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British Rail Southern Region

4 CIG & 4 BIG
(Nos.7301 – 7336, 7337 - 7366 & 7031 - 7048)

With the Crystal Palace and Beulah Hill transmitters just visible along with the Drum & Monkey public house on Gloucester Road, unit no.7316 leads at Windmill Bridge Jct. on 5^th March 1979. Formerly the Gloucester Arms, like so many others the public house has succumbed to closure; new-build flats alongside now hide the derelict building.

© John Atkinson

New Brighton Line Stock
(Phase 1 units)

By the early nineteen-sixties, the original express units built for the Brighton, Worthing and Eastbourne electrification schemes were approaching thirty years of age and a decision on their replacement was taken This resulted in an order being placed on 9^th August 1963 for fifty-four 4-car units to a new design, eighteen of which included a buffet car.

Accordingly, new stock for eighteen 12-car trains would replace the surviving thirty-nine 6 PUL & 6 PAN units, though the three 5 BEL units were not being replaced at this stage. These new units were classified as 4 CIG, (Corridor IG Brighton) the “IG” part of the classification coming from the LBSCR telegraphic code for Brighton which had been “IG”. Those units including buffet cars were 4 BIG; all these units appeared as 4 CIG nos.7301 - 7336 and 4 BIG nos.7031 - 7048.

A major change to previous practice was the construction of these units at York Carriage Works, carriage building at Eastleigh having ceased in 1963 after the construction of the 3H ‘Berkshire’ units and final batches of 4 CEP and 2 HAP units. Also different was the concentration of traction power into a single motor coach with both bogies motored, situated intermediately within the unit, this arrangement becoming known as the ‘1963 stock’ design. Electrically this was similar to the earlier ‘1951’ & ‘1957’ equipment but updated. The motors, again the EE507 type, were permanently wired in parallel on each motor bogie but the two pairs on each motor coach could be coupled in series or parallel and diodes replaced various relays throughout the units.

These units could work in multiple with all ‘1951’ & ‘1957’ stock, also suitably equipped diesel and electro‑diesel locomotives, including provision for control of the locomotive from the unit.

The first units started to be built in October 1964 and continued until January 1966, entering service from March 1965 until August 1966 with the buffet units all coming later due to slower delivery of the buffet cars. The first units were delivered to the Southern Region late in 1964 and the first 4 CIG units entered service on 29^th March 1965; initially running with 4 BEP units until the 4 BIG units were delivered, the first of these entering service in September.

Their Liveries and Allocations are covered in this history.

Unit Construction

As with the 4 CEP and 4 BEP units, all vehicles were constructed on standard 63' 5" underframes, were 64' 6" long over bodywork and fitted with buckeye couplers throughout. Units were mounted on a new type of trailer bogie, the BR B5 (S). However, the motor bogies were of the Mk 4 type (as used on various earlier units). EE507 motors rated at 250hp were fitted to all four axles of the motor coaches, the shoegear (with height-limiting bars - these being a new innovation) being located on the outermost bogie of each driving trailer (there being none on the motor coach itself).

Another innovation was the fitting of an electric parking brake on the motor coach (applied from either driving cab) though this was not entirely satisfactory and was not fitted to later batches of units.

The motor generator, compressors (two), electrical switchgear, line breakers and batteries were all located under the motor coach, both driving trailers having a large underslung water tank for the lavatories, water being pumped‑up to roof level by air-operated water raising gear worked off the air supply to the braking system.

Cab ends were to a new design, similar to those of the 3D diesel units though incorporating a gangway connection, this being of steel construction with rounded edges and recesses below the cab windows for the jumper cables and air connections.

Large side lights (windows) were double glazed throughout the unit, smaller ones and door droplights being only a single pane.

Only a single guard's position was incorporated in these units, located in the motor coach towards the centre of the unit with an adjacent luggage van area.

First class accommodation was situated at the outer end of each driving trailer and the seating was arranged in compartments with a side corridor. However, all second-class seating was in open saloons (with the exception of one second-class compartment). Buffet cars had the kitchen and servery area at one end of the coach; the other half being fitted with conventional seating with tables.

These units were delivered in all over green livery with small yellow warning panels within the nose end gangway door, units 7301 /7303 /7304 & 7320 later gaining full yellow ends with the green livery; those on 7303 being experimental with the yellow wrapping round onto the bodyside as far back as the cab vestibule door. At first repaint they were painted into blue /grey with full yellow ends, none ever running in all-blue livery.

Further Orders of Units
(Phase 2 units - 1969)

These units were considered satisfactory in service and a further order was placed on 23^rd June 1969 for more of each type, these ten 12-car trains being to replace the 4 COR, 4 BUF and 4 GRI stock on the Waterloo to Portsmouth line and were delivered in 1970 as 4 CIG nos.7337 - 7366 and 4 BIG nos.7049 - 7058.

These units were again built at York works but had a number of detail differences from the earlier units, principally that the motor bogies were of a new type designated the Mk 6, the electric parking brake was abandoned (reverting to the normal arrangement of conventional handbrakes in each cab) and the seating was to a different design with a plainer style lacking side headrests and armrests against the bodysides. Furthermore, the doorways to vestibules lacked draught screens and the luggage racks did not incorporate reading lights as on the earlier sets.

Again, the buffet cars were delivered late and therefore not formed into units in numerical sequence. A follow-on order placed on 14^th October 1969 for further units to replace the remaining 4 COR units on the Central division and Reading lines were delivered in 1971 & 1972 as units nos.7367 - 7437 and one further unit was built to replace 4 CEP 7181 lost in the Marden collision, this being numbered 7438 and ordered on 8^th May 1970. All these later units were delivered new in blue /grey livery with full yellow ends.

LOT numbers for the 4 CIG and 4 BIG vehicles, dates of order, electrical codes and diagram numbers were as follows:

Note: the BR code was allocated in the late 1970s and replaced the diagram numbers.

Unit nos.	Coaches	Type	Lot No.	Date	SR Code	Diag. No.	BR Code
7031-7048	76058-76075	DTC	30740	9-Aug-63	FA	452	EE3.63.0A
	62053-62070	MBS	30742	9-Aug-63	EA	423	ED2.60.0A
	69301-69318	TB	30744	9-Aug-63	BP	427	EN2.60.0A
	76112-76129	DTC	30741	9-Aug-63	FA	453	EE3.64.0A
7301-7336	76022-76057	DTC	30740	9-Aug-63	FA	452	EE3.63.0A
	62017-62052	MBS	30742	9-Aug-63	EA	423	ED2.60.0A
	70695-70730	TS	30743	9-Aug-63	BO	472	EH2.75.0A
	76076-76111	DTC	30741	9-Aug-63	FA	453	EE3.64.0A
7049-7058	76561-76570	DTC	30802	23-Jun-69	FA-1A	453	EE3.64.1B
	62277-62286	MBS	30804	23-Jun-69	EA-1A	423	ED2.60.1B
	69330-69339	TB	30805	23-Jun-69	BP-1A	427	EN2.60.1B
	76571-76580	DTC	30803	23-Jun-69	FA-1A	452	EE3.63.1B
7337-7366	76581-76610	DTC	30806	23-Jun-69	FA-1A	453	EE3.64.0B
	62287-62316	MBS	30808	23-Jun-69	EA-1A	423	ED2.60.1B
	70967-70996	TS	30809	23-Jun-69	BO-1A	472	EH2.75.1B
	76611-76640	DTC	30807	23-Jun-69	FA-1A	452	EE3.63.0B
7367-7437	76717-76787	DTC	30814	14-Oct-69	FA-2A	453	EE3.64.2B
	62355-62425	MBS	30816	14-Oct-69	EA-2A	423	ED2.60.2B
	71035-71105	TS	30817	14-Oct-69	BO-1A	472	EH2.75.1B
	76788-76858	DTC	30815	14-Oct-69	FA-2A	452	EE3.63.2B
7438	76859	DTC	30827	8-May-70	FA-2A	453	EE3.64.2B
	62430	MBS	30829	8-May-70	EA-2A	423	ED2.60.2B
	71106	TS	30830	8-May-70	BO-1A	472	EH2.75.1B
	76860	DTC	30828	8-May-70	FA-2A	452	EE3.63.2B

Allocations

These units were used throughout the Central and South Western divisions; none at this stage being used on the South Eastern at this time. The original batch of parking brake fitted units usually remained restricted to Central Division routes for crew familiarity reasons. A batch of defective bearings fitted to units during overhauls affected units from mid-1974 until the end of the year, with several being stored out of use, a few for some months.

TOPS

In 1972 these units were allocated class numbers under the BR TOPS classification system, the 4 CIG units becoming Class 431/1 and the 4 BIG units 431/2, though this was revised from 1975 to be more comprehensive, with the parking brake units now becoming Class 421/1 (4 CIG) & 420/1 (4 BIG) and the later batches 421/2 (4 CIG) and 420/2 (4 BIG).

The designation was again altered in 1983 with the 4 BIG units becoming class 422/1 (parking brake) and 422/2 (later build) and these were the basis of a renumbering scheme for the 4 BIG units from April 1985; these becoming nos.2101 ‑ 2112 (the remaining original Brighton line units now class 422/1 and renumbered in order of shopping following asbestos removal), and nos.2201 ‑ 2210 (the later Portsmouth line batch now class 422/2).

The 4 CIG units were subject to a similar exercise from July 1987 with nos.7301 - 7336 being renumbered nos.1100 - 1136 (Class 421/1), and later units now Class 421/2 becoming nos.1237 - 1300 (ex.7337 - 7400) and nos.1201 - 1236 (ex.7401 - 7436) both these number ranges having gaps due to units having been previously facelifted.

Asbestos Removal & Facelifting

As the older Brighton line batch of units were built containing blue asbestos insulation, a program to remove this was commenced in the mid-1980’s following the 4 CEP refurbishing programme. Most units were dealt with at Eastleigh though a few were done at Wolverton and whilst the units were heavily stripped out the opportunity was taken to give them a facelift.

This was nothing like as extensive as that carried out on the 4 CEP units and consisted mainly of fitting fluorescent lighting and public address systems. Facelifted units were renumbered into a new series upwards from no.1701 in the order of shopping and six number 4 BIG units lost their buffet cars; some of these being converted to trailer seconds with one being scrapped.

1986 Renumbering

Surviving 4 BIG units gained their 2101 ‑ 2112 numbers, those converted to 4 CIGs being added to the 1701 number series. The later batches of units did not have blue asbestos insulation but a similar facelift programme for these units commenced in May 1986 with 4 CIG units being renumbered into a new series upwards in order of out shopping from 1801; the 4 BIG units retaining their 22xx numbers, though three of these were also converted to 4 CIG units by the rebuilding of their buffet cars as trailer seconds.

The first eleven facelifted ‘phase 1’ 4 CIGs were repainted into the new London & South East Sector two‑tone brown livery, but following the decision to supersede this with the later Network South East (NSE) red /white /blue livery; they were repainted into these colours fairly quickly and units from no.1807 onwards in the later series facelift units carried this livery.

Non-facelifted units were also repainted into these colours as well. A further renumbering scheme affected the earlier batches of parking brake units (October 1989) in an effort to limit the number of Mk 4 motor bogie changes required on the higher mileage buffet units; the twelve remaining 4 BIG units fitted with this type of bogie exchanged their buffet cars with trailer seconds from twelve 4 CIG units from the later batches and were renumbered 1751 – 1762 with the twelve ‘new’ buffet units becoming nos.2251 - 2262.

The continuing facelifting programme on the earlier type 4 CIG units later absorbed the 1751 number series as units were outshopped renumbered following on from facelifts; the eventual number range grouping all parking brake fitted units into one series from 1701 ‑ 1753.

All these units remained allocated to Brighton depot, but some of the later 4 CIG units started to be allocated to the South Eastern division from July 1991.

Greyhounds

A further renumbering scheme to affect the 4 CIG fleet commenced during May 1990 when several units allocated to Fratton (later Eastleigh following closure of Fratton as a maintenance depot) were modified to give a faster acceleration rate, the so called ‘Greyhound’ modification. These were renumbered into a new series upwards from 1301. A total of twenty-two units were eventually dealt with.

Rebogied Units

A small number of the earlier units had their Mk 4 motor bogies exchanged with the Mk 6 variety from April 1993, these being recovered from withdrawn 4 REP units though now fitted with standard EE507 motors, these rebogied units being renumbered into a further new series 1901 ‑ 1908, leaving gaps in the 1701 ‑ 1753 series.

8 DIG Units

Four 4 BIG and four 4 CIG units recently overhauled were permanently coupled from May 1993 to form four 8 DIG units to work the fast Victoria to Brighton services; these units having some internal enhancements. This small sub‑fleet included units nos,1901 & 1902 recently renumbered, these two units having only run with their new numbers for a very short period.

Privatisation

Under the BR privatisation arrangements, the 4 CIG and 4 BIG fleet was split between all three of the new rolling stock leasing companies, the buffet units all going to Porterbrook Leasing Company Limited, 4 CIG units working on South West Trains routes also South Eastern routes going to Eversholt Rail Leasing Limited (this included all the ‘Greyhound’ units) and those working on Network South Central being allocated to Angel Train Contracts Limited (this included all the early parking brake units).

However, Porterbrook Leasing Company Limited gained ownership of four 4 CIG units, these being the four formed as part of the 8 DIG fleet.

The 8 DIG units were disbanded from January 1997, the 4 BIG units reverting to their previous identities. The 4 CIG portions were the only 4 CIG units owned by Porterbrook Leasing Company Limited and three reverted to their previous numbers, 1801 /1901 & 1902 whilst the former no.1875 became no.1802 (this number vacant due to earlier 4 BIG reformations); this being undertaken to keep these Porterbrook Leasing Company Limited units easily identifiable.

Off-lease Units

Reduced unit requirements on Network South Central resulted in four other units being ‘off lease’ and stored from May 1995 with a further two were similarly stored in September 1995; all these stored units being from the Mk 4 motor bogie batch.

The ‘off lease’ units were swapped with five different ones during 1997, the one unit not returning to service having a driving trailer completely rebuilt with a new body as a prototype for a possible rebuilding scheme for further units.

The five units ‘off lease’ were overhauled at Eastleigh early in 1998 and all had returned to traffic by May on ‘short‑term’ leases to Connex; two working on the South Central franchise and the remaining three on the South Eastern franchise. These five units had the electric parking brakes removed during these overhauls and were painted very light grey to distinguish them from other units on longer term lease. Responsibility for the cost of overhaul of these five remained with Connex.

Buffet Cars

Decreasing use of buffet cars led to eleven of the surviving 4 BIG units losing their buffet coaches during 1997 and having the compartment areas of both DTC coaches stripped out and replaced with open seating, the units being reclassified as 3 COP and renumbered 1401 – 1411; these units then being used on Coastway services from Brighton where vandalism was a problem. Seven of these were from the no.2201 - 2210 batch, the remaining four from the no.2251 - 2262 batch. The surviving eight 4 BIG units all lost their catering facilities late in December 1997, though the buffet cars remained formed in the units.

Connex Livery

Units leased to Connex South Central began to appear in their yellow /white livery during 1997, though a few were initially outshopped in all white (nicknamed ‘ghost’ units) whilst problems with painting on the yellow areas were solved. Similarly, those working for South West Trains also started gaining their new red /white /orange /blue livery during 1997.

SWT

South West Trains took over the leases of the surviving eight 4 BIG units from May 1999, though two had been operating for them since June 1998. All ran briefly with the buffet facilities out of use prior to being taken to Eastleigh for overhaul and repainting in SWT livery. During these overhauls the buffet cars were withdrawn for disposal and replaced by former 4 CEP TSO vehicles spare since the reduction of a number of 4 CEP units to three cars on Connex South Eastern. These reformed units were then renumbered into a further new series, Class 421/9 from no.1392 to 1399. The 4 CEP vehicles were equipped with B5 bogies to match the remainder of the trailer coaches whilst the motor coaches gained the ‘Greyhound’ modification.

TPWS

The fitting of TPWS (Train Protection Warning System) began in February 1999 when CSE unit 1878 had a trial installation for test assessment over the Tonbridge - Hastings line which was one of the experimental trial routes equipped. All remaining CSE allocated units were done late in 1999 with the exception of the three ‘white’ units 1701/42/48 also unit 1812 still in use for experiments with CDL (Central Door Locking) and ‘Cup & Cone’ trials. The fitting of this equipment was to be mandatory for all units remaining in service after 31^st December 2002 and 18xx units working on the South Central routes began to be fitted at Lovers Walk from April 2002, whilst most of the 17xx & 19xx units were done at Eastleigh works, though some units of these batches were not planned to be fitted but withdrawn instead before the deadline.

The 3 COP units were also not included in the scheme as they were planned to be amongst the first units displaced by new Class 375/377 units in September 2002, but plans were changed and these units were then retained for longer and fitted, displacing more 4 CIG units for disposal. SWT had not commenced fitting any of their 4 CIG units by June 2002, but a programme commenced soon afterwards and all were eventually fitted.

Class 375 Introduction

Introduction of further Class 375 units on South Central (initially on Coastway services from December 2002) displaced many of the 3 COP units, these then being used elsewhere covering 4 CIG diagrams. This led to the first withdrawals of undamaged 4 CIG units with units nos.1702 /1703 /1705 /1706 /1707 /1731 & 1750 all being taken out of service in December 2002 and January 2003 with five going to storage at Shoeburyness.

Unit no.1705

Withdrawn unit no.1705 was retained for restoration to green livery and its original number of 7301 as a ‘heritage’ unit. However, this did not take place and it remained at Selhurst depot used for train evacuation training exercises into 2004.

377 Delays

Units nos.1709 /1710 /1734 /1736 & 1737 remained in traffic not TPWS fitted for the time being, subsequently nos.1710 & 1734 were fitted and the other three withdrawn.

Delays in bringing further Class 375 units into service on Connex South Eastern led to their three ‘white’ units being fitted with TPWS after all during March 2003; all running on into 2004.

Further introductions of new Class 377 units on South Central and Class 375/9 units on South Eastern Trains saw further 4 CIG units withdrawn early in 2004, units from all batches being affected - mostly as they became due for bogie overhauls. Four of the 3 COP units were withdrawn in the latter part of 2003, whilst the remainder in traffic were augmented to 4-car by the insertion of a 4 CIG TSO vehicle recovered from units already withdrawn. Further batches of 4 CIG units from both SET & Southern (as South Central was now known) were withdrawn around the timetable change of 24^th May 2004, including one of the SET ‘white’ units and the first of the 4 COP units.

Final Withdrawals

Continued introductions of new ‘Desiro’ units on SWT, both 4-car Class 450 and 5-car Class 444 versions, saw the commencement of withdrawals of SWT’s 4 CIG units; a few of the 13xx batch of ‘Greyhound’ units going in July, whilst a start was made on the 18xx units in September.

On SET withdrawals of 4 CIG units continued through the summer of 2004 and the last unit allocated to Ramsgate, 1843, was withdrawn in November. The first of the hybrid 139x batch of units on SWT was disbanded in October 2004, the ex 4 CEP TSO being withdrawn and the remaining three 4 CIG vehicles being formed as a 3-car unit numbered 1499 for use on the Lymington line.

On ‘Southern’ withdrawals of units continued steadily and in early February 2005, the last complete ‘phase 1’ unit (no.1704) was withdrawn for disposal. Withdrawals also affected the 4 COP batch, and the final one of these to run in traffic (no. 1411) was withdrawn in March 2005, resulting in the final withdrawal from service of vehicles from the original batches of ‘Brighton’ units.

Two further SWT units (nos. 1883 and 1888) were disbanded in January 2005 and their TSO coaches withdrawn; the remaining three coaches of each then receiving modifications at Wimbledon Park and conversion to units nos.1497 and 1498 for long‑term use on the Lymington branch. These alterations involved the provision of a disabled area in the former brakevan and both were finished in ‘heritage’ liveries.

Further withdrawals on SWT saw their last two units of the 18xx series withdrawn at the end of April 2005 and the final ‘Greyhound’ unit withdrawn in late May 2005, leaving just two of the 139x batch to run until 26^th May which was the last day of scheduled slam‑door operation on SWT.

This just left a few remaining 18xx units working for ‘Southern’ and more withdrawals here saw only two units, 1805 and 1866, working into August 2005. These two were withdrawn after operation of the ‘Sussex Slammer’ Railtour 19^th December 2005, bringing an end to operation of 4 CIG units. Just the two 3-car units modified for working on the Lymington line then remained in traffic, these gaining various exemptions to allow operation (on this line only) beyond 2005. These two units remained in use on this line until 22^nd May 2010 when they were finally replaced by Class 450 units from the timetable change.

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Unit no.7336 trailing (last built ‘Brighton’ 4 CIG) a classic ‘ICBC’ formation as it leaves Gatwick Airport platform 4 (Up Fast) for Victoria on Saturday 9^th September 1978.

© John Atkinson

4 CIG units nos.7301 – 7336
(Phase 1 units for the Brighton Line)

These units were the first of the class to enter service from March 1965 on Central Division services, all painted in green livery with small yellow warning panels. Each unit consisted of a Driving Trailer Composite (DTC) at each end, a Motor Brake Second (MBS) and a Trailer Second (TSO).

