⁽²⁾
8023			22-Dec-88⁽²⁾
8027			16-Nov-88 ⁽²⁾
8028			10-Mar-89 ⁽²⁾
8031	2809 *	Dec-88 ^#
8033	2807	7-Jun-87		4TCB Disbanded in blue /grey
NSE ⁽¹⁾ - Network SouthEast (First version, lighter blue, angled upsweeps). NSE ⁽²⁾ - Network SouthEast (Later version, darker blue, curved upsweeps). * 5 TCB ^#Scheduled 10-Oct-88 but delayed until Dec-88

Liveries 4 REP Units Nos.3001 - 3015
Unit no.	Blue /Grey	Renumbered	Date	Notes
3001	1-Jan-69	2001	Jun-86
3002	1-Apr-69	2002	May-86
3003	By Feb-69	2003	Sep-86
3004	28-Feb-69	2004	Jun-86
3005	2-Feb-70	2005	Aug-86
3006	By Feb-70	2006	Jun-86
3007	28-Ap-70	2007	Jun-86
3008	Mar-70	Wdn		Last all-over blue unit.
3009	Oct-69	2009	Jun-86
3010	c.May-70	2010	Sep-86
3011	Dec-69	2011	Sep-86
3012	* Sep-74	2012	May-86	* As introduced
3013	* Sep-74	2013	Jun-86	* As introduced
3014	* Oct-74	2014	Apr-86	* As introduced
3015	* Dec-74	2015	Apr-86	* As introduced
Units nos. 3001 – 3011 introduced in all-blue with small yellow panels. Units nos. 3012 – 3015 introduced in blue /grey with full yellow ends.

Liveries 4TCT Units Nos.8101 - 8106
Unit no.	Formed	Notes
8101	16-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
8102	12-Jan-88	Blue /grey with full yellow ends. Unit disbanded.
8103	8-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
8104	3-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
8105	7-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
8106	31-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
These units were formed from stock in blue /grey with full yellow ends.

Liveries 4 REP Units Nos.2901 - 2906
Unit no.	Formed	Notes
2901	17-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
2902	17-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
2903	5-Mar-88	Blue /grey with full yellow ends. Unit disbanded.
2904	16-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
2905	29-Dec-87	Blue /grey with full yellow ends. Unit disbanded.
2906	5-Mar-88	Blue /grey with full yellow ends. Unit disbanded.
These units were formed from stock in blue /grey with full yellow ends.

Liveries 4 REP Units Nos.2001, 2003 & 2007
Unit no.	Formed	Notes
2001	16-May-88	Blue /grey with full yellow ends. Renumbered & overhauled as 1901.
2003	12-Apr-88	Blue /grey with full yellow ends. Unit withdrawn.
2007	6-May-88	Blue /grey with full yellow ends. Renumbered & overhauled as 1902.
These units were formed from stock in blue /grey with full yellow ends.

Liveries 5 TCB Units Nos.2804 - 2809
Unit no.	Formed	Notes
2901	11-May-88	Blue /grey with full yellow ends. Unit disbanded.
2902	16-Apr-88	Blue /grey with full yellow ends. Unit disbanded.
2903	16-May-88	Blue /grey with full yellow ends. Unit disbanded.
2904	22-Apr-88	Blue /grey with full yellow ends. Unit disbanded.
2905	1-Sep-88	NSE ⁽²⁾ livery except TB which was blue /grey. Unit disbanded.
2906	30-Jan-89	Blue /grey with full yellow ends. Unit disbanded.
Except unit 2905 these units were formed from stock in blue /grey with full yellow ends. NSE ⁽²⁾ - Network SouthEast (Later version, darker blue, curved upsweeps).

Livery 5 TCT Unit No.8101
Unit no.	Formed	Notes
8101	2-May-88	Blue /grey with full yellow ends. Unit withdrawn.
Unit was formed from stock in blue /grey with full yellow ends.

Liveries 5 TCB Units Nos.2804 - 2809
Unit no.	Formed	Notes
8102	27-Apr-88	Blue /grey with full yellow ends. Unit withdrawn.
8104	27-Apr-88	Blue /grey with full yellow ends. Unit withdrawn.
Units were formed from stock in blue /grey with full yellow ends.

Livery 5 TC Unit No.8110
Unit no.	Formed	Notes
8110	23-Jun-90	NSE ⁽²⁾ livery. Unit disbanded.
NSE ⁽²⁾ - Network SouthEast (Later version, darker blue, curved upsweeps).

Liveries 4 REP Units Nos.1901 & 1902
Unit no.	Formed	Notes
1901	9-Dec-88	2001 renumbered and overhauled into NSE ⁽²⁾ livery 9-Dec-88. Unit disbanded.
1902	20-Mar-89	2007 renumbered and overhauled into NSE ⁽²⁾ livery 20-Mar-89. Unit disbanded.
These units were formed from stock in NSE ⁽²⁾ livery. NSE ⁽²⁾ - Network SouthEast (Later version, darker blue, curved upsweeps).

Liveries 6 REP Units Nos.1903 - 1906
Unit no.	Formed	Notes
1903	11-Apr-90	NSE ⁽²⁾ livery. Unit disbanded.
1904	19-Apr-90	NSE ⁽²⁾ livery. Unit disbanded.
1905	6-May-90	NSE ⁽²⁾ livery. Unit disbanded.
1906	2-May-90	NSE ⁽²⁾ livery. Unit disbanded.
NSE ⁽²⁾ - Network SouthEast (Later version, darker blue, curved upsweeps).

Liveries 6 REP Units Nos.1901 - 1904
Unit no.	Formed	Notes
1903	25-Mar-91	NSE ⁽²⁾ livery. Centre motor-coach. Unit withdrawn.
1904	14-Sep-90	NSE ⁽²⁾ livery. Centre motor
1905	15-Jan-91	NSE ⁽²⁾ livery. Centre motor
1906	Sep-91	NSE ⁽²⁾ livery. Centre motor
NSE ⁽²⁾ - Network SouthEast (Later version, darker blue, curved upsweeps).

Livery 8-VAB Unit No.8001
Unit no.	All-blue full yellow ends	Blue/grey	Notes
8001	6-Apr-68	Feb-72	Unit disbanded.
Unit was formed from new VEP stock in all-blue livery with full yellow ends

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4 REP unit number 2007 approaching Pokesdown
© BloodandCustard

Under TOPS

Under the 1972 BR TOPS classification system in these TC and REP units were allocated class numbers; the 3TC units becoming Class 442/1, the 4TC units Class 442/2 and the 4 REP units Class 441.

These were revised in 1975, the TC fleet (all now 4-car units) becoming Class 491 and the 4 REP units Class 432.

Increased Traffic & the 8 VAB Unit

The Bournemouth electrification scheme worked well although the Class 74 electro-diesels were troublesome. Traffic increased to the extent that it was desirable for the fast service to be increased in frequency to hourly and many trains beyond Bournemouth to be formed with two TC units.

As there was insufficient stock for this increased frequency a temporary measure came from the formation of the unique 8 VAB electric unit. This was formed of VEP vehicles with a buffet car inserted; it also used three motor-coaches instead of two to improve performance to match the 4 REP operated services. However, the 8 VAB unit could not work beyond Bournemouth.

3001 Woking 27-5-83 w.jpg

4 REP unit no 3001 leads entering Woking on Friday 27^th May 1983
© John Atkinson

Second Build of TC & REP Units

A further quantity of 4 REP and 4TC units were ordered on 30^th October 1972 for delivery in time for the 1974 Summer timetable. Again, most vehicles were converted from loco‑hauled coaches, though the 4 REP motor-coaches were newly built; these being the very last coaches constructed to the basic Mark 1 bodystyle.

At this time sufficient coaches were converted to enable all the 3TC sets to be made up to four cars, and one of the two spare cars were included in a further set and a further two complete sets were also formed (these now being 429 – 434 with 301 ‑ 303 being renumbered as 429 ‑ 431).

Four further 4 REP units were also formed (numbered 3012 – 3015) these differing from the earlier sets as the layout of the buffet cars was different; these vehicles being converted from Restaurant Unclassified (RU) coaches whilst those in the earlier sets being former Restaurant Buffet (RB) vehicles.

All vehicles were all delivered new in blue/grey livery.

Once again delivery was late, and a 12 car ICBC formation (units 7377 + 7053 + 7378) was loaned to Bournemouth depot from May 1974 until the new vehicles were in service.

This enhanced fleet of units then worked the principal services on the London – Bournemouth ‑ Weymouth route almost exclusively until the mid-1980's though 4 CIG units appeared occasionally at times of stock shortage and 4 VEP units continued to work the slower services between London and Bournemouth.

Maintenance

Due to crew traction knowledge restrictions, the 4 REP units were rarely seen elsewhere, though they made regular trips to Chart Leacon (near Ashford Kent) for wheel and bogie changes. Major overhauls on these units took place at Eastleigh works, though they always remained allocated to Bournemouth depot where most routine maintenance was carried out. Very occasional trips to Selhurst depot were made for unscheduled repairs.

413 Clapham Junction 3-3-80 w.jpg

4TC no.413 leads entering Clapham Junction on Monday 3^rd March 1980
© John Atkinson

TC Workings

The TC units later had a number of workings between Basingstoke and Salisbury, including one each way where the TC & locomotive combination attached at Basingstoke to an 8 VEP electric train which had worked up from Bournemouth or Eastleigh, the flexibility of this stock enabling the loco to be controlled from the leading 4 VEP unit, and vice versa in the evening when the loco was leading. On rare occasions the locomotive ended up being marshalled between the TC and VEP units.

TC units were able to be hauled by non-push-pull fitted locos with the Blue Star coupling code, the loco being able to provide a supply to heat them. However, without high-level jumper cables the locomotive could not be controlled from the TC set and would have to run round at each end of the journey.

TC stock could also work in multiple with other conventional electric units from the ‘1951 type’ onwards, though as such units did not have low level power jumpers, they could not supply heat and light to the TC stock. Because of this restriction, such workings were unusual and only rarely with passengers aboard.

TC units were also diagrammed for a time on Sundays with Class 33/1 locomotives between Portsmouth and Reading, and later in their lives worked as far as Exeter, sometimes hauled by Class 50 locomotives (which were not capable of push-pull mode).

REP Workings

In theory 4 REP units could work in multiple with any post ‘1951 type’ electric units. However, with their high power consumption (the conductor rail index of a 4 REP was 14; the line limit usually 16) meant that if more than a single 2 car unit (2 EPB or 2 HAP) was coupled in multiple, then some of the motors on the train would have to be isolated to avoid overloading the substations. As a result, multiple working with other powered units was unusual.

There were certainly occasions when a 4 REP ran in multiple with one of the De-Icing units on a late evening Bournemouth to Basingstoke train during the De-Icing season.

The REP units stayed faithful to the Waterloo ‑ Bournemouth route, though following the electrification of the Eastleigh to Portsmouth line surviving units had some regular workings over this route.

Weekend engineering work saw units working from Waterloo to Havant prior to being loco‑hauled to Southampton, this prior to the electrification of this route in 1988 when they could then work through under their own power.

Loco‑hauled diversions also operated regularly from Basingstoke to Eastleigh /Southampton via Andover and Romsey; all these diversionary routes being especially shoe‑cleared for these operations.

Demise & Withdrawal

By the mid-1980's the TC & REP units were beginning to show their age and (unlike the 4 CEP & 4 CIG fleets) no facelift programme had been carried out on any ‘1966 stock’ units.

Eventually a scheme to electrify the route from Branksome to Weymouth was authorised on 28^th January 1986 and part of this £43.5 million plan included £37 million for new rolling stock to replace the 4 REP & 4TC stock.

Twenty-four new five-car units (designated 5 WES) were to be constructed based on the BR Mark 3 coach design and these units would utilise the motors and some power equipment recovered from 4 REP motorcoaches. As a consequence certain 4 REP motorcoaches were progressively withdrawn from traffic for component recovery (from late 1986) and this led to a complex series of unit reformations involving some units reduced to three cars with one motorcoach replaced with a Class 73 electro-diesel locomotive, others where 4TC units were augmented to five cars by inclusion of a buffet car from disbanded 4 REP units, classed as 5 TCB units, and some where a 4TC was modified with a buffet trolley fitted into a stripped-out first class compartment, classed as 4TCT units.

Other 4TC units ran with only three cars at this time. Some of these reforms were for quite short periods only as plans were changed. With the commencement of full electric services to Weymouth, most TC units were withdrawn, one or two seeing further departmental service. A few survived in traffic into 1992, but all but two, which were retained for special charter train work and restored as near as possible to their ‘as new’ 1967 condition, were then withdrawn.

6 REP Units

At the end of the 5 WES programme five 4 REP motor-coaches were left over (one having been lost to collision damage) and these were later formed into 6 REP units using a mix of REP and TC vehicles. Initially the motor coach was marshalled at one end but later this vehicle was marshalled intermediately with the cab blanked-off.

Despite the amount of work undertaken in connection with these modifications, the 6 REP units only had short lives, as crew traction knowledge problems and their being non‑standard led to them all being withdrawn late in 1991.

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4TC unit no.8022 at Bournemouth Central
© BloodandCustard

4TC (Class 438)
(Units nos.401 – 428)

Each 4TC unit comprised a Driving Trailer Second (DTS) at each end (converted from former TSO vehicles) a Trailer Brake Second (TBSK - converted from former BSK vehicles) and a Trailer First (TFK - converted from former FK vehicles). Apart from the general modifications to all vehicles mentioned previously, each type had different levels of alterations to the interior layouts during conversion.

Overall length of each unit was 265' 7", they weighed 132 tons and seated 42 first and 160 second. Units were marshalled with the luggage area of the TBSK at the centre of the unit and the corridors in the TFK and TBSK were on the opposite sides, and units were classified as Class 491 under the BR TOPS classification system, though they had been Class 442/2 initially from 1972 until 1975.

Driving Trailer Second

Allocated diagram number 900, the DTS vehicles were extensively rebuilt at the former toilet end with both the former toilet compartments stripped out and a completely new cab end fitted. The cabs were identical in style to the ‘1963 stock’ design fitted to 4 CIG units and also being fitted to new 4 VEP units being built at this time. A standard cab interior was fitted with driver’s controls; these being similar to the ‘1963 stock’ design although they were equipped with an ‘engine start‘ button instead of an ‘auxiliary button’.

The existing entrance vestibule immediately inboard of the former toilet area became the cab entrance vestibule, and inwards opening doors replaced the outward opening ones. Standard cab-side sliding ventilators replaced the toilet windows.

As a consequence of the loss of the cab entrance vestibule to passengers, a doorway was cut each side of the first seating bay, with ¼ light windows installed each side of the new doorway.

The layout of the remainder of the coach was unchanged. From the cab end it comprised the driving cab and its entrance vestibule, a four-bay saloon (the outermost bay fitted with entrance doors), a centre entrance vestibule, a further four-bay saloon and a further entrance vestibule. A sliding door divided the cab vestibule from the passenger area. A further sliding door at the opposite end of the coach divided it from the inner-end entrance vestibule. The entrance vestibule at the centre of the coach had partitions glazed with wooden frames but was not equipped with sliding doors.

The driving coaches (DTS) seated 64 second, weighed 32 tons and were 64' 6" long over bodywork. The under-floor battery boxes on these vehicles were removed during conversion. Lot numbers were 30764 (1966) and 30857 (1974).

Trailer First Corridor

Allocated diagram number 930, the TFK vehicles had the least alterations internally from their former loco‑hauled condition. At either end of the coach was a full width entrance vestibule with doors each side. Inboard of both these vestibules was a lavatory. A full length side corridor ran down one side of the coach alongside seven first class compartments each seating six.

On the corridor side there was one further entrance door situated opposite the partition between the third and fourth compartments to the right hand side when viewing the coach from the corridor side. Once again battery boxes were removed from the underframes during conversion.

These vehicles seated 42 first and weighed 33 tons and were again 64' 6" long. Lot numbers were 30766 (1966) and 30855 (1974).

Trailer Brake Second Corridor

Allocated diagram number 920, the TBSK vehicles were also basically unaltered in internal layout from their loco‑hauled condition. Each consisted of a full width entrance vestibule with doors each side and a lavatory inboard of this. A full length side corridor ran the length of the coach alongside four second-class compartments, each of which seated eight.

A further full-width entrance vestibule (with doors each side) separated the passenger area from the guard's compartment which was located on the same side as the passenger compartments and separated from the corridor by a sliding door.

An inwards opening door gave access on the compartment side, with a further one on the corridor side opposite which blocked the corridor when opened. Beyond this the corridor ran past a luggage area, divided from it by a wire cage screen, the area being 22' 8" long. Two pairs of sliding wire mesh screen doors were incorporated in the screen to give access and there were two pairs of outwards opening doors on both sides of the coach. The corridor kinked round at the vehicle end to give access to the gangway through to the adjacent TFK.

These vehicles were fitted with new battery boxes to supply emergency lighting to the whole unit and also had a motor generator (MG) set to supply lighting current to the whole set and a standard EMU Westinghouse DH25 compressor for the air braking supply. Power for the MG and compressor was supplied via the units' 750-volt heating jumpers from the 4 REP unit or locomotive working the train.

Standard EMU style starting bell switches were fitted by the guard's inwards opening doors and a loudaphone communications system in the guard's compartment gave speech communication with both cabs (or cabs elsewhere if the unit was working in multiple with others).

This coach seated 32 second and weighed 35 tons and was 64' 6" long. Lot numbers were 30765 (1966) and 30856 (1974).

Delivery

Units were delivered at approximately one per week from June 1966 until January 1967, though the TFK coaches for the last eight arrived from May 1967 until July 1967.

When first formed some units were in temporary formation and others had their TFK's missing and ran initially as 3TC. The last eight units were delivered without their TFK's, six running as 3TC and two temporarily including TB & TBFK 4 REP trailers and classified as 4 TB units to get buffet vehicles into traffic earlier.

Beyond this units ran in basically unchanged formations until the complex reformations which commenced during 1986, though a few were reformed prior to this date, usually involving the ‘spare’ DTS vehicle.

All units were repainted into blue/grey livery fairly quickly as the all over blue did not wear well, 401 being blue/grey by late May 1968 the last all blue unit (424) being done in February 1971.

Units were reclassified as Class 438 during May 1986 and renumbered into a new series 8001 ‑ 8028 over the next few months.

Those units formed during 1974/5 were identical to those formed in 1966/7 and were numbered on from the first series as 429 ‑ 434, these later becoming 8029 ‑ 8034.

Unit formations were as follows, the date below the unit number being that when the unit was first released to traffic. The former loco‑hauled number of each vehicle is shown in brackets below the coach number. Vehicles marked with a * were the prototype conversions at Eastleigh.

Formation Units Nos.401 - 428
Unit	DTS	TFK	TBSK	DTS	New No.	Date
Diag. No. Code	900 FC	930 BU	920 BT	900 FC
401 c.Oct-67	~~76331~~ * (4338) 76270 72302 76270	70844 * (13022)	70812* (34987)	76332 (3937)	8001	Jul-86
402 13-Aug-66	76272 (4023)	70845 (13008)	70813 (34968)	76271 (4022)	8002	Jun-86
403 13-Aug-66	76273 (4021)	70846 (13010)	70814 (34969)	~~76274~~ (4024) ~~76331~~ 76274	8003	Nov-86
404 12-Aug-66	76275 (3929)	(3TC) - 70847 (13016)	~~70815~~ (34958) ~~70820~~ 70815	76276 (4003)	8004	Oct-86
405 12-Aug-66	~~76278~~ (4007) ~~76283~~ 76278	70848 (13033)	70816 (34959)	76277 (4005)	No	No
406 (17-Aug-66)	76280 (4014)	70849 (13025)	70817 (34960)	~~76279~~ (3926) ~~76331~~ 76279	8006	Jun-86
407 2-Sep-66	76281 (4042)	70850 (13009)	70818 (34961)	76282 (4374)	8007	Dec-86
408 (25-Aug-66)	76284 (4008)	~~70847~~ (13016) 70851 (13023)	70819 (34962)	~~76283~~ (3932) 76278 76302 76283	8008	Oct-86
409 (14-Sep-66)	76286 (4386)	70852 (13035)	~~70820~~ (34963) ~~70815~~ 70820	76285 (4380)	8009	Oct-86
410 (22-Sep-66)	76288 (4391)	70853 (13030)	70821 (34985)	76287 (4379)	8010	Aug-86
411 (29-Sep-66)	76290 (4394)	70854 (13053)	70822 (34986)	76289 (4029)	8011	Oct-86
412 (29-Sep-66)	76292 (3946)	70855 (13018)	70823 (34970)	~~76291~~ (3931) ~~76331~~ 76291	8012	Jun-86
413 (12-Oct-66)	76293 (3942)	70856 (13015)	70824 (34984)	76294 (3999)	8013	May-86
414 (12-Oct-66)	76295 (3927)	70857 (13014)	70825 (34996)	76296 (3945)	8014	Sep-86
415 (2-Nov-66)	76297 (3938)	70858 (13063)	70826 (34980)	76298 (4004)	8015	Oct-86
416 (25-Oct-66)	76299 (3935)	70859 (13040)	70827 (34997)	76300 (3944)	8016	Jun-86
417 (9-Nov-66)	~~76302~~ (4382) 76331 76302 76331 76302 76331 76302 76331 76302	70860 (13019)	70828 (34998)	76301 (4375)	8017	Oct-86
418 (2-Nov-66)	76303 (4017)	70861 (13096)	70829 (34981)	76304 (4384)	8018	Oct-86
419 (26-Nov-66)	76306 (4383)	70862 (13020)	70830 (34976)	76305 (4016)	8019	Aug-86
420 (26-Nov-66)	76307 (4014)	70863 (13003)	70831 (34977)	76308 (4390)	8020	Sep-86
421 (5-Dec-66)	76309 (4006)	(3TC) - ~~70844~~* (13022) 70864 (13038)	70832 (34967)	76310 (4027)	8021	Oct-86
422 (5-Dec-66) (4 TB) (4TC)	76312 (4015)	3TC - ~~69323~~ (1718) 70865 (13000)	~~70833~~ (34966) ~~70805~~ (15888) 70833 (34966)	76311 (4001)	8022	May-86
423 (5-Dec-66) (4 TB) (4TC)	76313 (3941)	3TC - ~~69322~~ (1717) 70866 (13037)	~~70834~~ (34972) ~~70808~~ (15892) 70834 (34972)	76314 (3943)	8023	Jun-86
424 (1-Mar-67)	76316 (4028)	(3TC) - 70867 (13021)	70835 (34973)	76315 (4000)	8024	May-86
425 (31-Jan-67)	76317	(3TC) - 70868 (13001)	70836 (34974)	76318 (4026)	8025	May-86
426 (13-Feb-67)	76319 (3939)	(3TC) - 70869 (13002)	70837 (34975)	76320 (3998)	8026	May-86
427 (25-Feb-67)	76321 (3930)	(3TC) - 70870 (13032)	70838 (34979)	76322 (3926)	8027	Jun-86
428 (3-Mar-67)	76324 (4009)	(3TC) - 70871 (13017)	70839 (34978)	76323 (3940)	8028	Jun-86
Vehicles marked with a * were the prototype conversions at Eastleigh.