Overall length of each unit was 265' 8½", each weighed 148 tons and seated 42 first and 192 second-class passengers.

With original Trojan moquette, saloon end of ‘Brighton’ DTC diag. no.453 car looking past the toilets into the adjacent MBS.

© Alan Hawes /SEG Archives

DTC (Driving Trailer Composite)

The DTC comprised a driver's cab with a gangway incorporated in the cab end and fitted with similar equipment to those of the earlier 4 CEP units. Also fitted was a ‘series only’ switch for use when ascending the Folkestone Harbour branch (although these units never worked there) and diesel-engine start-capability (auxiliary buttons) for use when the unit was operating with diesel or electro‑diesel locomotives. These buttons (auxiliary power on & auxiliary power off) enabling the engine to be started remotely from the cab of the unit; a feature being fitted to all subsequent ‘1963 type’ units.

4 CIG auxiliary power on & auxiliary power off buttons

© Paul Hubbard

Behind the cab was a full width entrance vestibule with inwards opening doors for driver access, there being a swing door on the offside leading to a passenger corridor past the first-class compartments. Each DTC had four compartments, all being to first-class standards. However, in one DTC (marshalled next to the motor coach) the innermost compartment was equipped to second-class standards (although built to first-class dimensions).

With original pattern moquette, first-class compartment in a ‘Brighton’ DTC diag. no.453 car. Note the adjustable seats (the pull-handle can just be seen under the leading edge on the centre-seat squab). The arm-rests were fixed and in the smoking compartments, had a built-in ash-tray in their ends. Above is the ‘string’ luggage /umbrella rack, shoulder lamps and mirror. The floor is covered by a loose-fitted carpet.	With original plain pattern moquette, single standard-class compartment in a ‘Brighton’ DTC diag. no.453 car. Four-aside fixed seating with no central armrests or seat adjustment in this non-smoking compartment. Like the first-class compartments, the bulkhead panelling was rosewood-effect Formica. Out of sight is the heating control switch above the compartment’s sliding door. The floor is bare linoleum without any carpeting.
© Alan Hawes /SEG Archives	© Alan Hawes /SEG Archives

Each first-class compartment seated six and that behind the cab had an access door, there also being one opposite in the corridor. At the far end of the corridor alongside the compartments (on the secondman’s side) a further swing door divided the corridor from the second-class saloon, this door being situated one compartment further towards the cab in the DTC with the second-class compartment (which seated eight).

This swing door led into a wide full width vestibule with four seats along the compartment side wall and access doors on each side. Opposite these were draught screens with an opening leading to the three-bay passenger saloon, that at the far end of the coach having an access door on each side. A central sliding door divided this saloon from a short passageway between two lavatories.

This DTC coach weighed 35 tons and seated either 24 first and 28 second (Diagram No. 452) or 18 first and 36 second (Diagram No. 453) depending on the second-class compartment configuration.

With original Trojan moquette, saloon end of ‘Brighton’ MBS. Note gangway side-headrests with their integral grab handles, below which was a moquette-covered padded panel for the comfort of standing passengers. The later Portsmouth units did not have these; the grab-rail being along the ridge of the seat backs. In the distance is the four-seat bench across the partition to the guard’s compartment. Photographed in-works, a cover has been removed above the gangway on the centre draft-screen; the bay beyond having external passenger doors.

© Alan Hawes /SEG Archives

MBS (Motor Brake Second)

The Motor Brake Second vehicle was marshalled with the luggage van area towards the centre of the unit, so entering from the driving trailer there was a full width entrance vestibule with access doors both sides divided from the saloon by a central sliding door.

Seating was in a seven-bay saloon, with draught screens dividing this into four and three, the seats beyond this screen having outside access doors each side. The final bay had four seats arranged along the partition dividing the saloon from the guards' van and an offset door (to the nearside when the motor coach second vehicle in direction of travel) led to a gangway past the guard's van and the luggage area, which was 12' 5" long.

The gangway was divided from the guard's compartment by a sliding door and separated from the luggage area by a wire mesh screen with double sliding doors. An inwards opening door gave access to the guard's compartment, a similar one on the corridor side blocking the corridor when opened.

There were double outwards opening doors on each side by the luggage area, and the gangway kinked round to give access to the gangway through to the trailer second. This MBS coach weighed 48 tons and seated 56 second and was to diagram no 423.

With original Trojan moquette, ‘Brighton’ TS. Note metal luggage racks with integral reading lamps (these had glass shades); the later Portsmouth units did not have these lamps.

© Alan Hawes /SEG Archives

TS (Trailer Second)

The trailer second had a full width entrance vestibule at each end divided from the saloon by sliding doors. Seating was in a nine‑bay saloon with side access doors to the centre-most bay along with a draught screen to one side of these seats dividing the saloon into five and four bays. This coach weighed 31 tons and seated 72 second and was to diagram no 472.

Interior Decor

Interior decor of these units was similar to that of the earlier 4 CEP and 4 BEP fleet with saloon panelling in white at the ends and steel blue on bodysides with a black strip below window level. Sliding doors had white panelling on both sides, whilst sliding compartment doors were grey.

Seating material was the grey with multi-coloured dots ‘Trojan’ pattern in second-class areas with a charcoal black in first-class compartments. Seating units in saloons had green patterned Formica panelling alongside the gangway.

Curtains were a mustard /yellow colour (later changed to orange) and internally compartments were equipped with cream-coloured pull-down blinds.

Delivery of Units

New units were delivered direct from York works to Selhurst depot (some being steam-hauled en-route) where they were fitted with shoegear, commissioned and tested. The first (no.7301) arrived on 21^st September (with ‘paint date’ 18^th September 1964) with the first trial run taking place on 14^th October 19t64 to Brighton with trips to Ford made in the next few days.

Driver training runs commenced from 2^nd November 1964 and the unit was displayed at Waterloo on 6^th November 1964 prior to being taken to Eastleigh 9^th November 1964 for some minor modifications (these then being incorporated into subsequently built units). It was released 23^rd November 1964.

Units nos.7302 and 7303 arrived at Selhurst early in November 1964 and the remainder then followed at regular intervals. It had been planned to deliver the first eighteen 4 CIG units (followed by the 4 BIG units) then the remaining eighteen 4 CIG units, but late completion of the buffet cars led to this being altered with the 4 BIG units being delivered alongside the higher numbered 4 CIG units.

Public Running

The first public trips with the new units took place on 29^th March 1965 with units 7305 /7313 /7314 working 08.20 Brighton to London Bridge and 09.30 return followed by a press special to Lewes at 11.52 (with a 12. 35 return) before running empty to London Bridge to work the 17.02 to Eastbourne and empty back to Brighton.

With the exception of the two press specials, these trains became the first regular 4 CIG workings. Some newly delivered units were stored for a time at Ford pending commissioning at Selhurst, units 7306 /7307 being there at the end of February 1965.

CIG units no.7301 – 7336 out of York

Release dates from York Carriage works were as follows:

7301 19-Sep-64	7302 19-Oct-64	7303 31-Oct-64	7304 31-Oct-64	7305 28-Nov-64	7306 28-Nov-64
7307 26-Dec-64	7308 26-Dec-64	7309 26-Dec-64	7310 30-Jan-65	7311 27-Mar-65	7312 27-Mar-65
7313 27-Mar-65	7314 27-Mar-65	7315 27-Mar-65	7316 24-Apr-65	7317 24-Apr-65	7318 24-Apr-65
7319 11-Sep-65	7320 11-Sep-65	7321 11-Sep-65	7322 9-Oct-65	7323 9-Oct-65	7324 9-Oct-65
7325 9-Oct-65	7326 6-Nov-65	7327 6-Nov-65	7328 6-Nov-65	7329 6-Nov-65	7330 11-Dec-65
7331 29-Jan-66	7332 29-Jan-66	7333 29-Jan-66^1	7334 26-Feb-66	7335 26-Feb-65	7336 26-Mar-66

Into Service

Once all were delivered, these units took over many of the main‑line workings on the Central Division, being seen as far west as Portsmouth and east at Ore. Some South Eastern drivers at Ashford were trained on them to enable transfer trips to /from Chart Leacon repair shop to operate and similar arrangements were made with some South Western drivers to allow units to reach Eastleigh works.

Possibly the first passenger trip off the Central division took place on 15^th August 1965 when units nos.7313 & 7316 were used on an excursion from Clapham Junction to Ramsgate via Birkbeck.

Units were based for maintenance at Lovers Walk depot and received regular bogie changes at Chart Leacon whilst body overhauls were done at Eastleigh works.

SWD ‘Push-Pull’ trials

Units were loaned to the SWD for a series of ‘Push-Pull’ trials with an 8 CIG formation coupled to an EDL (electro-diesel locomotive), these workings based at Stewarts Lane /Wimbledon Park commenced on 14^th June 1965 in connection with the Bournemouth electrification scheme with units nos.7316 & 7317 in use on the first day. A further series in September 1965 saw units 7301 /7311 & 7317 in use with two number EDLs.

Liveries

All units were repainted into blue /grey livery with full yellow ends from mid‑1967, units nos.7301 /7303 /7304 & 7320 having gained full yellow ends whilst still in green, those on unit 7303 (the first done in March 1967) wrapping round onto the bodyside as far back as the first crew door. The last green 4 CIG unit to run was no.7302 (repainted in October 1970) this having been the only green unit repainted in its original style with green ends in January 1967.

Facelifting

These units started to receive facelifts, often combined with asbestos removal during the mid-1980s involving the provision of fluorescent lighting and public address systems and in some cases, an alteration to the seating with headrests and armrests removed by the seats against the bodysides.

Units so treated were renumbered into a new series upwards from no.1701 in order of shopping. However, some units had asbestos stripping without the facelift and were later renumbered into a series nos.1100 to 1130 from June 1987, retaining their last two digits. Subsequently these units were also facelifted and further renumbered into the 17xx range, again in order of shopping.

Compartment Changes

Facelifted units (along with one asbestos strip unit - no.7310) had the seating layout in the DTC coaches altered and standardised at each end. The compartment nearest the cab (i.e. the one with the external door) was downgraded to second-class whilst in the DTC with a former second-class compartment at the inner end, this was upgraded to first-class. The latter involved moving the door in the corridor to a new position at the corridor end. In this form both DTC coaches seated 18 first and 36 second and unit totals were altered to 36 first and 200 second.

Unit formations
(nos.7301 – 7336)

Date below unit number is date of first release to traffic.

‘Date In’ column is date unit to works for asbestos strip (A) or asbestos strip & facelift (F). Most units were done at Eastleigh, but those done at Wolverton are shown with a (W). Facelift units emerged from works with new 17xx numbers as shown. Code is the electrical code allocated to each vehicle.

Unit No.	DTC	MBS	TS	DTC	Date in	New No.
Diag. No. Code	453 FA	423 EA	472 BO	452 FA
7301 4-Nov-65	76076 76118 76076	62017 62059 62017	70695	76022 76064 76108 76022	1-July-85 (F)	1705
7302 27-Mar-65	76077 76118 76077	62018 62060 62018	70696	76023	26-Feb-86 (F)	1714
7303 7-Mar-65	76078	62019	70697	76024 76074 76024	30-Oct-85 (F)	1710
7304 29-May-65	76079	62020	70698	76025	8-Jan-86 (F)	1712
7305 27-Mar-65	76080 76111 76080	62021 62040 62021	70699	76026	11-Dec-85 (A)(W)	1105 (May-87)
7306 7-May-65	76081	62022	70700	76027 76072 76034 76072 76027	28-May-86 (F)	1718
7307 2-Aug-65	76082 76128 76082	62023 62069 62023	70701	76028 76074 76028	18-Mar-86 (F)	1715
7308 28-Jun-65	76083	62024	70702	76029	7-May-86 (F)	1717
7309 28-Jun-65	76084	62025	70703	76030	27-Aug-85 (F)	1707
7310 7-May-65	76085	62026	70704	76031	Jul-84 (A)	1110 (Jun-87)
7311 4-Sep-65	76086	62027	70705	76032	1-Dec-83 (A)(W)	1111 (Jun-87)
7312 7-May-65	76087	62028	70706	76033	21-Feb-85 (F)	1701
7313 16-Mar-65	76088	62029	70707	76034 76072 76034	24-Nov-86 (F)	1725
7314 19-Mar-65	76089	62030	70708	76035	Jan-85 (A)	1114 (Jun-87)
7315 7-May-65	76090	62031	70709	76036	19-Aug-86 (F)	1721
7316 6-Jul-65	76091	62032	70710	76037	16-Jan-85 (A)	1116 (Jun-87)
7317 4-Sep-65	76092 76125 76092	62033 62066 62033	70711	76038 76071 76038	13-Jun-85 (F)	1704
7318 4-Jan-65	76093	62034	70712	76039	2-May-85 (A)(W)	1118 (Jun-87)
7319 29-Oct-65	76094	62035	70713	76040	7-Aug-85 (F)	1706
7320 2-Oct-65	76095	62036	70714	76041	Not sent	1120 (May-87)
7321 13-Nov-65	76096	62037	70715	76042	Not sent	1121 (Aug-87)
7322 29-Oct-65	76097	62038	70716	76043	1-May-85 (F)	1703
7323 13-Nov-65	76098 76119	62039 62060	70717	76044 76065	28-Nov-85 (A)(W)	1123 (Jun-87)
7324 13-Nov-65	76099	62040 62021 62040	70718	76045	4-May-87 (F)	1728
7325 27-Nov-65	76100	62041	70719	76046	15-Apr-86 (F)	1716 /1719
7326 3-Jan-66	76101	62042	70720	76047	10-Apr-85 (F)	1702
7327 29-Nov-65	76102	62043 62064 62043	70721	76048	20-Aug-85 (A)(W)	1127 (Jun-87)
7328 3-Jan-66	76103	62044	70722	76049	8-Oct-85 (F)	1709
7329 8-Dec-65	76104	62045	70723	76050	8-Apr-87 (F)	1729
7330 3-Jan-66	76105	62046 62064 62046	70724	76051 76113^2	5-May-87 (F)	1730
7331 31-Mar-66	76106	62047	70725	76052	17-Sep-86 (F)	1722
7332 10-Mar-66	76107	62048	70726	76053	14-Oct-86 (F)	1723
7333 31-Mar-66	76108	62049	70727	76054	Withdrawn Dec-78	-
7334 2-Apr-66	76109 76123 76109	62050 62064 62050	70728	76055 76069 76055	22-Jan-87 (F)	1736
7335 25-Apr-66	76110	62051	70729	76056	16-Sep-85 (F)	1708
7336 2-Apr-66	76111 76080 76111	62052	70730	76057	10-Feb-87 (F)	1727

‘New’ units formed from 4 BIG units (with buffet cars removed)
Unit No.	DTC	MBS	TS	DTC	Date in	New No.
Diag. No. Code	453 FA	423 EA	472 BO	452 FA
7299 1-Jul-86	76098 (7038)	62039 (7038)	71021^3 (7840)	76044 (7038)	14-Jul-86 (F)	1720
7300 7-Mar-86	76125 (7044)	62066 (7044)	71051^4 (7383)	76071 (7044)	23-Nov-85 (A)(W)	1100 (Jun-87)

Footnote (nos.7301 – 7336)
1	DTC 76108 and MBS 62064 released 26-Feb-66.
2	DTC Diagram 453.
3	4 VEP TS, Diagram 474, Code BQ.
4	TS Code BO-1A.

No.	Individual Unit Notes
7301	Unit commenced service 31‑Mar‑65. TS 70695 exchanged with TB 69307 (ex.7037) about Apr‑79 and units exchanged identities whilst damaged vehicles of 7037 (76118 + 62059 + 76064) repaired following damage in the Patcham collision of 19‑Dec‑78. Unit back to traffic mid-June 1979 formed 76118 + 62059 (both 7037) + 70695 (7301) + 76108 (7333). 76108 replaced by 76076 returned from 7037 from 30‑Jun‑79 and unit reverted to original formation from 19‑Jul‑79.
7302	Unit commenced service 29‑Mar‑65. DTC 76077 and MBS 62018 both temporarily exchanged with 76119 and 62060 (both ex.7038) for about four weeks in Apr-84 pending fire damage repairs to 62060.
7303	Unit commenced service 7‑May‑65. Unit to Eastleigh for C6 overhaul 16‑Feb‑67, released 16‑Mar‑67 still green but with full yellow ends which wrapped around onto bodysides as far back as the first crew door. Unit rammed by D7013 at Portsmouth & Southsea High level 15‑Dec‑71 and to Eastleigh 6‑Jan‑72 for C1 overhaul and repair, released 24‑Mar‑72. Unit completely derailed at Southerham Junction 15‑Jun‑76 and DTC 76024 after repair temporarily exchanged with damaged 76074 (ex.7047) Oct-76 to Jan‑77 when all four repaired at Eastleigh and unit back to normal formation.
7304	Unit commenced service 29‑May‑65.
7305	Unit commenced service 29‑Mar‑65. Unit suffered problems with underframe alignment and MBS 62021 exchanged with similarly defective 62040 (ex.7324) at Lovers Walk 20‑Feb‑66; unit back to York works for rectification between 28‑Feb‑66 and 9‑May‑66. No.62040 then exchanged back with 62021. Unit slightly damaged (details unknown) in May-66 and to Eastleigh for repairs between 1‑Jun‑66 and 7‑Jul‑66. DTC 76026 damaged about Sep-67 (details unknown) and DTC 76080 temporarily exchanged with damaged 76111 (ex.7336) and unit to Eastleigh 27‑Sep‑67 for C6 overhaul and repair. Released 13-Oct-67 in blue/grey livery still mis-formed, unit reverted to original formation at Lovers Walk in Nov-67 after 7336 also overhauled and painted blue /grey. Unit to Wolverton 11‑Dec-85 for asbestos strip, released 17‑Apr-86.
7306	Unit commenced service 7‑May‑65. DTC 76027 exchanged with 76072 (ex.7045) Jan-84 and unit out of service. Early in Feb-84 76072 exchanged with 76034 (ex.7313) and unit still held out of service. These two vehicles swapped back after about a week and 7306 back to traffic still mis-formed with 76072 in place of 76027. Reverted to original formation 3-Aug4, but not before unit overhauled at Chart Leacon and fitted with AWS so 76027 was missed and unit returned to Chart Leacon Jun-84 for this coach to be fitted.
7307	Unit commenced service 2-Aug‑65. TS 70701 temporarily exchanged with TB 69317 (ex.7047) Apr‑78 and remaining three cars of unit ran as 4 BIG no.7047 for a few days.
7308	Unit commenced service 28‑Jun‑65.
7309	Unit commenced service 28‑Jun‑65. One DTC (which?) damaged in collision with unit no.2121 in Three Bridges sidings c.1-Aug‑69.
7310	Unit commenced service 7‑May‑65. Unit to Eastleigh Jul-84 as a prototype for asbestos stripping. Released 15‑Feb-85 and had both DTCs modified with a second-class compartment at the outer end (behind cab) and three first-class compartments innermost, both DTC coaches now seating 18 first and 36 second and unit total now 36 first and 200 second. This seating arrangement became standard for all facelifted 4 CIG units, but this remained the only non-facelifted 4 CIG unit to run in this form.
7311	Unit commenced service 4‑Sep‑65. Unit to Wolverton c.1‑Dec-83 as a prototype for asbestos stripping. Released 2‑Nov-84.
7312	Unit commenced service 7‑May‑65.
7313	Unit commenced service 29‑Mar‑65. Unit damaged about Jul-67 (details unknown) and DTC 76088 and MBS 62029 damaged, unit to Eastleigh 26‑Jul‑67 for C6 overhaul and repair, released 22‑Sep‑67 in blue /grey livery. DTC 76034 exchanged with 76072 (ex.7306 but from 7045) for about a week in Feb-84, reverted back to booked formation.
7314	Unit commenced service 29‑Mar‑65. Unit to Eastleigh for asbestos strip Jan-85, released 8‑Mar-85.
7315	Unit commenced service 7‑May‑65.
7316	Unit commenced service 6‑Jul‑65. MBS 62032 briefly exchanged with defective 62066 (ex.7048) Feb‑75. Unit to Eastleigh for asbestos strip 16‑Jan-85, released 3‑Jun-85.
7317	Unit commenced service 4‑Sep‑65 having been loaned to the SWD for Bournemouth line trials. TS 70711 exchanged with TB 69314 (ex.7044) Jan‑78 (details unknown) and unit ran as 4 BIG no.7044 until 2‑May‑78 when arrived at Eastleigh for C1 overhaul and reformed to normal when released 2‑Jun‑78. Unit damaged (details unknown) Apr-83.
7318	Unit commenced service 4‑Jun‑65. MBS 62034 briefly exchanged with defective 62066 (ex.7044) Nov‑75. Unit to Wolverton for asbestos strip 2‑May-85. Unit intended to be facelifted as 1705 but overhaul downgraded to C1 from C1F. Released 11‑Dec-85 but returned to works for rectification 9‑Jan-86 and released again 5‑Feb-86.
7319	Unit commenced service 29-Oct-65. Three coaches of unit fire damaged at Victoria 22‑Jul‑78 but repaired at Slade Green with 76040 + 70713 + 62035 being released 1‑Nov‑78.
7320	Unit commenced service 2-Oct-65. DTC 76041 slightly damaged about Mar-67 (details unknown) and unit to Eastleigh 31‑Mar‑67 for C6 overhaul and repair. Released 12‑May‑67 repainted in green livery.
7321	Unit commenced service 13‑Nov‑65
7322	Unit commenced service 29‑Oct-65.
7323	Unit commenced service 13‑Nov‑65. TS 70717 exchanged with TB 69308 (ex.7038) and units exchanged identities 28‑Nov-85 and no.7323 to Wolverton for asbestos strip as 76119 + 62060 + 70717 + 76065. Released 17‑Apr-86, this revised formation becoming permanent.
7324	Unit commenced service 13‑Nov‑65. MBS 62040 had underframe defect and exchanged with 62021 (ex.7305) from 20‑Feb‑66 to 9‑May‑66 whilst 62040 repaired at York as part of unit no.7305. Unit derailed and damaged at Victoria whilst mis-formed 23-Mar-66.
7325	Unit commenced service 27‑Nov‑65. One DTC of unit (which?) damaged c.1978 (details unknown) and unit to Slade Green for bodyside repairs. Unit to Eastleigh for asbestos strip and facelift 15‑Apr-86. TS 70719 replaced by 71768 rebuilt from buffet 69317 (ex.7047) and unit released 20-Aug-86 renumbered 1716. TS 70719 included in unit no.1719.
7326	Unit commenced service 3‑Jan‑66.
7327	Unit commenced service 29‑Nov‑65. Unit slightly damaged (where?) mid-1966, repaired by 29‑Jun‑66. MBS 62043 temporarily exchanged with 62064 (ex.7042) Oct-78 to Nov‑78 and unit out of use in this formation. Unit to Wolverton for asbestos strip 20-Aug-85, released 5‑Feb-86.
7328	Unit commenced service 3‑Jan‑66.
7329	Unit commenced service 8‑Dec‑65.
7330	Unit commenced service 3‑Jan‑66. Unit derailed at Copyhold Junction 28‑Jun‑71 and DTC 76105 slightly damaged. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I. K. A. McNaughton. His Copyhold Junction accident report summary stated: As the 06.41 Norwood Junction to Brighton 12-car EMU train was passing over the facing points where the Down Local line diverges from the Down Through line at Copyhold Junction, having passed the signal protecting the junction at a proceed aspect, the points moved under the leading coach, the leading bogie becoming derailed and the remainder of the train being diverted to the Down Local line. The points were operated by the signalman at Haywards Heath who, mistakenly, thought that the train was held at the protecting signal on account of a points failure. However, the failure occurred after the train had passed the signal and had the effect of destroying the approach locking on the facing points, leaving them free to be moved under the train. The speed of the train at the time of derailment was about 40 miles/hr. There were no casualties and only minor damage was caused to the leading coach and to the track and signalling. Unit out of use with defective bearings during late 1974, stored at Selhurst then Gatwick prior to movement to Chart Leacon c.3-Oct-74 where motors and shoes removed and unit back to Norwood yard for storage from 17Oct-74. Back to traffic c.Mar‑75. Unit stopped with defects about 27‑May-83 and DTC 76051 exchanged with 76113 (ex.7036 but originally from no.7032) and unit held out of service, both DTC coaches having a second-class compartment. MBS 62046 exchanged with 62064 (ex.7042) at this time. These MBS coaches swapped back Aug-83 and unit back to traffic; now seating 36 first and 200 second.
7331	Unit commenced service 3‑Jan‑66.
7332	Unit commenced service 10-Mar‑66.
7333	Unit commenced service 31‑Mar‑66. Unit badly damaged in the Patcham collision of 19‑Dec‑78 and DTC 76054, TS 70727 and MBS 62049 all withdrawn, officially from 9‑Apr‑79. 76054 scrapped on site, the other two being cut‑up later at Hassocks Apr‑79. DTC 76108, after repairs by Jun‑79, was sent to Eastleigh 21‑Dec‑79 for C1 overhaul where it remained until released 26‑Jan-81 as spare and used in numerous units with defective DTCs. HM Railway Inspectorate’s Inspecting Officer was Major C.F. Rose. His Patcham accident report summary stated: Shortly before 23.20, the 21.50 London (Victoria) to Brighton electric passenger train, formed of 12 coaches, was brought to a stand at Signal CA.4 some 506 yards north of Patcham Tunnel. At 23.22 it was struck violently in the rear by the 21.40 Victoria to Littlehampton electric passenger train, formed of 8 coaches. The driver of this train had received a single yellow (caution) aspect at signal CA.164, just over 1½ miles in rear of Signal CA.4, but the train's speed had not been significantly reduced by the time it passed the next signal, CA.6. This signal, which should have been showing a red aspect protecting the rear of the 21.50 train, was almost certainly unlit as the 21.40 train passed it. The train continued at speed until the driver made an emergency brake application on sighting the stationary train ahead. The brake application had little time to take effect and the train was still travelling at between 45 and 50 mile/h when it ran into the back of the one in front. The collision was very destructive and I regret to report that one passenger, together with the driver of the 21.40 train and another railwayman, who was on duty but travelling as a passenger, lost their lives. One passenger was seriously hurt, 6 were taken to hospital but were allowed home after treatment: and a further 50 received minor injuries.
7334	Unit commenced service 2‑Apr‑66. TS 70728 exchanged with TB 69312 (ex.7042) Mar‑78 and unit ran as 4 BIG unit no.7042 until Apr‑78.
7335	Unit commenced service 25‑Apr‑66.
7336	Unit commenced service 2‑Apr‑66. DTC 76111 damaged about Sep-67 and temporarily exchanged with 76080 (ex.7305) by 27‑Sep‑67 when no.7305 sent to Eastleigh for overhaul /repair. Mis-formed no.7336 ran until also to Eastleigh 12‑Oct-67 for C6 overhaul, released in blue /grey livery 27‑Oct-67 and units nos.7305 /7336 then reverted to original formations at Lovers Walk in Nov-67, both now blue /grey.

Back to Top

Sporting headcode ‘4’ unit no.7034 (4 BIG) approaches Clayton Tunnel on a frosty Saturday morning, 13^th January 1979 (taken from the public footpath to Hassocks). For a Brighton service, it was relatively unusual for the 4 BIG to be leading 8 CIG; normally this only happened on the Eastbourne services whereas on the West Coastway the 4 BIG was usually trailing (London-end).

© John Atkinson

4 BIG units nos.7031 – 7048
(Phase 1 units for the Brighton Line)

These units were introduced during 1965 to run with the 4 CIG units, but late delivery of the buffet cars meant that most were later into service than the 4 CIG units. The DTC & MBS vehicles were identical to those in the 4 CIG units, the TSO vehicle being replaced by a trailer buffet (TB).

4 BIG buffet car serving counter with steward on duty

© Jon Hills

TB (Trailer Buffet)

The Trailer Buffet vehicle consisted of a full width entrance vestibule with access doors both sides, followed by the servery area and kitchen. Opposite the serving hatch were four seat rests located longitudinally along the coach side, also a length of shelf for drinkers.

The remainder of the vehicle consisted of a five-bay saloon, the bay at the buffet end having access doors each side, the remaining four bays of seating all having tables. This saloon seated 40 in unclassified seating, which was available to ordinary second-class passengers when the buffet service was unavailable.

With original Trojan moquette, saloon end of ‘Brighton’ TB.

© Alan Hawes /SEG Archives

At the far end of the coach was a further full-width entrance vestibule with sliding door access to the saloon and access doors on each side.

The buffet car had its own motor generator set mounted below the underframe to supply power for the kitchen equipment, also a battery box which supplied the refrigerators when the unit was berthed with no power supply, and a water tank to supply the kitchen.

This coach weighed 34 tons and seated 40 passengers and was to diagram number 427. The Trailer Buffet was marshalled with the seating area towards the centre of the unit against the MBS.

With the serving-counter closed, the standing area alongside the buffet looking towards the buffet car’s tabled seating area. Note the curtains, litter bin, scalloped drinker’s shelf and moquette-covered posterior-perch on the lower right.

© Alan Hawes /SEG Archives

Into Service

Overall weight of these 4 BIG units was 151 tons and they seated 42 first and 160 second. Unit length was identical to the 4 CIG units at 265' 8½". These units all entered service in green livery with yellow panels on cab ends. All were repainted directly into blue /grey on first repaint from mid‑1967, unit no.7035 being the first blue /grey unit on Central Division in September 1967, whilst the last green 4 BIG unit (no.7047) was repainted about March 1970.

The first five 4 BIG units were delivered to Selhurst as 3-car sets without their buffet cars, nos.7032 & 7033 arriving 31^st May 1965. Units nos.7036 & 7037 came together as 5-car units with the first four buffet cars for nos.7031-4 and nos.7038 & 7039 arrived as 4-car units but including the buffet cars of the unit numbered three below them. However, all units were remarshalled and correctly formed during commissioning trials and entered service in their intended formations. Many spent quite a long period awaiting commissioning and the first batch of five units did not enter public traffic until the winter 1965 timetable from 4^th September 1965.

BIG units nos.7031 – 7048 out of York

Release dates from York Carriage works were as follows:

7031 22-May-65^5	7032 22-May-65^6	7033 22-May-65^7	7034 19-Jun-65^8	7035 19-Jun-65^9	7036 17-Jul-65^10
7037 17-Jul-65^11	7038 14-Aug-65^12	7039 14-Aug-65 13	7040 11-Dec-65	7041 11-Dec-65	7042 1-Jan-66
7043 1-Jan-66	7044 1-Jan-66	7045 1-Jan-66^14	7046 23-Apr-66	7047 May-66	7048 May-66

The 4 BIG diagrams covered the fast and semi-fast Victoria to Brighton trains, Victoria to Eastbourne (sometimes through to Ore) and Victoria to Littlehampton fast trains. They were also later intermixed with the existing 4 BEP units and worked on the Mid-Sussex line to Bognor Regis. They averaged higher mileages than the 4 CIG units for this reason. The buffet cars of each unit began to visit Eastleigh from October 1979 for modifications (microwave cooking?) with the damaged buffet car of unit no.7040 being the first treated.

These units were also subject to asbestos removal from the mid-1980s and were renumbered into a new series 2101 ‑ 2112, six units losing their buffet cars and going into the 11xx or 17xx series depending on whether facelifted at the time or not. DTC interior layouts were similarly amended to those of the original 4 CIG units, now both seating 18 first and 36 second, unit totals now being 36 first, 128 second and 40 buffet.

Unit formations
(nos.7031 – 7048)

Date below unit number is date of first release to traffic. Code is the electrical code allocated to each vehicle. With units under ‘warranty’ the initialism ‘rtw’ is ‘return to works’ (Wolverton) when it failed inspection.

Unit No.	DTC	MBS	TS	DTC	New no.	Date.
Diag. No. Code	453 FA	423 EA	427 BO	452 FA
7031 4-Sep-65	76112	62053	69301	76058	2111	28-Sep-85
7032 4-Sep-65	76113 76781^15 76113 76063^16	62054 62419^17 62054	69302	76059 76852^18 76059	2101	Apr-85
7033 4-Sep-65	76114	62055	69303 69306 69303	76060	1711	26-Mar-86
7034 4-Sep-65	76115	62056	69304	76061	2110	28-Nov-85^19 (rtw) 5-Feb-86
7035 4-Sep-65	76116	62057	69305	76062	1719 /1720	24-Oct-86
7036 9-Sep-65	76117	62058	69306 69303 69306	76063 76113 76051	2104	Apr-85
7037 5-Oct-65	76118 76076 76108 76118	62059 62017 62059	69307	76064 76022 76064	2106	Apr-85
7038 29-Oct-65	76119 76077 76119 76098	62060 62018 62060 62039	69308 71021^20	76065 76044	7299 /1720	30-Jun-86
7039 27-Nov-65	76120	62061	69309	76066	1724	9-Mar-87
7040 3-Jan-66	76121 76859^21 76844^22 76121 76108 76121	62062 62430^23 62411^24 62062	69310	76067 76860^25 76773^26 76785^27 76067	2105	Apr-85
7041 12-Feb-66	76122	62063	69311	76068	2107	Apr-85
7042 31-Mar-66	76123 76109 76123 76129	62064 62050 62064 62043 62064 62046 62064	69312	76069 76055 76069	2102	Apr-85
7043 4-Feb-66	76124	62065	69313	76070	2103	Apr-85
7044 4-Feb-66	76125 76098 76125	62066 62033 62066	69314 71051^28	76071 76038 76071	7300	7-Mar-86
7045 4-Apr-66	76126 76859^29 76126	62067 62430^30 62067	69315	76072 76860^31 76072 76027 76072	2112	9-Jan-86^32 (rtw) 7-Mar-86
7046 13-May-66	76127	62068	69316	76073	2108	9-Sep-85
7047 26-May-66	76128 76082 76128	62069 62023 62069	69317	76074 76024 76074 76028 76074	1713	30-May-86
7048 16-Aug-66	76129 76108 76123	62070	69318	76075	2109	23-Oct-85

Footnote (nos.7031 – 7048)
5	Buffet car released 17-Jul-65.
6	Buffet car released 17-Jul-65.
7	Buffet car released 17-Jul-65.
8	Buffet car released 17-Jul-65.
9	Buffet car released 14-Aug-65.
10	Buffet car released 14-Aug-65.
11	Buffet car released 11-Sep-65.
12	Buffet car released 11-Sep-65.
13	Buffet car released 9-Oct-65
14	Buffet car released 29-Jan-66, also DTC 76126.
15	DTC Code FA-2A.
16	DTC Diagram 452.
17	MBS Code EA-2A.
18	DTC Code FA-2A.
19	Return to works.
20	4 VEP TSO, Diagram 474, Code BQ.
21	DTC Code FA-2A.
22	DTC Code FA-2A.
23	MBS Code EA-2A.
24	MBS Code EA-2A.
25	DTC Code FA-2A.
26	DTC Diagram 453, Code FA-2A.
27	DTC Diagram 453, Code FA-2A.
28	4 CIG TSO, Diagram 472, Code BO-1A.
29	DTC Code FA-2A.
30	MBS Code EA-2A.
31	DTC Code FA-2A.
32	Return to works.