Individual Unit Notes Nos.401 - 428

401	Unit entered service about Oct‑67 out of sequence with ‘own’ vehicles DTS 76331 (completed Jan‑66 as Eastleigh prototype) and ex. ‘spare’, TFK 70844 (completed Dec‑65 as Eastleigh prototype) and used in 421 since Dec‑66 and spare from Jul‑67, TBSK 70812 (also an Eastleigh prototype) and DTS 76332 (completed York 30‑Jun‑67). Subsequently (about May 1968) DTS 76331 to spare and replaced by 76270 (ex. spare, numbered ‘304‘) when the unit was painted blue/grey. DTC 76270 replaced by 76302 (ex. spare) from Nov‑81 until about Jun‑82 and 76270 spare during this period. Unit ran as 3TC from 2-Feb-84 to 8-Feb-84.
402	-
403	DTS 76274 temporarily replaced with spare 76331 for about a period from Jul /Aug-70 (reason unknown), 76331 returning spare to Bournemouth depot 5‑Oct‑70.
404	Unit ran initially as 3TC with TFK 70847 temporarily used in unit 408, to provide an 11-coach train for loco‑hauled operation from Aug-66. TBSK 70815 defective and temporarily exchanged with 70820 (ex.409) from 26‑Jan‑84 to late Feb-84.
405	DTS 76277 & TBSK 70816 both damaged in collision with 408 at Bournemouth depot 9‑Oct‑77. DTC 76278 temporarily exchanged with 76283 (ex.408) until 24‑Oct‑77 when reverted. Unit damaged by fire at Southampton 4‑Apr‑84 with TBSK 70848 and TFK 70816 badly damaged and stored out of use until withdrawn 13‑May‑85. Disposal of 70816 & 70848 uncertain, probably scrapped at Stewarts Lane during 1987. Both DTSs taken from Fratton to Derby 22‑Jan‑86 and converted to departmental stock being renumbered: 76277 to ADB977335 & 76278 to ADB977336. Used as support coaches for the High Speed Track Recording Train and 977335 stripped and fitted with a generator at Cardiff Cathays Nov‑87 and 977336 converted at Derby as a ‘Blue Star’ (coupling code for locomotives) driving trailer. 977336 later to Cardiff Cathays for further conversion but this not carried out and sent to M. C. Metals, Glasgow for scrapping 25‑6‑93 and cut‑up 10‑Aug‑93. 977335 remained in use gaining a red upper/grey lower livery and later being painted into Railtrack two-tone green & blue livery. Coach stored during mid-2003 and moved to Meldon Quarry for storage 14‑Nov‑03. Coach for sale in August 2005, remaining stored at Meldon.
406	DTS 76279 damaged (where?) and at Eastleigh for repair Jan‑72, temporarily replaced by spare 76331 early in 1972. Repaired 76279 moved Eastleigh to Stewarts Lane 10‑Nov-72 then used for RSD tests for a while, reverted back Apr‑73.
407	-
408	Unit ran initially with TBSK 70847 temporarily displaced ex-404 running as 3TC. DTS 76283 damaged in collision with 405 at Bournemouth Depot 9‑Oct‑77 and temporarily exchanged with 76278 (ex.405) until reverted 24‑Oct‑77 when 76283 to spare whilst repaired and replaced by 76302 (ex-spare from 417) from 25‑Oct‑77 until Nov‑77.
409	Unit out of service with defects and TBSK 70820 temporarily exchanged with defective 70815 (ex.404) from 26‑Jan‑84 until late Feb-84.
410	-
411	DTS 76289 damaged in collision with D6550 at Salisbury 4‑Nov‑71 but repaired.
412	DTS 76291 temporarily exchanged with 76331 (ex. spare) c.Mar‑71 (reason unknown).
413	-
414	On 25-Mar-75 the Weymouth boat empties were being propelled into Clapham Yard when the first vehicle (a bogie mail van) jumped the points and took the next two mail vans off the road. All three snaked across the lines, colliding with S76295 of 4TC 414. Much “matchwood” was strewn around the yard and the TC suffered a broken front window in the driver’s cab and two wheels of the front bogie were lifted off the rails. Two bogies from the first and second vans became completely detached. Unit badly damaged after striking CCE crane ADB965184 near Hilsea 25‑Feb‑79, DTS 76296 side badly scored, TFK 70857 side torn out and TBSK 70825 ½ side torn out. Unit stored at Plumstead prior to repair at Slade Green and all coaches repaired by early 1981, but DTS repaired first and both DTSs formed with trailers TB 69328 & TBFK 70810 (both ex.4 REP 3010) from 16‑Jul‑80 to 20‑Aug‑80 for Royal Special duty 7‑Aug‑80. Further reformed 20‑Aug‑80 with trailers TB 69023 & TBFK 71157 (both ex.4 REP 3013) as 4 REP standby due to shortage of fit 4 REP units. Used briefly in traffic 28‑Aug‑80 to 1‑Sep‑80 as 4TC cover, both 4 REP trailers removed 4‑Sep‑80 and unit temporarily disbanded. Unit reinstated in normal formation 18‑Dec‑80 after damage repairs completed on 70857 & 70825.
415	DTS 76297 damaged in collision with 3H 1131 at Portsmouth & Southsea 27‑Nov‑71 but repaired.
416	TBSK 70827 & DTS 76300 both used with Class 47 loco and test coach ‘Mars’ on high speed shoegear tests between Woking and Basingstoke from 20‑Jul‑76 to 23‑Jul‑76. Unit reformed Jul‑79 and TBSK 70827 & TFK 70859 both replaced temporarily by 4 REP trailers, TB 69326 & TBFK 70808 (both ex.3008) until Aug‑79; this for use on Royal Specials on 2‑Aug‑79 & 8‑Aug‑79.
417	DTS 76302 to spare and replaced by 76331 (ex. spare) 12‑Aug‑73 until 14‑Mar‑74 when reverted back and DTS 76331 to Stewarts Lane 21‑Mar‑74. It returned to Bournemouth 15‑Aug‑74 and again exchanged with 76302 from 16‑Aug‑74 and 76302 then became the spare DTS. 76331 to ‘spare’ again from Dec‑75 and replaced by 76302 moved from Eastleigh 23‑Dec‑75. Seating in 76331 modified with Mark II style seating units and fluorescent lighting amending design code to EE2.66.2B. DTS 76302 to damaged 430 Feb‑77 and replaced by 76331, though this coach to spare and 76302 back in unit Jul‑77. However, 76331 back in 417 in Sep‑77 and 76302 spare once more. DTS 76331 again exchanged with spare DTS 76302 Dec‑84 until Apr‑86 when this formation made permanent and 76331 once again the spare DTS.
418	-
419	-
420	-
421	Unit delivered as 3TC 5‑Dec‑66 and ran as such until made up to 4TC by inclusion of TFK 70844 May‑67. This vehicle replaced by TFK 70864 7‑Jul‑67 and 70844 reformed into unit 401. Unit damaged by fire at Eastleigh 1‑Apr‑80; DTS 76309 damaged and TFK 70864 ½ gutted but both vehicles repaired at Slade Green and released 15‑May‑81.
422	Unit delivered as 3TC 5‑Dec‑66 and ran as such from Dec‑66 until Apr‑67 when TBSK 70833 to spare and replaced by TBFK 70805 and TB 69323 and unit made up to a temporary 4 TB unit. In this formation unit seated 128 second, 24 first and 23 buffet. TB 69323 reformed into 4 REP 3005 by 5‑Jun‑67, also possibly TBFK 70805 though unit 3005 reported as mis-formed until Nov‑67 and unit reverted to 3TC with TBSK 70833 again. Made up to 4TC by inclusion of TFK 70865 from 7‑Jul‑67. (Unit running as 3TC again on Railtour 22‑Sep‑67 with a TBFK in formation).
423	Unit delivered as 3TC 25‑Feb‑67 and ran as such until May‑67 when TBSK 70834 to spare and replaced by TBFK 70808 and TB 69322 and unit made up to a temporary 4 TB unit. In this formation unit seated 128 second, 24 first and 23 buffet. TBFK 70808 to 4 REP 3008 & TB 69322 to 4 REP 3004 by 11‑Jun‑67 and replaced again by TBSK 70834 and unit reverted to 3TC. Made up to 4TC 7‑Jul‑67 by inclusion of TFK 70866.
424	Unit delivered as 3TC 1‑Mar‑67 and ran as such until made up to 4TC by inclusion of TFK 70867 28‑Jul‑67. Was the last SR main line unit running in plain blue livery until c.Nov‑70.
425	Unit delivered as 3TC 31‑Jan‑67 and ran as such until made up to 4TC by inclusion of TFK 70868 28‑Jul‑67. Unit to Slade Green 28‑Apr‑81 for damage repair (details unknown). Returned to Bournemouth 19‑May‑81.
426	Unit delivered as 3TC 13‑Feb‑67 and ran as such until made up to 4TC about Oct‑67 by inclusion of TFK 70869 which had been running in temporary unit 304 previously. TBSK 70837 ran from 15‑Sep‑74 in 4 REP 3012 and unit out of use as 3 car. Used to convey TBFK 71159 from Selhurst to Bournemouth Oct‑74, this vehicle for unit 3015, but formed into 3012 initially in exchange for ‘own’ 70837 and unit back to traffic 26‑Oct‑74.
427	Unit delivered as 3TC 25‑Feb‑67 and ran as such until made up to 4TC by inclusion of TFK 70870 28‑Jul‑67.
428	Unit delivered as 3TC 3‑Mar‑67 and ran as such until made up to 4TC by inclusion of TFK 70871 28‑Jul‑67. Unit damaged in collision with fallen trees near Fleet 9‑Dec‑82 and DTS 76323 & TBSK 70839 derailed and required replacement bogies. Unit out of use until 13‑Jan‑83.
Unknown	One 4TC unit had TBSK damaged by derailed parcels van at Waterloo 5‑Dec‑69.

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3TC (Class 438)
(Units nos.301 – 304)

Three complete units of the 1967 order were delivered as three-car units numbered 301 ‑ 303, along with the spare DTS & TBSK vehicles which carried the number 304 on the cab end of the DTS vehicle. These units were mainly for use on loco-operated trains to reduce the train length to eleven vehicles and keep the formation within platform limits.

All vehicles were identical to those in the four car units and the 3TC units seated 160 second and were 199' 2½" long and weighed 99 tons.

Separate Lot numbers were not allocated to these vehicles, these being the same as for the 4TC units as DTS 30764 & TBSK 30765. All were repainted blue /grey by mid-1970, the last in all over blue (unit 301) being done in May 1970.

All three (301 to 303) were augmented with a newly converted TFK vehicle during the summer of 1974 and reclassified as 4TC and numbered 429 ‑ 431. Their BR TOPS class number was 442/1.

Numbered in the 3TC series, unit 304 was a temporary unit formed during August 1967 due to late delivery of some vehicles of unit 401 (formed of 76270 + 70843 + 70869 + 76331). The first three vehicles all delivered together from York and 76331 spare (since about January 1966) awaiting completion of 76332.

Unit 304 was disbanded after October 1967 and 76270 & 70843 went to spare, 70869 to 426 and 76331 to 401. Spare 70843 painted blue /grey 29^th January 1969 and stored at Micheldever by December 1969.

Formation of Units nos.301 – 304
Unit	DTS	TBSK	DTS	New No.	Date	Notes
Diag. No. Code	900 FC	920 BT	900 FC
301 (3-May-67)	76325 (3933)	70840 (34982)	76326 (3934)	429	28-Jun-74
302 1-Jul-67	76327 (4018)	70841 (34956)	76328 (4044)	430	4-Jul-74
303 31-Jul-67	76329 (4373)	70842 (34957)	76330 (4045)	431	28-Jun-74
“304” c.Aug-67	~~76270~~ (4043) 76331	70843 (34983)

Individual Unit Notes nos.301 - 304

301	One DTS of unit derailed at Waterloo 11‑Jul‑68, only minor damage. TBSK 70840 used in 4 REP 3007 Aug‑71 to Sep‑71 and unit out of use for this period.
302	One DTS (which?) temporarily replaced by spare 76331 11‑May‑73 to 26‑may‑73 (reason unknown).
303	Unit slightly damaged in ‘runaway’ buffer stop collision at Bournemouth depot 27‑Mar‑72.
304	A temporary unit numbered 304 was formed during Aug‑67, due to late delivery of some vehicles of unit 401 (formed of 76270 + 70843 + 70869 + 76331). The first three vehicles all delivered together from York and 76331 spare (since about Jan‑66) awaiting completion of 76332. Unit disbanded after Oct‑67 and 76270 & 70843 to spare, 70869 to 426 and 76331 to 401. Spare 70843 painted blue/grey 29‑Jan‑69 and stored at Micheldever by Dec‑69.

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4TC (Class 438)
(Units nos.429 – 434)

These units were formed during 1974 & 1975 as additional stock for the enhanced timetables from summer 1974 and were identical to the earlier sets. The first three were formed from the 3TC units 301 ‑ 303 with the addition of a newly converted TFK, the remaining three having all vehicles newly converted at York, with the exception of the TBSK vehicle in 432 which was the former spare coach provided in 1967. The spare DTS vehicle was not included in these units and remained as spare.

Lot numbers for the newly converted vehicles were allocated as follows: DTS 30857, TBSK 30855 & TFK 30856. The DTS & TFK vehicles of units 432 – 434 (newly delivered from York) were formed up as 3TC units at Strawberry Hill 29‑Oct‑74; the TBSK vehicles all being added later prior to release of the units for traffic at Selhurst.

These units were commissioned at Selhurst running test trips to Haywards Heath or Brighton with either 4 EPB units at each end or the unusual working of a 4 REP unit or EDL locomotive on this route. The DTS vehicles for units 432 ‑ 434 lacked the ‘Series Only’ switches fitted in the cabs of the earlier built DTSs.

Former TLVs 68203 & 68204 were used as match vehicles for deliveries from York. Some delivery details are known:

19-Jun-74	TFKs 71162 + 71164 (along with RMB 1872) arrived Strawberry Hill.
2-Jul-74	TFKs 71163 + 71165 + 71166 + 71167 arrived Strawberry Hill.
26-Jul-74	DTSs 76943 + 76944 + 76945 + 76946 York to Ferme Park.
7-Sep-74	DTSs 76947 + 76948 had arrived at Strawberry Hill.
	Units 433 and 434 were formed-up as 3 cars at Strawberry Hill by 8-12-74 awaiting arrival of their TBSKs.
12-Dec-74	TBSKs 71160 + 71161 Finsbury Park to Strawberry Hill.

Formation of Units nos.429 - 428
Unit	DTS	TFK	TBSK	DTS	New No.	Date
Diag. No. Code	900 FC	930 BU-1A	920 BT	900 FC
429 (28-Jun-74)	76326 (ex.301)	71162 (13179)	70840 (ex.301)	76325 (ex.301)	8029	Oct-86
430 (4-Jul-74)	~~76328~~ (ex.302) ~~76302~~ 76328	71163 (13097)	70841 (ex.302)	76327 (ex.302)	8030	Sep-86
431	76330 (ex.303)	71164 (13111)	70842 (ex.303)	76329 (ex.303)	8031	Oct-86
Diag. No. Code	900 FC-1A	930 BU-1A	920 BT	900 FC-1A
432 (21-2-75)	76943 (3913)	71165 (13115)	70843 (ex. spare)	76944 (3987)	8032	Jun-86
Diag. No. Code	900 FC-1A	930 BU-1A	920 BT	900 FC-1A
433 (2-Feb-75)	76945 (4030)	71166 (13028)	71160 (34637)	76946 (4032)	8033	Sep-86
434 (18-Jan-75)	76947 (4034)	71167 (13062)	71161 (34640)	76948 (4073)	8034	9-86

Individual Unit Notes nos.430 - 434

430	DTS 76328 damaged Feb‑77 and temporarily replaced by 76302 (ex.417) until reverted Jul‑77. Unit part of failed train propelled into engineers siding at Surbiton 9‑Nov‑83 and in collision with buffer stops. DTS 76328 derailed, damaged and temporarily replaced by 76302 (ex. spare). Reverted to original formation 9‑Mar‑84.
431	-
432	-
433	Unit reformed with both trailers of 4 REP 3015 Jul‑81 as Royal standby, reverted 1‑Aug‑81.
434	Unit formed initially 9‑Nov‑74 with TBFK 71157 though not in traffic, this coach to 4 REP 3013 from Dec‑74 and replaced by TBSK 71161 2‑Jan‑75 prior to release to traffic.

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Motorcoach 62141 of 4 REP unit no.3001 at Eastleigh Works in February 1967. Note the missing stepboard under the driver’s sliding vent light, also the eggshell paint finish, aluminium BR double arrow, Mk6 motorbogies (these had double shoes on each of the height-limiting bars) with the line-breaker boxes just beyond and dropped buckeye (which was painted light blue - this did not last)!

© late Alan Hawes

4 REP (Class 432)
(Units nos.3001 – 3015)

Each 4 REP unit consisted of a Driving Motor Second (DMS) at each end, flanking a Trailer Brake First (TBFK) and a Trailer Buffet (TB). Both the trailer vehicles had been converted from former loco‑hauled vehicles at York (one of each type were done at Eastleigh as prototypes) to the same standards as those of the TC vehicles.

Overall, the 4 REP units were 265' 5¼" long and weighed 173 tons and seated 24 first, 128 second and 23 buffet. The units had the standard EP and Westinghouse automatic air brake and 27-way control cables, and had low level power jumpers operating at line voltage to supply the heating, MG and compressor supply to the TC units working with the unit.

The Mk6 motor bogies developed for the Southern Region’s electro-diesels were used for the REP motorcoaches. The basic differences from the B5(S) being the centre pivot only dealt with traction and braking forces with the body weight being transferred to the bolster by hemispherical anti-friction faced components running on manganese steel rubbing plates on the bolster which also provided rotational damping; the use of one brake cylinder with a separate slack adjuster to brake each wheel and finally the bogie frame was all welded from plate and had box section frames.

The hemispherical anti-friction faced components were fitted to the underframe of the coach and located into cups that sat on top of the bolster. These cups were colloquially known as elephant’s feet and created a grinding noise when the bogies curved. This noise was caused by the reluctance of the elephant’s feet to slide on top of the bolster and could be cured by the application of graphite powder.

The wheelsets of the type-JB electro-diesels (later class 73/1 & 73/2) were interchangeable with those fitted to the REP units. Because of the REP’s lower axle weight wheelsets with thinner tyres could be fitted (compared to a type-JB) resulting in a smaller rolling diameter. As a consequence, wheelsets removed from a type-JB going overhaul at Selhurst might (after turning in a wheel lathe) be too small for reuse in a type-JB. Accordingly they would be sent to Chart Leacon (Ashford) for use in a REP unit undergoing overhaul. In return Chart Leacon would send Selhurst wheelsets as near as possible to full-size (40”) in exchange for use in a type-JB. General overhauls of the bogies were programmed to be carried out at 100,000-mile frequencies.

Compared to the electro-diesels the REP Mk6 motor bogies were assembled with different springs, collector shoegear and were not equipped with sanding gear or steps.

English Electric type EE546 traction motors rated at 400hp were used; these being carried on roller bearing suspension assemblies. The Bournemouth line 4 VEP stock also used the Mk6 motor bogie albeit with EE507 250hp motors.

Into Service

Test running began during March 1967, unit 3003 being in use by 18^th March 1967. These units were rostered to work high mileages with a General Overhaul (GO) of running gear scheduled every 60,000 miles reached at approximately 20 - 25 weekly intervals when units were worked to Chart Leacon (near Ashford) for bogie exchanges and electrical equipment checks.

Liveries

All units were repainted into Blue/Grey livery during their first C3 overhauls at Eastleigh, the first being 3001 in December 1968, the last (no. 3008) in about June 1970.

1971 BR(S) Signal Repeating AWS Trials

In 1971 experiments with signal repeating AWS were carried out between Surbiton and Raynes Park and in the New Forest, but only the odd numbered motor-coaches were equipped as these were normally at the London end of the units. The equipment was removed in late 1977/early 1978.

Whilst so modified, the electrical codes for these coaches were amended to AJ‑1A.

The SRAWS equipment was only fitted on the Up line; hence only the odd numbered coaches being fitted as these were usually at the London end of the unit. Cabs so fitted also lost their ‘Series Only’ switches when modified and these were not replaced when the SRAWS equipment was removed.

In terms of the signalling although SRAWS shewed considerable promise it didn’t find favour with the British Rail Board as it was a product of Derby.