No.	Individual Unit Notes
7031	Unit commenced service 4-Sep-65. DTC 76112 damaged about Sep-67 (details unknown) and unit to Eastleigh 26-Sep-67 for C3 overhaul and repair. Released 12‑Oct-67 in blue /grey livery. Unit to Eastleigh for asbestos strip 13-May-85. Released 28-Sep-85 and renumbered no.2111.
7032	Unit commenced service 4-Sep-65. DTC 76059 slightly damaged about Dec-68 (details unknown) and unit to Eastleigh 17-Dec-68 for C3 overhaul and repair. Released 17-Jan-69 in blue /grey livery. MBS 62054 damaged by fire at Shoreham-by-Sea 17-Mar-72 and TB 69302 temporarily formed into new unit no.7431 and this unit then ran as no.7032 until repairs to 62054 completed /Jul‑72 when reverted to normal formation. DTC 76113 exchanged with defective 76063 (ex.7036) from Apr-83 and unit to Eastleigh works 6-Apr-83 for asbestos removal, both DTC's having four first-class compartments. TB 69302 damaged by fire at Eastleigh works late August /early September 1983 but repaired and unit released Sep-84, both DTC coaches rebuilt with second-class compartment at outer end and seating 18 first and 36 second, unit now seating 36 first, 128 second and 40 buffet. Unit renumbered 2101 Apr-85.
7033	Unit commenced service 4-Sep-65. Unit in side-scrape collision with no.2096 at Lovers Walk 23-Jun-68 and DTC 76114 and MBS 62055 slightly damaged. Unit to Eastleigh 26-Jul-68 for C5 repair, TB 69303 then temporarily formed into no.7036 from 30-Jul-68 being replaced by damaged 69306 (ex.7036) also under repair at Eastleigh. Unit released mis-formed 12-Sep-68 and reformed back to normal shortly afterwards at Lovers Walk. Unit to Eastleigh for asbestos strip and facelift 25-Nov-85. Released 26-Mar-86 with TSO 71766, this being former buffet car 69303 rebuilt as standard TSO, and unit renumbered 1711.
7034	Unit commenced service 4-Sep-65. Unit to Wolverton for asbestos strip 3-Apr-85. Released 28-Nov-85 and renumbered 2110. Returned to works for rectification 9-Jan-86 and back to traffic 5-Feb-86.
7035	Unit commenced service 4-Sep-65. Unit to Eastleigh for asbestos strip and facelift 16-Jun-86. Released 24-Oct-86 with TSO 70719 (ex.7325) and renumbered 1719. Buffet 69305 rebuilt as TSO and numbered 71769 and formed into unit 1720.
7036	Unit commenced service 9-Sep-65. Unit to Eastleigh 14-Mar-68 for C3 overhaul, released 9-Apr-68 in blue /grey livery. Unit back at Eastleigh 26-Apr-68 with TB 69306 damaged (details unknown), this coach not released until 6-Sep-68 and formed into unit 7033. Remaining three coaches released 30-Jul-68 temporarily formed with TB 69303 (ex.7033). Unit believed to have reverted to original formation at Lovers Walk about Sep‑68 after no.7033 back into traffic following repairs. DTC 76063 exchanged with 76113 (ex.7032) Apr-83 and unit then ran with both DTCs with second-class compartment. Seating capacity altered to 36 first and 128 second and 40 buffet. Unit further reformed about 27-May-83 and DTC 76113 exchanged with 76051 (ex.7330) so unit back to a standard formation. Unit to Eastleigh for asbestos strip Feb-84 and released 30-Nov-84. Unit renumbered 2104 Apr-85.
7037	Unit commenced service 5-Oct-65. Unit involved in the Patcham collision of 19-Dec-78 and damaged. Unit moved from Lovers Walk to Slade Green 31-Jan-79 then briefly stored at Plumstead though unit moved back from Plumstead 2-Feb-79 where buffet car detached and three coaches returned to Plumstead 3-Feb-79. These three back to Slade Green 27-Mar-79. After repairs at Slade Green to TB 69307 about Apr‑79 unit reformed with three coaches ex.4 CIG 7301 to keep a buffet unit in traffic, DTC 76076, MBS 62017 & DTC 76022. HM Railway Inspectorate’s Inspecting Officer was Major C.F. Rose. His Patcham accident report summary stated: Shortly before 23.20, the 21.50 London (Victoria) to Brighton electric passenger train, formed of 12 coaches, was brought to a stand at Signal CA.4 some 506 yards north of Patcham Tunnel. At 23.22 it was struck violently in the rear by the 21.40 Victoria to Littlehampton electric passenger train, formed of 8 coaches. The driver of this train had received a single yellow (caution) aspect at signal CA.164, just over 1½ miles in rear of Signal CA.4, but the train's speed had not been significantly reduced by the time it passed the next signal, CA.6. This signal, which should have been showing a red aspect protecting the rear of the 21.50 train, was almost certainly unlit as the 21.40 train passed it. The train continued at speed until the driver made an emergency brake application on sighting the stationary train ahead. The brake application had little time to take effect and the train was still travelling at between 45 and 50 mile/h when it ran into the back of the one in front. The collision was very destructive and I regret to report that one passenger, together with the driver of the 21.40 train and another railwayman, who was on duty but travelling as a passenger, lost their lives. One passenger was seriously hurt, 6 were taken to hospital but were allowed home after treatment: and a further 50 received minor injuries. Unit further reformed 30-Jun-79 and DTC 76076 returned to 7301 and replaced by 76108 (ex. withdrawn no.7333 and via no.7301). Unit reverted to original formation from 19-Jul-79. Unit to Eastleigh for asbestos strip Sep-84. Released 13-Mar-85 and renumbered 2106 Apr-85.
7038	Unit commenced service 29‑Oct-65. MBS 62060 slightly damaged by fire (where?) in Mar-84 and DTC 76119 & MBS 62060 both exchanged with 76077 and 62018 (both ex.7302) for about four weeks in Apr-84 to keep buffet unit in traffic. TB 69308 exchanged with TS 70717 (ex.7323) 28-Nov-85 and units exchanged identities, the ‘new’ unit no.7038 now formed as 76098 + 62039 + 69308 + 76044. Buffet 69308 removed from unit Jun-86 and sent to Eastleigh 1-Jul-86 for asbestos strip and rebuilding as TSO; renumbered 71770 and formed into unit no.1724. Replaced in no.7038 by 4 VEP TSO 71021 (ex. spare, originally in no.7840); unit reclassified as 4 CIG and renumbered 7299. TSO 71021 seated 98 and unit in this form seated 42 first and 218 second. This formation and unit number were only temporary pending conversion of a 4 BIG buffet car to TSO; unit called to Eastleigh for facelift as standard 4 CIG 14-Jul-86. Unit released 21-Nov-86 with TSO 71769, this being former buffet car 69305 (ex.7035) rebuilt as standard TSO, and renumbered 1720.
7039	Unit commenced service 27-Nov-65. Unit to Eastleigh for asbestos strip and facelift 28-Oct-86. Released 9-Mar-87 with TSO 71770, this being former buffet car 69308 (ex.7038) rebuilt as standard TSO and unit renumbered 1724. Own buffet car 69309 stored at Fratton until Apr-89 when taken to Eastleigh for asbestos strip and facelift. However, this facelift not carried out and vehicle sold for disposal and scrapped by Mayer Newman (Snailwell) moving from Eastleigh 10-Aug‑91 and burnt 14-Aug‑91.
7040	Unit commenced service 3-Jan-66. DTC 76067 slightly damaged about November 1968 (details unknown) and unit to Eastleigh 5-Dec-68 for C3 overhaul and repair, released 20-Dec-68 in blue/grey livery. TB 69310 damaged c.Aug‑79 (where?) and remaining three coaches of unit formed with TS 71106 (ex. disbanded no.7438) as a temporary 4 CIG numbered 7300. Unit no.7040 temporarily formed with remaining three cars of 7438 (DTCs 76859/60 and MBS 62430) and 69310 during repairs. TB 69310 was at Eastleigh for modifications between 25-Sep-79 and 4‑Oct-79. DTC 76859 & MBS 62430 repaired by Nov‑79 and returned to reinstated no.7438 being replaced with damaged 76844 & 62411 (both ex.7423). DTC 76860 repaired by Dec‑79 and then exchanged with 76773 (ex.7438), this coach from damaged no.7423 but via nos.7407, 7381, 7388 & 7438. By Mar-80, 76773 exchanged with damaged 76785 (ex.7435). Both 76773 & 76785 had second-class compartment and unit seated 36 first, 128 second and 40 buffet whilst these formed in unit. TB 69310 repaired by Apr-80 and unit no.7040 reverted to original formation with ‘own’ three coaches returned from disbanded no.7300; displaced DTC 76844, MBS 62411 and DTC 76785 all to reinstated no.7423. DTC 76121 to spare May-84 and replaced by 76108 (ex. spare) for about three weeks but reverted back prior to unit being sent to Eastleigh for asbestos strip 6-Jun-84. Released 23-Jan-85 and renumbered 2105 Apr-85.
7041	Unit commenced service 12-Feb-66. Unit damaged in collision with no.5157 at Streatham Hill 13-May-77 but repaired. Unit to Eastleigh 23-Oct-84 for asbestos strip. Released 22-Mar-85, renumbered as 2107 at Lovers Walk Apr-85.
7042	Unit commenced service 31-Mar-66. TB 69312 exchanged with TS 70728 (ex.7334) Mar‑78 and unit ran as 4 CIG no.7334 until reverted Apr‑78. MBS 62064 temporarily exchanged with 62043 (ex.7327) mid-Oct-78 to early Nov‑78. MBS 62064 exchanged with 62046 (ex.7330) about 27-May-83 and unit ran until Aug-83 when MBSs swapped back and DTC 76123 exchanged with 76129 (ex. spare originally ex.7048) and unit to Eastleigh for asbestos strip. Released Sep-84 and both DTC coaches rebuilt with second-class compartment at outer end seating 18 first and 36 second, unit now seating 36 first, 128 second and 40 buffet. Renumbered 2102 Apr-85.
7043	Unit commenced service 4-Feb-66. Unit to Eastleigh Oct-83 for asbestos strip. Released Oct-84 and both DTC coaches rebuilt with second-class compartment at outer end seating 18 first and 36 second, unit now seating 36 first, 128 second and 40 buffet. Renumbered 2103 Apr-85.
7044	Unit commenced service 4-Apr-66. MBS 62066 defective and briefly exchanged with 62034 (ex.7318) in Nov‑75. TB 69314 exchanged with TS 70711 (ex.7317) Jan‑78 (details unknown) and unit ran as 4 CIG no.7317 until sent to Eastleigh 27-Apr-78 for C1 overhaul where unit reformed to normal when released 26-May-78. TB 69314 removed from unit 23-Nov-85 and to spare, replaced by TS 71051 (ex. damaged no.7383) and unit to Wolverton for asbestos strip on three coaches. Released 7-Mar-86 and renumbered 7300 (the second 4 CIG unit to carry this number). TB 69314 to Strawberry Hill then Eastleigh for asbestos strip Dec-85 and rebuilt as TSO and renumbered 71767 and formed into unit no.1713.
7045	Unit commenced service 4-Apr-66. Unit badly damaged in Copyhold Junction collision 16-Dec-72. TB 69315 repaired first and used from Jan‑73 with three coaches of disbanded no.7438 (DTC 76859, MBS 62430 & DTC 76860) as a ‘temporary’ no.7045 pending repairs to remaining coaches, completed by May‑73. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I. K. A. McNaughton. His Copyhold Junction accident report summary stated: In patchy fog the 21.28 electric multiple-unit (EMU) stopping passenger train from Brighton to Victoria, formed of 8 coaches, having passed at Danger the signal on the Up Local line protecting the converging junction with the Up Through line, was on the junction points when it was struck at the sixth vehicle by the 12-coach 21.45 Brighton to Victoria EMU express passenger train running under clear signals on the Up Through line. The leading 4 coaches of the stopping train remained on the track but the rear 4 coaches became uncoupled, and were derailed and badly damaged. The first 10 coaches of the express train were derailed and 3 were badly damaged. The derailment blocked all lines and the traction current was discharged automatically as a result of the collision. Fortunately both trains were very lightly loaded and there were no fatal casualties, but 11 passengers were treated for shock and minor injuries and two were detained in hospital for one and two nights respectively. DTC 76072 exchanged with 76027 (ex.7306) Jan-84 until Mar-84. Unit to Wolverton for asbestos strip 4-Jun-85. Released 9-Jan-86 and renumbered 2112. Returned to works for rectification 5-Feb-86 and back to traffic 7-Mar-86.
7046	Unit commenced service 13-May-66. Unit to Wolverton for asbestos strip 15-Nov-84. Painted in Inter‑City colours as no.2108 but then put back to blue /grey as no.7046 prior to release 9-Sep-85. However, unit renumbered 2108 again prior to re‑entering traffic.
7047	Unit commenced service 26-May-66. DTC 76074 damaged c.Jul‑76 (where?) and temporarily exchanged with 76024 (ex.7303) Oct-76 to Jan‑77. TB 69317 exchanged with TS 70701 (ex.7307) Apr‑78 and unit ran as 4 CIG no.7307 for a short while. Unit to Eastleigh for asbestos strip and facelift 6-Feb-86. Released 30-May-86 with TSO 71767, this being former buffet car 69314 (ex.7044) rebuilt as standard TSO and unit renumbered 1713. Own buffet car 69317 also rebuilt as TSO and numbered 71768 and formed into unit no.1716.
7048	Unit commenced service 16-Aug‑66. MBS 62070 defective and briefly exchanged with 62032 (ex.7316) Feb‑75. DTC 76129 to spare stock and replaced by 76108 (ex. withdrawn no.7333) Feb-81. In Aug-83, 76108 to spare again and replaced by 76123 (ex.7042). Unit to Wolverton for asbestos strip 22-Feb-85. Released 23‑Oct-85 and renumbered 2109.

Back to Top

Unit no.7352 awaits departure from Waterloo with a Reading train (headcode 38) on Friday 9^th May 1980. In the background is a BCK and 2 EPB no.5757 (just arrived). The four first-class compartments on the 4 CIG unit’s DTC car no.76626 are clearly visible.

© John Atkinson

4 CIG units nos.7337 – 7366
(Phase 2 units for the Portsmouth Line)

A further batch of 4 CIG and 4 BIG units were ordered to replace the 4 COR units remaining at work on the Portsmouth direct line and the first of these units, 4 CIG unit no.7337 & 4 BIG unit no.7049 were delivered in April 1970, the first few entering service from 30^th May 1970 in readiness for the new timetable from 2^nd June 1970, none having been ready for the timetable change of 4^th May 1970.

The units were again built at York works and were virtually identical to the earlier Brighton line batches, though with a number of detail differences. The principle change was that the motor coaches were mounted on BR Mk 6 bogies, these bogies had been first introduced under the 4 VEP units built for the Bournemouth electrification scheme in 1967; they gave a better ride and increased mileage between overhauls than the earlier Mk 4 type fitted to the older units. However, the motors were still the same with four EE507 250hp motors fitted to each motor coach.

Another change was the abandonment of the electric parking brake which had proved somewhat troublesome on the earlier units, these units being fitted with conventional handbrakes in each driving cab.

Interiors

Other changes were a simplification of some interior fittings, principally the seat units did not have headrest wings on either side and the armrests at the seat against the bodyside was dropped. Luggage racks no longer sported reading lights (these remained in first-class compartments) and partitions did not feature the draught screens of the earlier sets.

With original pattern moquette, first-class compartment in a ‘Portsmouth’ DTC diag. no.453 car. Note the lack of adjustable seats but with folding armrests. Above is the metal luggage /umbrella rack, shoulder lamps and mirror. The floor is covered by a loose-fitted carpet.	With original plain pattern moquette, single standard-class compartment in a ‘Portsmouth’ DTC diag. no.453 car. Four-aside fixed seating with no central armrests or seat adjustment. Like the first-class compartments, the bulkhead panelling was plain Formica. The floor is bare linoleum without any carpeting.
© Alan Hawes /SEG Archives	© Alan Hawes /SEG Archives

Bodyside interior panelling was grey rather than steel-blue & black and the seating moquette was the ‘Bournemouth Blue’ pattern as used in the 4 VEP & 4 REP and TC stock. Panelling in the vestibules was dark blue laminate, as were the gangway edges of the saloon seating units.

Driving Trailer Composite

The standard-class saloon section of a 'phase 2' Driving Trailer Composite diag. no.453 car. Note the 4-aside seat across the bulkhead of the standard-class compartment with external access doors to that ½ bay. The swing door in the corridor is down one-compartment length because of the standard-class compartment (in the DTC with four first-class compartments the swing door was adjacent to the 4-aside seat).

© Alan Hawes /SEG Archives

Motor Brake Second

Inside a 'phase 2' MBS car there were passenger entrance doors in the seating bay beyond the draught screen; the 4-aside seat is across the Guard's compartment bulkhead where the side corridor commences past the luggage van area.

Although the original ‘No Smoking’ signs for these units were round, the right-hand side light has the older triangular style.

© Alan Hawes /SEG Archives

Trailer Second

Note the simpler style of 'phase 2' seat without side headrest wings or vertical padding on the gangway side of the seating. The grab handles have been turned through 90 degrees and the luggage racks no longer sport shoulder lamps. The seating bay beyond the draft screen has a pair of external passenger doors.

© Alan Hawes /SEG Archives

Delivery

This batch of units were delivered new in blue /grey livery with full yellow ends and were allocated mostly to Fratton depot. New units were loco-hauled from York to Finsbury Park /Ferme Park where they recessed until collected by an SR locomotive and taken to Selhurst for shoegear fitment and commissioning work.

The new units were finally diagrammed to cover all fast Portsmouth line workings from 6^th October 1970, though a few 4 COR /4 BUF formations were retained for a short while afterwards whilst three of the last units to enter traffic (nos.7346 /7363 /7364) went into service on the Central division based at Lovers Walk depot (Brighton).

SRAWS

In connection with a form of cab signalling experiments between Woking and Raynes Park, units nos.7340 to 7349 were fitted with experimental signal‑repeating AWS (SRAWS) in 1974 in the cab of the DTC adjacent to the MBS. This equipment was later removed in late 1977 or early 1978. Further 4 CIG units were subsequently ordered to replace the remaining 4 CORs and these units became interworked with these later units and some also worked with the older sets on Central division services, units 7357 to 7366 being allocated there by the end of 1972.

Unit formations
(nos.7337 – 7366)

These units became BR Class 421/2 and were renumbered into a new series 1237 ‑ 1266 from May 1987. Unit formations were as follows.

Date below unit number is date of first release to traffic. Code is the electrical code allocated to each vehicle.

Unit No.	DTC	MBS	TS	DTC	New no.	Date.
Diag. No. Code	453 FA-1A	423 EA-1A	427 BO-1A	452 FA-1A
7337 17-Jun-70	76581	62287	70967	76611	1237	Aug-87
7338 30-May-70	76582 76845^33 76582	62288	70968	76612	1238	Jun-87
7339 30-May-70	76583	62289	70969	76613	1239	Aug-87
7340 18-Jun-70	76584	62290	70970	76614	1240	Sep-87
7341 20-Jun-70	76585	62291	70971	76615 76619 76615	1241	Aug-87
7342 22-Aug-70	76586	62292	70972	76616	1242	Sep-87
7343 17-Oct-70	76587	62293	70973	76617	1243	Sep-87
7344 31-Oct-70	76588 76565 76588	62294 62281 62294	70974	76618 76575 76618	1244	Jun-87
7345 5-Dec-70	76589	62295	70975	76619 76615 76619	1245	Jun-87
7346 2-Jan-71	76590	62296	70976	76620 76728^34 76799^35 76846^36 76757^37 76620
7347 16-Jan-71	76591	62297	70977	76621	1247	Jun-87
7348 29-Jun-70	76592	62298	70978	76622	1248	Jun-87
7349 15-Jul-70	76593	62299	70979	76623	1249	Sep-87
7350 30-Jul-70	76594	62300	70980	76624	1250	Aug-87
7351 15-Aug-70	76595	62301	70981	76625	1251	Aug-87
7352 29-Aug-70	76596	62302	70982	76626	1252	Jul-87
7353 11-Sep-70	76597	62303	70983	76627	1253	Sep-87
7354 19-Sep-70	76598	62304	70984	76628	1254	Nov-87
7355 3-Oct-70	76599	62305	70985	76629	1255	Feb-88
7356 1-Dec-70	76600	62306	70986	76630	1256	Jun-87
7357 24-Jul-71	76601	62307	70987	76631	1257	Jul-87
7358 30-Jan-71	76566 76639^38 76566	62282	70988	76576	1258	Jun-87
7359 14-Nov-70	76603	62309	70989	76633	1259	Jun-87
7360 28-Nov-70	76604	62310	70990	76634	1260	Jun-87
7361 1-Dec-70	76605	62311	70991	76635	1261	Jul-87
7362 12-Dec-70	76606 76639^39 76606	62312	70992	76636	1262	May-87
7363 8-Dec-70	76607	62313	70993	76637	1263	May-87
7364 2-Jan-71	76608	62314	70994	76638	1264	Jun-87
7365 19-Dec-70	76609	62315	70995	76639	Withdrawn	Dec-78
7366 9-Jan-71	76610	62316	70996	76640	1266	May-87

Footnote (nos.7337 – 7366)
33	DTC Diagram 452, Code FA-2A.
34	DTC Diagram 453, Code FA-2A.
35	DTC Code FA-2A.
36	DTC Code FA-2A.
37	DTC Diagram 453, Code FA-2A.
38	DTC Diagram 452.
39	DTC Diagram 452.

No.	Individual Unit Notes
7337	MBS 62287 and TS 70967 both used for SRAWS (cab signalling) tests with 4 VEP DTCs 76370 (ex.7739) & 76560 (ex.7815) from 28-Apr-70 for a few weeks, this prior to no.7337 being released to traffic.
7338	DTC 76582 briefly exchanged with 76845 (ex.7424) for a few days from 18-Jan-87 due to a large number of units were snow damaged. 76845 had four first-class compartments and unit seated 48 first and 184 second in this temporary formation.
7339
7340	One DTC slight collision damage Jan‑71 (details unknown).
7341	Unit stored out of use in late 1974 /early 1975 at Barnham with defective wheel bearings. DTC 76585 damaged in derailment at Reading 3-Dec-82. MBS 62291 and TS 70971 both damaged in collision with a wagon and buffer stops at Chart Leacon 4-Dec-84. DTC 76615 then exchanged with damaged 76619 (ex.7345) Jan-85 and unit to Slade Green for repairs. 62291 used briefly in ‘temporary’ 4 VEP no.7700 Feb-85 until 28-Feb-85 after repair. Reverted to original formation Apr-85.
7342	Unit delivered to SR 6-Aug‑70. One DTC (which?) slightly damaged in collision with no.8206 at Stewarts Lane 17-Feb-87.
7343
7344	Unit delivered to SR 21‑Oct-70. Three coaches of unit damaged in collision with wagon in Waterloo North Sidings 18-Jun-80. TS 70974 exchanged with TB 69339 (ex.7053) and unit ran as 4 BIG 7053 for a few weeks in May & June 1981 whilst wiring repairs carried out on MBS 62281 of 7053.
7345	Unit ran as part of 8 MIG no.2602 on 21-Jul-83 only. Unit in sidelong collision with 2 HAP units nos.6061 & 6062 at Wimbledon Park 24-Oct-84 and DTC 76619 damaged. This coach exchanged with 76615 (ex.7341) in Jam-85 and repaired at Slade Green, released 14-Mar-85 and reverted to original formation Apr-85.
7346	Unit in collision with no.7378 at Wimbledon Park Depot 21-Jul-75; DTC 76620 badly damaged and exchanged with 76728 (ex.7378) after this coach repaired at Selhurst. Unit then running with both DTC coaches with second-class compartments seating 36 first and 200 second. 76728 to 7425 c.Mar‑76 and replaced by 76799 (also ex.7378) and back to standard seating layout. This coach also to 7425 c.2-Apr-76 and replaced by 76846 (ex.7425). In Dec‑76, 76846 returned to no.7425 and replaced by 76757 (ex.7407 via no.7836) and unit to Eastleigh 14-Dec-76 for C1 overhaul/ Released 20-Jan-77 (still mis-formed). Unit again seating 36 first and 200 second, until both units reverted to original formation Jan‑79. DTC 76620 repaired at Slade Green with a new first-class section of body built and using cab end and approximately 3 feet of underframe from withdrawn 4 VEP DTC 76713 (ex.7852 - this vehicle fire damaged) and repaired coach released from Slade Green 1-Jan-79.
7347	DTC 76621 and TS 70977 damaged in derailment and collision with shunter D4103 at Woking 29-Jan-72 but repaired, moved for repairs 22-Mar-72.
7348	DTC 76622 slightly damaged in collision with 205031 at Portsmouth & Southsea 9-Aug-86.
7349
7350	Three cars of unit used with 4 VEP DTC 76370 (ex.7739) for SRAWS (cab signalling) tests for a few days from 27-Jul-70, this prior to no.7350 being released to traffic.
7351	Unit delivered to SR 6-Aug‑70.
7352	Unit delivered to SR c.15-Aug‑70.
7353
7354
7355
7356	Three cars of unit used with 4 VEP DTC 76370 (ex.7739) for SRAWS (cab signalling) tests prior to no.7356 being released to traffic 1-Dec-70.
7357	Unit delivered to SR c.2‑Oct-70 and used for SRAWS (cab signalling) tests from 2-Nov-70 prior to release to traffic 24-Jul-71. Temporarily ran with 4 VEP DTC 76370 (ex.7739) replacing DTC 76601 during these tests. 76601 was then used temporarily in 4 BIG 7050 from May‑71 until Jul‑71.
7358	Unit delivered to SR 21‑Oct-70. DTC 76566 damaged (where?) and replaced by 76639 (ex. withdrawn 7365) Feb‑79 to Dec‑79. Unit seated 48 first and 184 second during this period.
7359	Unit delivered to SR 21‑Oct-70.
7360
7361	Unit delivered to SR 5-Nov-70.
7362	DTC 76606 damaged c.Jun-80 (probably in collision with no.7785 at Lovers Walk) and temporarily replaced by 76639 (ex. spare ex.7365) until Aug-80. Unit seated 48 first and 184 second during this period. 76606 repaired at Slade Green and released 16-Aug-80.
7363	Unit damaged in Copyhold Junction collision 16-Dec-72 but repaired and repainted at Eastleigh and back to traffic c.13-Feb-73. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I. K. A. McNaughton. His Copyhold Junction accident report summary stated: In patchy fog the 21.28 electric multiple-unit (EMU) stopping passenger train from Brighton to Victoria, formed of 8 coaches, having passed at Danger the signal on the Up Local line protecting the converging junction with the Up Through line, was on the junction points when it was struck at the sixth vehicle by the 12-coach 21.45 Brighton to Victoria EMU express passenger train running under clear signals on the Up Through line. The leading 4 coaches of the stopping train remained on the track but the rear 4 coaches became uncoupled, and were derailed and badly damaged. The first 10 coaches of the express train were derailed and 3 were badly damaged. The derailment blocked all lines and the traction current was discharged automatically as a result of the collision. Fortunately both trains were very lightly loaded and there were no fatal casualties, but 11 passengers were treated for shock and minor injuries and two were detained in hospital for one and two nights respectively.
7364	Unit delivered to SR 29-Nov-70.
7365	Unit badly damaged in the Patcham collision of 19-Dec-78 and DTC 76609 destroyed and MBS 62315 withdrawn and later cut‑up at Hassocks Apr‑79. Unit withdrawn, officially from 9-Apr-79 and TS 70995 and DTC 76639 spare after damage repairs. Both these vehicles saw use in many different 4 CIG and 4 VEP units on a temporary basis. 76639 finally to 1295 permanently from Jul‑90. HM Railway Inspectorate’s Inspecting Officer was Major C.F. Rose. His Patcham accident report summary stated: Shortly before 23.20, the 21.50 London (Victoria) to Brighton electric passenger train, formed of 12 coaches, was brought to a stand at Signal CA.4 some 506 yards north of Patcham Tunnel. At 23.22 it was struck violently in the rear by the 21.40 Victoria to Littlehampton electric passenger train, formed of 8 coaches. The driver of this train had received a single yellow (caution) aspect at signal CA.164, just over 1½ miles in rear of Signal CA.4, but the train's speed had not been significantly reduced by the time it passed the next signal, CA.6. This signal, which should have been showing a red aspect protecting the rear of the 21.50 train, was almost certainly unlit as the 21.40 train passed it. The train continued at speed until the driver made an emergency brake application on sighting the stationary train ahead. The brake application had little time to take effect and the train was still travelling at between 45 and 50 mile/h when it ran into the back of the one in front. The collision was very destructive and I regret to report that one passenger, together with the driver of the 21.40 train and another railwayman, who was on duty but travelling as a passenger, lost their lives. One passenger was seriously hurt, 6 were taken to hospital but were allowed home after treatment: and a further 50 received minor injuries. 70995 still spare though virtually derelict at Fratton into 1994, allocated to Angel Train Contracts Limited leasing company from 1^st April 1994 and to Eastleigh 18-May-94. Scrapped there Nov‑03 by contractors Raxstar.
7366	Unit badly damaged in sidelong collision with 4 VEP no.7768 at Copyhold Junction 16-Dec-72 and DTC 76610 on side. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I. K. A. McNaughton. His Copyhold Junction accident report summary stated: In patchy fog the 21.28 electric multiple-unit (EMU) stopping passenger train from Brighton to Victoria, formed of 8 coaches, having passed at Danger the signal on the Up Local line protecting the converging junction with the Up Through line, was on the junction points when it was struck at the sixth vehicle by the 12-coach 21.45 Brighton to Victoria EMU express passenger train running under clear signals on the Up Through line. The leading 4 coaches of the stopping train remained on the track but the rear 4 coaches became uncoupled, and were derailed and badly damaged. The first 10 coaches of the express train were derailed and 3 were badly damaged. The derailment blocked all lines and the traction current was discharged automatically as a result of the collision. Fortunately both trains were very lightly loaded and there were no fatal casualties, but 11 passengers were treated for shock and minor injuries and two were detained in hospital for one and two nights respectively. Coaches 62316 and 70996 stored at Balcombe until about March 1973, and whole unit then stored at Brighton Top Yard by May‑73. All vehicles to Slade Green for repair 18-Jun-73, and back to traffic Feb‑74.

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Units nos.7054 & 7053 (rear) passing through Clapham Junction on the Up Slow with a Portsmouth Harbour – Waterloo lunchtime service on Wednesday 7^th January 1981.

© John Atkinson

4 BIG units nos.7049 - 7058
(Phase 2 units for the Portsmouth Line)

These units were delivered from April 1970 to replace the 4 BUF and 4 GRI units on the Portsmouth direct line. They had the same detail differences from the earlier batch as the 4 CIGs described previously. The buffet car was to an identical layout to the earlier sets, but due to late completion of these vehicles they were not formed into units in numerical order.

A few of the 4 BIG units were delivered to the SR as 3-car units, indeed one buffet car was formed into vehicles intended for 4 CIG no.7358 with that units' coaches becoming part of unit no.7054. Units nos.7049 /7050 & 7053 were delivered as 3-cars (their buffet cars following later) and 69330 was briefly formed incorrectly into no.7050. The first complete unit delivered was no.7051, whilst nos.7055 & 7056 were also 4-car, though with the ‘wrong’ buffet cars (these remained in the units).

BIG units no.7049-7058 out of York

Release dates from York Carriage works were as follows:

7049 27-Feb-70 *	7050 20-Mar-70 *	7051 10-Apr-70	7052 1-May-70	7053 22-May-70 *
7054 12-Jun-70	7055 12-Jun-70	7056 3-Jul-70	7057 c.15-Aug-70	7058 28-Aug-70

Allocations of these units were ‘tight’ at Fratton leading to a number of temporary formations to keep buffet units in traffic when units were damaged /defective. A reduction in the number of buffet diagrams on the Portsmouth line required saw units nos.7049 ‑ 7051 displaced to Lovers Walk depot in December 1980 and the remaining seven also moved there in 1983 /1984, being replaced at Fratton by newly refurbished 4 BEP units nos.2301 ‑ 2307.

Unit formations
(nos.7049 – 7058)

These units became BR Class 422/2 and were renumbered 2201 ‑ 2210 during April 1985. Unit formations were as follows.

Date below unit number is date of first release to traffic. Code is the electrical code allocated to each vehicle.

Unit No.	DTC	MBS	TB	DTC	New no.	Date.
Diag. No. Code	453 FA-1A	423 EA-1A	427 BP-1A	452 FA-1A
7049 30-May-70	76561	62277	69330	76571	2201	Apr-85
7050 20-Jun-70	76562 76601 76562	62278	69331	76572	2202	Apr-85
7051 15-Jun-70	76563	62279 62423^40 62279	69332	76573	2203	Apr-85
7052 16-Oct-70	76564	62280	69336	76574	2204	Apr-85
7053 27-Nov-70	76565 76588 76565	62281 62294 62281	69339	76575 76618 76575	2205	Apr-85
7054 13-Nov-70	76602	62308	69338	76632	2206	Apr-85
7055 30-Jul-70	76567	62283	69333	76577	2207	Apr-85
7056 7-Aug-70	76568	62284	69334	76578	2208	Apr-85
7057 11-Sep-70	76569	62285 62200^41 62285	69335	76579 76858^42 76579	2209	Apr-85
7058 2-Oct-70	76570	62286 62401^43 62286	69337	76580	2210	Apr-85

Footnote (nos.7049 – 7058)
40	MBS Code EA-2A.
41	4 VEP MBS, Diagram 880, Code EB-1A.
42	DTC Code FA-2A.
43	MBS Code EA-2A.

No.	Individual Unit Notes
7049	DTC 76571 damaged in collision with no.7733 at Fratton Yard 17-Feb-72 and unit to Eastleigh 22-Feb-72 for C3 repair, released 10-Mar‑72.
7050	DTC 76562 damaged in collision with no.5684 at Wimbledon Park 30-Apr-71 and repaired at Slade Green. Temporarily replaced by 76601 (spare ex. SRAWS tests on unit no.7357) until reverted to original formation Jul‑71.
7051	MBS 62279 damaged by electrical fire at Woking 2-Aug‑73 and temporarily exchanged with 62423 (ex.7435) 8-Aug‑73 to Oct-73.
7052
7053	Unit damaged (date and location unknown) and to Slade Green for repairs mid‑1974. Unit released and loaned (with 4 CIG units nos. 7377& 7378) to Bournemouth depot to cover late delivery of new 4 REP and 4 TC units for the enhanced summer timetable. These three units had enhanced braking, bogies carrying a vertical yellow stripe at this time. The 4 BIG unit was used on the London end of the 12-car formation whilst on loan on the Bournemouth line; the units returned to Fratton in October 1974. Due to wiring defects on MBS 62281, TB 69339 exchanged with TS 70974 (ex.7344) and unit held out of service as 4 CIG no.7344 for a few weeks in May and June 1981.
7054
7055
7056
7057	Unit delivered to SR c.15-Aug‑70. Unit in collision with nos.7744 & 7861 at Fratton 4-Feb-74 and DTC 76579 and TB 69335 side scrape damaged and both to Slade Green for repairs 13-Feb-74. TB 69335 repaired and released 20-Apr-74 and unit reformed 29-Apr-74 with DTC 76858 (ex.7437) replacing 76579. DTC 76579 released from repairs 19-Sep-74 and sent to Eastleigh arriving 23-Sep-74. Mis formed 7057 to Eastleigh 12-Sep-74 for C3 overhaul, unit reverted to normal formation when released 25-Sep-74. MBS 62285 damaged by fire at East Croydon 18-Dec-84 and temporarily exchanged with 4 VEP MBS 62200 (ex.7700). Unit now seated 42 first and 194 second. Reverted to booked formation 27-Feb-85.
7058	MBS 62286 defective and replaced by 62401 (ex. brand new no.7413) for about three weeks in Dec‑71.

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Ash Junction and unit no.7386 with an Ascot to Guildford service on a snowy Saturday 6^th January 1979. Note the Exmouth Junction-built concrete Permanent Way buildings in the vee of the former junction onto the direct line to Aldershot via Tongham.

© John Atkinson

4 CIG units nos.7367 – 7438
(Coastway & Waterloo - Reading)

This final large batch of 4 CIG units were ordered in October 1969 to eliminate the remaining 2 BIL and 2 HAL units and replace 4 COR units on the Coastway and Waterloo to Reading services. These units were identical to those ordered earlier for the Portsmouth direct line and continued the number series from 7367 up to 7437. One further unit was added to this order in May 1970 as a replacement for 4 CEP no.7181 lost in the Marden collision in January 1969.

Deliveries of these units followed on directly from the Portsmouth line batch, the first being delivered early in 1971 and entering service from late February. Several in the 7407 ‑ 7419 range were stored briefly after commissioning (mostly at Ford and Barnham) ready to replace 4 COR units on the Reading line from 2^nd January 1972.

The allocation of this batch was split, mostly between Lovers Walk and Wimbledon Park although the last few went new to Fratton.

Unit formations
(nos.7367 – 7438)

These units also became BR Class 421/2 and began to be renumbered in the 1267 ‑ 1300, 1201 ‑ 1226 series from May 1987, though facelifted units went into a new series upwards from 1801; these being intermixed with units of the Portsmouth batch in order of outshopping.

Date below unit number is date of first release to traffic. Code is the electrical code allocated to each vehicle. Renumber column is date unit to Eastleigh works for facelift with new unit number in 18xx series.

Unit No.	DTC	MBS	TB	DTC	New No.	Renumber
Diag. No. Code	453 FA-2A	423 EA-2A	472 BO-1A	452 FA-2A	(date)	(date)
7367 27-Mar-71	76717	62355	71035	76788	1267 (Jul-87)	-
7368 27-Mar-71	76718	62356	71036	76789	1268 (Jun-87)	-
7369 20-Feb-71	76719	62357 62197^44 62357	71037	76790	1269 (May-87)	-
7370 20-Mar-71	76720	62358	71038	76791	1270 (Jun-87)	-
7371 6-Mar-71	76721	62359	71039	76792	1271 (Jun-87)	-
7372 27-Feb-71	76722	62360	71040	76793	1272 (Jun-87)	-
7373 13-Mar-71	76723	62361	71041	76794	1273 (May-87)	-
7374 20-Mar-71	76724	62362	71042	76795	1274 (Jun-87)	-
7375 27-Mar-71	76725	62363	71043	76796	1275 (Jun-87)	-
7376 3-Apr-71	76726	62364	71044	76797	1276 (Jun-87)	-
7377 16-Apr-71	76727	62365	71045	76798	1277 (Jun-87)	-
7378 16-Apr-71	76728 76620 ^45 76728	62366	71046	76799	1278 (Jun-87)	-
7379 24-Apr-71	76729	62367	71047	76800	1279 (Jun-87)	-
7380 24-Apr-71	76730	62368	71048	76801	1280 (Jun-87)	-
7381 8-May-71	76731	62369	71049	76802 76773^46 76802	1281 (Jun-87)	-
7382 8-May-71	76732	62370	71050	76803	1282 (Jun-87)	-
7383 15-May-71	76733	62371	71051	76804 76814 76804 76234^47	Withdrawn 20-Jan-86	-
7384 15-May-71	76734	62372	71052	76805	1284 (Jun-87)	-
7385 22-May-71	76735	62373	71053	76806	1285 (May-87)	-
7386 29-May-71	76736	62374	71054	76807	1286 (Jun-87)	-
7387 5-Jun-71	76737	62375	71055	76808	1287 (Jun-87)	-
7388 19-Jun-71	76738 76773 76738	62376	71056	76809	1288 (Jun-87)	-
7389 12-Jun-71	76739 76550^48 76739	62377	71057	76810	1289 (Jun-87)	-
7390 26-Jun-71	76740	62378	71058	76811 76812 76811	1290 (Sep-87)	-
7391 3-Jul-71	76741 76824^49 76741	62379	71059	76812 76804 76812	1291 (Jun-87)	-
7392 17-Jul-71	76742	62380	71060	76813	1292 (Jun-87)	-
7393 17-Jul-71	76743	62381	71061	76814 76804 76814	1293 (Jun-87)	-
7394 5-Aug-71	76744	62382	71062	76815	1294 (May-87)	-
7395 31-Jul-71	76745	62383	71063	76816	1295 (Jun-87)	-
7396 31-Jul-71	76746	62384	71064	76817	1296 (Jun-87)	-
7397 21-Aug-71	76747	62385	71065	76818	1297 (Jun-87)	-
7398 14-Aug-71	76748	62386	71066	76819	1298 (Jun-87)	-
7399 7-Aug-71	76749	62387	71067	76820	1299 (May-87)	-
7400 28-Aug-71	76750	62388	71068 70875^50 71068	76821 76370^51 76821	1300 (May-87)	-
7401 4-Sep-71	76751	62389 [See also	71069 8 MIG	76822 no.2601]	1201 (Jun-87)	-
7402 11-Sep-71	76752	62390 [See also	71070 8 MIG	76823 no.2601]	1202 (May-87)	-
7403 18-Sep-71	76753	62391 [See also	71071 8 MIG	76824 no.2602] 76741^52 76824	1203 (Jul-87)	-
7404 29-Sep-71	76754	62392 [See also	71072 8 MIG	76825 no.2602]	1204 (May-87)	-
7405 11-Oct-71	76755	62393	71073	76826 76804 76826	1205 (Jun-87)	-
7406 31-Dec-71	76756	62394	71074 70875^53 71074	76827	1206 (Jul-87)	-
7407 30-Oct-71	76757 76620^54 76757	62395 62422 62395	71075	76828 76773^55 76828	-	1812 (24-Nov-86)
7408 30-Oct-71	76758	62396	71076	76829	1208 (Jun-87)	-
7409 6-Nov-71	76759	62397	71077	76830	1209 (Jun-87)	-
7410 13-Nov-71	76760	62398	71078	76831	1210 (May-87)	-
7411 27-Nov-71	76761	62399	71079	76832	1211 (Jun-87)	-
7412 27-Nov-71	76762	62400	71080	76833	1212 (Sep-87)	-
7413 c.21-Dec-71	76763	62401	71081	76834	1213 (Sep-87)	-
7414 11-Dec-71	76764	62402	71082	76835	1214 (Sep-87)	-
7415 c.21-Dec-71	76765	62403	71083	76836	1215 (Sep-87)	-
7416 1-Jan-72	76766 76767 76766	62404	71084	76837	1216 (Sep-87)	-
7417 18-Dec-71	76767 76766 76767	62405	71085	76838	1217 (Sep-87)	-
7418 11-Jan-72	76768	62406	71086	76839	1218 (Sep-87)	-
7419 18-Dec-71	76769	62407	71087	76840	1219 (Sep-87)	-
7420 15-Jan-72	76770	62408	71088	76841	1220 (Jun-87)	-
7421 18-Jan-72	76771	62409	71089	76842	1221 (Aug-87)	-
7422 ??-Jan-72	76772	62410	71090	76843	1222 (Aug-87)	-
7423 29-Jan-72	76773 76828^56 76802^57 76738 76785 76773 76844^58 76773	62411	71091 70995 71091	76844 76639^59 76844	1223 (Jun-87)	-
7424 12-Feb-72	76774	62412	71092	76845 76582^60 76845	1224 (Sep-87)	-
7425 4-Mar-72	76775 76728 76775	62413 62200^61 62413	71093	76846 76799 76620^62 76846	1225 (Aug-87)	-
7426 12-Feb-72	76776	62414	71094	76847	1226 (Jun-87)	-
7427 16-Mar-72	76777	62415	71095	76848	-	1801 (22-Jan-86)
7428 27-Mar-72	76778	62416	71096	76849	-	1804 (24-Mar-86)
7429 16-Mar-72	76779	62417	71097	76850	-	1802 (19-Feb-86)
7430 18-Mar-72	76780	62418	71098	76851	-	1803 (3-Mar-86)
7431 21-Mar-72	76781	62419	71099	76852 76639^63 76852	-	1811 (21-Oct-86)
7432 25-Mar-72	76782	62420	71100	76853	-	1805 (21-Apr-86)
7433 21-Apr-72	76783	62421	71101	76854	-	1806 (13-May-86)
7434 14-Apr-72	76784	62422 62200^64 62186^65 62395 62422	71102	76855	-	1807 (11-Jun-86)
7435 19-Apr-72	76785 76858^66 76785 76773 76785	62423 62279^67 62423	71103	76856	-	1808 (1-Jul-86)
7436 29-Apr-72	76786	62424	71104	76857	-	1809 (12-Aug-86)
7437 6-May-72	76787	62425	71105	76858 76370^68 76858	-	1810 (16-Sep-86)
7438 5-Jun-72	76859	62430	71106 70995 71106	76860 76773^69 76860	-	1813 (6-Jan-87)

Footnote (nos.7367 – 7438)
44	4 VEP MBS, Diagram 880, Code EB-1A.
45	DTC Diagram 452.
46	DTC Diagram 453.
47	4 VEP DTC, Diagram 458, Code FB.
48	4 VEP DTC, Diagram 458, Code FB.
49	DTC Diagram 452.
50	4 VEP TS, Diagram 474, Code BQ.
51	4 VEP DTC, Diagram 458, Code FB.
52	DTC Diagram 453.
53	4 VEP TS, Diagram 474, Code BQ.
54	DTC Diagram 452, Code FA-1A.
55	DTC Diagram 453.
56	DTC Diagram 452.
57	DTC Diagram 452.
58	DTC Diagram 452.
59	DTC Code FA-1A.
60	DTC Diagram 453, Code FA-1A.
61	4 VEP MBS, Diagram 880, Code EB-1A.
62	DTC Code FA-1A.
63	DTC Code FA-1A.
64	4 VEP MBS, Diagram 880, Code EB-1A.
65	4 VEP MBS, Diagram 880, Code EB-1A.
66	DTC Diagram 452.
67	MBS Code EA-1A.
68	4 VEP DTC, Diagram 458, Code FB.
69	DTC Diagram 453.