BR(S) Signal Repeating AWS Removal

The BR(S) SRAWS was removed from the odd numbered DMS vehicles of units 3001 - 3011 and replaced by standard AWS equipment as follows:

Unit	Date	Unit	Date	Unit	Date	Unit	Date
3001	17-Nov-77	3002	22-Oct-77	3003	8-Dec-77	3004	Jan-78
3005	5-Apr-78	3006	15-Aug-77	3007	15-Sep-77	3008	Feb-78
3009	11-Apr-78	3010	Aug-77	3011	Nov-77

Traction Motor Problems

In snowy conditions the 4 REP units suffered from traction motor problems and at times of poor weather conditions trains were often formed with the 4 REP unit in the centre to try to minimise this problem. In an attempt to cure this problem one motor-coach of unit 3004 was fitted experimentally with semi-enclosed traction motors for a while in 1980/81.

Asbestos

Three units had a full asbestos strip (C1A) overhaul at Eastleigh (nos. 3001, 3003 and 3007) during 1984/5, but no further units were done.

First Batch (1966) of Units Nos. 3001 - 3011

The first batch of units were numbered 3001 ‑ 3011 and were designated initially in 1972 under the BR TOPS classification system as Class 441, this was amended in 1975 to Class 430, and was later being altered again to 432.

Restaurant Buffet (1966 units)

The buffet cars (former RB) had their buffet areas rebuilt and the former pantry area was replaced by a counter area and the bar at the end of the counter reshaped. All cooking equipment was converted from liquid gas operation to electricity, this coach carrying an EE753 motor generator set to provide current at 200 volts /18kw for this equipment and the fridges.

The coach was marshalled with the kitchen area against the adjacent motor-coach and entering from this end consisted of a short centre gangway with a toilet compartment either side, followed by the staff entrance to the kitchen itself. A side gangway led past the kitchen, counter and bar area, there being a double opening access door on each side of the coach for loading stores, with a further pair of these doors opposite the counter area.

A full width vestibule with outwards opening doors for emergency use only divided this end of the coach from the seating area which was a four-bay open saloon with loose seating arranged at tables. The passenger gangway was off centre, the tables on the Kitchen side of this gangway having four chairs, two & two aside; those opposite only having two chairs arranged singly each side.

The table at the end of the coach on the wider side of the gangway only had a single seat against the coach end to allow space for the sliding door into the gangway to the TBFK and this saloon therefore seated 23 passengers. There was an emergency door on each side at this end of the coach, but there were no normal public access doors on this vehicle, all access being gained via the corridor connections.

Each buffet car was named, this name being carried on a 'Pub Style' sign displayed in the bar area. Each supplied cooked meals which were served in the nearest saloon of the adjacent motor-coach, the seating area within the vehicle being used by buffet and bar customers.

The DMS marshalled adjacent to the buffet was normally fitted with removable tables in the 32-seat saloon at the inner end for the service of full meals from the buffet kitchen. It was normal practise for the 4 REP units to be formed with the buffet car third in the formation (towards Waterloo) and the tabled DMS fourth, though they occasionally ran ‘wrong way round’ after disruption.

This vehicle weighed 34 tons. Lot number was 30763.

Restaurant Unclassified (1974 units)

The later buffet cars were converted from former RU coaches, though these vehicles also seated 23 and weighed the same as the earlier conversions. However, the internal arrangement and window spacing of these vehicles was slightly different.

Lot number was 30858.

Trailer Brake First Corridor

The TBFK vehicles were converted from former Corridor Composite (CK) vehicles, these having originally consisted of a full-length side corridor alongside four first and three second class compartments. A toilet was situated at each end inboard of the entrance vestibules and a further full width entrance vestibule separated the first and second-class compartments, giving three access doors on the compartment side of the coach and four doors along the corridor side. The four corridor-side doors were located at each end and opposite the third first-class compartment and the centremost second class compartment.

The conversion of these vehicles involved stripping out the interior from the centre entrance vestibule to the end of the vehicle where the second-class compartments and toilet had been located. These were replaced by a new guard's compartment situated adjacent to the centre passenger vestibule.

This guard’s compartment had an inward opening door on each side for access and was equipped with starting bells and loudaphone communication with the driving cabs of the train.

The remainder of the coach was taken up with a luggage area 21' 2½" long, separated from the side corridor by wire mesh screens. These screens had two pairs of double-opening sliding-doors within them and there were two pairs of outwards-opening doors on each side of the vehicle to give access to the luggage area.

The TBFK was marshalled with the luggage area towards the centre of the unit against the seating area of the buffet vehicle. This coach weighed 35 tons and seated 24 first. Lot numbers were 30762 (1966) and 30854 (1974).

The coach was fitted with a EE704H motor generator to provide current at 70 volts for the control circuits on the whole unit, this vehicle also having the battery box with the emergency lighting batteries (for the whole unit) and was fitted with one DH25 compressor for the air braking system.

Driving Motor Second

The DMS vehicles at each end of the 4 REP units were newly built at York for the Bournemouth electrification. The internal layout of the coaches was identical to those of the DTS vehicles in the TC units and these coaches seated 64 second. However, the seating units differed, being similar to those fitted into the later batches of 4 CIG units rather than the earlier style of Mark 1 loco‑hauled vehicle seats.

The coaches were mounted on Mark 6 motor-bogies, each bogie having two EE546 motors, originally rated at 400hp. These motors were also being used in contemporary Class 73 Electro-Diesel locomotives and the AM10 electric units built for services out of Euston. The continuous rating of these motors was later reduced to 365 hp as they did not have the benefit of traction motor blowers for cooling as did the Class 73 locomotives.

Motors were coupled in permanent parallel pairs and power circuits were duplicated so that half the traction motors could be isolated if necessary. Each motor-bogie was fitted with a shoe height-limiting bar (as compared to the shoebeams of pre-1963 stock) and two pick-up shoes (one for each power circuit) were mounted on each side of the bogie.

Camshaft control was fitted, with separate camshafts for the resistance and weak field notches. Between the bogies were the starting resistances, line-breaker boxes and a Westinghouse DH25 air compressor, which (along with the one also fitted on the TBFK) gave a total of three compressors on each REP unit.

These DMS vehicles weighed 52 tons. Lot numbers were 30761 (1966) and 30862 (1974).

Motor-coaches of all units were fitted with ‘Series Only’ switches when new, though these were removed from some cabs later in connection with other modifications.

The DMS marshalled adjacent to the buffet was normally fitted with removable tables in the 32 seat saloon at the inner end for the service of full meals from the buffet kitchen.

4 REP no.3003 propels away from Basingstoke on Tuesday 6^th May 1980
© John Atkinson

Second Batch (1974) of Units Nos.3012 - 3015

Four further units were ordered for the enhanced timetables from Summer 1974, these being similar to the earlier units, with motor coaches again built new at York; these being the very last coaches to be constructed to the BR Mark 1 body design. Once again, the trailers were converted from loco‑hauled stock.

The principle difference between the batches was that the later buffet cars were converted from former RU coaches, though these vehicles also seated 23 and weighed the same as the earlier conversions. However, the internal arrangement and window spacing of these vehicles was slightly different. The buffet cars of units 3012 ‑ 3015 were fitted with public payphones about 1980, though none of the first eleven were done.

All vehicles of these four units were also fitted with double glazing. Lot numbers for these vehicles were DMS 30862, TBFK 30854 & TB 30858.

These additional units were numbered 3012 ‑ 3015 and unit 3015 was delivered with an experimental double brake block system on the motor coaches to improve braking performance, though this feature was later removed.

Due to late delivery of various coaches for this batch of units, all four entered service mis-formed and were involved in a complex series of vehicle swapping to gain correct formations, these are not shown in the unit formations lists as only of a short-term nature.

3013 Woking 27-5-83 w.jpg

4 REP unit no.3013 propels at Woking on Tuesday 27^th May 1983
© John Atkinson

4 REP Unit Formations

Unit formations were as follows, with the date below the unit number being that on which the unit was first released to traffic, the former loco‑hauled vehicle number of the trailer coaches is shown in brackets beneath the coach number, along with the buffet car name. Vehicles for these units were delivered out of sequence and many units entered service in temporary formations as a result. The two Eastleigh prototype trailer conversions are shown with * after the coach number.

4 REP (Class 432) Formation of Units Nos.3001 – 3015
Unit	DMS	TB	TBFK	DMS	New No.	Date
Diag. No. Code	890 AJ	940 BS	910 BR	890 AJ
3001 (3-Apr-67)	~~62155~~ 62142	69319 * (1714) The Kingston	70801 (15882)	62141	2001	Jun-86
3002 (3-Apr-67)	62144	~~69321~~ 69320 (1715) The Waterloo	70802 (15883)	62143	2002	May-86
3003 (3-Apr-67)	62146	~~69320~~ 69321 (1716) The Farnborough	70803 (15884)	62145 62149 62145	2003	Sep-86
3004 (5-May-67)	~~62154~~ 62148	~~69325~~ 69322 (1717 The Solent	~~70809~~ 70804 (15885)	62147 62162 62147	2004	Jun-86
3005 (5-Jun-67)	62150 62152 62150	69323 (1718) The Hampton Court	70805 (15888)	62149 62145 62149	2005	Aug-86
3006 (19-May-67)	~~62152~~ ~~62479~~ ¹62152 62150 62152	69324 (1719) The Bournemouth	70806 (15889)	~~62153~~ 62151	2006	Jun-86
3007 (19-Jun-67)	62154	69325 (1720) The Winchester	~~70807~~ * (15890) ~~70840~~ ² 70807	62153 62477 62153	2007	Jun-86
3008 (27-May-67)	62156	~~69326~~ (1721) The Sandown 68319	~~70810~~ 70808 (15892)	~~62142~~ 62155	No	No
3009 (19-Jun-67)	62158	69327 (1722) The Wimbledon	70809 (15893)	62157	2009	Jun-86
3010 (3-Jul-67)	62160	69328 (1723) The Vauxhall	70810 (15894)	62159	2010	Sep-86
3011 (20-Jul-67)	62162 62147 62162	69329 (1724) The Beaulieu	70811 (15895)	62161	2011	Sep-86
1974 units - see unit notes for details of initial temporary formations
Diag. No. Code	890 AJ-2A	940 BS-1A	910 BR-1A	890 AJ-2A
3012 (16-Sep-74)	62476	69022 (1925) The Brooklands	71156 (15425)	62477 62153 ³ 62477	2012	May-86
3013 (16-Oct-74)	62478	69023 (1939) The Avon	71157 (15871)	62479	2013	May-86
3014 (28-Nov-74)	62480	69024 (1932) The New Forest	71158 (15876)	62481	2014	Apr-86
3015 (16-Dec-74)	62482	69025 (1935) The Stour	71159 (15909)	62483	2015	Apr-86
^{^[1]} DMS Code AJ‑2A. ² TBSK vehicle, Diagram 920, Code BT. ³ DMS Code AJ.

Individual Unit Notes Nos.3001 - 3015

3001	Unit entered service 3‑Apr‑67 formed with DMS 62155, this vehicle exchanged with ‘own’ DMS 62142 (ex.3008) 19‑Nov‑67. Ran briefly with one DMS (which?) ex.3009 Jan‑79 (snow damage). Unit asbestos stripped at Eastleigh 12‑Dec‑84 to 17‑May‑85.
3002	Unit entered service 3‑Apr‑67 formed with TB 69321, this vehicle exchanged with ‘own’ 69320 (ex.3003) by 22‑May‑67. Unit modified with high compression springs on motor-bogies at Eastleigh Oct‑85.
3003	Unit available for test running from 18‑Mar‑67 and entered service 3‑Apr‑67 formed with TB 69320, this vehicle exchanged with ‘own’ 69321 (ex.3002) by 22‑May‑67. DMS 62145 briefly exchanged with 62149 (ex.3005) Jan‑79 (snow damage). Unit asbestos stripped at Eastleigh 17‑May‑84 to 7‑Jan‑85.
3004	Unit to traffic 5‑May‑67 formed with DMS 62154 & TB 69325 (both 3007) & TBFK 70809 (3009). ‘Own’ TBSK 70804 spare, & TB 69322 ran initially in temporary 4 TB unit 423 from 29‑May‑67. 62154 & 69325 to 3007 by 19‑Jun‑67 and TB 69322 released ex.423 by 11‑Jun‑67, but unit reported mis-formed until Nov-67 (not sure which vehicles involved). DMS 62147 defective and temporarily exchanged with 62162 (ex.3011) in Nov‑71. DMS 62147 & TBSK 70804 damaged after unit ‘ran away’ at Bournemouth depot 5‑Mar‑76 and collided with buffer stops and unit to Slade Green for repairs. DMS 62148 & TB 69322 returned 6‑Apr‑76, DMS 62147 & TBFK 70804 returned 15‑Apr‑76. DMS 62148 used for short periods in units 3007 /3009.
3005	Both trailers TB 69323 & TBFK 70805 ran initially in temporary 4 TB unit 422 from Apr‑67 until DMS vehicles of 3005 completed 5‑Jun‑67. TB 69323 released ex.422 by 27‑Jul‑67, but TBFK 70805 not until later and unit reported mis-formed until Nov-67(not sure which vehicles involved). Unit ran as 3 car without TB 69323 removed for ‘frying pan mods’ from 23‑May‑72 until about Sep‑72. Whilst so formed, initially ran with RB 1758 marshalled outside one motor-coach, though this was later formed within the unit. DMS 62149 briefly exchanged with 62145 (ex.3003) Jan‑79 (snow damage). DMS 62150 temporarily exchanged with 62152 (ex.3006) early Mar‑82 in connection with heating tests on 3005. DMS 62150 had shoegear modifications during C3 overhaul Sep‑82; other DMS also modified Jan‑86 when all motor-bogies also modified with high compression springs.
3006	Unit entered service 19‑May‑67 formed with DMS 62153 (3007), correct formation from 19‑Jun‑67. Unit in collision with freightliner container at Wallers Ash loop 3‑Oct‑74 and DMS 62152 damaged and to Selhurst for repair. Temporarily replaced by 62479, new and intended for 3013. Unit reverted to normal formation from 16‑Oct‑74. One DMS (62151?) temporarily exchanged with (62482?) from 3015 May‑81 and unit used for some electrical tests between Woking and Basingstoke, sometimes running coupled to a Class 73 locomotive. DMS 62152 temporarily exchanged with 62150 (ex.3005) early Mar‑82 in connection with heating tests on 3005.
3007	Unit entered service 19‑Jun‑67, DMS 62154 & TB 69325 having initially run in 3004, DMS 62153 in 3006. TBFK 70807 was the Eastleigh conversion prototype, built as 70801 and released c.Apr‑66, but renumbered 70807 prior to entering service. Unit damaged in collision at Clapham Yard 7‑Aug‑71 and TBFK 70807 damaged. Temporarily replaced by TBSK 70840 (ex.301) from Aug‑71 until c.19-Sep‑71 when 70807 repaired and back to normal formation. During this period, unit seated 160 second and 23 buffet (no first class). One DMS (which?) replaced for a short period in early 1976 with 62148 (ex.3004). DMS 62153 temporarily exchanged with 62477 (ex.3012) Apr‑79 in connection with heating tests on 3007. Unit asbestos stripped at Eastleigh 6‑Feb‑85 to 14‑Aug-85.
3008	Unit entered service 27‑May‑67 formed with DMS 62142 (3001) & TBFK 70810 (3010). ‘Own’ DMS 62155 running in 3001 & TBFK 70808 in 4 TB unit 423. 70808 released ex.423 by 11‑Jun‑67 and 70810 to 3010, 62142 exchanged with 62155 (ex.3001) 19‑Nov‑67. Both trailers 69326 & 70808 formed into 4TC 416 Jul‑79 to Aug‑79 for Royal Special, unit ran with both trailers 69327 & 70809 of 3009 during this period. Unit damaged in collision with open door on ballast train near Winchester 29‑Apr‑84. Unit disbanded 15‑May‑86 so not renumbered into 2001/8001 number series and DMS 62155 to Derby for component removal 19‑May‑86, remaining three coaches stored at Bournemouth depot. TB 69326 exchanged with 69319 (ex.2001) 1‑Sep‑86. DMS 62155 returned from Derby to Bournemouth 2‑Aug‑86 but taken to Eastleigh 26‑Aug‑86 followed by 62156 on 17‑Oct‑86. TBFK 70808 from Bournemouth to Selhurst (with spare DTS 76331) for use with BR(S) Tribometer Test Train. TB 69319 used in 4TCB unit 2801 from 2‑Dec‑86. Remaining three coaches officially withdrawn from 17‑Oct‑88. Both DMSs 62155 and 62156 moved from Clapham Yard to Vic Berry, Leicester for scrapping 6‑Oct‑88. TBFK 70808 moved by road from Southampton Down Yard to Vic Berry, Leicester for scrapping c.Jun‑90 and cut‑up Aug‑90.
3009	TBFK 70809 ran initially in 3004 prior to 3009 entering service 19‑Jun‑67. One DMS (which?) replaced for a short period in early 1976 with 62148 (ex.3004). One DMS (which?) used briefly in 3001 Jan‑79 (snow damage) and unit out-of-use. Unit again out-of-use Jul‑79 to Aug‑79 and both trailers 69327 & 70809 used in 3008, being replaced by 70859 & 70827 (both ex.416) in connection with Royal specials on 2-Aug-79 & 8‑Aug‑79. TB 69327 damaged in collision with wagon door 17‑Jun‑83 and to Slade Green for repairs.
3010	TBFK 70810 ran initially in 3008 prior to 3010 entering service 3‑Jul‑67. Unit slightly damaged in shunting mishap at Waterloo 5‑Dec‑69. Both trailers 69328 & 70810 formed into 4TC 414 16‑Jul‑80 to 20‑Aug‑80 for Royal Special and replaced by 69023 & 71157 (both ex.3013) during this period.
3011	Unit entered service 20‑Jul‑67, reportedly mis-formed until Nov-67 (along with 3004 & 3005), (not sure which vehicles involved). DMS 62162 temporarily exchanged with defective 62147 (ex.3004) Nov‑71 and unit to Selhurst for repairs.
3012	Both DMS coaches released new from York 16‑Aug‑74 and unit initially formed up as 3 car with ‘own’ DMSs 62476 & 62477 flanking TBSK 70837 (ex.426). Marshalled with RMB 1873 on outer end and known as 4 MEP unit, later amended to 3 REP + RMB. Into traffic as such from 16‑Sep‑74, but reduced to 3 REP without 1873 from 19‑Oct‑74 to 26‑Oct‑74 due to defects on 1873. Unit then further reformed and TBSK 70837 returned to 426 and replaced with TBFK 71159, newly converted and delivered to BR(S) 25‑Sep‑74. RMB 1873 marshalled on outer end once again. Reformed again 17‑12‑74 and RMB 1873 to 3014, TBFK 71159 to 3015 and ‘own’ trailers TB 69022 (ex.3015) & TBFK 71156 (ex.3014) both added and unit to intended formation. DMS 62477 temporarily exchanged with 62153 (ex.3007) Apr‑79 in connection with heating tests on 3007.
3013	Both DMSs released new from York 6‑Sep‑74 and delivered to BR(S) from Ferme Park 18‑Sep‑74. DMS 62479 used prior to formation of 3013 in damaged 3006 from 5‑Oct‑74 to 16‑Oct‑74. TBFK 71158 delivered to BR(S) 25‑Sep‑74 and at Selhurst for commissioning 28‑Sep‑74. Unit entered service as 3 REP 16‑Oct‑74 with ‘own’ DMSs 62478 & 62479 flanking TBFK 71158. TB 69023 arrived Strawberry Hill 5‑Dec‑74 and added to formation 7‑Dec‑74 with unit to traffic a four car 10‑Dec‑74, but unit further reformed 23‑Dec‑74 and TBFK 71158 exchanged with 71157 (ex.3014) and unit to intended formation. Both trailers 69023 & 71157 formed into 3010 from 16‑Jul‑80 until 20‑Aug‑80 when both transferred to 4TC 414 until 4‑Sep‑80, probably due to defective DMS coaches.
3014	DMS 62480 released new from York 20‑Sep‑74 and 62481 (dated 27‑Sep‑74) delivered to BR(S) along with TBFK 71156 9‑Oct‑74. TB 69025 arrived 19‑Nov‑74 and unit entered service as 4 REP 27‑Nov‑74 with ‘own’ DMSs 62480 & 62481 also TB 69025 and TBFK 71156. Unit reformed 17‑Dec‑74 and TB 69025 to 3015, TBFK 71156 to 3012 and replaced by TBFK 71157 (ex.3015) and RMB 1873 marshalled on one end (ex.3012). Further reformed 23‑Dec‑74 and TBFK 71157 exchanged with 71158 (ex.3013). RMB 1873 removed from unit 4‑Jan‑75 and ‘own’ TB 69024 (which had been delivered 12‑Dec‑74) was inserted 6‑Jan‑75 and unit to intended formation.
3015	Both DMS coaches released new from York 1‑Nov‑74 and arrived Selhurst 19‑Nov‑74, the final two Mark 1 vehicles ever built. TB 69022 arrived at Clapham Yard from Ferme Park 28‑Nov‑74. Unit entered service as 4 REP Dec‑74 with ‘own’ DMSs 62482 & 62483 also TB 69022 and TBFK 71157 which had arrived earlier 9-Oct‑74. Reformed 17‑Dec‑74 and TB 69022 to 3012 and replaced by 69025 (ex.3014). TBFK 71157 to 3013 and replaced by 71159 (ex.3012) and unit to intended formation. TB 69025 damaged by fire at Bournemouth depot 2‑May‑79 but repaired by 30‑May‑79. One DMS (62482?) temporarily exchanged with (62151?) from 3006 May‑81 and 3006 used for some electrical testing at this time. Both trailers 69025 & 71159 exchanged with TFK 71166 & TBSK 71160 (both ex.433) Jul‑81 in connection with Royal standby duties for unit 433. Unit 3015 used occasionally in service with no buffet facilities during this period seating 42 first and 160 second, reverted to normal formation from 1‑Aug‑81.