No.	Individual Unit Notes
7367
7368
7369	Unit slightly damaged in collision with no.1702 at Streatham Hill 5-Mar-86. MBS 62357 replaced in unit from Aug-86 to 6-Nov-86 by 4 VEP MBS 62197 (ex. spare, originally from no.7736) whilst wiring repairs carried out on 62357 at Slade Green. 62197 seated 58 and unit totals were 42 first and 194 second during this period.
7370
7371	One DTC (which?) derailed near Hassocks 16-Dec-75 and slightly damaged.
7372
7373
7374
7375
7376
7377	See notes for unit no.7053 regarding loan to Bournemouth and enhanced braking.
7378	See notes for unit 7053 regarding loan to Bournemouth and enhanced braking. Unit in collision with no.7346 at Wimbledon Park Depot 21-Jul-75 and DTC 76799, TS 71046 and MBS 62366 all damaged. DTC 76728 after minor repairs at Selhurst exchanged with badly damaged 76620 (ex.7346) until Feb‑76 when 76799 repaired 11-Feb-76 and to 7425, unit held out-of-use as 3-car damaged. Both ‘own’ DTCs 76728 and 76799 returned ex.7425 May‑76 displacing still damaged 76620 to no.7425, and unit back to traffic in booked formation.
7379	Unit delivered to SR c.13-Mar-71.
7380	Unit delivered to SR c.23-Mar-71.
7381	DTC 76802 had one compartment gutted by fire at Reading 24-Jun-79 and exchanged with 76773 (ex.7423 via 7407) until repaired Sep‑79, 76773 then to no.7388. 76773 had four first-class compartments and unit seated 48 first and 184 second in this temporary formation. Unit derailed at West Worthing 30-Dec-86 and one coach damaged when rail penetrated coach floor, again repaired.
7382
7383	Unit in collision with 7393 at Wimbledon Park Aug‑72 and DTC 76804 damaged and temporarily exchanged with 76814 (ex.7393) until reverted to normal Oct-72. Unit badly damaged by fire near Burgess Hill 10-May-85 and DTC 76733 and MBS 62371 both gutted. Unit stored out of use and DTC 76804 exchanged with damaged 4 VEP DTC 76234 (ex.7703) from 6-Jun-85, then to spare from Sep-85 and 76234 returned to no.7703. TS 71051 to 4 BIG no.7044 Nov-85 and this unit to Wolverton for asbestos strip and conversion to 4 CIG 7300 (the second 4 CIG unit to carry this number). Unit withdrawn 20-Jan-86 and damaged 76733 and 62371 both scrapped by staff from V. Berry Ltd. Leicester Jul-86 at Brighton Top Yard. Spare DTC 76804 saw use in unit no.7391 followed by a period in temporary hybrid 4 VEP no.7700 until being permanently formed into unit no.1203 in Nov-89.
7384	Unit delivered to SR c.14-Apr-71.
7385	Unit delivered to SR 6-May-71.
7386	Unit delivered to SR 6-May-71.
7387	Unit delivered to SR 8-May-71. Unit in buffer stop collision at Guildford 17-Jun-78 and DTC 76737 and MBS 62375 damaged but repaired and unit back to traffic 1-Aug‑78.
7388	Unit delivered to SR 8-May-71. DTC 76738 damaged (where?) c.Sep‑79 and to 7423 and replaced by 76773 (ex.7423 via 7407 & 7381). Reverted 10-Oct-79 and 76773 to spare thence to no.7438 from -Oct79.
7389	Unit delivered to SR 6-Jun-71. DTC 76739 temporarily exchanged with 4 VEP DTC 76550 (ex.7810) 20-Jan-87 due to large number of units being snow damaged. In this formation unit seated 48 first and 186 second. Reverted to normal by 31-Jan-87.
7390	Unit delivered to SR 6-Jun-71. TS 71058 damaged in shunting accident at Woking 29-Feb-72 but repaired. Unit damaged in head‑on collision with 4 VEP no.7724 near Copyhold Junction 6-Nov-85 and all vehicles damaged and to Slade Green for repair. HM Railway Inspectorate’s Inspecting Officer was Major P.M. Olver. His Copyhold Junction accident report summary stated: On a clear but windy night the 01.00 Victoria to Brighton electric multiple-unit passenger train, 2A18, consisting of four coaches and travelling in the Down direction, passed signal T335X at Danger, ran through No. 1783 points on the Up line and collided head-on with the 01.35 Bridgton to Victoria electric multiple-unit passenger train, 2A19. This train also consisted of four coaches and was travelling in the Up direction on the Up Main line prior to crossing to the Down Main line in the Up direction, reversibly signalled, via No. 1783 points. The collision caused considerable damage to both trains, but neither was derailed. The emergency services were summoned immediately and, on arrival, began to convey the injured to hospital. In all 40 persons were injured of whom 39 attended hospital for treatment, but the majority only suffered minor injuries and were released after treatment. The guards of the two trains, together with 11 passengers, were detained in hospital, but I am glad to report that they had all been discharged before I commenced my formal Inquiry. Following removal of the damaged coaches, the Up and Down Main lines were re-opened to traffic at 08:30 and 08:54 the same morning, following which trains ran under caution whilst the signalling was being fully tested. Normal working was resumed at 15:30 the same day. Low adhesion leading to wheelslide was stated as the primary cause (driver error was not identified). In respect of the rolling stock the report also stated: The damage to the two trains fell into two categories, that to the underframes and that to the interior of the coaches. The underframes suffered most damage at the ends of the coaches where the impact had buckled them. There was also much damage to the drawgear and centre casting housings on the motor coaches indication the very heavy impact between the two trains. The damage to each coach may be summarised as follows:- 01.00 Victoria-Brighton – Unit 7390 4^th Coach – 76811 Moderate bogie, underframe and interior fitting damage. 3^rd Coach – 71058 Moderate body, interior and bogie damage, serious damage to underframe. 2^nd Coach – 62389 Severe bogie, underframe, body and interior damage. 1^st Coach – 76740 Severe bogie, underframe, body and interior damage. 01.35 Victoria-Brighton – Unit 7724 1^st Coach - 76339 Serious bogie and severe underframe, body and interior damage. 2^nd Coach – 70843 The ‘B’; end of this coach took much of the force of the impact. The underframe was distorted 24-39in downwards in contact with the bogie. The headstock, solebars and longitudinals, were all badly buckled. There was very severe body damage at the ‘B’ end of the coach and in ‘K’ compartment; there was severe interior damage throughout. 3^rd Coach – 62185 Slight bogie damage, severe underframe damage, serious body and interior damage. 4^th Coach – 76340 Serious underframe damage, moderate body and interior damage. DTC 76811 repaired by Mar-86 and transferred to a ‘new’ temporary 4 VEP unit numbered 7700 from May-86, being replaced by fire damaged 76812 (ex.7391). This coach returned to no.7391 Nov-86 on completion of repairs and unit shown held as 3-car only. DTC 76740 released from Slade Green 1-May-87 and used temporarily in 4 VEPs 7701 & 7706 between 15-May-87 and 29-Jun-87. TS 71058 released from Slade Green 19-Aug-86 and stored at Fratton until repairs to MBS 62378 completed at Selhurst Repair Shop 14-Aug-87 when all vehicles of 7390 repaired and unit back to traffic in original formation 17-Aug-87 now renumbered as 1290.
7391	Unit delivered to SR 6-Jun-71. Unit in collision with 4 COR 3150 at Farnham shed 28-Dec-71 but repaired. DTC 76812 badly damaged by fire near Cooksbridge 8-Nov-85 and to Slade Green for repair. DTC 76741 exchanged with damaged 76824 (ex.7403). MBS 62379 temporarily transferred to 4 VEP no.7805 from Feb-86 until Apr-86 whilst that unit's MBS undergoing repairs. DTC 76824 repaired and exchanged back with 76741 22-Apr-86 and damaged 76812 to no.7390 and replaced by 76804 (spare ex.7383) and unit back to traffic. Repairs to 76812 completed 19-Nov-86 and returned to unit displacing 76804 to 4 VEP no.7700. DTC 76812 now fitted throughout with ‘CEP-style’ hopper windows, though no change to internal layout.
7392
7393	Unit delivered to SR 17-Jun-71. Unit in collision with no.7383 at Wimbledon Park Aug‑72 and DTC 76814 temporarily exchanged with damaged 76804 (ex.7383) and unit for repairs. Reverted to normal Oct-72.
7394	Unit delivered to SR 17-Jun-71. Three coaches of unit used for SRAWS cab signalling tests with 4 VEP DTC 76370 (ex.7739) from 26-Jul-71 prior to unit being released to traffic. DTC 76744 damaged in collision with 4732 at Wimbledon Park 24-Nov-74 but repaired.
7400	Unit delivered to SR 20-Aug‑71. Unit in collision with 4627 at Victoria 23-Jan-72 and DTC 76821 damaged and temporarily replaced by 4 VEP DTC 76370 (ex.7739) and unit used for SRAWS cab signalling tests from 6-Mar-72. TS 71068 to spare and replaced by 4 VEP TS 70875 (spare ex.7724 via 7406), this coach fitted with experimental ‘H frame’ flexicoil suspension bogies. Reverted to normal formation from 16-Jun-72 when 76821 repaired with new cab end. TS 70875 to spare until formed into no.7706 c.Aug‑72.
7401	Unit delivered to SR 20-Aug‑71. Unit formed as part of 8 MIG unit 2601 from 27-May-83 until 3-Oct-83.
7402	Unit delivered to SR 3-Sep-71. Unit reduced to 3-car from 27-May-83 and formed as part of 8 MIG unit 2601 until reformed as 4 CIG again from 3-Oct-83. TS 71070 spare during this period.
7403	Unit delivered to SR 3-Sep-71. Unit formed as part of 8 MIG unit 2602 from 16-May-83 until 3‑Oct-83. Unit in collision with tractor on crossing near Billingshurst 8-Nov-85 and DTC 76824 damaged and to Slade Green for repair Jan-86. This coach exchanged with 76741 (ex.7391) and unit running with both DTC's with no second-class compartment seating 48 first and 184 second. Reverted back to normal 22-Apr-86.
7404	Unit delivered to SR 17-Sep-71. Unit reduced to 3-car from 16-May-83 and formed as part of 8 MIG unit 2602 until reformed as 4 CIG again from 3‑Oct-83. TS 71072 spare during this period.
7405	Unit delivered to SR 24-Sep-71. DTC 76826 damaged in collision with level crossing gates at Bosham 19-Nov-85 and replaced by 76804 (ex.7383) until reverted back Jan-86. 76804 then to spare.
7406	Unit delivered to SR 23-Sep-71. TS 71074 spare and replaced by 4 VEP TS 70875 (spare ex.7724), this vehicle fitted with experimental ‘H frame’ flexicoil suspension bogies. Unit then used for tests from 11-Oct-71 prior to release to traffic 31-Dec-71 in normal formation. 70875 then to 7400 from Mar‑72.
7407	Unit delivered to SR 23-Sep-71. Unit in collision with no.7836 at Guildford 19-Aug‑76 and DTC 76828, TS 71075 and MBS 62395 all damaged. DTC 76828 and TS 71075 moved from Guildford to Wimbledon Park 20-Sep-76. DTC 76757 to 4 VEP no.7836 and replaced with damaged 76620 (ex.7346 via 7378 & 7425). 76757 later transferred to no.7346 Dec‑76. HM Railway Inspectorate’s Inspecting Officer was Maj. A.B.G. King. His Guildford accident report summary stated: ‘At 18.31, while the 17.54 electric passenger train from Waterloo to Portsmouth Harbour was crossing from the Down Main line to No. 2 Platform line at Guildford Station, an empty coaching stock train, which had previously formed the 17.34 electric passenger train from Waterloo to Guildford, was set back on a bell signal from the guard, from No. 4 Platform line in the London direction past a signal at Danger and collided side-on with the rear of the passenger train. The last two coaches of the passenger train and the leading coach of the empty train were derailed. One passenger, unfortunately, received severe spinal injuries but has now recovered and seven suffered minor injuries, six being treated in hospital and then released.’ 62395 to Slade Green for repair 28-Jun-77 and then used for tests with 61035 (4 CEP MBS spare ex.7102) and test coach ‘Mars‘ ADB975032 on the Shepperton branch from 6-Sep-77 prior to being formed into no.7434 from 1‑78. MBS 62395 used temporarily in no.7434 about Jun‑78, being replaced by damaged 62422 (ex.7434). Unit back to original formation Jan‑79 with 76620 exchanged with 76757 (ex.7346) and 62395 returned from no.7434 though still out of use with 76828 damaged. This coach then exchanged with 76773 (ex.7423) Mar‑79 and unit back to traffic. 76773 had four first-class compartments and unit seated 48 first and 184 second in this formation. 76828 repaired Jun‑79 and returned to unit displacing 76773 to no.7381 and unit back to normal formation.
7408	Unit delivered to SR 15-Oct-71.
7409	Unit delivered to SR 15-Oct-71.
7410	Unit delivered to SR c.20-Oct-71.
7411	Unit delivered to SR c.20-Oct-71.
7412	Unit delivered to SR 12-Nov-71.
7413	Unit delivered to SR 12-Nov-71 with MBS 62401 used in 4 BIG no.7058 for about three weeks in Dec‑71 prior to unit entering traffic.
7414	Unit derailed at Waterloo 24-Nov-74, back to traffic Jan‑75.
7415	Unit delivered to SR 10-Dec‑71.
7416	Unit delivered to SR 10-Dec‑71. Unit in collision with no.7417 at Wimbledon Park 17-Apr-84 and DTC 76766 damaged and exchanged with 76767 (ex.7417). Reverted to booked formation early June 1984. TS 71084 damaged c.Jun-83 (where?) and repaired at Slade Green.
7417	Unit delivered to SR c.3-Dec-71. Unit in collision with no.7416 at Wimbledon Park 17-Apr-84 and DTC 76838 damaged. DTC 76767 exchanged with damaged 76766 (ex.7416) until repairs completed at Slade Green early Jun-84 when reverted to original formation.
7418	Unit delivered to SR 9-Dec-71.
7419	Unit delivered to SR 9-Dec-71.
7420	Unit delivered to SR by 15-Jan-72.
7421	Unit damaged in collision with 508 unit no.8042 at Wimbledon Park 4-Apr-81 but repaired.
7422	Unit delivered to SR 22-Jan-72.
7423	Unit damaged in sidelong collision with no.4662 at Hampton Court Junction 23-Feb-79 and DTC 76844, TS 71091 and MBS 62411 all damaged. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel A.G. Townsend-Rose. His Hampton Court accident report summary stated: ‘The 13.13 Hampton Court to Waterloo eight-car electric multiple-unit passenger train, after making its scheduled stop at Thames Ditton, was driven past the branch exit signal at Danger onto the Up Slow line on which the 12.20 from Alton coupled with the 12.28 from Basingstoke to Waterloo eight-car electric multiple unit passenger train was passing at speed. The Hampton Court train struck the rear three cars of the Alton train and the leading car of the Hampton Court train was diverted down a steep embankment with its trailing end, to which the second car remained attached, some twelve feet above the ground. The rear six cars of the train remained on the Branch line. The Alton train came to a stand with the seventh car derailed and the trailing bogie of the rear car detached. The rear two cars struck and demolished the brick parapet of Angel Road underbridge which crashed onto the road below. Luckily nobody was passing at the time, but the roofs of several houses adjacent to the line were damaged by flying debris. The emergency services were quickly called by a householder beside the line and thirty ambulances were soon on the scene, but only one passenger and the crew of the Hampton Court train and four passengers of the Alton train were taken to hospital suffering minor injuries. All were discharged after treatment. The guard of the Alton train was also slightly injured. A fifth person travelling on the Alton train suffered injuries which he did not report until the next day. All the Main lines, as well as the Hampton Court and Cobham lines, were blocked following the collision but normal services were resumed at 12.20 on 24th February and the Hampton Court line was restored by 04.00 on 26th February.’ DTC 76773 exchanged with damaged 76828 (ex.7407) Mar‑79 and unit out of use for repairs at Slade Green. 76828 repaired by Jun‑79 and returned to 7407, being replaced by fire damaged 76802 (ex.7381) from Jun‑79 to Sep‑79 and then damaged 76738 (ex.7388) from Sep‑79 to 10-Oct-79 when this returned to no.7388. 76773 to spare as no.7423 then shown as temporarily disbanded, TS 71091 to spare (still damaged at Wimbledon), remaining coaches 76844 and 62411 to 4‑BIG no.7040 in Nov‑79, 76773 to 7438 in Nov‑79. 76773 later also to 7040 in 1-80 and then moved on to 7435 3-80. Unit reinstated (still stopped damaged) by Apr-80 with three of original vehicles DTC 76844, TS 71091 and MBS 62411 also DTC 76785 (damaged ex.7435). 62411 released ex. repairs 20-Jul-80 (‘paint date’ 8-Jul-80). 76785 repaired by Dec-80 and returned to no.7435 in exchange for ‘own’ DTC 76773 and unit further reformed, TS 71091 and DTC 76844 to spare (still damaged) and replaced by 70995 and 76639 (both ex. withdrawn 7365). Unit ran as such until involved in a further collision in Fratton depot with 4 VEP no.7710 28-Nov-82 when DTC 76773 damaged. ‘Own’ spare trailers 71091 & 76844 both now repaired (71091 Mar-82 and 76844 Apr-82) so 76773 exchanged with 76844 and 71091 exchanged with 70995. Unit then ran for a few weeks formed as:- 76844 + 62411 + 71091 + 76639, then 76773 repaired and unit finally returned to original formation from Jun-83 as: 76773 + 62411 + 71091 + 76844. DTC 76639 to spare once again.
7424	DTC 76845 briefly exchanged with 76582 (ex.7338) for a few days from 18-Jan-87 due to large number of units with snow damage.
7425	Unit delivered to SR c.18-Feb-72. DTC 76775 and MBS 62413 damaged in collision with no.4738 at Wimbledon Park 19-Mar-76. Replaced from 2-Apr-76 by 76728 (ex.7378 via 7346) and 4 VEP MBS 62200 (ex. spare), these two moved from Bournemouth; unit in this formation seating 42 first and 194 second. Damaged MBS 62413 and DTC 76775 moved to Selhurst for repairs 21-Sep-76. Unit out of use from May‑76 and DTC 76846 to 7346, being replaced by 76799 (also ex.7378 via 7346) but then both of no.7378 DTC coaches returned to that unit, damaged 76620 (ex.7346 via 7378) then being shown as part of ‘7425‘. MBS 62200 and TS 71093 then spare, 71093 being used in 4 VEP no.7836 from Aug‑76 to Dec‑76. Repairs to 76775 and 62413 completed 2-Dec-76 and both to Eastleigh 14-Dec-76. DTC 76846 returned ex.7346 and unit back to original formation.
7426	Unit damaged (details unknown) Apr-83.
7427	Unit delivered to SR c.18-Feb-72. Unit stored out of use at Norwood Yard late-74 /early-75 with defective wheel bearings.
7428	Unit used briefly for AWS tests from 17-Mar-72 prior to release to traffic 27-Mar-72. Unit stored out of use late-74 /early-75 with defective wheel bearings, back to traffic c.May‑75.
7429	Unit delivered to SR 8-Mar-72.
7430
7431	Unit delivered to SR c.24-Feb-72. Unit reformed prior to first release to traffic and TS 71099 spare and replaced by TB 69302 (ex.7032) and unit ran as 4 BIG no.7032 until reverted to normal formation Jul‑72. DTC 76852 damaged about Sep-83 (where?) and exchanged with 76639 (ex. spare). Reverted back after repairs to 76852 completed at Chart Leacon 3-Feb-84.
7432	Unit delivered to SR 4-Mar-72.
7433	Unit delivered to SR 4-Mar-72.
7434	Unit delivered to SR 22-Mar-72. MBS 62422 damaged c7‑77 (where?) and replaced by 4 VEP MBS 62200 (ex. spare) until 12‑77 when 62200 to 7725 and replaced by defective 62186 (ex.7725) and unit out of use. Whilst formed with 4 VEP MBS vehicle unit seated 42 first and 194 second. 62186 to spare 1‑78 and replaced by 62395 (ex.7407 and via RSD tests at Strawberry Hill). Unit back to normal formation c2‑79.
7435	DTC 76785 damaged in collision with no.7801 at Fratton depot 19-Feb-73 and to spare for repairs. Replaced by 76858 (spare ex.7437) from 29-Feb-73 until reverted 10-Jun‑73. 76858 had second-class compartment and in this formation, unit seated 36 first and 200 second. MBS 62423 temporarily exchanged with fire damaged 62279 (ex.7051) from 8-Aug‑73 to Oct-73. DTC 76785 damaged again in derailment at Preston Park 3-Jan-80 and exchanged Feb-80 with 76773 (ex. temporary ‘7040’ originally from no.7423 via 7407, 7381, 7388 & 7438). After repairs completed by Dec-80, 76773 returned to no.7423 and replaced by ‘own’ 76785 (ex.7423).
7436	Unit used for SRAWS tests 10-Jul-72 with one DTC (which?) replaced by 4 VEP DTC 76370 (ex.7739).
7437	DTC 76858 replaced by 4 VEP DTC 76370 (ex.7739) early 1973, to Eastleigh 12-Jun-73 for modifications to DTC 76730 (only) this coach being fitted with experimental signal repeating AWS (SRAWS) equipment. Unit released 27-Jun-73 and used from Fratton depot on tests between Surbiton and Raynes Park. DTC 76858 to spare, but then to unit no.7435 from 29-Feb-73 to 10-Jun‑73 and subsequently used in 4 BIG no.7057 from 29-Feb-74 until 12-Sep-74 when unit to Eastleigh for C3 overhaul; 76858 also then overhauled and spare at Eastleigh. Reverted to original formation 3-Jan-75 and unit (with exception of 76858) given a C3 overhaul between 13-Jan-75 and 28-Jan-75.
7438	Unit temporarily disbanded Feb‑73 and TS 71106 to spare, remaining three vehicles used with TB 69335 (ex.7045) as 4 BIG no.7045 pending repair to that unit’s own vehicles damaged at Copyhold Junction 16-Dec-72. Reverted to normal May‑73. HM Railway Inspectorate’s Inspecting Officer was Lieutenant Colonel I. K. A. McNaughton. His Copyhold Junction accident report summary stated: In patchy fog the 21.28 electric multiple-unit (EMU) stopping passenger train from Brighton to Victoria, formed of 8 coaches, having passed at Danger the signal on the Up Local line protecting the converging junction with the Up Through line, was on the junction points when it was struck at the sixth vehicle by the 12-coach 21.45 Brighton to Victoria EMU express passenger train running under clear signals on the Up Through line. The leading 4 coaches of the stopping train remained on the track but the rear 4 coaches became uncoupled, and were derailed and badly damaged. The first 10 coaches of the express train were derailed and 3 were badly damaged. The derailment blocked all lines and the traction current was discharged automatically as a result of the collision. Fortunately both trains were very lightly loaded and there were no fatal casualties, but 11 passengers were treated for shock and minor injuries and two were detained in hospital for one and two nights respectively. Unit again temporarily disbanded following derailment damage at Streatham Hill 14-Aug‑79. TS 71106 exchanged with damaged TB 69310 (ex.7040), the reformed 7040 then running as a temporary 4 CIG numbered 7300. Remaining three cars of 7438 with 69310 held out of use under repair as 7040. Both 76859 and 62430 repaired by Oct-79 and unit 7438 reinstated with these two vehicles and TS 70995 (ex. withdrawn no.7365) and DTC 76773 (ex.7423 but via 7407, 7381 & 7388). In this formation both DTCs had second-class compartment and unit seated 36 first and 200 second. Repairs to 76860 complete by Jan-80 and 76773 exchanged with 76860 (ex.7040) and TS 70995 exchanged with ‘own’ 71106 (ex.7300) and unit back to original formation.