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3003 Southampton 6-5-80 w.jpg

4 REP unit no.3001 propels out of Southampton Central on Tuesday 6^th May 1980
© John Atkinson

Push-Pull Buffet Cars
Nos. 1758, 1759, 1872 & 1873

Two further vehicles were modified for use with the new Bournemouth line stock in 1967, these being RBs 1758 & 1759. These had been built by Pressed Steel in 1961 (Lot no. 30636) to diagram 24 and both were mounted on Commonwealth bogies and fitted with air braking and dual heating.

These coaches weighed 38 tons and seated 23 in loose chairs, their internal arrangement being similar to those of the TB vehicles in the 4 REP units. Further modification to enable them to run with EMU stock involved equipping them with 27-way control jumpers and modification of the heating to work at 750 volts rather than the loco‑hauled standard 1000-volt system.

These modifications were done at Selhurst, 1758 in October 1967 and 1759 in April 1968. Both these vehicles retained their liquid gas cooking. However, 1758 was not equipped with EP braking, though it could work in trains where other vehicles had this operative; the standard Westinghouse automatic air brake was operative.

1759 was used in the temporary 8 VAB unit 8001, this unit being formed during April 1968 and disbanded 15^th January 1975 when 1759 was withdrawn for disposal. 1759 had slightly different modifications to 1758 due to the differences in the VEP vehicles supplying power to the coach. It also had the side buffers removed and may have had the buckeye couplers altered to the fixed head variety as it was used intermediately within unit 8001. It was also fitted with EP braking.

These alterations meant that 1759 was not readily convertible back to a loco‑hauled vehicle which resulted in its withdrawal early in 1975 and it was stored at Eastleigh Airport Sidings, later moving to Micheldever. The coach sent to Kings at Snailwell for scrapping 14^th June 1977.

1758 was not allocated to a specific unit but was used as required, mainly marshalled between TC units for loco operated charter trains, though it was used from time to time on the Bournemouth line covering for shortages of 4 REP units. For example, in May 1972 it covered for the buffet vehicle in unit 3005. 1758 had the unofficial buffet name of ‘Wells Fargo’.

It was also used for Royal specials from time to time, examples being use with E6024 & 4TC 419 from Windsor to Southampton Western Docks 10^th July 1970 and E6049 & 4TC 423 from Aldershot to Southampton Docks 9^th August 1971. 1758 was released from this use during 1974 when two further coaches, RMBs 1872 & 1873 were similarly modified to replace 1758 & 1759. Accordingly, 1758 reverted to loco‑hauled operation, being transferred to the LMR from 17^th August 1974.

RMBs 1872 & 1873 replaced 1758 & 1759, these vehicles having been constructed at Wolverton in 1962 (Lot No. 30702) to diagram 99 and were again mounted on Commonwealth bogies. They were fitted with dual heating and air braking, also liquid gas cooking. Each weighed 35 tons and seated 44 in fixed seating.

The internal layout comprised a short central gangway between two lavatories, a full width entrance vestibule with doors each side. A sliding door divided this vestibule from a four-bay passenger saloon with had seating two & two aside the central gangway, all seats at tables. The bay towards the centre of the coach was replaced by a storage cupboard on the buffet counter side of the coach.

A further full-width vestibule with service doors each side divided the saloon from the buffet area, which comprised a small servery area taking up the space of two seating bays on one side of the coach. Opposite this area was a high-level longitudinal seat for bar customers and shelves each end for drinks.

Beyond this area was a further two-bay saloon arranged as before with seating at tables. A further sliding door divided this saloon from the remaining entrance vestibule.

Both coaches were transferred to BR(S) stock from 20^th April 1974, both being modified at York during C1 overhaul prior to transfer; 1872 arriving 19^th June 1974 and 1873 in July‑74. Modifications to these coaches to permit operation with M.U. stock were similar to those carried out earlier on 1758.

Neither vehicle was allocated to specific units, though 1873 spent a while running with 3 car REP units in late 1974 during the delivery period for units 3012 ‑ 3015.

Both coaches were withdrawn 2^nd October 1982 but both were reinstated from 14^th May 1983 for use in the temporary 8 MIG units 2601 & 2602 (see 4 CIG unit notes for details), both being withdrawn again about November 1985 following transfer to ER stock on 28^th May 1985 (though both had been out of use since October 1983.

They did not see further passenger use and remained stored at Clapham Yard until moving to Crewe 16^th November 1986 for use in the works test train. Both vehicles were eventually sold for preservation; 1872 to the Nene Valley Railway (arriving 11^th February 1988) and 1873 to the Bodmin Railway (arriving 10^th August 1988).

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3001 Southampton 6-5-80 w.jpg

4 REP no.3001 leads entering Southampton Central on Tuesday 6^th May 1980
© John Atkinson

Bournemouth Line Fleet Changes
(from 1986)

Following the authorisation of the Branksome ‑ Weymouth electrification scheme from 28^th January 1986, which included the provision of 24 new 5 car electric units based on the BR Mark 3 coach bodyshell design, the decision was taken to reuse certain major electrical components from the 4 REP units to save money, these components still having many years of useful life left in them.

As a result, 4 REP units began to be taken out of traffic progressively from mid-1986 for component recovery from the motor-coaches and the semi‑fast services were decelerated to allow operation with Class 73 locomotives operating with 4TC and 4TCB units, these latter being 4TC units with the TFK vehicle replaced by a TB vehicle from disbanded 4 REP units.

The existing Bournemouth line fleet of thirty-four 4TC & fifteen 4 REP units had been renumbered into new number series from May 1986 following reclassification of the 4TC units as Class 438 (now numbered [43]8001 ‑ 8034) and the 4 REP units as Class 432 (now renumbered [43]2001 ‑ 2015).

Unit 405 had previously been withdrawn following fire damage and unit 3008 was disbanded prior to renumbering as the ‘Pilot’ 4 REP for equipment recovery. A number of 4TCs continued in service in original condition through 1988, units starting to be withdrawn from May 1988 as new 5 WES units entered traffic.

Some units were still receiving overhauls at this time, being outshopped in NSE livery and fitted with public address (PA) equipment, fluorescent lighting and new seat coverings. Several also having one compartment in the TFK rebuilt as a standard class compartment seating 8, altering the capacity of this coach to 36 first and 8 standard and unit totals to 36 first and 168 standard.

Some TFK coaches had two compartments rebuilt, these seating 30 first and 16 standard, with unit totals of 30 first and 176 standard. TFK coaches rebuilt as TCK coaches are marked in the lists below, both varieties.

The fleet at May 1986 prior to the extensive reforming about to take place was as follows:

4 REP (Class 432) Formation of Units Nos.2001 – 2015
Unit	DMS	TB	TBFK	DMS	To units	Disbanded
Diag. No. Code	890 AJ	940 BS	910 BR	890 AJ
2001	62142	~~69319~~ 69326	70801	62141	2901 /2904	16-Dec-87
2002	62144	69320	70802	62143	See notes	4-Jan-88
2003	62146	69321	70803	62145	2902 /2905	17-Dec-87
2004	62148	69322	70804	62147	See notes	15-Dec-87
2005	62150	69323	70805	62149	See notes	4-Jan-88
2006	62152	69324	70806	62151	See notes	8-Dec-86
2007	62154	69325	70807	62153	2903 /2906	5-Mar-88
2009	62158	69327	70809	62157	See notes	5-Jun-87
2010	62160	69328	70810	62159	See notes	4-Jun-87
2011	62162	69329	70811	62161	See notes	31-Jan-87
Diag. No. Code	890 AJ-2A	940 BS-1A	910 BR-1A	890 AJ-2A
2012	62476	69022	71156	62477	See notes	7-Jun-87
2013	62478	69023	71157	62479	See notes	29-Dec-87
2014	62480	69024	71158	62481	See notes	5-Mar-88
2015	62482	69025	71159	62483	See notes	29-Nov-86

Individual Unit Notes Nos.2001 - 2015

2001	TB 69319 exchanged with 69326 (ex. stored 3008) 1‑Sep‑86. Unit disbanded 16‑Dec‑87, DMS 62141 to 3 REP 2904, DMS 62142 & TFK 70801 to 3 REP 2901, TB 69326 withdrawn.
2002	Unit disbanded 4‑Jan‑88 and TBFK 70802 & TB 69320 both withdrawn, both DMSs 62143 & 62144 withdrawn for component recovery and stripped at Eastleigh between Jan‑88 & Feb‑88.
2003	Unit disbanded 17‑Dec‑87, DMS 62146, TB 69321 & TFK 70803 all to 3 REP 2902, DMS 62145 to 3 REP 2905 (from 29‑Dec‑87).
2004	Unit disbanded 15‑12‑87 and TBFK 70804 & TB 69322 both withdrawn, both DMSs 62147 & 62148 withdrawn for component recovery and stripped at Eastleigh between Dec-87 & Jan‑88.
2005	Unit disbanded 4‑Jan‑88 and TBFK 70805 & TB 69323 both withdrawn, both DMSs 62149 & 62150 withdrawn for component recovery and stripped at Eastleigh between Jan‑88 & Feb‑88.
2006	Unit disbanded 8‑Dec‑86 and TB 69324 to 4TCB 2802. TBFK 70802 withdrawn, both DMSs 62151 & 62152 withdrawn for component recovery and stripped at Eastleigh between Dec‑86 & Mar‑87.
2007	Unit disbanded 5‑Mar‑88 and DMS 62154, TB 69325 & TBFK 70807 all to 3 REP 2903, DMS 62153 to 3 REP 2906.
2009	Unit disbanded 5‑Jun‑87 and TB 69327 & TFK 70809 both to 4TCB 2805. Both DMSs 62157 & 62158 withdrawn for component recovery and stripped at Eastleigh between Jul‑87 & Sep‑87.
2010	Unit disbanded 4‑Jun‑87 and TB 69328 & TBFK 70810 both to 4TCB 2806. Both DMSs 62159 & 62160 withdrawn for component recovery and stripped at Eastleigh between Sep‑87 & Nov‑87.
2011	Unit disbanded 31‑Jan‑87 and TB 69329 to 4TCB 2804. TBFK 70811 withdrawn, both DMSs 62161 & 62162 withdrawn for component recovery and stripped at Eastleigh between Feb‑87 & Mar‑87.
2012	Unit disbanded 7‑Jun‑87 and TB 69022 & TBFK 71156 both to 4TCB 2807. Both DMSs 62476 & 62477 withdrawn for component recovery and stripped at Eastleigh between Sep‑87 & Nov‑87.
2013	Unit disbanded 29‑Dec‑87 and TBFK 71157 & TB 69023 both to 3 REP 2905, DMS 62478 withdrawn for component recovery & 62479 to spare and used for periods in 3 REP units temporarily prior to withdrawal for component recovery between Feb‑88 & Mar‑88. This coach also used as a mock-up for alterations in connection with the centre motor-coach 6 REP units.
2014	Unit disbanded 5‑Mar‑88 and TBFK 71158 & TB 69024 both to 3 REP 2906, both DMSs 62480 & 62481 withdrawn for component recovery and stripped at Eastleigh between Mar‑88 & Jul‑88.
2015	Unit disbanded 29‑Nov‑86 and TB 69025 to 4TCB 2803. TBFK 71159 withdrawn, both DMSs 62482 & 62483 withdrawn for component recovery and stripped at Eastleigh Mar‑87. Both DMSs to Cardiff Cathays 1‑May‑87 for conversion into Ultrasonic Test vehicles and renumbered; 62483 to DB999602 and 62482 planned to be DB999603 (though this conversion not commenced). DB999602 worked between a pair of Metro‑Cammell Class 101 DMU power cars, DB977391 & DB977392 these vehicles also extensively modified for their new role. Most windows panelled over and former cab end completely rebuilt, though still mounted on de-motored Mk 6 motor bogies. 62482 was not used, and stored at Derby Research until finally converted late in 2002 as DB999605. Coach sold from Angel Trains to Network Rail and given design code EZ5550A. Re-registered on RSL 2‑Dec‑02. Both 999602 & 999605 in use into 2011, now painted in NR yellow.

Named QUADRANT at Victoria Station on 4th November 1987 by Graham McVey, Chief Executive of Reed Business Publishing (with nameplates removed in August 1989) type ‘JB’ 73105 pushes units nos.8026 & 8029 away from Southampton on Saturday, 23rd April 1988. These units were withdrawn in 1988 and 1989.

4TC (Class 438) Formation of Units Nos.8001 – 8034
Unit	DTS	TFK	TBSK	DTS	To unit	Disbanded or last used
Diag. No. Code	900 FC	930 BU	920 BT	900 FC
8001	76270	70844 ¹	70812 70826 70821	76332	Wdn 1-Jul-91
Reinstated 8001 from 20-Jan-92
8001	76270	-	70821	76332	Wdn 3-Sep-92	c.May-92
8002	76272	70845	70813	76271	2802	8-Dec-86
8003	76273	70846	70814	76274	2805	5-Jun-87
8004	76275	70847 ²	70815	76276	2808	1-Sep-88
Reinstated 8004 from 30-Jan-89
8004	76275 (2808)	70847 ³(2808)	70815 (2808)	76276 (2808)	See notes	23-Apr-90
8006	76280	70849 ⁴	70817	76279	See notes	23-Apr-90
8007	76281	70850	70818	76282	Wdn 3-Jul-89	17-Jun-89
8008	76284	70851	70819	76283	2801	2-Dec-86
8009	76286	70852	70820	76285	2803	29-Nov-86
8010	76288	~~70853~~ ⁵	~~70821~~ 70812	76287	8110	4-Jun-90
Reinstated 8010 from 25-Mar-91
8010	76288 (8110)	70859 ⁶ (8110)	70812 (8110)	76287 (8110)	Wdn 2-Feb-94	22-Jan-94
8011	76290	70854	70822	76289	2804	31-Jan-87
8012	~~76292~~ 76291	~~70855~~ 70858 ⁷	70823 70812 70828	~~76291~~ 76292	Wdn 13-May-91	26-Nov-90
8013	76293	70856	70824	76294	2806	4-Jun-87
8014	76295	~~70857~~ 70869	70825	76296	Wdn 29-Apr-91	26-Nov-90
8015	76297	~~70858~~ ~~71158~~ ⁸ 70855 ⁹	70826 71158 ¹⁰ 70823	76298	Wdn 13-May-91	13-May-91
8016	76299	70859	70827	76300	Wdn 3-Oct-88	4-Oct-88
8017	76302	70860 ¹¹	~~70828~~ 72826	76301	Wdn 2-Feb-94	22-Jan-94
8018	76303	70861 ¹²	70829	76304	See notes	23-Apr-90
8019	76306	70862	70830	76305	Wdn 15-Aug-88	18-Aug-88
8020	76307	70863	70831	76308	Wdn 15-May-89	8-Apr-89
8021	76309	70864	70832	76310	Wdn 27-Feb-89	29-Feb-89
8022	76312	70865	70833	76311	Wdn 3-Oct-88	2-Aug-88
8023	76313	70866 ¹³	70834	76314	See notes	21-Mar-90
8024	76316	70867	70835	76315	Wdn 30-May-88	29-Apr-88
8025	76317	70868	70836	76318	Wdn 3-Oct-88	2-Oct-88
8026	76319	70869	70837	76320	Wdn 15-May-89	30-Apr-89
8027	76321	70870	70838	76322	See notes	28-Mar-90
8028	76324 76327 76323	70871 ¹⁴	70839	~~76323~~ 76324	See notes	1-Mar-90
Diag. No. Code	900 FC	930 BU-1A	920 BT	900 FC
8029	76326	71162	70840	76325	Wdn 11-Jul-88	2-Jul-88
8030	76328	71163	70841	76327	Wdn 3-Oct-88	17-Aug-88
8031	76330	71164	70842	76329	2809	30-Jan-89
Reinstated 8031 from 11-May-89
8031	76330 (2809)	71164 (2809)	70842 (2809)	76329 (2809)	Wdn 28-Aug-89	28-Aug-89
Diag. No. Code	900 FC-1A	930 BU-1A	920 BT	900 FC-1A
8032	76943 76272 ¹⁵ 76943	71165	70843	76944	Wdn 11-Jul-88	2-Jul-88
Diag. No. Code	900 FC-1A	930 BU-1A	920 BT	900 FC-1A
8033	76945	71166	71160	76946	2807	7-Jun-87
8034	76947	71167	71161	76948	Wdn 5-Sep-88	2-Sep-88
Spare	76331
¹ TFK modified as TCK c.Oct‑88 with two standard compartments seating 30 first and 16 standard. ² TFK modified as TCK Feb‑88 with one standard compartment seating 36 first and 8 standard. ^3TCK with one standard compartment seating 36 first and 8 standard. ⁴ TFK modified as TCK Mar‑88 with one standard compartment seating 36 first and 8 standard. ⁵ TFK modified as TCK c.Oct‑88 with two standard compartments seating 30 first and 16 standard. ⁶ TCK with one standard compartment seating 36 first and 8 standard. ⁷ TCK with one standard compartment seating 36 first and 8 standard. ⁸ TBFK, Diagram 910, Code BR‑1A. ⁹ TCK with two standard compartments seating 30 first and 16 standard. ¹⁰ TBFK, Diagram 910, Code BR‑1A. ¹¹ TFK modified as TCK c.Oct‑88 with two standard compartments seating 30 first and 16 standard. ¹² TFK modified as TCK Jun‑88 with two standard compartments seating 30 first and 16 standard. ¹³ TFK modified as TCK c.Nov‑88 with one standard compartment seating 36 first and 8 standard. ¹⁴ TFK modified as TCK Mar‑89 with one standard compartment seating 36 first and 8 standard. ¹⁵ DTS Code FC.

Subsequently named ‘Battle of Britain 50th Anniversary’ and still in service in year 2021, ‘JB’ 73109 pushes units nos.8109 & 8007 through Millbrook on Saturday, 23rd April 1988.

Individual Unit Notes Nos.8001 - 8031
(from May 1986)

8001	TBSK 70812 to unit 8012 about Aug‑88 and replaced by 70826 (ex.8015 but via stored 8102 and spare), unit out of traffic in this formation. 70826 to 8017 Sep‑88 and 70812 returned ex.8012 and unit to Eastleigh for overhaul. Released with TFK rebuilt as TCK with two standard class compartments and TBSK 70821 (ex.8010) replacing 70812 (to 8010). Unit withdrawn 1‑Jul‑91 and stored at Eastleigh, but reinstated from 20‑Jan‑92 as 3TC (Class 438/3). 70844 not reinstated and stored at Eastleigh until sent for scrapping to M.C. Metals, Glasgow 28‑Mar‑92; cut‑up 31‑Mar‑92. Unit finally withdrawn 3‑Sep‑92. Both DTSs moved from Eastleigh to M.C. Metals, Glasgow for scrapping 6‑Nov‑92, arriving 24‑Nov‑92 and both cut‑up 26‑Nov‑92. TBSK 70821 moved from Bournemouth to Gwent Demolition, Margam for scrapping 3‑Feb‑93 and cut‑up w/e 26‑Feb‑94.
8002	Unit disbanded 8‑Dec‑86 and TFK 70845 to spare and replaced by TB 69324 (ex. disbanded 2006). Unit reclassified as Class 492/8 (4TCB) and renumbered 2802. Later, TFK 70845 had compartment stripped out at Eastleigh as base for catering trolley and reformed as part of 4TCT unit 8102 from 12‑Jan‑88.
8006	Unit to Eastleigh for TFK to TCK mod and overhaul Mar‑88. Unit disbanded 23‑Apr‑90 and to Eastleigh. TBSK 70817 & TCK 70849 both to 6 REP 1906 from 2‑May‑90. DTSs 76279 & 76280 both to 6 REP 1903 (2^nd formation) from 15‑Jan‑91.
8007	Unit out of use 17‑Jun‑89 and withdrawn 3‑Jul‑89. Unit taken into departmental stock Mar‑90 and all four vehicles renumbered 76282 to ADB977684, 70818 to ADB977685, 70850 to ADB977686 and 76281 to ADB977687. Unit used for bogie trials for Channel Tunnel stock with converted Class 33/1 loco 33115 now numbered 83301 and mounted on trial bogies, this loco regarded as a DVT and powered by 73205 which was semi-permanently coupled to it. Instrumentation in ADB977687 linked to 83301 via jumper cables through former headcode window in cab end. These vehicles formerly in Blue/Grey livery had grey areas painted red. Unit subsequently made up to six cars Mar‑91 with TCK 70871 (ex.8028) and 70866 (ex.1903), these two vehicles remaining in blue /grey livery and also renumbered 70871 to ADB977763 and 70866 to ADB977764. Following completion of tests during 1993, unit stored at Eastleigh until five cars scrapped there during October 1996 by contractors A Cartright. ADB977764 offered for sale for disposal c.May‑98 but remained on site until scrapped in Oct-05 by Nicholas Steel.
8008	Unit disbanded 2‑Dec‑86 and TFK 70851 to spare and replaced by TB 69319 (ex. spare from 2001) and unit reclassified as Class 492/8 (4TCB) and renumbered 2801. TFK 70851 later had compartment stripped out as base for catering trolley and reformed as part of 4TCT 8105 from 7‑Dec‑87.
8009	Unit disbanded 29‑Nov‑86 and TFK 70852 to spare and replaced by TB 69025 (ex. disbanded 2015) and unit reclassified as Class 492/8 (4TCB) and renumbered 2803. TFK 70852 later had compartment stripped as base for catering trolley and reformed as part of 4TCT unit 8101 from 16‑Dec‑87.
8010	Unit to Eastleigh for TFK to TCK mod and overhaul c.Aug-88 and released 28‑Oct‑88 with two compartments rebuilt as standard. TBSK 70821 exchanged with 70812 (ex.8001) whilst in works. TCK 70853 removed from unit 15‑Feb‑90 for refurbishing work for 6 REP units and 8010 reduced to 3TC. 70853 to 6 REP 1903 from 11‑Apr‑90. 8010 made up to 5 car at Eastleigh 23‑Jun‑90 by addition of TCK 70859 and TBSK 70824 (both ex. disbanded 3 REP 1902); this unit renumbered 8110 and classified as 5 TC and used as cover for 6 REP units being reformed with motor-coaches in centre. Reverted to 4TC 8010 again from 25‑Mar‑91 retaining 70859. Unit withdrawn 13‑May‑91 but reinstated again 1‑Jul‑91. Unit reclassified as Class 438/4 and renumbered 410 30‑Sep‑91 in connection with restoration to all over blue livery and ‘near 1967 condition’ and used principally for charter train work. Unit fitted throughout with tables and curtains and carpeted, also TCK reverted to TFK seating 42 first. Unit remained in use on special duties until 22‑Jan‑94, and withdrawn 2‑Feb‑94. To Ludgershall for storage 19‑Aug‑94. Unit allocated to Porterbrook leasco fleet from 1‑Apr‑94 though not in use. Unit to Derby Research 7‑Apr‑95; TBSK 70812 removed and formed with three vehicles from 417 and sent to Ayr for filming contract 13‑Apr‑95, TFK 70869 (ex.417) stored at Derby R.T.C. with remaining three vehicles of 410. All four vehicles later returned to store at Kineton thence moved to Eastleigh 2‑Aug‑96 where B5 bogies recovered for further use and unit stored out of use. TFK 70859 sold to private owner c.Mar‑00 and moved to former Stravithe station, Fife. TBSK 70812 later moved to Kineton for storage (with all coaches of 417), probably after sale to Rolltrack Trains and then located at the Dartmoor Railway at Meldon Quarry from c.Feb‑01. TBSK 70812 sold again and moved by road late Jun-09 to Roche, near Bodmin. DTS 76287 moved by road to M.C. Metals, Glasgow for scrapping 22‑Apr‑99 and cut‑up 25‑Apr‑99. DTS 76288 remained stored at Eastleigh into 2003 and cut there Mar‑03 by Raxstar.
8011	Unit disbanded 2‑Feb‑87 and TFK 70854 to spare and replaced by TB 69329 (ex. disbanded 2011); unit reclassified as Class 492/8 (4‑TCB) and renumbered 2804. TFK 70854 later had compartment stripped out as base for catering trolley and reformed as part of 4TCT 8104 from 3‑Dec‑87.
8012	TBSK 70823 to 8015 about Aug‑88 and replaced by 70812 (ex.8001). TFK 70855 to spare (later to 8015) and replaced by 70858 (ex.8015), also Aug‑88. Unit out of traffic in this formation. 70812 returned to 8001 Sep‑88 and replaced by 70828 (ex.8017); unit to Eastleigh for overhaul. TFK rebuilt as TCK with one standard class compartment. Unit withdrawn 13‑May‑91 after a period in store and transferred to departmental use (RSD). DTS 76291 & TBSK 70828 used with ‘Swedish Scrubber’ rail cleaning vehicle in autumn of 1991. However, unit not renumbered into departmental series. Unit then stored at Eastleigh until moved to M.C. Metals, Glasgow for scrapping 28‑Mar‑92. 76291 cut‑up 2‑Apr‑93, 70858, 70828 and 76292 all cut‑up 3‑Apr‑93.
8013	Unit disbanded 4‑Jun‑87 and TBSK 70824 & TFK 70856 to spare and replaced by TBFK 70810 & TB 69328 (both ex. disbanded 2010); unit reclassified as Class 492/8 (4TCB) and renumbered 2806. TFK 70856 later had compartment stripped out as base for catering trolley and reformed, along with TBSK 70824 as part of 4TCT 2806 (later renumbered 8106) from 3‑Dec‑97.
8014	TFK 70857 exchanged with 70869 (ex. withdrawn 8026) Jun‑89. Unit planned for withdrawal 2‑Oct‑89 and out of use from 30‑Sep‑89 but reinstated 14‑May‑90. Unit stored from 26‑Nov‑90 and officially withdrawn 29‑Apr‑91. Transferred to departmental use (Civil Engineer) and unit to Derby for conversion as brake force for High Speed Track Recording train. All vehicles renumbered into departmental series as 76296 to ADB977544, 70825 to ADB977545, 70869 to ADB977542 &76295 to ADB977543. However, not in departmental use for long ADB977542/5 being disposed of for scrap 3‑Dec‑91 and cut that day; both former DTS coaches 5‑Sep‑93 arriving 7‑Sep‑93 with 977543 cut‑up 8‑Sep‑93 and 977544 cut‑up 9‑Sep‑93 (all to M. C. Metals, Glasgow).
8015	Unit stopped for doorlock change Jun‑88 and TBSK 70826 exchanged with TBFK 71158 (ex. withdrawn 8102 21‑7‑88). Unit further reformed about Aug‑88 and TFK 70858 to 8012 and replaced by TBSK 70823 (ex.8012) and unit back to traffic formed with two brake vehicles. In this formation unit seated 24 first and 160 second and weighed 134 tons. TBFK 71158 withdrawn Sep‑88 and replaced by TFK 70855 (ex. spare ex.8012) this coach rebuilt as TCK with two standard class compartments. TBFK 71158 sent for scrapping to Vic Berry, Leicester, moving from Eastleigh to Cricklewood 23‑Mar‑90 and forward to Leicester 4‑Apr‑90. Unit withdrawn 13‑May‑91 and sold to London Transport for special duties, arrived West Ruislip 11‑Jan‑92. Used by LT for special duties until coaches for disposal Mar‑05. TCK 70855 and DTS 76298 both sold to Swanage 4TC group Nov‑05; initially into store at Dinton, later moving to the Midland Railway Centre at Swanwick Junction. DTS 76297 and TBSK 70823 both hauled from West Ruislip to Eastleigh works 18‑Jan‑12.
8016	Unit withdrawn 15‑Aug‑88 though not out of use until 4‑Oct‑88. Officially withdrawn again 3‑Oct‑88. TFK 70859 converted to TCK and formed as part of 3 REP 1902 from 7‑Apr‑90. TBSK 70827 formed as part of 6 REP 1903 from 11‑Apr‑90. Both DTSs moved from Eastleigh to Vic Berry, Leicester for scrapping 21‑Jul‑90.
8017	TBSK 70828 to 8012 Sep‑88 and replaced by 70826 (ex. spare ex.8015) and unit to Eastleigh for overhaul. Released with TFK rebuilt as TCK with two standard class compartments. Unit reclassified as Class 438/4 and renumbered 417 30‑Sep‑91 in connection with restoration to all over blue livery ‘near 1967 condition’ and used principally for charter train work. Unit fitted throughout with tables and curtains and carpeted, also TCK reverted to TFK seating 42 first. Unit remained in use on special duties until 22‑Jan‑94, withdrawn 2‑Feb‑94. To Ludgershall for storage 19‑Aug‑94. Unit allocated to Porterbrook leasco fleet from 1‑Apr‑94 though not in use. Unit to Derby Research 7‑Apr‑95 and TFK 70860 exchanged with TBSK 70812 (ex.410). Unit to Ayr for filming contract 13‑Apr‑95. All four vehicles later returned to store at Kineton. DTS 76301 moved to Eastleigh 2‑Aug‑96 and by road to Wimbledon Park 17‑Jul‑97. Whole unit sold to Rolltrack Trains Ltd 18‑Dec‑97 for restoration and use with preserved 33/1 loco 33103 based at Tyesley. 76301 moved from Wimbledon Park by road, remaining three coaches from Kineton. All four de-registered by Railtrack from Jan‑98. Three coaches, DTS 76301 + TBSK 70826 + DTS 76302 overhauled and returned to Railtrack registration and unit used as 3TC with 33103 briefly on the Gospel Oak to Barking service in Aug‑99. Unit again restored in all-blue livery. All four coaches of unit stored at Kineton (with 70812 ex.410 & 4 BIG buffet car 69332 ex.2203) into 2000. Unit later moved to the Dartmoor Railway at Meldon Quarry c.Feb‑01. Unit in use as 3TC in 2006, with TFK 70860 stored under restoration. This coach later sold to a private owner and moved by road to the old Sandford & Banwell station (on the former Yatton - Wells line) arriving there on 25 – Mar-11. Both DTS coaches subsequently sold to the Aln Valley Railway Project and moved by road to Bellingham (Northumberland) yard, moving from Meldon on 13‑Apr‑11 (76302) and 18‑Apr‑11 (76301).
8018	TFK rebuilt as TCK at Eastleigh with two standard class compartments. Released modified 29‑Jun‑88. Unit disbanded 23‑Apr‑90 and to Eastleigh. TBSK 70829 & TCK 70861 both to 6 REP 1905 from 6‑May‑90. DTS 76303 to 6 REP 1902 from 12‑Sep‑90. DTS 76304 withdrawn and stored at Eastleigh, hauled to M.C. Metals, Glasgow for scrapping 2‑May‑92, arriving there 5‑May‑92 and cut‑up 7‑May‑92.
8019	Unit withdrawn 15‑May‑88 though not out of use until 18‑Aug‑88. TBSK 70830 later used in 4 REP 1901 from 15‑Dec‑88. Three cars stored at Eastleigh until moved to Cricklewood 23‑Mar‑90 and on to Vic Berry, Leicester for scrapping 4‑Apr‑90.
8020	Unit damaged in collision with 8028 at Salisbury 7‑Oct‑88 and withdrawn 28‑Nov‑88. Reinstated 18‑Dec‑88 following Clapham Jct. collision losses and to Eastleigh for repairs, released 16‑Mar‑89. Unit out of use from 8‑Apr‑89, withdrawn 15‑May‑89 and stored at Eastleigh. Hauled to Vic Berry, Leicester for scrapping 27‑Jul‑90.
8021	Unit withdrawn 27‑Feb‑89 but still in use until 29‑Feb‑89, then stored at Eastleigh. DTS coaches 76309/10 and TFK 70864 hauled to Vic Berry, Leicester for scrapping 27‑Apr‑90. TBSK 70832 moved to M.C. Metals, Glasgow for scrapping 28‑Mar‑92, arriving there 30‑Mar‑92 and cut‑up 2‑Apr‑92.
8022	Unit withdrawn 11‑Jul‑88 but still in use until 2‑Aug‑88, then stored at Brockenhurst and moved to Folkestone East 27‑Sep‑88, officially withdrawn again from 3‑Oct‑88. Later returned to Eastleigh for stripping. Unit moved to Vic Berry, Leicester for scrapping 2‑Mar‑90.
8023	TFK rebuilt as TCK late 1988 with one standard class compartment. Unit to Eastleigh 21‑Mar‑90 and disbanded. TBSK 70834 & TCK 70866 both to 6 REP 1903 from 11‑Apr‑90. DTS 76314 to 6 REP 1902 from 12‑Sep‑90, DTS 76313 withdrawn and hauled to M.C. Metals, Glasgow for scrapping 2‑May‑92, arriving there 5‑May‑92 and cut‑up 6‑May‑92.
8024	Unit stopped 29‑Apr‑88 and withdrawn 30‑May‑88 and stored at Eastleigh. Hauled to Vic Berry, Leicester for scrapping 6‑Apr‑90.
8025	Unit withdrawn 3‑Oct‑88 and sent to Derby for possible departmental conversion. This not carried out and unit disposed of from Derby, moving to Vic Berry, Leicester for scrapping 31‑Jan‑90.
8026	Unit out of use 30‑Apr‑89 and withdrawn 15‑May‑89. TFK 70869 exchanged with 70857 (ex.8014) Jun‑89 and unit stored at Eastleigh. DTS coaches 76319 & 76320 also TFK 70857 all moved to Vic Berry, Leicester for scrapping, departing Eastleigh 16‑Mar‑90 thence forward from Cricklewood 23‑Mar‑90. TBSK 70837 also moved from Eastleigh to M.C. Metals, Glasgow for scrapping 28‑Mar‑92, arriving 30‑Mar‑92 and cut‑up 2‑Apr‑92.
8027	Unit to Eastleigh 28‑Mar‑90 and disbanded. TBSK 70838 and TFK 70870 (rebuilt as TCK) both to 6 REP 1904 from 19‑Apr‑90. DTS 76322 to 6 REP 1906 from 2‑May‑90, DTS 76321 to 6 REP 1905 from 6‑May‑90.
8028	Unit damaged in collision with 8020 at Salisbury 7‑Oct‑88 and withdrawn 28‑Nov‑88. Reinstated 18‑Dec‑88 following Clapham Jct. collision losses and to Eastleigh for repair, released Mar‑89. TFK rebuilt as TCK with one standard class compartment. DTS 76323 to spare after a fire at Eastleigh 1‑Jun‑89 and replaced by 76327 (ex. spare ex.8030). Following the withdrawal of unit no.8030 on 11-Jul-88 DTS 76327 had been extensively modified as a 'SuperCig' prototype. As a consequence its cab end now had built-in head & tail lights also marker lights, seating altered with Class 319 style seats arranged 3 + 2 in face to back configuration in the saloon at the cab end and 2 + 2 in face to face configuration in the other saloon. Windows in the cab end saloon were also modified to the hopper ventilator type as fitted to 4 CEP units, sliding vents being retained in the other saloon. The vehicle now seated 80 standard, giving a unit total for 8028 of 36 first and 184 standard. DTS 76327 to spare again 2‑Oct‑89 as a result of not being fitted with heaters and replaced by repaired DTS 76323. It is understood that 76327 was fitted with shoegear and tested as part of a 4‑CIG unit briefly during summer 1989, though which unit involved is currently unknown. Unit to Eastleigh 1‑Mar‑90 and disbanded, DTS 76323 and TBSK 70839 formed as part of 6 REP 1904 from 19‑Apr‑90, DTS 76324 formed as part of 6 REP 1903 from 11‑Apr‑90, TCK 70871 withdrawn (despite already being converted to TCK configuration) possibly due to damage sustained in an open door incident 20‑Jan‑90. This coach later to Stewarts Lane 2‑Mar‑91 for inclusion into Channel Tunnel test unit 8007 from 9‑Jun‑91 (renumbered as ADB977763). DTS 76327 still classed as a 'Spare' vehicle and allocated to Porterbrook leasco fleet from 1‑Apr‑94 though not used and stored at Eastleigh. Offered for sale for disposal c.May‑98 and purchased by VSOE Ltd as source of spare B5 bogies. Body scrapped by Booth Roe, Rotherham 16‑Mar‑01.
8029	Unit withdrawn 2‑Jul‑88 and stored initially at Brockenhurst, then moved to Folkestone East 27‑Sep‑88. Returned to Eastleigh for stripping and unit hauled to Vic Berry, Leicester for scrapping 2‑Mar‑90.
8030	Unit withdrawn 11‑Jul‑88 but still in use until 17‑Aug‑88, officially withdrawn again from 3‑Oct‑88 and stored at Salisbury. Unit to Eastleigh for store and stripping, TFK 71163 later to 4 REP 1901 from 15‑Dec‑88 rebuilt as TCK with one standard class compartment, DTS 76327 later to 8028 from May‑89 after modifications as 'SuperCig' prototype. TBSK 70841 moved to Vic Berry, Leicester for scrapping, departing Eastleigh 16‑Mar‑90 moving forward from Cricklewood 23‑Mar‑90. DTS 76328 also moved from Eastleigh to M.C. Metals, Glasgow for scrapping 2‑May‑92, arriving 5‑May‑92 and cut‑up 7‑May‑92.
8031	Unit to be made up to 5 TCB 2809 from 10‑Oct‑88 but this delayed until December, then further delayed as a result of changed plans due to the Clapham Jct. collision, finally made up by addition of TB 69025 (ex. spare ex.2806 & 2808) 30‑Jan‑89 and renumbered 2809. Unit 2809 disbanded 11‑May‑89 and TB 69025 removed, remaining four vehicles reverted to 4TC 8031 once again. Unit withdrawn 28‑Aug‑89. TBSK 70842 and TFK 71164 both moved to Vic Berry, Leicester for scrapping 21‑Jul‑90. Both DTS coaches 76329 and 76330 also moved to Vic Berry, Leicester for scrapping 27‑Jul‑90.
8032	DTS 76943 temporarily exchanged with 76272 (ex.4TCB 2802) 17‑Feb‑87 and unit to Selhurst for asbestos repairs. Unit out of use from 2‑Jul‑88, withdrawn 11‑Jul‑88 and stored initially at Brockenhurst, moving to Folkestone East 27‑Sep‑88. Unit later moved to Sevenoaks, after fire damaged 4 CEP TBC 70315 inserted into formation at Chart Leacon, thence to Eastleigh for stripping. Unit hauled to Vic Berry, Leicester (still as five car) for scrapping 27‑Apr‑90.
8033	Unit disbanded 7‑Jun‑87 and TBSK 71160 & TFK 71166 both withdrawn and replaced by TBFK 71156 & TB 69022 (both ex. disbanded 2012) and unit reclassified as Class 492/8 (4TCB) and renumbered 2807. TBSK 71160 moved from Eastleigh to Vic Berry, Leicester for scrapping 6‑Apr‑90, TFK 71166 also moved to Vic Berry, Leicester for scrapping 21‑Jul‑90.
8034	Unit last used 2‑Sep‑88, withdrawn 5‑Sep‑88 and initially stored at Salisbury. Moved to Eastleigh for stripping with all four coaches later moved by road from Southampton Down Yard to Vic Berry, Leicester for scrapping c.Jul‑90.

4TCB no.2807 with no.8014 and ‘JB’ 73132 on the rear (out of sight) at Southampton on Saturday, 16th April 1988. One week later the unit was made up to a 5 TCB. At the time Margaret Thatcher was Prime Minister and Ronald Reagan US President.

4TCB (Class 492/8)
(Units Nos.2801 – 2807)

The first three 4TCB units were formed in November /December 1986 and were diagrammed for traffic from 8^th December 1986. They were classified as Class 492/8 and numbered [49]2801 ‑ 2803 and were formed of a TB vehicle from a disbanded 4 REP unit marshalled to replace the TFK vehicle in a former 4TC unit. In this form the units weighed 134 tons and seated 160 second + 23 buffet.

4 REP units 2006 and 2015 and 4TC units 8002/8/9 were disbanded to form the first three units. A further unit was diagrammed from 2‑Feb‑87 and appeared as 2804, reformed from 2011 & 8011.

The final three units were diagrammed from 8‑Jun‑87 and appeared as 2805 ‑ 2807, reformed from units 8003 /2009, 8013 /2010 & 8033 /2012. These units differed from the earlier four and were planned to be formed with a TBFK vehicle in place of the TBSK, in this form seating 24 first, 128 second and 23 buffet. Unit 2805 was initially formed as planned but was quickly reformed with a TBSK as in the first four units. However, the final two units did have TBFK vehicles, though 2806 was also later reformed with a TBSK leaving 2807 unique.

An undertaking by BR to remove all buffet cars with blue asbestos insulation from service by 31‑Dec‑87 led to a change of plan with these 4TCB units and all except 2807 were disbanded by 4‑Jan‑88.

The TB vehicles were replaced by TFKs ex. store and modified with one compartment stripped out as a base for a catering trolley. The reformed units were then reclassified as Class 438/1 (4TCT) and renumbered into a new series from [43]8101 ‑ 8106. In some cases, the TBSK/TBFK vehicles were also exchanged during these reforms.

4TCB (Class 492/8) Formation of Units Nos.2801 – 2807
Unit	DTS	TB	TBSK	DTS	To unit	Disbanded or last used
Diag. No. Code	900 FC	940 BS	920 BT	900 FC
2801 (2-Dec-86)	76284 (8002)	69319 (3008)	70819 (8008)	76283 (8008)	8101	16-Dec-87
2802 (8-Dec-86)	~~76272~~ (8002) ~~76943~~ ¹ 76272	69324 (2006)	~~70813~~ (8002) 70814	76271	8102	12-Jan-88
2803 (29-Nov-86)	76286 (8009)	69025 ² (2015)	70820 (8009)	76285 (8009)	8013	8-Dec-87
2804 (31-Jan-87)	76290 (8011)	69329 (2011)	70822 (8011)	76289 (8011)	2804	31-Jan-87
2805 (5-Jun-87)	76273 (8003)	69327 (2009)	~~70809~~ ³ (2009) ~~70814~~ (8003) 70813	76274 (8003)	8105	13-Nov-87
2806 (4-Jun-87)	76293 (8013)	69328 (2010) 70856 ⁴	~~70810~~ 5 (2010) 70824	76294 (8013)	8106	31-Dec-87
Unit	DTS	TB	TBFK	DTS	To unit	Disbanded or last used
Diag. No. Code	900 FC-1A	940 BS-1A	910 BR-1A	900 FC-1A
2807 (7-Jun-87)	76945 (8033)	69022 (2012)	71156 (2012)	76946 (8033)	‘2807’	22-Apr-88
¹ DTS Code FC‑1A. ² TB Code BS‑1A. ³ TBFK, Diagram 910, Code BR. ⁴ TFK, Diagram 930, Code BU. ⁵ TBFK, Diagram 910, Code BR.