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Redhill platform no.3 on Friday 12^th October 1979 with unit no.7300 on the rear of a Victoria to Brighton semi-fast train; note the hastily applied unit numbers and change of unit designation from 4 BIG to 4 CIG.

The down platform no.3 is covered with mail bags – a scene now long gone. On the opposite platform (no.2) a 4 VEP unit still sports its orange curtains.

© John Atkinson

4 CIG unit no.7300
(Temporary Unit Formation)

Due to several 4 CIG and 4 BIG units being damaged during 1979, a temporary unit numbered 7300 was formed in August to utilise available vehicles. It consisted of three vehicles from 4 BIG no.7040 whose buffet car was under repair and the TS from temporarily disbanded no.7438. The unit was reformed in Jan-80 and TS 71106 returned to unit no.7438 being replaced by 70995 spare (following the withdrawal of unit no.7365); this vehicle ex. damage repairs and via no.7438 since Oct-79.

When unit disbanded Apr-80, the three vehicles from no.7040 returned to that unit and 70995 then went to damaged unit no.7423 from Dec-80.

The following list show these with dates formed and disbanded and the number of the donor unit shown below in brackets.

Unit No.	DTC	MBS	TS	DTC	Formed	Disbanded
Diag. No. Code	453 FA	423 EA	472 BO-1A	452 FA
7300	76121 (7040)	62062 (7040)	71106 (7438) 70995 (7365)	76067 (7040)	Aug-79	Apr-80
Note	A further unit also numbered 7300 was formed in Mar-86 in connection with the removal of buffet cars from the first batch of 4 BIG units. This unit was formed from entirely different vehicles from those shown above and is also covered by this history.

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Central Division unit no.7392 approaching Waterloo East sporting headcode no.00!

Rare on the South Eastern Division, this 4 CIG had been into Charing Cross on a driver route-refreshing trip Monday 4^th February 1980. On the Down Fast two HAP units (both from batch 3 – Phase 2) are heading out on Gravesend via Bexleyheath service.

To the rear of the 4 CIG smoke can be seen rising from the ‘Monday-morning’ coffee-bean roasting session from the shop in the last viaduct arch. Sitting on a bridge girder a member of permanent way staff waits for the Gravesend train to clear.

A ‘RM’ Routemaster bus is entering the roundabout off Waterloo bridge; the centre of this roundabout is now the circular IMAX cinema. Immediately below, the roof of the cab road is also visible opposite the ‘Hole in the Wall’ public house.

© John Atkinson

AWS
Automatic Warning System (BR system)

AWS equipment was brought into use on these units as follows.

Unit	Date	Unit	Date	Unit	Date	Unit	Date
7031	Dec-83	7032	Oct-82	7033	Mar-83	7034	Dec-82
7035	Jun-83	7036	Jan-83	7037	Feb-83	7038	Mar-83
7039	Jan-84	7040	Jan-83	7041	Jun-83	7042	Dec-82
7043	Nov-82	7044	Jun-83	7045	Mar-83	7046	Jul-82
7047	Sep-83	7048	Oct-82	7049	by 6-May-76	7050	-77
7051	-77	7052	-77	7053	-77	7054	-77
7055	-77	7056	-77	7057	-77	7058	-77
7301	Oct-83	7302	Dec-83	7303	Jun-83	7304	Nov-83
7305	Sep-83	7306	Mar-84 Jun-84 ½	7307	Sep-83	7308	Jan-84
7309	Apr-83	7310	Apr-82	7311	Feb-83	7312	Nov-82
7313	May-84	7314	Sep-83	7315	May-82	7316	Aug-82
7317	Apr-84	7318	Dec-82	7319	Jun-84	7320	Jan-83
7321	Jun-82	7322	Mar-84	7323	Feb-84	7324	Jun-82
7325	Jan-84	7326	Mar-83	7327	Jul-83	7328	Apr-83
7329	Nov-82	7330	Sep-82	7331	May-84	7332	Jun-84
7334	Mar-82	7335	Apr-83	7336	Oct-82	7337	-77
7338	by 6-May-76	7339	by 6-May-76	7340	11-May-78 *	7341	14-Jul-77
7342	29-Oct-77 *	7343	Dec-77 *	7344	13-Apr-78 *	7345	1-Sep-77 *
7346	26-Jan-78 *	7347	27-Apr-78 *	7348	16-Mar-78 *	7349	4-May-78 *
7350	-77	7351	-77	7352	by 6-May-76	7353	-77
7354	-77	7355	-77	7356	-77	7357	-77
7358	Jan-80	7359	Jun-79	7360	Jul-79	7361	Aug-81
7362	Sep-81	7363	Aug-79	7364	Oct-81	7366	Oct-80
7367	Oct-81	7368	by Sep-81	7369	Oct-79	7370	Jan-82
7371	Feb-82	7372	by Sep-81	7373	Nov-79	7374	Dec-79
7375	Mar-82	7376	Feb-80	7377	-77	7378	-77
7379	-77	7380	-77	7381	-77	7382	-77
7383	-77	7384	-77	7385	-77	7386	-77
7387	-77	7388	-77	7389	-77	7390	-77
7391	-77	7392	-77	7393	-77	7394	-77
7395	-77	7396	-77	7397	-77	7398	-77
7399	-77	7400	Aug-80	7401	Aug-80	7402	Sep-80
7403	Sep-79	7404	Sep-80	7405	by Sep-81	7406	by 6-May-79
7407	by 6-May-79	7408	by 6-May-79	7409	by 6-May-79	7410	by 6-May-79
7411	by 6-May-79	7412	-77	7413	by 6-May-79	7414	-77
7415	-77	7416	-77	7417	-77	7418	-77
7419	-77	7420	-77	7421	-77	7422	-77
7423	-77	7424	-77	7425	Mar-78	7426	Nov-77
7427	Jul-83	7428	Aug-83	7429	Sep-83	7430	Aug-83
7431	Oct-83	7432	Nov-83	7433	Nov-83	7434	Nov-83
7435	Mar-84	7436	Mar-84	7437	by Sep-81	7438	Apr-84
* Unit fitted with AWS when SR AWS removed.

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8 MIG unit no.2602 at Woking, Friday 27^th May 1983. The front four coaches of the unit were no.7403, the RMB was 1873 and the rear three coaches were from unit no.7404.

Either side of the RMB is a DTC (76754 of no.7404) diagram no.453 with three first-class compartments and a DTC (76824 of no.7403) diagram no.452 with four first-class compartments. Woking PAD (pre-assembly depot) can be seen in the background with a railway cottage and sub-station in the fork of the junction.

© John Atkinson

8 MIG units nos.2601 - 2602
(Restaurant Miniature Buffets in CIG stock)

To cover for a shortage of buffet units during the summer of 1983, two 8-car units classified as Class 482 8 MIG were formed; 8 MIG being from 8-car Miniature buffet CIG. This was due to the start of an asbestos removal programme for the original batch of Brighton line 4 BIG units nos.7031 ‑ 7048 and these two 8-car units were diagrammed for use on the Waterloo to Portsmouth route, releasing two 4 BIG units (nos.7052 & 7053) from Fratton to Brighton to cover.

These units consisted of two 4 CIG units, one of which was reduced to a 3-car by removal of the TS vehicle which was held spare. Between the two units, a former loco‑hauled RMB (Restaurant Miniature Buffet) was marshalled, these being vehicles 1872 & 1873, both of which had been modified previously and wired with control jumpers to operate in conjunction with 4 TC units on charter trains requiring refreshment facilities.

8 MIG RMB Coaches

These two RMB coaches were built at Wolverton in 1962 and weighed 38 tons and were mounted on Commonwealth bogies. Originally dual-heated and vacuum-braked they had earlier been converted to air braking and SR type 750-volt electric heating and now weighed 34½ tons.

Both vehicles comprised an entrance - vestibule with access doors each side, a two-bay passenger saloon, a two-bay buffet area with a central gangway (to one side were storage shelves, to the other the service area) an entrance vestibule with doors on each side, a further four-bay passenger saloon, that nearest the centre vestibule (having a store cupboard to one side of the gangway) and another full width entrance vestibule with access doors each side with finally a short central gangway dividing two toilets. Seating capacity was 44 (unclassed), all seats having tables.

Each had been stored out of use at Clapham Yard for some time (having been withdrawn 2‑Oct-82 and reinstated 14-May-83) and were given attention to enable them to be returned to service formed into unit nos.2601 & 2602.

They were marshalled with the smaller saloon against the 3 CIG portion of the unit. The 4 CIG portion was marshalled with the MBS vehicle outermost. As 4 CIG units were not fitted with cab end power jumpers, the buffet coach could not be heated so these units were only diagrammed to operate for the summer timetable from May 1983 until October 1983.

8 MIG Workings dated 3^rd June 1983

Cooking in these vehicles was by liquid gas so this was operative. 4 CIG units nos.7401 ‑ 7404 were the units used to form the 8 MIG units, nos.7402 and 7404 both being reduced to 3-car. RMB 1872 was used in nos.2601 & 1873 in 2602. Due to preparation work on 1872, unit no.2601 was not formed until 27^th May but no.2602 was in traffic on the first day of the summer timetable on 16^th May 1983.

These 8 MIG units were 531' 5½" long, weighed 299½ tons, seated 84 first, 312 second and 44 unclassified in the buffet car. They lasted in service until 3^rd October 1983 when both were disbanded and 4 CIG nos.7401 ‑ 7404 reinstated; the buffet cars being stored at Stewarts Lane and later withdrawn.

Unit no.2602 ran for one day only (21^st July 1983) with the four-car portion (no.7403) replaced by unit no.7345.

Unit formations
(nos.2601 – 2602)

Unit formations were as follows:

Unit	DTC	MBS	TS	DTC	RMB	DTC	MBS	DTC
Diag. No. Code	453 FA-2A	423 EA-2A	472 BO-1A	452 FA-2A	99	452 FA-2A	423 EA-2A	453 FA-2A
2601	76751	62389	71069	76822	1872	76823	62390	76752
2602	76753 76589 76753	62391 62295 62391	71071 70975 71071	76824 76619 76824	1873	76754^70	62392	76825^71

Footnote (nos.2601 - 2602)
70	DTC Diagram 453.
71	DTC Diagram 452.

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August 1986 and at Clapham Junction 4 CIG no.1807 (first facelifted unit in first NSE livery – lighter blue with angled upsweeps) sitting behind 4 BIG unit no.2111 in blue /grey livery; these are on a Victoria to Ore service. The movement of the downgraded first-class compartment can be compared between these two units. Entering platform no.12 is 4 BIG no.2202 on a Littlehampton to Victoria service; this unit having recently been renumbered.

© John Atkinson

4 BIG unit nos.2101 – 2112
(Renumbered units)

This series of units consisted of original 1965 Brighton line 4 BIG units, these being classified as Class 422/1 from 1^st April 1985. The first seven units were renumbered from 7032 /7042 /7043 /7036 /7040 /7037 & 7041, this being the order in which these units had been shopped for asbestos stripping. All were renumbered at Brighton early in April 1985. The remaining units were renumbered at works during their asbestos stripping overhaul.

Several of the first units treated were shown running in temporary formations but these became permanent on renumbering. Unit no.2112 was damaged in a side scrape collision late in 1987 and re‑entered service formed with a buffet car from one of the later batches of 4 BIG units.

As the 4 BIG units worked higher mileage diagrams than the 4 CIG units, problems with high maintenance costs on the Mk 4 motor bogies fitted to this batch of units led to a decision to reform them all, each losing its buffet car to a 4 CIG from the later Mk 6 motor bogie batches and being replaced by the 4 CIG TSO from the unit receiving the buffet car.

Unit formations
(nos.2101 – 2112)

These reformed units were reclassified as 4 CIG and classed as 421/6 and all were renumbered into a new series from 1751 ‑ 1762. These reformations took place between October and late-November 1989.

Unit formations were as follows:

Unit No.	DTC	MBS	TB	DTC	New No.	Date
Diag. No. Code	453 FA	423 EA	472 BP	452 FA
2101 Apr-85	76063^72 (7036)	62054 (7032)	69302 (7032)	76059 (7032)	1751	21-Oct-89
2102 Apr-85	76129 (7048)	62064 (7042)	69312 (7042)	76069 (7042)	1752	14-Oct-89
2103 Apr-85	76124 (7043)	62065 (7043)	69313 (7043)	76070 (7043)	1753	4-Oct-89
2104 Apr-85	76117 (7036)	62058 (7036)	69306 (7036)	76051 (7330)	1754	8-Oct-89
2105 Apr-85	76121 (7040)	62062 (7040)	69310 (7040)	76067 (7040)	1755	14-Oct-89
2106 Apr-85	76118 (7037)	62059 (7037)	69307 (7037)	76064 (7037)	1756	Nov-89
2107 Apr-85	76122 (7041)	62063 (7041)	69311 (7041)	76068 (7041)	1757	30-Sep-89
Those units marked (W) - asbestos stripped at Wolverton.
2108 (W) 9-Sep-85	76127 (7046)	62068 (7046)	69316 (7046)	76073 (7046)	1758	Nov-89
2109 (W) 23-Oct-85	76123 (7042)	62070 (7048)	69318 (7048)	76075 (7048)	1759	Nov-89
2110 (W) 28-Nov-85	76115 (7034)	62056 (7034)	69304 (7034)	76061 (7034)	1760	6-Nov-89
2111 28-Sep-85	76112 (7031)	62053 (7031)	69301 (7031)	76058 (7031)	1761	28-Oct-89
2112 (W) 9-Jan-86	76126 (7045)	62067 (7045)	69315 (7045) 69333^73	76072 (7045)	1762	27-Nov-89

Footnote (nos.2101 – 2112)
72	DTC Diagram 452.
73	TB Code BP-1A.

No.	Individual Unit Notes
2101	Unit formed with two DTC coaches with four first-class compartments and had non‑standard seating capacity of 48 first, 112 standard and 40 buffet as a result.
2102
2103
2104
2105
2106
2107
2108	During facelift unit painted into Inter‑City colours but then reverted to blue /grey prior to being outshopped from Wolverton 9-Sep-85 as no.7046 but unit renumbered 2108 prior to re‑entering service.
2109	Units asbestos stripped at Wolverton.
2110	Unit outshopped from Wolverton 28-Nov-85 but returned to works for rectification 9-Jan-86. Released again 5-Feb-86
2111
2112	Unit outshopped from Wolverton 9-Jan-86 but returned to works for rectification 5-Feb-86. Released again 7-Mar-86. All four coaches side scrape damaged at Littlehampton 11-Dec-87 in sidelong collision with no.1105 and unit stored at Gatwick out of use pending repairs. Unit to Eastleigh c.May-88 for repair, buffet car 69315 facelifted as TSO 71926 for unit no.1823, replaced by 69333 (ex no.2207) and unit released 9-Jul-88 and back to traffic Jul-88.

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Leaving Gatwick’s platform 2 (Up Slow) on a Brighton to Victoria semi-fast service on Tuesday 21^st January 1997, 4 BIG unit no.2210 in later NSE livery (darker blue curved upsweep /no BR double arrow /Network SouthEast under saloon windows). The black capping on the yellow cab end was an unashamed attempt to hide the dirt!

© John Atkinson

4 BIG units nos.2201 - 2210
(Renumbered units)

These units were renumbered from Portsmouth line 4 BIG units nos.7049 ‑ 7058 following reclassification as Class 422/2 from 1^st April 1985. All units, by now allocated to Brighton depot, were renumbered there during April 1985.

Units were subsequently taken into Eastleigh works for facelifting, three of them being converted to 4 CIG units at this time using TSO vehicles rebuilt from former buffet cars, one of which came from the earlier batch of 4 BIG units. All had the seating layout in their DTCs amended during facelifting with a standard compartment at the outer end, now seating 18 first and 36 standard, the unit total now being 36 first, 128 standard and 40 buffet.

The buffet cars were subsequently fitted with microwave cooking equipment. Date In column is the date unit taken into Eastleigh works for facelift, and the new unit number shown where units were renumbered. When first renumbered, all units were in blue /grey livery, and gained NSE livery during their subsequent facelift overhauls.

Unit formations
(nos.2201 – 2212)

Units in traffic on 1^st April 1994 were allocated to the ownership of the Porterbrook Leasing Company Limited train leasing company under the BR privatisation arrangements, these units shown with ‘P’ after unit number. A reduction in requirements for buffet units from June 1997 led to five of the remaining units being renumbered into a new series 1401 ‑ 1405 and their buffet cars being decommissioned; the units running initially as four cars, but with the buffet cars planned to be subsequently removed and the units reclassified as 3 COP units. The final two remaining units were similarly treated in September 1997 (nos.2209 /2210 becoming nos.1409/11) thus rendering this number series extinct.

Unit formations were as follows:

Unit No.	DTC	MBS	TB	DTC	Ex. Unit	Facelifting	New no.
Diag. No. Code	453 FA-1A FA-8B	423 EA-1A EA-5B	472 BP-1A BP-4B^74	452 FA-1A FA-8B	[Code prior to facelifting] [Code after facelifting]
2201	76561	62277	69330	76571	7049	7-Sep-88	1824
2202	76562	62278	69331	76572	7050	25-Oct-88	1825
2203 P	76563	62279	69332	76573 76629 76573	7051	c.Oct 90	1403
2204 P	76564	62280	69336	76574	7052	19-Jul-90	1402
2205 P	76565	62281	69339	76575	7053	Jan-91	1405
2206 P	76602	62308	69338	76632	7054	c.Nov-90	1404
2207	76567	62283	69333	76577	7055	21-Jun-88	1823
2208 P	76568	62284	69334	76578	7056	c. Jul-90	1401
2209 P	76569	62285	69335	76579	7057	13-Jun-91	1409
2210 P	76570	62286	69337	76580	7058	c.Jul-91	1411

Footnote (nos.2201 – 2210)
74	TB codes were BP-3B prior to fitting with microwave cooking.

No.	Individual Unit Notes
2201	Unit slightly damaged in collision with no.1703 at Eastbourne 26-Jun-86 but repaired. Unit to Eastleigh for facelift 6-Sep-88, TB 69330 rebuilt as TSO and renumbered 71927. Unit released as 4 CIG no.1824.
2202	Unit to Eastleigh for facelift 24‑Oct-88, TB 69331 rebuilt as TSO and renumbered 71928. Unit released as 4 CIG no.1825.
2203	Unit in collision with 4 VEP no.3515 at Lovers Walk early Nov-91. DTC 76573 damaged and exchanged with 76629 (ex.1845) 18-Nov-91 whilst repairs completed on 76573. Back to original formation from mid‑Mar-92. Last day in traffic as 4 BIG unit 27-May-97 and unit renumbered 1403 29-May-97. TB 69332 exchanged with 69311 (ex.2257) 31-May-97 prior to release to traffic as no.1403.
2204	Last day in traffic as 4 BIG unit 30-May-97 and unit renumbered 1402 1-Jun-97.
2205	Last day in traffic as 4 BIG unit 30-May-97 and unit renumbered 1405 31-May-97.
2206	Last day in traffic as 4 BIG unit 30-May-97 and unit renumbered 1404 31-May-97.
2207	Unit to Eastleigh for facelift 21-Jun-88, TB 69333 exchanged with 69315 (ex.2112) this coach ex. damage repairs and rebuilt as TSO numbered 71926. Unit released as 4 CIG no.1823.
2208	Unit formed as part of 8 DIG unit no.2001 from 23-Nov-96, though continued to show 2208 on both cab ends whilst running in unit no.2001. The 4 BIG portion of no.2001 officially renumbered 2208, though this unit out of use for wiring repairs and not physically renumbered. When the 8 DIG units disbanded in Jan-97, the stored ‘2208’ renumbered 2262 and the original no.2208 returned to traffic from disbanded unit no.2001 27-Jan-97. Last day in traffic as 4 BIG unit 30-May-97 and unit renumbered 1401 1-Jun-97.
2209	Last day in traffic as 4 BIG 26-Sep-97 and unit renumbered 1409 27-Sep-97.
2210	Last day in traffic as 4 BIG 26-Sep-97 and unit renumbered 1411 28-Sep-97.

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Leaving Somerhill Tunnel on Monday 18^th June 1990 with a Charing Cross to Hastings train, 4 CIG unit no.1100 is in NSE (later) livery and with white cab-front handrails. 4 CIG units were used on the direct line to Hastings because of the high demand for first-class accommodation on this route.

This was in a period when Lover’s Walk depot was supplying up to ten units each day for Hastings line services. This meant Tonbridge, St. Leonards and Grove Park drivers had to be trained on the use of electric parking brakes. Eventually Ramsgate received an allocation of 4 CIG units (without electric parking brake) for the Hastings line.

The Mountfield Gypsum train can just be seen beyond the tunnel awaiting the road.

© John Atkinson

4 CIG units nos.1100 - 1127
(Renumbered units)

This series of units consisted of the remaining original Brighton line parking brake units which were (with two exceptions) asbestos stripped but had not been facelifted when this was undertaken. Units were all renumbered from the 73xx series in June 1987 and retained the last two digits of their original numbers.