Individual Unit Notes Nos.2801 - 2807

2801	Unit disbanded 16‑Dec‑87 and TB 69319 to 3 REP 2904 and replaced by TFK 70852 (ex. spare ex.409) and unit reclassified as Class 438/1 (4TCT) and renumbered 8101.
2802	DTS 76272 required asbestos repairs at Selhurst Feb‑87 and temporarily exchanged with 76943 (ex.8032) 17‑Feb‑87. TBSK 70813 defective and exchanged with 70814 (ex.2805) 24‑Sep‑87. Unit disbanded 12‑Jan‑88 and TB 69324 withdrawn and replaced by TFK 70845 (ex. spare ex.8002). Unit reclassified as Class 438/1 (4TCT) and renumbered 8102. After stripping, TB 69324 moved from Clapham Yard to Vic Berry, Leicester for scrapping 6‑Oct‑88.
2803	Unit disbanded 8‑Dec‑87; TB 69025 to 3 REP 2901 and replaced by TFK 70846 (ex. spare ex.8003). Unit reclassified as Class 438/1 (4TCT) and renumbered 8103.
2804	Unit disbanded 3‑Dec‑87; TB 69329 withdrawn and replaced by TFK 70854 (ex. spare ex.8011). Unit reclassified as Class 438/1 (4TCT) and renumbered 8104. After stripping, TB 69025 moved from Basingstoke to Vic Berry, Leicester for scrapping 12‑Dec‑89.
2805	Unit initially formed with TBFK 70809 (ex.2009) as planned, but this vehicle withdrawn and replaced with TBSK 70814 (ex. spare ex.8003) 13‑Jun‑87. Unit stopped due to rotten floor in TB 69327 and TBSK 70814 exchanged with defective 70813 (ex.2802) 24‑Sep‑87. Unit disbanded 13‑Nov‑87 and TB 69327 to Strawberry Hill for experiments with microwave oven cooking equipment, remaining vehicles to spare until TFK 70851 (ex. spare ex.8008) added 7‑Dec‑87; unit reclassified as Class 438/1 (4TCT) and renumbered 8105. TB 69327 not used again and sent for scrapping from Basingstoke 2‑Mar‑89 to Cricklewood thence forward to Vic Berry, Leicester 17‑Apr‑89.
2806	Unit reformed 3‑Dec‑87 and TB 69328 withdrawn; TBFK 70810 to 3 REP 2904 and replaced by TBSK 70824 & TFK 70856 (both ex. spare ex.8013). Unit now in standard 4TCT formation but not renumbered to 8106 until 31‑Dec‑87 and reclassified as Class 438/1 from 4‑Jan‑88. After stripping, TB 69328 moved from Clapham Yard to Vic Berry, Leicester for scrapping 6‑Oct‑88.
2807	Unit made up to 5 TCB from 22‑Apr‑88 by inclusion of TFK 70854 (ex.8104) and reclassified as Class 492/0, still numbered 2807.

4TCT (Class 438/1)
(Units nos.8101 – 8106)

As a result of policy changes and removal of blue asbestos buffet cars from service, six of the seven 4TCB units were reformed at the end of 1987, losing their buffet cars and regaining a TFK vehicle in its place. The TFK vehicle had been modified at Eastleigh and had the centremost compartment stripped out as a base for a catering trolley. In this form the coach seated 36 first, giving a unit total of 36 first and 160 second.

The modified coaches were moved from Eastleigh to Bournemouth 27^th November 1987 prior to formation of the 4TCT units. The units were reclassified as Class 438/1 and renumbered as [43]8101 ‑ 8106. Unit 2806 had been formed with a TBFK in place of the TBSK and this was replaced by a further TBSK ex. spare to give all units a standard formation.

Unit formations were as follows:

4TCT (Class 438/1) Formation of Units Nos.8101 – 8106
Unit	DTS	TFK	TBSK	DTS	Disbanded	Withdrawn
Diag. No. Code	900 FC	930 Mod BU	920 BT	900 FC
8101 (16-Dec-87)	76284 (2801)	70852 (409)	70819 (2801)	76283 (2801)	2-May-88	-
8102 (12-Jan-88)	76272 (2802)	70845 (8002)	70814 (2802)	76271 (2802)	27-Apr-88	-
8103 (8-Dec-87)	76286 (2803)	70846 (8003)	70820 (2803)	76285 (2803)	11-May-88	-
8104 (7-Dec-87)	76290 (2804)	70854 (8011)	70822 (2804)	76289 (2804)	22-Apr-88	-
8105 (7-Dec-87)	76273 (2805)	70851 (8008)	70813 (2805)	76274 (2805)	12-Apr-88	-
8106 (31-Dec-87)	76293 (2806)	70856 (2806)	70824 (2806)	76294 (2806)	2-May-88	-
Reformed again from 1-Sep-88
8106 (1-Sep-88) Not used	76294 (2806)	70845 (2806)	70824 (2806)	76293 (2806)	-	3-Oct-88

Individual Unit Notes Nos.8101 - 8106

8101	Unit made up to 5 TCT 2‑May‑88 by addition of TFK 70856 (ex. disbanded 8106), this vehicle being downgraded to second class seating 36 second.
8102	Unit disbanded 27‑Apr‑88 and TFK 70845 to 5 TCB 2806 from 16‑May‑88. Remaining three vehicles reclassified as 3TC 8102 (Class 438/3).
8103	Unit disbanded 11‑May‑88 and all vehicles reformed as part of 5 TCB 2804.
8104	Unit disbanded 22‑Apr‑88 and TFK 70854 to 5 TCB 2807, remaining three vehicles reclassified as 3TC 8104 (Class 438/3).
8105	Unit disbanded 12‑Apr‑88 and all vehicles reformed as part of 5 TCB 2805 from 16‑Apr‑88.
8106	Unit disbanded 2‑May‑88 and TFK 70856 to 5 TCT 8101. Remaining three coaches became part of 5 TCB 2806 from 16‑May‑88. Unit reformed again from 1‑Sep‑88 though not in same formation as original, but not used (probably not physically renumbered) and officially withdrawn 3‑Oct‑88, having moved from Clapham Yard to Salisbury for further storage 30‑Sep‑88. TBSK 70824 & TFK 70845 (latter rebuilt as TCK) both later to 4 REP 1902 from 17‑Mar‑89. Both DTS coaches 76293 and 76294 later stripped at Eastleigh and moved by road from Southampton Down Yard to Vic Berry, Leicester for scrapping c.Jun‑90.

‘JB’ 73110 with unit no.2906 leading nos.8102 & 8107 at Millbrook on Saturday, 23rd April 1988. Running as a stop-gap for just two months, unit no.2906 was short-lived.

3 REP (Class 432/1)
(Units Nos.2901 – 2906)

As further 4 REP unit DMS vehicles were taken out of service for component removal during 1987, it became increasingly difficult to provide sufficient units to cover the fast trains where full catering facilities were required. Further problems with withdrawal of buffet cars with blue asbestos insulation by the end of the year led to a further series of reforms and the creation of six 3 REP units. These units consisted of a 4 REP DMS, TB & TBFK vehicle, the remaining DMS being replaced by a Class 73 locomotive, this being marshalled at the London end of the unit.

The locomotives were not permanently coupled to the units and were changed from time to time for maintenance, usually at Bournemouth Depot or Clapham Yard. The EDL provided similar power to the displaced 4 REP DMS vehicle, but there were no power jumpers between the locomotive and the unit so ‘gapping’ of the locomotive and remaining DMS was a problem at gaps in the live rail.

As twenty-four sets of equipment were required for the new stock and there were thirty 4 REP DMS coaches, six vehicles were surplus at the end of the component recovery programme and units 2001/3/7 were selected to remain in traffic after this time having been asbestos stripped previously. These were therefore the units split up to form the 3 REP units which were numbered 2901 ‑ 2906, each unit being split into 3 cars (DMS + TB + TBFK) with the remaining DMS being formed with a TB & TBFK vehicle ex. spare or from disbanded 4TCB units. Several units were temporarily reformed further as a DMS from unit 2013 was also used in the 3 REP units.

‘JB’ 73129 ‘City of Winchester’ with unit no.2904 leading TC nos.8021 & 8031 away from Southampton on 16th April 1988.

These units were reclassified as Class 432/1 and in this form seated 24 first, 64 second and 23 buffet and weighed 121 tons, which including the locomotive increased to 196 tons. Three of these units were diagrammed for traffic from 4^th January 1988 and a further two from 14^th March 1988 but as the first of the new 5 WES units were delivered in late January 1988, it was hoped enough of these would be available for service from the new timetable in May to allow these temporary 3 REP units to be formed back to three 4 REP units.

Unit formations were as follows:

3 REP (Class 432/1) Formation of Units Nos.2901 – 2906
Unit	DMS	TB	TBFK	EDL	Disbanded	Notes
Diag. No. Code	890 AJ	940 BS	910 BR	JB
2901 (17-Dec-87)	~~62142~~ (2801) ~~62479~~ ² 62142	69025 ¹ (2803)	70801 (2001)	Loco	16-May-88	-
2902 (17-Dec-87)	62146 (2003)	69321 (2003)	70803 (2003)	Loco	12-Apr-88	-
2903 (5-Mar-88)	62154 (2007)	69325 (2007)	70807 (2007)	Loco	6-May-88	-
2904 (16-Dec-87)	62141 (2001)	69319 (2801)	70810 (2806)	Loco	16-May-88	-
Diag. No. Code	890 AJ	940 BS-1A	910 BR-1A	JB
2905 (29-Dec-87)	~~62145~~ (2003) 62142 62479 ³ 62145	69023 (2013)	71157 (2013)	Loco	12-Apr-88	-
2906 (5-Mar-88)	62153 (2007)	69024 (2014)	71158 (2014)	Loco	6-May-88	-
¹ TB Code BS‑1A. ² DMS Code AJ‑2A. ³ DMS Code AJ‑2A.

Individual Unit Notes Nos.2901 - 2906

2901	DMS 62142 to 2905 from 13‑Jan‑88 and replaced by 62479 (ex. spare ex.3013), back to original formation from 30‑Jan‑88. Unit disbanded 16‑May‑88, DMS 62142 to 4 REP 2001, TB 69025 to 5 TCB 2806, TBFK 70801 to spare though also formed into 4 REP 2001 by 11‑Jun‑88.
2902	Unit disbanded 12‑Apr‑88 and all three coaches reformed as part of 4 REP 2003.
2903	Unit disbanded 6‑May‑88 and all three coaches reformed as part of 4 REP 2007.
2904	Unit disbanded 16‑May‑88 and all three coaches reformed as part of 4 REP 2001.
2905	DMS 62145 defective and replaced by 62142 (ex.2901) from 22‑Jan‑88, this coach returned to 2901 30‑Jan‑88 and replaced by 62479 (ex. spare ex.3013 & via 2901). 62145 back to unit by 20‑Feb‑88. Unit disbanded 12‑Apr‑88, DMS 62145 to 4 REP 2003, TB 69023 to 5 TCB 2805 & TBFK 71157 withdrawn, stored as part of withdrawn 3TC 8102. After stripping at Eastleigh, it was moved by road from Southampton Down Yard to Vic Berry, Leicester for scrapping c.Jul‑90.
2906	Unit disbanded 6‑May‑88, DMS 62153 to 4 REP 2007, TB 69024 to 5 TCB 2804 (from 11‑May‑88), TBFK 71158 formed into withdrawn 3TC 8102, though it was then used again in traffic formed into 4TC 8015.

4 REP (Class 432/0)
(Reconstituted Units Nos.2001/3/7)

The 3 REP units nos.2901 ‑ 2906 were only intended to be a short term solution to providing sufficient buffet units to operate the fast services from Waterloo and with the introduction of the first 5 WES units to traffic, these 3 REPs were progressively disbanded in pairs and vehicles from them used to reform 4 REP units 2001/2003/2007; these being the units selected to remain in service after the introduction of the 5 WES fleet as all had previously undergone asbestos removal at Eastleigh.

The resulting three 4 REP units (Class 432/0 once again) were all back to their original formations, though initially 2001 was mis-formed and ran in service displaying its old 29xx numbers on cab ends for a short while. After formation unit 2003 was sent to Selhurst for repainting and overhaul to improve its condition, being outshopped in blue/grey livery.

Unit 2001 was booked for overhaul at Eastleigh in September 1988 (including overhaul of buffet equipment) but by this time sufficient 5 WES units had been delivered to allow the 4 REPs to be overhauled with TBSK & TCK trailers from withdrawn 4TC units and their use restricted to peak hour only trains.

All three units were programmed through Eastleigh one after the other from September 1988 but this plan was subsequently amended due to the loss of unit 2003 in the Clapham Junction crash in December 1988.

These further reformed 4 REP units later emerged from Eastleigh renumbered in the 19xx series. Unit formations were as follows:

4 REP (Class 432/0) (Formation of Units Nos.2001, 2003 & 2007)
Unit	DMS	TB	TBFK	DMS	Disbanded	Withdrawn
Diag. No. Code	890 AJ	940 BS	910 BR	890 AJ
2001 (16-May-88)	62141 (2904)	69319 (2904)	~~70810~~ (2904) 70801	62141 (2901)	15-Sep-88
2003 (12-Apr-88)	62146 (2902)	69321 (2902)	70803 (2902)	62145 (2905)	12-Dec-88	6-Feb-89
2007 (6-May-88)	62154 (2903)	69325 (2903)	70807 (2903)	62153 (2906)	19-Dec-88

Individual Unit Notes Nos.2001, 2003 & 2007
(Reconstituted 4 REP)

2001	Unit initially formed with TBFK 70810 but this exchanged with 70801 (ex. spare ex.2901) by 11‑Jun‑88. Unit to Eastleigh for overhaul 15‑Sep‑88 and both trailers TBFK 70801 & TB 69319 withdrawn. Replaced by TBSK 70830 (ex. spare ex.8019) and TCK 71163 (ex. spare ex.8030), this coach rebuilt with one compartment downgraded to second and seating 36 first and 8 standard. Unit released 16‑Dec‑88 renumbered as 1901. TB 69319 sent for scrapping, moving from Basingstoke to Cricklewood 2‑Mar‑89 and forward to Vic Berry, Leicester 17‑Apr‑89. TBFK 70801 moved from Eastleigh to Cricklewood 23‑Mar‑90 and forward to Vic Berry, Leicester for scrapping 4‑Apr‑90.
2003	Unit involved in Clapham Jct. collision 12‑Dec‑88 and DMS 62146 destroyed and TB 69321 & TBFK 70803 both seriously damaged and withdrawn, moved by road to Stewarts Lane thence to Vic Berry, Leicester for scrapping in Jun-90. DMS 62145 repaired at Eastleigh from 21‑Mar‑89 and formed into 6 REP 1903 from 4‑90. Unit 2003 withdrawn, officially from 6‑Feb‑89.
2007	Unit to Eastleigh for overhaul 19‑Dec‑88 and both trailers TB 69325 & TBFK 70807 withdrawn. Replaced by TBSK 70824 & TCK 70845 (both ex. spare ex.2806), the TCK similarly rebuilt as that in unit 1901. Unit released 20‑Mar‑89 and renumbered 1902. TB 69325 sent for scrapping, moving from Basingstoke to Cricklewood 2‑Mar‑89 and forward to Vic Berry, Leicester 17‑Apr‑89. TBFK 70807 stripped at Eastleigh and moved by road from Southampton Down Yard to Vic Berry, Leicester for scrapping c.Jun‑90.

A pair of type-JB electro-diesel locomotives nos.73107 & 73108 leading an up working into Southampton on Saturday, 11^th June 1988. The first unit is a 5 TCB, either nos.2804, 2805 or 2806 (but not no.2807 which had a TBFK in its formation).

5 TCB (Class 492)
(Units Nos.2804 – 2807)

Following the disbanding of the six 3 REP units, three buffet vehicles in good condition were released for further use and these were formed into three of the 4TCT units making them up to 5 TCB units (class 492).

One of the first batch of 4TCB units was still in traffic (unit 2807) and this was also made up to a five-car set, these units being numbered 2804 ‑ 2807. These units were all then formed of DTS, TFK, TB, TBSK, DTS (the TFK was modified with one compartment stripped for catering trolley use in 4TCB units, this feature now no longer used). In this form they seated 36 first, 160 second and 23 buffet and weighed 166 tons.

However, 2807 differed by having a TBFK in place of the TBSK and this unit therefore seated 60 first, 128 second and 23 buffet. These units were 331' 11½" long.

Unit formations were as follows:

5 TCB (Class 492) (Formation of Units Nos.2804 – 2807)
Unit	DTS	TBSK	TB	TFK	DTS	Disbanded
Diag. No. Code	900 FC	910 BT	940 BS-1A	930 Mod BU	900 FC
2804 (11 -May-88)	76285 (8103)	70820 (8103)	69024 (2906)	70846 (8103)	76286 (8103)	15-Apr-89
2805 (16-Apr-88)	76274 (8105)	70813 (8105)	69023 (2905)	70851 (8105)	76273 (8105)	10-Oct-88
2806 (16-May-88)	76293 (8106)	70824 (8106)	69025 (2901)	70845 (8102)	76294 (8106)	1-Sep-88
Diag. No. Code	900 FC-1A	910 BR-1A	940 BS-1A	930 Mod BU	900 FC-1A
2807 (22-Apr-88)	76946 (2807)	71156 ¹(2807)	69022 (2807)	70854 (8104)	76945 (2807)	13-Mar-89
¹ TBFK, Diagram 910.

Individual Unit Notes Nos.2804 - 2807

2804	Unit out of use from 15‑Apr‑89 and withdrawn 15‑May‑89. TB 69024 moved from Basingstoke to Vic Berry, Leicester for scrapping 12‑Dec‑89, and the remaining four coaches followed, moving from Eastleigh 15‑Jun‑90.
2805	Unit disbanded 10‑Oct‑88 and TB 69023 removed for inclusion in 4TC 8031 to make up ‘new’ 5‑TCB 2809, though this delayed and 69023 remained spare and withdrawn. Remaining four vehicles of 2805 withdrawn, all moving from Eastleigh to Cricklewood 23‑Mar‑90 and forward to Vic Berry, Leicester for scrapping 4‑Apr‑90.
2806	Unit disbanded 1‑Sep‑88 and TB 69025 formed into 4TC 8004 to make ‘new’ 5‑TCB unit 2808. Remaining four coaches of 2806 now reverted to being 4TCT 8106, though this unit not used or renumbered from 2806 prior to withdrawal.
2807	Unit out of use 13‑May‑89 and withdrawn 15‑May‑89. TB 69022 moved from Basingstoke to Vic Berry, Leicester for scrapping 12‑Dec‑89. The remaining four coaches followed, moving from Eastleigh 15‑Jun‑90.

5 TCT Unit No.8101

One of the 4TCT units disbanded for the summer 1988 timetable was made up to a 5 TCT, there being insufficient buffet vehicles available to make it a further 5 TCB. 4TCT 8101 became 5 TCT 8101 (Class 438/2) by the addition a TFK vehicle from disbanded 8106. Both TFKs therefore had a stripped-out compartment for a catering trolley, and one of them was downgraded to second class, still seating 36. In this form the unit seated 36 first and 196 second, weighed 165 tons and was 331' 11½" long. Following withdrawal all coaches were sold for scrapping.

Its formation was as follows:

5 TCT (Class 438/2) Formation of Unit No.8101
Unit	DTS	TFK	TBSK	TSK	DTS	Withdrawn
Diag. No. Code	900 FC	930 Mod BU	910 BT	930 Mod BU	900 FC
8101 (2 -May-88)	76284 (8101)	70852 (8101)	70819 (8101)	70856 (8106)	76283 (8101)	20-Apr-88

Individual Unit Note No.8101
(5 TCT)

8101

All coaches sent from Eastleigh to Vic Berry, Leicester for scrapping during Apr-90; 76284, 70852, 70819 and 76283 departing 6‑Apr‑90 and 70856 27‑Apr‑90.

3TC (Class 438/3)
(Units Nos.8102 & 8104)

Due to late delivery of 5 WES units, two of the 4TCTs were reduced to three cars and reclassified as 3TC (Class 438/3), these units were standbys to cover shortfall of 5 WES units. These units were formed DTS, TBSK, DTS as in the original 3TC sets of 1967 and again seated 160 second and weighed 99 tons.

Units 8102 & 8104 were the units involved and it was planned to renumber 8104 to 8103 but due to further deliveries of 5 WES units, both units were withdrawn by 30^th May and 8104 was not renumbered before withdrawal.

Unit formations were as follows:

3TC (Class 438/3) Formation of Units Nos.8102 & 8104
Unit	DTS	TBSK	DTS	Last used	Withdrawn	Scrapped
Diag. No. Code	900 FC	910 BT	900 FC
8102 (27-Apr-88)	76272 (8102)	70814 (8102)	76271 (8102)	21-May-88	30-May-88	c.Jul-90
8104 (22-Apr-88)	76290 (8104)	70822 ¹ (8104)	76289 (8104)	16-May-88	30-May-88	27‑Jul‑90 ¹
¹ 70822 to 6 REP 1902

Individual Unit Notes Nos.8102 & 8104
(3TC)

8102

Made up to 5 cars by inclusion of TBFKs 71157 (ex. spare ex.2905) and 71158 (ex. spare ex.2906) unit out of use from 21‑May-88 and to Clapham Yard for storage. Withdrawn from 30‑May‑88 and returned to Eastleigh where 71158 exchanged with TBSK 70826 (ex.8015). TBFK 71157 also removed from unit at Eastleigh and remaining three cars stored at various locations pending disposal. All three later moved by road from Southampton Down Yard to Vic Berry, Leicester for scrapping c.Jul‑90.

8104

Unit withdrawn 30‑May‑88 and stored at various locations prior to disposal. However, TBSK 70822 later formed into 6 REP 1902 from 12‑Sep‑90. Both DTS coaches moved from Eastleigh to Vic Berry, Leicester for scrapping 27‑Jul‑90.

5 TCB (Class 492)
(Units Nos.2808 & 2809)

Two further 5 TCB units were planned to be formed later in 1988 in readiness for the October timetable, unit 2808 being formed from 4TC 8004 with the addition of the buffet from 5 TCB 2806 which was disbanded the same day, the remaining four vehicles of this unit reverting to 4TCT unit 8106. This unit differed slightly from the other surviving 5 TCB units in that the TFK had seating in all compartments and seated overall 42 first, 160 second and 23 buffet. Unit had four NSE liveried coaches, two either side of the blue/grey buffet car. Both this unit and 2809 were 331' 11½" long.

A further unit 2809 was planned to be formed from 10^th October 1988 using the TB from disbanded 5 TCB 2805 and four vehicles from 4TC 8031. In the event this unit was not formed until 30^th January 1989 and used the TB from 2808 which was disbanded from the same date, its remaining four vehicles reverting to their former identity as 4TC 8004. It had identical seating capacities to 2808.

Unit formations were as follows:

5 TCB (Class 492) Formation of Units Nos.2808 & 2809
Unit	DTS	TBSK	TB	TFK	DTS	Disbanded
Diag. No. Code	900 FC	920 BT	940 BS-1A	930 BU	900 FC
2808 (1-Sep-88)	76276 (8004)	70815 (8004)	69025 (2806)	70847 (8004)	76275 (8004)	30-Jan-89
2809 (30-Jan-89)	76329 (8031)	70842 (8031)	69025 (2808)	71164 ¹ (8031)	76330 (8031)	11-May-89
¹ TFK Code BU‑1A.

Individual Unit Notes Nos.2808 – 2809
(5 TCB)

2808	Unit disbanded 30‑Jan‑89 and TB 69025 transferred to ‘new’ 2809 (formed ex.4TC 8031) and remaining four vehicles of 2808 reverted to 4TC 8004.
2809	Unit out of use from 25‑Mar‑89 and disbanded 11‑May‑89 and TB 69025 withdrawn 15‑May‑89. Remaining four vehicles reverted to 4TC 8031. TB 69025 stripped and moved from Basingstoke to Vic Berry, Leicester for scrapping 12‑Dec‑89.

5 TC (Class 438/1)
(Unit No.8110)

Unit 8010 had been reduced to a 3TC from 15^th February 1990 to release TCK 70853 for inclusion in 6 REP unit 1903 and ran as such until the remaining 3 REP + EDL hybrid 1902 was disbanded on 25^th June 1990. Both trailers from this unit were formed into 8010, the resulting 5 TC being renumbered 8110, reclassified as Class 438/1 and used as cover for 6 REP units out of traffic being reformed with the motor-coaches in the centre. In this formation the unit seated 36 first and 200 standard, weighed 167 tons and was 331' 11½" long. Unit 8110 was reduced to a 4 car again from 25^th March 1991 and reverted to 4TC 8010.

Unit formation was as follows:

5 TC (Class 438/1) (Formation of Unit 8110)
Unit	DTS	TBSK	TCK	TBSK	DTS	Disbanded
Diag. No. Code	900 FC	920 BT	930 Mod BU	920 BT	900 FC
8110 (25-Jun-90)	76287 (8010)	70812 (8010)	70859 (1902)	70824 (1902)	76288 (8010)	25-Mar-91

Individual Unit Note No.8110
(5 TC)

8110

When 8110 disbanded, TBSK 70824 to 6 REP 1901, remaining coaches all to 4TC 8010.

4 REP Units Nos.1901 & 1902

Following delivery of further 5 WES units during the summer of 1988, the three remaining 4 REP units were due overhauls at Eastleigh including that of the buffet equipment. As sufficient 5 WES units were now available to cover the bulk of the fast trains, it was decided to overhaul these 4 REP units and replace the trailers with a TBSK & TCK (rebuilt ex. TFK) from disbanded 4TC units, to give a higher seating capacity on the peak hour trains which the 4 REP units would now mainly work.

The first unit to enter works, 2001 did so in September 1988 and was outshopped in mid-December 1988 when the second, 2007 was booked in. However, the virtual destruction of the third unit (2003) in the Clapham Junction disaster postponed the entry into works of 2007 until later in December 1988, when it too was overhauled and reformed in a similar manner to 2001. Both units were renumbered as 1901 & 1902.

The TCK vehicle had one former first class compartment downgraded to standard, that being the one marshalled nearest the DMS vehicle, the TCK seating 36 first and 8 standard. In this form these two 4 REP units seated 36 first and 168 standard and weighed 172 tons. Both were outshopped in NSE livery. Further changes of plan about the future of the remaining REP motor-coaches led to them only having short lives in this format, both being further reformed as part of 6 REP units in April 1990.

Unit formations were as follows:

4 REP Formation of Units 1901 & 1902
Unit	DMS	TBSK	TCK	DMS	Disbanded	Notes
Diag. No. Code	890 AJ	920 BT	930 Mod BU-1A	890 AJ
1901 (16-Dec-88)	62142 (2001)	70830 (8019)	71163 (8030)	62141 (2001)	23-Apr-90	-
Diag. No. Code	890 AJ	920 BT	930 Mod BU	890 AJ
1902 (20-May-89)	~~62154~~ (2007) 62153 (1902)	70824 (2806)	~~70845~~ (2806) 70859 (8016)	~~62153~~ (2007) EDL*	23-Apr-90	*Type JB

Individual Unit Notes No.1901 - 1902
(4 REP)

1901

Unit disbanded 23‑Apr‑90 and to Eastleigh. DMS 62141 to 6 REP 1905, remaining three vehicles all to 6 REP 1906.

1902

Unit to Eastleigh 7‑Apr‑90 and DMS 62154 & TCK 70845 both removed for 6 REP 1904. The TCK was replaced by 70859 (ex. spare ex.8016), this coach also modified with one standard class compartment. Unit released to traffic as 3 REP utilising EDL 73134 as other motor-coach, though other EDLs were also used, as 73134 in NSE livery. In this form unit seated 36 first and 104 standard.

Unit disbanded 25‑Jun‑90; TBSK 70824 and TCK 70859 both to 3TC 8010 (to form 5 TC 8110), DMS 62153 converted to MSO for 6 REP 1902 from 14‑Sep‑90.

6 REP (Class 431/1)
(Units Nos.1901 – 1906)

A further change of plan for the future of the remaining REP motor-coaches occurred, the three 4 REP units intended to be formed in late 1988 /early 1989 never all running together following the loss of vehicles in the Clapham Junction rail crash.

A revised scheme was drawn up to operate from the Summer 1990 timetable from May 1990 and involved the creation of five 6 car units formed of five former TC vehicles with a REP motor-coach at one end. These units would initially be formed as DMS + TBSK + TCK + TCK + TBSK + DTS but the eventual plan was to locate the motor-coach towards the centre of the unit with a DTS vehicle at each end, giving less first-class accommodation. Units were marshalled with the brake end of the TBSK vehicles marshalled towards the centre of the unit.

The units were to be known as 6 SOL (Solent) units and were classified as Class 431/1 and numbered 1902 ‑ 1906. This plan utilised the remaining spare REP DMS vehicle (surplus since the loss of unit 2003) and involved modifications to the TC vehicles, including the fitting of shoegear to the DTS vehicles to give a greater spread of shoes on the live rail and alterations to the ETH cables to allow the shoes of the unit to be electrically linked.

The unit formations for the intermediate motor-coach layout was DTS + TBSK + TCK + MSO + TBSK + DTS. The former cab on the DMS vehicles was stripped out and windows and jumper apertures panelled over, though the cab side windows and entrance vestibule doors remained; these doors being locked out of use. This coach was now classed as a Motor Standard Open (MSO).

In their first format these units seated 72 first and 208 standard, though the first class seating in one TCK was usually downgraded to standard so seating was 36 first and 244 standard. In their final form, the units seated 36 first and 264 standard. The units weighed 220 tons, though with intermediate motorcoaches the weight was one ton less at 219 tons.

All vehicles were repainted into NSE livery, if not already done before inclusion in these units. Withdrawn DMS 62479 (ex.2013) had the cab modifications carried out as a pilot project to assess the work involved, though this vehicle was not used in any 6 REP unit.

These 6 REP units were subject to several reformations and there were rarely more than four available for service at any one time. Despite the amount of money spent on converting them to the intermediate power car layout, increasing problems with unreliability and lack of crew familiarisation with them led to them being withdrawn from late 1991.

Unit formations were as follows:

6 REP (Class 431/1) Formation of Units Nos.1903 - 1906
Unit	DMS	TBSK	TCK	TCK	TBSK	DTS	Reformed
Code	AJ	BT-2B	BU	BU	BT-2B	FC-2B
1903 (11-Apr-90)	62145 (2003)	70834 (8023)	70866 (8023)	70853 (8010)	70827 (8016)	76324 (8028)	1-Sep-90
1904 (19-Apr-90)	~~62154~~ (1902) 62141	70838 (8027)	70870 (8027)	70845 (1902)	70839 (8028)	~~76323~~ (8028) 76321	24-Mar-91
1905 (6-May-90)	~~62141~~ (1901) 62154	70829 (8018)	70861 (8018)	70847 (8004)	70815 (8004)	~~76321~~ (8027) 76323	20-May-91
1906 (2-May-90)	62142 (1901)	70830 (1901)	71163 ¹(1901)	70849 (8006)	70817 (8006)	76322 (8027)	8-Jan-91
¹ TCK Code BU‑1A

Individual Unit Notes Nos.1903 - 1906
(6 REP)

1903	Unit to Eastleigh for reform 1‑Sep‑90 and officially disbanded 17‑Sep‑90. TBSK 70834 & TCK 70853 both to 6 REP 1902. TBSK 70827 also to 1902 about Dec‑90. TCK 70866 to Stewarts Lane 2‑Mar‑91 and included in former 4TC 8007 as part of Channel Tunnel bogie test train from 9‑Jun‑91 (renumbered ADB977764). DTS 76324 to 6 REP 1901 from 25‑Mar‑91, DMS 62145 converted to MSO and to ‘new’ 1903 from 15‑Jan‑91.
1904	Unit to Bournemouth for reform with 1905 24‑Mar‑91 and disbanded. DMS 62154 and DTS 76323 both to 1905, remaining vehicles to spare along with DMS 62141 and DTS 76321 ex.1905 though these vehicles shown as ‘unit 1904’ although unit not in traffic in this formation. All vehicles except TCK 70870 used in formation of ‘new’ 1904 from Jul‑91. 70870 sent for scrapping from Eastleigh to M.C. Metals, Glasgow 28‑Mar‑92, arriving 30‑Mar‑92 and cut‑up 2‑Apr‑92.
1905	Unit to Bournemouth for reform with 1904 24‑Mar‑91 and DMS 62141 replaced by 62154 (ex.1904), DTS 76321 replaced by 76323 (also ex.1904). Displaced vehicles to spare, 62141 converted to MSO and used in ‘new’ 1904 from 21‑Sep‑91, DTS 76323 used in 1903 from 21‑Sep‑91. Unit disbanded from 20‑May‑91 and DMS 62154 withdrawn, remaining vehicles to spare. TBSK 70829 and TCK 70861 both later used in ‘new’ 1903 from 12‑Jun‑91. DMS 62154 and TBSK 70815 sent for scrapping from Eastleigh to M.C. Metals, Glasgow 28‑Mar‑92, arriving 30‑Mar‑92, 62154 cut‑up 1‑Apr‑92, 70815 cut‑up 2‑Apr‑92. TCK 70847 followed to M.C. Metals 2‑May‑92, arriving 5‑May‑92 and cut‑up 7‑May‑92.
1906	Unit to Eastleigh for reform 8‑Jan‑91 and disbanded. TBSK 70817 & TCK 70849 both to 6 REP 1903 from 15‑Jan‑91. Remaining 4 vehicles all to 6 REP 1901 from 25‑Mar‑91, DMS 62142 rebuilt as MSO.

Centre Motor-Coach 6 REP Formation of Units 1901 - 1904
Unit	DTS	TBSK	TCK	MSO	TBSK	DTS	Withdrawn
Code	FC-2B	BT-2B	BU-2B	EE	BT-2B	FC-2B
1901 (25-Mar-91)	76324 (1903)	70830 (1906)	71163 (1906)	62142 (1906)	70824 (8110)	76322 (1906)	10-Feb-92
1902 (14-Sep-90)	76303 (8018)	70834 (1903)	70853 (1903)	62153 (1902)	~~70822~~ (8104) 70827	76314 (8023)	30-Sep-91
1903 (15-Jan-91) (20-Jun-91)	~~76279~~ (8006) ~~76275~~ (8004) 76323	~~70817~~ (1906) 70829 (1905)	~~70849~~ (1906) 70861 (1905)	62145 (1903)	70822 (1902)	~~76280~~ (8006) 76276 (8004)	30-Sep-91
1904 (?-Jul-91)	76321 (1905)	70839 (1904)	70845 (1904)	62141 (1905)	70838 (1904)	~~76323~~ (1905) 76275	10-Feb-92

Individual Unit Notes Nos.1901 - 1904
(6 REP centre motor-coach)

1901	Unit withdrawn 10‑Feb‑92. Four vehicles, DTS coaches 76322 & 76324 also TBSK 70824 and TCK 71163 sold to London Transport for special duties, arrived West Ruislip 20‑Feb‑92. Remaining vehicles for scrapping, both moving from Eastleigh to M.C. Metals, Glasgow; TBSK 70830 28‑Mar‑92 arriving 30‑Mar‑92 and cut‑up 2‑Apr‑92 and MSO 62142 2‑May‑92 arriving 5‑May‑92 and cut‑up 7‑May‑92. The coaches sold to London Transport up for disposal during 2006 and TBSK 70824 and DTS 76322 both sold to the Swanage 4TC group and moved by road from (Neasden?) to storage at Dinton 8‑Aug‑06. They were later moved to the Midland Railway Centre at Swanwick Junction (where DTS 76324 and TCK 71163 were for sale) having been hauled from West Ruislip to Eastleigh works 18‑Jan‑12.
1902	Unit only in traffic a few days in new formation before being taken out of service with electrical defects and further training for staff as some equipment relocated on conversion of DMS to MSO. Whilst at Eastleigh for rectification, TBSK 70822 replaced with 70827 (ex.1903), 70822 eventually being included in the ‘new’ 1903. Unit withdrawn 30‑Sep‑91 and all coaches for disposal, unit moving from Basingstoke to Mayer Parry, Snailwell 20‑Nov‑91 and coaches burnt as follows: DTS 76303 26‑Nov‑91, TBSK 70834 27‑Nov‑91, TCK 70853 28‑Nov‑91, DTS 76314 2‑Dec‑91, TBSK 5‑Dec‑91 and MSO 62153 9‑Jan‑92.
1903	Unit to Eastleigh for reform 12‑Jun‑91 and DTSs 76279 & 76280 also TBSK 70817 & TCK 70849 all withdrawn. Replaced by DTSs 76275 & 76276 (both ex. spare ex.8004) and TBSK 70829 & TCK70861 (both ex. disbanded 1905). All four withdrawn vehicles taken to Selhurst 13‑Jun‑91 for gangway removal for use in 2D DEMU conversions, thence disposed of for scrap; moving to Mayer Parry, Snailwell 18‑Oct‑91, arriving 21‑Oct‑91. Coaches burnt as follows: DTS 76279 and TBSK 70817 both 22‑Oct‑91, DTS 76280 and TBCK 70849 both 24‑Oct‑91. Unit 1903 withdrawn 27‑Sep‑91 and reformed at Bournemouth, DTS 76275 exchanged with 76332 (ex.1904). Unit moved from Bournemouth to Mayer Parry, Snailwell for scrapping 26‑Nov‑91 and coaches burnt as follows: DTS 76323 3‑Dec‑91, TBSK 70829 5‑Dec‑91, TBSK 70822 6‑Dec‑91, DTS 76276 11‑Dec‑91, TCK 70861 12‑Dec‑91 and MSO 62145 8‑Jan‑92.
1904	Unit to Bournemouth for reform 27‑Sep‑91 and DTS 76323 exchanged with 76275 (ex. withdrawn 1903). Unit withdrawn 10‑Feb‑92 and DTS 76275 further modified and formed into 4 VEP 3169 (ex.3473) 24-Jul‑92. Remaining five coaches for disposal, four moving from Eastleigh to M.C. Metals, Glasgow for scrapping 9‑May‑92, arriving 12‑May‑92 and cut‑up as follows: TCK 70845 and MSO 62141 both 28‑May‑92, DTS 76321 and TBSK 70838 both 2‑Jun‑92. TBSK 70839 also sent from Eastleigh to M.C. Metals, Glasgow for scrapping, moving to Cricklewood 6‑Nov‑92 and forward 21‑Nov‑92, arriving 24‑Nov‑92 and cut‑up 26‑Nov‑92.

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Spare Vehicles and Vehicle Disposals

Due to the complex reformations of the ‘1966’ Bournemouth stock from mid-1986, many vehicles became spare for periods; some being reused in other units, others after a period in storage being disposed of for scrapping.

The following table lists spare vehicles by coach number, type and former unit, date vehicle became spare /withdrawn (W) and date reused or sent for scrapping. Withdrawn dates (W) prefix are dates vehicles last used in traffic and often differ from official withdrawal dates. Dates prior to scrap merchant code are dates vehicles left the BR(S) or occasionally arrival at scrap yard where stock delayed en route, followed by actual scrapping dates (where known) but usually shortly after arrival in scrap yard.

Table of Spare Vehicles and Vehicle Disposals
Coach	Type	Ex. unit	Date	Reused	New unit /location	To scrap	Cut up
62141	DMS	1905	24-Mar-91	?-Jul-91	1904	-	-
62141	MSO	1904	W 10-Feb-92	-	-	9-May-92 MC	28-May-92
62142	MSO	1901	W 10-Feb-92	-	-	9-May-92 MC	7-May-92
62143	DMS	2002	W 4-Jan-88	-	-	12-Dec-89 VBL	?
62144	DMS	2002	W 4-Jan-88	-	-	12-Dec-89 VBL	?
62145	DMS	2003	12-Dec-88	11-Apr-90	1903	-	-
62145	MSO	1903	W 21-Sep-91	-	-	26-Nov-91 MPS	8-Jan-92
62146	DMS	2003	W 12-Dec-88	Destroyed in Clapham Jct crash
62147	DMS	2004	W 28-Dec-87	-	-	19-May-90 VBL	?
62148	DMS	2004	W 28-Dec-87	-	-	19-May-90 VBL	?
62149	DMS	2005	W 4-Jan-88	-	-	2-Mar-89 VBL	?
62150	DMS	2005	W 5-Mar-88	-	-	2-Mar-89 VBL	?
62151	DMS	2006	W 8-Dec-86	-	-	16-Jun-90 VBL	?
62152	DMS	2006	W 8-Dec-86	-	-	16-Jun-90 VBL	?
62153	MSO	1902	W 30-Sep-91	-	-	20-Nov-91 MPS	9-Jan-92
62154	DMS	1905	W 20-May-91	-	-	30-Mar-92 MC	1-Apr-92
62155	DMS	3008	W 15-May-86	-	-	6-Oct-88 VBL	?
62156	DMS	3008	W 15-May-86	-	-	6-Oct-88 VBL	?
62157	DMS	2009	W 5-Jun-87	-	-	16-Jun-90 VBL	?
62158	DMS	2009	W 5-Jun-87	-	-	19-May-90 VBL	?
62159	DMS	2010	W 4-Jun-87	-	-	16-Jun-90 VBL	?
62160	DMS	2010	W 4-Jun-87	-	-	16-Jun-90 VBL	?
62161	DMS	2011	W 2-Feb-87	-	-	16-Jun-90 VBL	?
62162	DMS	2011	W 2-Feb-87	-	-	21-Jul-90 VBL	?
62476	DMS	2012	W 7-Jun-87	-	-	21-Jul-90 VBL	?
62477	DMS	2012	W 7-Jun-87	-	-	21-Jul-90 VBL	?
62478	DMS	2013	W 29-Dec-87	-	-	2-Mar-90 VBL	?
62479	DMS	2013	W Feb-88	-	-	2-May-92 MC	8-May-92
62480	DMS	2014	W 5-Mar-88	-	-	4-Apr-90 VBL	?
62481	DMS	2014	W 5-Mar-88	-	-	4-Apr-90 VBL	?
62482	DMS	2015	W 29-Nov-86	DB999605	Derby, UTU	In use	-
62483	DMS	2015	W 29-Nov-86	DB999602	Derby, UTU	In use	-
69022	TB	2807	W 13-May-89	-	-	12-Dec-89 VBL	?
69023	TB	2805	W 10-Oct-88	-	-	2-Mar-89 VBL	?
69024	TB	2804	W 15-Apr-89	-	-	12-Dec-89 VBL	?
69025	TB	2803	8-Dec-87	17-Dec-87	2901	-	-
69025	TB	2809	W 25-Mar-89	-	-	12-Dec-89 VBL	?
69319	TB	2001	Sep-86	2-Dec-86	2801	-	-
69319	TB	2001	W 15-Sep-88	-	-	2-Mar-89 VBL	?
69320	TB	2002	W 4-Jan-88	-	-	6-Oct-88 VBL	?
69321	TB	2003	W 12-Dec-88	-	®	6-90 VBL	?
69322	TB	2004	W 28-Dec-87	-	-	6-Oct-88 VBL	?
69323	TB	2005	W 4-Jan-88	-	-	6-Oct-88 VBL	?
69324	TB	2802	W 12-Jan-88	-	-	6-Oct-88 VBL	?
69325	TB	2007	W 20-Dec-88	-	-	2-Mar-89 VBL	?
69326	TB	2001	W 17-Dec-87	-	-	6-Oct-88 VBL	?
69327	TB	2805	W 17-Nov-87	-	-	2-Mar-89 VBL	?
69328	TB	2806	W 3-Dec-87	-	-	6-Oct-88 VBL	?
69329	TB	2804	W 3-Dec-87	-	-	6-Oct-88 VBL	?
70801	TBFK	2001	W 15-Sep-88	-	-	4-Apr-90 VBL	?
70802	TBFK	2002	W 4-Jan-88	-	-	6-Apr-90 VBL	?
70803	TBFK	2003	W 12-Dec-88	-	®	6-Jun-90 VBL	?
70804	TBFK	2004	W 28-Dec-87	-	-	6-Apr-90 VBL	?
70805	TBFK	2005	W 4-Jan-88	-	-	6-Apr-90 VBL	?
70806	TBFK	2006	W 8-Dec-86	-	-	23-Mar-90 VBL	?
70807	TBFK	2007	W 20-Dec-88	-	®	Aug-90 VBL	?
70808	TBFK	3008	W 5-86	-	®	Aug-90 VBL	?
70809	TBFK	2805	W 17-Jun-87	-	-	23-Mar-90 VBL	?
70810	TBFK	2806	3-Dec-87	16-Dec-87	2904	-	-
70811	TBFK	2001	W 11-Jun-88	-	-	2-Mar-90 VBL	?
70812	TBFK	2011	W 2-Feb-87	-	-	2-Mar-90 VBL	?
70812	TBSK	410	W 22-Jan-94	-	Roche	-	-
70813	TBSK	2805	W 10-Oct-88	-	-	4-Apr-90 VBL	?
70814	TBSK	8003	5-Jun-87	17-Jun-87	2805	-	-
70814	TBSK	8102	W 16-May-88	-	®	c.Jul-90 VBL	?
70815	TBSK	1905	W 20-May-91	-	-	30-Mar-92 MC	2-Apr-92
70816	TBSK	405	W 13-Apr-85	-	Fire Dam.	Stewarts Lane	‘1987’
70817	TBSK	1903	W 13-Jun-91	-	-	18-Oct-91 MPS	22-Oct-91
70818	TBSK	8007	W17-Jun-89	ADB977685	-	AC Eastleigh	Oct-96
70819	TBSK	8101	W 20-Aug-88	-	-	6-Apr-90 VBL	?
70820	TBSK	2804	W 15-Apr-89	-	-	16-Jun-90 VBL	?
70821	TBSK	8001	1-Jul-91	20-Jan-92	8001	-	-
70821	TBSK	8001	W3-Sep-92	-	-	3-Feb-94 G c	26-Feb-94
70822	TBSK	8104	21-May-88	12-Sep-90	1902	-	-
70822	TBSK	1903	W 21-Sep-91	-	-	26-Nov-91 MPS	6-Dec-91
70823	TBSK	8015	W13-May-91	-	Eastleigh	-	-
70824	TBSK	8013	4-Jun-87	3-Dec-87	2806	-	-
70824	TBSK	2806	1-Sep-88	17-Mar-89	1902	-	-
70824	TBSK	1901	W 10-Feb-92	-	MRC Butterley	-	-
70825	TBSK	8014	W 26-Nov-90	ADB977545	HSTRC	3-Dec-91 MC	3-Dec-91
70826	TBSK	8015	9-Jun-88	Sep-88	8017	-	-
70826	TBSK	417	W 24-Jan-94	-	Sandford	-	-
70827	TBSK	8016	4-Oct-88	11-Apr-90	1903	-	-
70827	TBSK	1902	W 30-Sep-91	-	-	20-Nov-91 MPS	5-Dec-91
70828	TBSK	8012	W 26-Nov-90	-	-	30-Mar-92 MC	3-Apr-92
70829	TBSK	1905	20-May-91	20-Jun-91	1903	-	-
70829	TBSK	1903	W 21-Sep-91	-	-	26-Nov-91 MPS	5-Dec-91
70830	TBSK	8019	18-Aug-88	15-Dec-88	1901	-	-
70830	TBSK	1901	W 10-Feb-92	-	-	30-Mar-92 MC	2-Apr-92
70831	TBSK	8020	W 8-Apr-89	-	-	27-Jul-90 VBL	?
70832	TBSK	8021	W 29-Feb-89	-	-	30-Mar-92 MC	2-Apr-92
70833	TBSK	8022	W 2-Aug-88	-	-	2-Mar-90 VBL	?
70834	TBSK	1902	W 30-Sep-91	-	-	20-Nov-91 MPS	27-Nov-91
70835	TBSK	8024	W 29-Apr-88	-	-	6-Apr-90 VBL	?
70836	TBSK	8025	W 2-Oct-88	-	-	31-Jan-90 VBL	?
70837	TBSK	8026	W 30-Apr-89	-	-	30-Mar-92 MC	2-Apr-92
70838	TBSK	1904	24-Mar-91	?-Jul-91	1904	-	-
70838	TBSK	1904	W 10-Feb-92	-	-	9-May-92 MC	2-Jun-92
70839	TBSK	1904	24-Mar-91	?-Jul-91	1904	-	-
70839	TBSK	1904	W10-Feb-92	-	-	6-Nov-92 MC	26-Nov-92
70840	TBSK	8029	W2-Jul-88	-	-	2-Mar-90 VBL	?
70841	TBSK	8030	W17-Aug-88	-	-	23-Mar-90 VBL	?
70842	TBSK	8031	W28-Aug-89	-	-	21-Jul-90 VBL	?
70843	TBSK	8032	W2-Jul-88	-	-	19-May-90 VBL	?
70844	TCK	8001	W1-Jul-91	-	-	30-Mar-92 MC	31-Mar-92
70845	TFK	8002	8-Dec-86	12-Jan-88	8102	-	-
70845	TFK	2806	1-Sep-88	17-Mar-89	1902	-	-
70845	TCK	1904	24-Mar-91	?-Jul-91	1904	-	-
70845	TCK	1904	W10-Feb-92	-	-	9-May-92 MC	28-May-92
70846	TFK	8003	5-Jun-87	8-Dec-87	8103	-	-
70846	TFK	2804	W15-Apr-89	-	-	16-Jun-90 VBL	?
70847	TCK	1905	W20-May-91	-	-	2-May-92 MC	7-May-92
70848	TFK	405	W13-Apr-85	-	Fire Dam. Stewarts Lane ‘1987’
70849	TCK	1903	W13-Jun-91	-	-	18-Oct-91 MPS	24-Oct-91
70850	TFK	8007	W17-Jun-89	ADB977686	-	AC Eastleigh	10-96
70851	TFK	8008	2-Dec-86	7-Dec-87	8105	-	-
70851	TFK	2805	W10-Oct-88	-	-	4-Apr-90 VBL	?
70852	TFK	8009	29-Nov-86	16-Dec-87	8101	-	-
70852	TFK	8101	W20-Aug-88	-	-	6-Apr-90 VBL	?
70853	TCK	8010	15-Feb-90	11-Apr-90	1903	-	-
70853	TCK	1902	W30-Sep-91	-	-	20-Nov-91 MPS	28-Nov-91
70854	TFK	8011	2-Feb-87	3-Dec-87	8104	-	-
70854	TFK	2807	W13-May-89	-	-	16-Jun-90 VBL	?
70855	TFK	8012	6-88	9-88	8015	-	-
70855	TCK	8015	W13-May-91	-	MRC Butterley	-	-
70856	TFK	8013	4-Jun-87	3-Dec-87	2806 /8106	-	-
70856	TFK	8101	W20-Aug-88	-	-	19-May-90 VBL	?
70857	TFK	8014	W?-Jun-89	-	-	23-Mar-90 VBL	?
70858	TCK	8012	W26-Nov-90	-	-	30-Mar-92 MC	3-Apr-92
70859	TFK	8016	4-Oct-88	7-Apr-90	1902	-	-
70859	TFK	410	W24-Jan-94	-	Stravithe, Fife	-	-
70860	TFK	417	W24-Jan-94	-	Bourne, Lincs	-	-
70861	TCK	1905	20-May-91	20-Jun-91	1903	-	-
70861	TCK	1903	W21-Sep-91	-	-	26-Nov-91 MPS	12-Dec-92
70862	TFK	8019	W18-Aug-88	-	-	4-Apr-90 VBL	?
70863	TFK	8020	W8-Apr-89	-	-	27-Jul-90 VBL	?
70864	TFK	8021	W29-Feb-89	-	-	19-May-90 VBL	?
70865	TFK	8022	W2-Aug-88	-	-	2-Mar-90 VBL	?
70866	TCK	1903	W1-Sep-90	ADB977764	-	NS Eastleigh	10-05
70867	TFK	8024	W29-Apr-88	-	-	6-Apr-90 VBL	?
70868	TFK	8025	W2-Oct-88	-	-	31-Jan-90 VBL	?
70869	TFK	8014	W26-Nov-	ADB977542	HSTRC	3-Dec-91 MC	3-Dec-91
70870	TCK	1904	W24-Mar-91	-	-	30-Mar-92 MC	2-Apr-92
70871	TCK	8028	W1-Mar-90	ADB977763	-	AC Eastleigh	10-96
71156	TBFK	2807	W13-May-89	-	-	16-Jun-90 VBL	?
71157	TBFK	2905	W12-Apr-88	-	-	8-90 VBL	?
71158	TBFK	2906	6-May-88	6-88	8015	-	-
71158	TBFK	8015	W9-88	-	-	4-Apr-90 VBL	?
71159	TBFK	2015	W29-Nov-86	-	-	19-May-90 VBL	?
71160	TBSK	8033	W7-Jun-87	-	-	6-Apr-90 VBL
71161	TBSK	8034	W2-Sep-88	-	®	c.7-90 VBL	?
71162	TFK	8029	W2-Jul-88	-	-	2-Mar-90 VBL	?
71163	TFK	8030	17-Aug-88	15-Dec-88	1901	-	-
71163	TCK	1901	W10-Feb-92	-	Eastleigh	-	-
71164	TFK	8031	W28-Aug-89	-	-	21-Jul-90 VBL	?
71165	TFK	8032	W2-Jul-88	-	-	19-May-90 VBL	?
71166	TFK	8033	W7-Jun-87	-	-	21-Jul-90 VBL	?
71167	TFK	8034	W2-Sep-88	-	®	8-90 VBL	?
76270	DTS	8001	1-Jul-91	20-Jan-92	8001	-	-
76270	DTS	8001	W3-Sep-92	-	-	6-Nov-92 MC	26-Nov-92
76271	DTS	8102	W21-May-88	-	®	c.7-90 VBL	?
76272	DTS	8102	W21-May-88	-	®	c.7-90 VBL	?
76273	DTS	2805	W10-Oct-88	-	-	4-Apr-90 VBL	?
76274	DTS	2805	W10-Oct-88	-	-	4-Apr-90 VBL	?
76275	DTS	8004	23-Apr-90	20-Jun-91	1903	-	-
76275	DTS	1904	10-Feb-92	-	HDL St Leonards	-	-
76276	DTS	8004	23-Apr-90	20-Jun-91	1903	-	-
76276	DTS	1903	W21-Sep-91	-	-	26-Nov-91 MPS	11-Dec-91
76277	DTS	405	W13-Apr-85	DB977335	Meldon Quarry	-	-
76278	DTS	405	W13-Apr-85	DB977336	HSTRC	12-Jul-93 MC	10-Aug-93
76279	DTS	1903	W13-Jun-91	-	-	18-Oct-91 MPS	22-Oct-91
76280	DTS	8006	23-Apr-90	15-Jan-91	1903	-	-
76280	DTS	1903	W13-Jun-91	-	-	18-Oct-91 MPS	24-Oct-91
76281	DTS	8006	23-Apr-90	15-Jan-91	1903	-	-
76281	DTS	8007	W17-Jun-89	ADB977687	-	AC Eastleigh	10-96
76282	DTS	8007	W17-Jun-89	ADB977684	-	AC Eastleigh	10-96
76283	DTS	8101	W20-Aug-88	-	-	6-Apr-90 VBL	?
76284	DTS	8101	W20-Aug-88	-	-	6-Apr-90 VBL	?
76285	DTS	2804	W15-Apr-89	-	-	16-Jun-90 VBL	?
76286	DTS	2804	W15-Apr-89	-	-	16-Jun-90 VBL	?
76287	DTS	410	W24-Jan-94	-	-	22-Apr-99 MC	25-Apr-99
76288	DTS	410	W24-Jan-94	-	-	RX Eastleigh	3-03
76289	DTS	8104	W16-May-88	-	-	27-Jul-90 VBL	?
76290	DTS	8104	W16-May-88	-	-	27-Jul-90 VBL	?
76291	DTS	8012	W26-Nov-90	-	-	30-Mar-92 MC	2-Apr-92
76292	DTS	8012	W26-Nov-90	-	-	30-Mar-92 MC	3-Apr-92
76293	DTS	2806	W1-Sep-88	-	®	7-90 VBL	?
76294	DTS	2806	W1-Sep-88	-	®	8-90 VBL	?
76295	DTS	8014	W26-Nov-90	ADB977543	-	5-Sep-93 MC	8-Sep-93
76296	DTS	8014	W26-Nov-90	ADB977544	-	5-Sep-93 MC	9-Sep-93
76297	DTS	8015	W13-May-91	--	Eastleigh	-	-
76298	DTS	8015	W13-May-91	-	MRC Butterley	-	-
76299	DTS	8016	W4-Oct-88	-	-	21-Jul-90 VBL	?
76300	DTS	8016	W4-Oct-88	-	-	21-Jul-90 VBL	?
76301	DTS	417	W24-Jan-94	-	Bellingham	-	-
76302	DTS	417	W24-Jan-94	-	Bellingham	-	-
76303	DTS	8018	23-Apr-90	12-Sep-90	1902	-	-
76303	DTS	1902	W30-Sep-91	-	-	20-Nov-91 MPS	26-Nov-91
76304	DTS	8018	W23-Apr-90	-	-	2-May-92 MC	7-May-92
76305	DTS	8019	W18-Aug-88	-	-	4-Apr-90 VBL	?
76306	DTS	8019	W18-Aug-88	-	-	4-Apr-90 VBL	?
76307	DTS	8020	W8-Apr-89	-	-	27-Jul-90 VBL	?
76308	DTS	8020	W8-Apr-89	-	-	27-Jul-90 VBL	?
76309	DTS	8021	W29-Feb-89	-	-	19-May-90 VBL	?
76310	DTS	8021	W29-Feb-89	-	-	19-May-90 VBL	?
76311	DTS	8022	W2-Aug-88	-	-	2-Mar-90 VBL	?
76312	DTS	8022	W2-Aug-88	-	-	2-Mar-90 VBL	?
76313	DTS	8023	W21-Mar-90	-	-	2-May-92 MC	6-May-92
76314	DTS	1902	W30-Sep-91	-	-	20-Nov-91 MPS	2-Dec-91
76315	DTS	8024	W29-Apr-88	-	-	6-Apr-90 VBL	?
76316	DTS	8024	W29-Apr-88	-	-	6-Apr-90 VBL	?
76317	DTS	8025	W2-Oct-88	-	-	31-Jan-90 VBL	?
76318	DTS	8025	W2-Oct-88	-	-	31-Jan-90 VBL	?
76319	DTS	8026	W30-Apr-89	-	-	23-Mar-90 VBL	?
76320	DTS	8026	W30-Apr-89	-	-	23-Mar-90 VBL	?
76321	DTS	1905	24-Mar-91	?-Jul-91	1905	-	-
76321	DTS	1904	W10-Feb-92	-	-	9-May-92 MC	2-Jun-92
76322	DTS	1901	W10-Feb-92	-	MRC Butterley	-	-
76323	DTS	8028	5-89	11-89	8028	-	-
76323	DTS	1905	20-May-91	?-Jul-91	1904	-	-
76323	DTS	1904	W21-Sep-91	-	-	26-Nov-91 MPS	3-Dec-91
76324	DTS	1901	W10-Feb-92	[	Eastleigh	-	-
76325	DTS	8029	W2-Jul-88	-	-	2-Mar-90 VBL	?
76326	DTS	8029	W2-Jul-88	-	-	2-Mar-90 VBL	?
76327	DTS	8030	17-Aug-88	5-89	8028	-	-
76327	DTS	8028	11-89	-	-	?-Mar-01 BR	16-Mar-01
76328	DTS	8030	W17-Aug-88	-	-	2-May-92 MC	7-May-92
76329	DTS	8031	W28-Aug-89	-	-	27-Jul-90 VBL	?
76330	DTS	8031	W28-Aug-89	-	-	27-Jul-90 VBL	?
76331	DTS	Spare	W4-Jul-90	-	-	28-Aug-90 VBL	?
76332	DTS	8001	1-Jul-91	20-Jan-92	8001	-	-
76332	DTS	8001	W3-Sep-92	-	-	6-Nov-92 MC	26-Nov-92
76943	DTS	8032	W2-Jul-88	-	-	19-May-90 VBL	?
76944	DTS	8032	W2-Jul-88	-	-	19-May-90 VBL	?
76945	DTS	2807	W13-May-89	-	-	16-Jun-90 VBL	?
76946	DTS	2807	W13-May-89	-	-	16-Jun-90 VBL	?
76947	DTS	8034	W2-Sep-88	-	®	8-90 VBL	?
76948	DTS	8034	W2-Sep-88	-	®	8-90 VBL	?

Key Letter Code for Scrap Dealers
AC	Scrapped at Eastleigh by contractors A Cartright.
BR	Booth Roe, Rotherham.
G	Gwent Demolition, Margam.
HSTRC	High Speed Track Recording train.
MC	M. C. Metals, Springburn, Glasgow.
MNS	Mayer Newman, Snailwell.
MPS	Mayer Parry, Snailwell.
NS	Scrapped at Eastleigh by contractors Nicholas Steel.
RX	Scrapped at Eastleigh by contractors Raxstar.
UTU	Ultrasonic Test Unit
VBL	Vic Berry, Leicester.
®	By road transport due to poor condition.

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Coach No. S3929 /S76275

Part of Lot No. 30086, ‘SO’ S3929 was built at Eastleigh on Ashford underframes during 1954-55. On 6^th July 1966 it was outshopped as S76275 to form ‘DTSO’ in 4TC unit no.404.

At the time of writing (2022) this coach is current preserved and after storage with St Leonards Railway Engineering at St Leonards Depot, St Leonards, East Sussex was sold and moved to the Swanage Railway on 15^th December 2017. S76275 is believed to be the only single-glazed REP /TC coach to survive.

Original ‘SO’ No. S3929

Recorded as ‘Loose’ vehicle 13^th June 1955, 19^th June 1955, 11^th June 1956, 17^th September 1956, 17^th June 1957, 16^th September 1957. 9^th June 1958, 15^th September 1958, 15^th June 1959, 2^nd November 1959, 13^th June 1960 & 12^th September 1960 (ACWN) and believed to have been used on the South Eastern division up to early-1961.

Shown as transferred from South Eastern to South Western in SC&WS notes item 391, August 1961, Delivered in Crimson and Cream but not known when repainted green, probably 1959 or 1960.

It was then placed into loco-hauled Set 237 as follows:

12-Jun-61 Allocated: Swanage –Waterloo

3960 BSK (Bulleid) + 3926 SO + 3927 SO + 3928 SO + 7640 FK (Bulleid) ‡ RB + 3929 SO + 3930 SO + 3931 SO + 3961 BSK (Bulleid)

11-Sep-1961 Allocated to Western Section; no specific duties.

3949 BSK (Bulleid) + 3926 SO + 3927 SO + 3932 SO + 7640 FK (Bulleid) + 3929 SO + 3930 SO + 3931SO + 3961 BSK (Bulleid)

18-Jun-1962 Allocated: Swanage –Waterloo.

3949 BSK (Bulleid) + 3926 SO + 3927 SO + 3932 SO + 7640 FK (Bulleid) + ‡ RS + 3929 SO + 3930 SO + 3931 SO + 3961 BSK (Bulleid)

17-Jun-63 Allocated: Swanage –Waterloo.

3949 BSK (Bulleid) + 3926 SO + 3927 SO + 3932 SO + 7640 FK (Bulleid) + 3929 SO + 3930 SO + 3931 SO + 3961 BSK (Bulleid)

15-Jun-1964 Allocated: Waterloo – Bournemouth.

3949 BSK (Bulleid) + 3926 SO + 3927 SO + 3932 SO + 7632 FK (Bulleid) + 3929 SO + 3930 SO + 3931 SO + 4361 BSK (Bulleid)

14-Jun-1965 Allocated: Waterloo – Bournemouth.

3949 BSK (Bulleid) + 3926 SO + 3927 SO + 3932 SO ‡ FK + 3929 SO + 3930 SO + 3931 SO + 4361 BSK (Bulleid).

‡ = Denotes coach not stencilled with set number

Conversion as ‘DTSO’ No. S76275

Set 237 was disbanded late 1965 and S3929 was converted to S76275 at York works.

The toilets were removed and replaced by cab and new doorway cut in first bay behind cab. Coach outshopped in plain blue (blue ends with small yellow panel and white unit number 404). Paint date for ‘new’ 76275 was 6^th July 1966.

4TC 404 initially ran as a 3TC (waiting completion of TFK) and was painted blue /grey 17^th June 1968. Unit 404 was renumbered 8004 in October 1987 and overhauled into NSE livery, outshopped 26^th April 1988. It was made-up to a 5 TCB unit from 1^st September 1988 with buffet 69025 added and renumbered 2808.

Unit no.2808 was disbanded 30^th January 1989 and 4TC 8004 formed once again, this unit then running until sent to Eastleigh 23-Apr-90 and disbanded. Both DTS vehicles 76275 /76276 modified and fitted with shoegear for first time and allocated to 6 REP unit no.1903 from 12^th June 1991.

However, this unit was disbanded at Bournemouth 27^th September 1991 and 76275 transferred to 6 REP 1904, but unit 1904 only lasted in traffic until 10^th February 1992, five coaches going for disposal, but 76275 was the only survivor, being further modified for use in a 4 VEP unit and formed into unit 3473 from April 1992. This odd coach was then reformed from 3473 into unrefurbished 4 VEP 3169 (ex.3743) from 24^th July 1992 and ran in this unit (in NSE livery) until it was sent for refurbishing 17^th January 1995. It was as though this would be the end of the road for 76275, but it survived the refurbishing process (the other three coaches were done) and was outshopped again, now numbered 3582 8^th February 1995, this time in Connex livery.

Unit 3582 remained in traffic until 24^th April 2004 when it became one of the earlier 4 VEPs to be withdrawn following a “runaway” derailment at Ramsgate depot (76275 was not damaged). The unit was hauled to Shoeburyness for storage 28^th May 2004 from where 76275 was purchased by Hastings Diesels Limited and moved to St Leonards depot for restoration before being sold and moved to the Swanage Railway on 15^th December 2017.

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

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