Units were Class 421/1. Units nos.1120 & 1121 only ran for a few weeks prior to dispatch to Eastleigh for asbestos stripping and facelift, no.1121 being the last remaining 4 CIG or 4 BIG unit in traffic with blue asbestos insulation. Unit no.1110 was the only unit with the standard class compartment at both ends; this modification being done as a prototype during its asbestos stripping overhaul.

Units were all still blue /grey when first renumbered and gained NSE livery at their next repaint. All these units were subsequently also facelifted at Eastleigh and renumbered again into the 17xx series. Their DTC coaches were altered to the arrangement in no.1110 at this time.

Unit formations
(nos.1100 – 1127)

Unit formations were as follows:

Unit No.	DTC	MBS	TB	DTC	New No.	Date
Diag. No. Code	453 FA	423 EA	472 BO-1A	452 FA
1100	76125	62066	71051	76071	1751	3-Sep-92
Code			BO
1105	76080	62021	70699	76026 76039	1750	14-Aug-92
1110	76085	62026	70704	76031	1745	22-Jan-92
1111	76086	62027	70705	76032	1742	6-Nov-91
1114	76089	62030	70708	76035	1741	17-Sep-91
1116	76091	62032	70710	76037	1746	12-Mar-92
1118	76093 76026^75	62034	70712	76039 76093^76	1747	19-Mar-92
1120	76095	62036	70714	76041	1731	9-Jun-87
1121	76096	62037	70715	76042	1732	5-Jul-87
1123	76119	62060	70717	76065	1752	21-Sep-92
1127	76102	62043	70721	76048	1753	17-Nov-92

Footnote (nos.1100 – 1127)
75	DTC Diagram 452.
76	DTC Diagram 453.

No.	Individual Unit Notes
1100
1105	Unit in sidelong collision at Littlehampton 11-Dec-87 with empty 12-car train (1118 + 2112 + 1730) which was driven past front coach 76026 causing serious damage to cab. This coach exchanged with 76039 (ex.1118).
1110
1111
1114
1116
1118	Unit leading 12-car empty train at Littlehampton 11-Dec-87 when in sidelong collision with no.1105 and only DTC 76039 not side damaged. This coach exchanged with damaged 76026 (ex.1105) and unit out of use pending repairs. To Ilford for repair due 6-Apr-88, and back to traffic Sep-88. 76026 formed against MBS vehicle with 76093 now on opposite end of unit.
1120
1121	This unit last of batch not asbestos stripped when these units renumbered Jun-87 and unit sent to Eastleigh for asbestos strip and facelift 5-Jul-87. Released 5-Jan-88 and renumbered 1732. Unit also had electric parking brake removed during facelift as an experiment and to provide spares for other units.
1123
1127

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4 CIG unit no.1241 waiting to depart from Bournemouth Central

Colin Watts collection ©

4 CIG units nos.1201 - 1300
(Renumbered units)

This series of units consisted of 4 CIG units from the later non‑parking brake fitted batches which had not been facelifted by June 1987. Units were all renumbered fairly quickly from May 1987 and retained the last two digits of their original numbers. Class number was 421/2.

Numbering was as follows:

Nos.7401 ‑ 7426 became nos.1201 – 1226.

Nos.7337 ‑ 7400 became nos.1237 ‑ 1300.

Units from this series continued to be taken for facelifting at Eastleigh, then being further renumbered upwards in the 18xx series.

In overall terms no.7401 (for example) became no.1201 thence no.1868 after facelifting (the 18xx number series bearing no resemblance to previous number sequences).

Unit formations
(nos.1201 – 1300)

Code is the electrical code allocated to each vehicle. Renumber column is date unit to Eastleigh works for facelift with new unit number in 18xx series.

Unit No.	DTC	MBS	TB	DTC	Old No.	Renumber
Diag. No. Code	453 FA-2A	423 EA-2A	472 BO-1A	452 FA-2A		(date)
1201	76751	62389	71069	76822	7401	1868 (11-Dec-91)
1202	76752	62390	71070	76823	7402	1860 (30-Apr-91)
1203	76753	62391	71071	76824 76804	7403	1869 (2-Jan-92)
1204	76754	62392	71072	76825	7404	1875 (28-May-92)
1205	76755	62393	71073	76826	7405	1874 (18-May-92)
1206	76756	62394	71074	76827	7406	1871 (3-Mar-92)
1208	76758 76771	62396	71076	76829	7408	1872 (14-Apr-92)
1209	76759	62397	71077	76830	7409	1873 (22-Apr-92)
1210	76760	62398	71078	76831	7410	1879 (14-Jul-92)
1211	76761	62399	71079	76832	7411	1876 (2-Jun-92)
1212	76762	62400	71081	76833	7412	1881 (25-Aug-92)
1213	76763	62401	71081	76834 76108^77 76834	7413	1877 (9-Jun-92)
1214	76764	62402	71082	76835	7414	1883 (29-Sep-92)
1215	76765	62403	71083	76836	7415	1882 (14-Sep-92)
1216	76766	62404	71084	76837 76266^78 76837	7416	1887 (10-Nov-92)
1217	76767	62405	71085	76838	7417	1884 (6-Oct-92)
1218	76768	62406	71086	76839	7418	1878 (1-Jul-92)
1219	76769	62407	71087	76840	7419	1885 (22-Oct-92)
1220	76770	62408	71088	76841	7420	1880 (17-Jul-92)
1221	76771 76758 76108^79 76834^80 76108^81	62409	71089	76842	7421	1870 (26-Feb-92)
1222	76772	62410	71090	76843	7422	1886 (27-Oct-92)
1223	76773	62411	71091	76844	7423	1888 (9-Dec-92)
1224	76774	62412	71092	76845	7424	1889 (14-Dec-92)
1225	76775	62413	71093	76846	7425	1890 (11-Jan-93)
1226	76776	62414	71094	76847	7426	1891 (26-Jan-93)
Code	FA-1A	EA-1A	BO-1A	FA-1A
1237	76581	62287	70967	76611	7337	1816 (4-Mar-88)
1238	76582	62288	70968	76612	7338	1833 (11-Apr-90)
1239	76583	62289	70969	76613	7339	1817 (25-Mar-88)
1240	76584	62290	70970	76614	7340	1815 (26-Feb-88)
1241	76585	62291	70971	76615	7341	1316 (10-Mar-90)
1242	76586	62292	70972	76616	7342	1820 (25-Apr-88)
1243	76587	62293	70973	76617	7343	1838 (18-Jun-90)
1244	76588	62294	70974	76618	7344	1314 (26-Jan-90)
1245	76589	62295	70975	76619	7345	1844 (5-Sep-90)
1246	76590	62296	70976	76620	7346	1849 (12-Oct-90)
1247	76591	62297	70977	76621	7347	1852 (6-Nov-90)
1248	76592	62298	70978	76622	7348	1821 (3-May-88)
1249	76593	62299	70979	76623	7349	1836 (29-May-90)
1250	76594	62300	70980	76624	7350	1822 (18-May-88)
1251	76595	62301	70981	76625	7351	1814 (5-Feb-88)
1252	76596	62302	70982	76626	7352	1313 (12-Jan-90)
1253	76597	62303	70983	76627	7353	1317 (27-Sep-90)
1254	76598	62304	70984	76628	7354	1831 (12-Mar-90)
1255	76599	62305	70985	76629	7355	1845 (12-Sep-90)
1256	76600	62306	70986	76630	7356	1847 (2-Oct-90)
1257	76601	62307	70987	76631	7357	1835 (18-May-90)
1258	76566	62282	70988	76576	7358	1834 (3-May-90)
1259	76603	62309	70989	76633	7359	1841 (18-Jul-90)
1260	76604	62310	70990	76634	7360	1858 (4-Apr-91)
1261	76605	62311	70991	76635	7361	1848 (10-Oct-90)
1262	76606	62312	70992	76636	7362	1853 (21-Nov-90)
1263	76607	62313	70993	76637	7363	1839 (27-Jun-90)
1264	76608	62314	70994	76638	7364	1315 (9-Feb-90)
1266	76610	62316	70996	76640	7366	1857 (12-Mar-91)
Code	FA-2A	EA-2A	BO-1A	FA-2A
1267	76717	62355	71035	76788	7367	1818 (6-Apr-88)
1268	76718	62356	71036	76789	7368	1850 (22-Oct-90)
1269	76719	62357	71037	76790	7369	1832 (26-Mar-90)
1270	76720	62358	71038	76791	7370	1855 (18-Dec-90)
1271	76721	62359	71039	76792	7371	1851 (1-Nov-90)
1272	76722	62360	71040	76793	7372	1837 (9-Jun-90)
1273	76723	62361	71041	76794	7373	1819 (19-Apr-88)
1274	76724	62362	71042	76795	7374	1840 (2-Jul-90)
1275	76725	62363	71043	76796	7375	1842 (25-Jul-90)
1276	76726	62364	71044	76797	7376	2251 (Oct-89)
1277	76727	62365	71045	76798	7377	1859 (25-Apr-91)
1278	76728	62366	71046	76799	7378	2252 (Oct-89)
1279	76729	62367	71047	76800	7379	2257 (Sep-89)
1280	76730 76667 ^8276730	62368	71048	76801	7380	Withdrawn (30-Oct-89)
1281	76731	62369	71049	76802	7381	1843 (22-Aug-90)
1282	76732	62370	71050	76803	7382	2254 (Oct-89)
1284	76734	62372	71052	76805	7384	2253 (Oct-89)
1285	76735	62373	71053	76806	7385	1861 (c.Jun-91)
1286	76736	62374	71054	76807	7386	1862 (20-Jun-91)
1287	76737	62375	71055	76808	7387	1846 (19-Sep-90)
1288	76738	62376	71056	76809	7388	1854 (3-Dec-90)
1289	76739	62377	71057	76810	7389	1856 (19-Dec-90)
1290	76740	62378	71058	76811	7390	2255 (Oct-89)
1291	76741	62379	71059	76812	7391	1864 (22-Jul-91)
1292	76742	62380	71060	76813	7392	1863 (26-Jun-91)
1293	76743	62381	71061	76814	7393	1866 (20-Oct-91)
1294	76744	62382	71062	76815	7394	1867 (29-Nov-91)
1295	76745	62383	71063	76816 76639 ^83	7395	1865 (14-Oct-91)
1296	76746	62384	71064	76817	7396	2258 (Nov-89)
1297	76747	62385	71065	76818	7397	2256 (Nov-89)
1298	76748	62386	71066	76819	7398	2259 (Nov-89)
1299	76749	62387	71067	76820	7399	2260 (Nov-89)
1300	76750	62388	71068	76821	7400	2261 (Oct-89)

Footnote (nos.1201 -1300)
77	DTC Diagram 453, Code FA.
78	4 VEP DTC, Diagram 458, Code FB.
79	DTC Code FA.
80	DTC Diagram 452.
81	DTC Code FA.
82	4 VEP DTC, Diagram 458, Code FB-1A.
83	DTC Diagram FA-1A.

No.	Individual Unit Notes
1201
1202
1203	DTC 76824 cab damaged 10-Nov-89 after hitting level crossing blown across line during gales at Fishbourne and temporarily replaced by 76804 (ex. spare) 15-Nov-89. This formation made permanent from Jul‑91 and 76824 (now a spare vehicle) withdrawn May‑91. DTC 76824 still spare (and not facelifted) at Eastleigh and allocated to the ownership of the Porterbrook Leasing Company Limited train leasing company. Offered for sale for disposal May‑98 and moved to Old Dalby late in 1998 for ‘Cup & Cone’ crash test c.17-Feb-99. Coach moved to M. C. Metal Processing, Glasgow for scrapping 19-Apr-99 and broken‑up 20-Apr-99.
1204
1205
1206
1208	DTC 76758 badly damaged by fire at Waterloo 1-Nov-90 and exchanged with 76771 (ex.1221). 76758 scrapped by Booth Roe Metals, Rotherham -Oct91, moving from Eastleigh 16-Oct-71
1209
1210
1211
1212
1213	Unit damaged in side scrape collision with no.1221 at Wimbledon Park c.29-Apr-91 and undamaged DTC 76834 to no.1221 Apr‑91 and replaced by 76108 (ex.1221) and unit to Eastleigh for repairs 1-May-91. Released 17-Jun-91 and 76108 exchanged back with 76834 (ex.1221) 7‑91. Whilst formed with 76108, unit seated 36 first and 200 second as both DTCs had second-class compartment.
1214
1215
1216	Unit involved in side scrape collision at Fratton with no.3019 24-Jan-89 and three coaches damaged. Undamaged DTC 76837 exchanged with 4 VEP DTC 76266 (ex.3019) and unit to Doncaster 2-Mar-89 for repairs. Back to traffic in original formation Jul-89.
1217
1218
1219
1220
1221	Unit derailed on trap points at Ash Vale 29-Aug‑90 and three coaches damaged. Undamaged 76771 exchanged with fire damaged 76758 (ex.1208) and unit stopped pending damage repairs. Unit repaired at Selhurst and hauled to Eastleigh 21-Dec-90. DTC 76758 beyond economic repair and withdrawn Apr‑91. Unit back to traffic 19-Mar-91 with DTC 76108 (ex. spare); this vehicle being from the earlier parking brake fitted batches (but with feature now removed). Unit in side scrape collision with no.1213 at Wimbledon Park cm29-Apr-91 and 76108 damaged and temporarily exchanged with 76834 (ex.1213). This exchange reverted Jul‑91. Whilst formed with 76834, both DTC coaches had four first-class compartments and unit seated 48 first and 184 second.
1222
1223
1224
1225
1226
1237
1238
1239
1240
1241
1242
1243
1244
1245
1246
1247
1248
1249
1250
1251
1252
1253
1254
1255
1249
1250
1251
1252
1253
1254
1255
1266	DTC 76640 and TS 70996 slightly damaged in derailment at East Grinstead 3-Nov-88.
1267
1268
1269
1270	DTC 76791 fire damaged at Hastings (Park Sidings) 3-Mar-89 but repaired.
1271
1272
1273
1274
1275
1276
1277
1278
1279
1280	Three compartments of DTC 76730 damaged by fire (where?) 21-Feb-88 and to Slade Green for repairs with 76730 replaced by 4 VEP DTC 76667 (ex.3129) from Mar-88 (although not in traffic in this form until Apr-88). Whilst mis formed, unit seated 48 first and 194 second and VEP DTC in blue /grey, other three CIG coaches in NSE livery. Reverted to original formation by mid-July 1988. Unit involved in Purley collision 4-Mar-89 and all four coaches down embankment and seriously damaged. Removed by road to Three Bridges yard. HM Railway Inspectorate’s Inspecting Officer was Alan Cooksey, Deputy Chief Inspecting Officer of Railways for HMRI. His Purley accident report summary stated: ‘At 13.39, the 12.50 train from Horsham to Victoria was struck in the rear by the 12.17 train from Littlehampton to Victoria. The train from Horsham had just departed from Purley Station and had crossed from the Up Slow line onto the Up Fast line. The train from Littlehampton had been travelling at speed along the Up Fast line. The leading 6 vehicles of the 8 coach train from Littlehampton were derailed and deflected to the left down an embankment. The seventh coach of the. train from Littlehampton was also derailed as were the rear two coaches of the train from Horsham. I regret to report that 5 passengers wen killed and 88 persons, including 3 railway staff, required hospital treatment. Of the injured, 32 were detained in hospital, some with serious injuries but by the time L opened my Inquiry only 4 remained in hospital. The accident caused considerable disruption to rail services. The Up and Down slow lines, which were blocked to traffic to facilitate the recovery work, were re-opened at 05.17 on 6 March. The Up and Down Fast lines were re-opened, subject to a 20 mile/h speed restriction and without the damaged crossover being replaced, at 15.43 on 6 March. The removal of the vehicles from the side and bottom of the embankment was a difficult task and the last one was taken away by road on 9 March. The re-instatement of the crossover was completed and normal operations were restored at 08.00 on 27 March.’ Unit withdrawn 30‑Oct-89 and all coaches scrapped at Three Bridges by contractors Maize Metals, 76730 and 62368 w/e 24-Feb-90, 71048 w/e 3-Mar-90 and 76801 w/e 10-Mar‑90.
1281
1282
1284
1285
1286
1287
1288
1289
1290
1291
1292
1293
1294
1295	Unit involved in Purley collision 4-Mar-89 and two coaches, DTC 76816 and TSO 71063 partly down embankment. 76816 removed by road to Three Bridges yard and scrapped there w/e 17-Mar-90 by contractors Maize Metals. Remaining vehicles spare. HM Railway Inspectorate’s Inspecting Officer was Alan Cooksey, Deputy Chief Inspecting Officer of Railways for HMRI. His Purley accident report summary stated: ‘At 13.39, the 12.50 train from Horsham to Victoria was struck in the rear by the 12.17 train from Littlehampton to Victoria. The train from Horsham had just departed from Purley Station and had crossed from the Up Slow line onto the Up Fast line. The train from Littlehampton had been travelling at speed along the Up Fast line. The leading 6 vehicles of the 8 coach train from Littlehampton were derailed and deflected to the left down an embankment. The seventh coach of the. train from Littlehampton was also derailed as were the rear two coaches of the train from Horsham. I regret to report that 5 passengers wen killed and 88 persons, including 3 railway staff, required hospital treatment. Of the injured, 32 were detained in hospital, some with serious injuries but by the time L opened my Inquiry only 4 remained in hospital. The accident caused considerable disruption to rail services. The Up and Down slow lines, which were blocked to traffic to facilitate the recovery work, were re-opened at 05.17 on 6 March. The Up and Down Fast lines were re-opened, subject to a 20 mile/h speed restriction and without the damaged crossover being replaced, at 15.43 on 6 March. The removal of the vehicles from the side and bottom of the embankment was a difficult task and the last one was taken away by road on 9 March. The re-instatement of the crossover was completed and normal operations were restored at 08.00 on 27 March.’ Unit back to traffic Jul‑90 with DTC 76639 (ex. spare) now in permanent formation.
1296
1297
1298
1299
1300

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Sitting alongside ‘Jaffa cake’ liveried 4 CEP no.1550 at Sevenoaks on Thursday 31^st May 1990, Lover’s Walk-based ‘parking brake’ 4 CIG unit no.1758 forms a Charing Cross – Hastings train. Note NSE logo on end-doorway and glimpse of blue /grey EPB behind.

© Colin Price

4 CIG unit nos.1751 - 1762
(Reformed 4 BIG units)

These units were formed from October to late-November 1989 by reforming former 4 BIG units nos.2101 to 2112. These units were from the original Brighton line batch delivered in 1965 /1966 and were fitted with the earlier Mk 4 motor bogies. Due to the higher mileages worked by 4 BIG units compared with 4 CIG units and in order to reduce maintenance costs, this batch of units swapped their buffet cars with TSO coaches from 4 CIG units from the later batches. The units were then reclassified as 4 CIG units, sub‑class 421/6 and renumbered 1751 ‑ 1762. All the reforms were done at Brighton depot and (as these units still retained their electric parking brakes), all remained allocated to this depot.

Unit no.2112 had earlier received a buffet car from one of the later 4 BIG units due to damage to its own and this unit was reformed with a ‘facelift’ 4 CIG (although the buffet car remained not facelifted, without fluorescent lighting and PA equipment); the TSO in this unit was the only facelifted vehicle.

These units were subsequently taken into Eastleigh works for facelifting and further renumbered into the ‘facelift’ number series (upwards from 1733) this range eventually extending up to 1753 with some duplication of numbers although the ‘first’ nos.1751 ‑ 1753 had been facelifted and renumbered by this stage.

These units still retained the original layout in their DTC coaches and therefore seated 42 first and 192 standard (no.1751 was non-standard); these DTC coaches being modified to the new standard compartment outermost at each end layout on facelifting. All units were in NSE livery when formed; nos.1751 & 1752 in the first version, others in the later version. However, unit no.1757 had one coach in the first scheme and three in the second version.

Unit formations
(nos.1751 – 1762)

Date In column is date unit taken to Eastleigh works for facelift followed by new unit number. Date below unit number is date unit first formed. Unit formations were as follows:

Unit No.	DTC	MBS	TB	DTC	Date in	New No.
Diag. No. Code	453 FA	423 EA	472 BO-1A	452 FA
1751 21-Oct-89	76063 ^84(2101)	62054 (2101)	71044 (1276)	76059 (2101)	20-Nov-90	1734
1752 14-Oct-89	76129 (2102)	62064 (2102)	71046 (1278)	76069 (2102)	19-Mar-91	1738
1753 4-Oct-89	76124 (2103)	62065 (2103)	71052 (1284)	76070 (2103)	c.Jan-91	1736
1754 8-Oct-89	76117 (2104)	62058 (2104)	71050 (1282)	76051 (2104)	8-Jan-91	1735
1755 14-Oct-89	76121 (2105)	62062 (2105)	71058 (1290)	76067 (2105)	29-Jan-91	1737
1756 27-Nov-89	76118 (2106)	62059 (2106)	71065 (1297)	76064 (2106)	2-Dec-91	1743
1757 30-Sep-89	76122 (2107)	62063 (2107)	71047 (1279)	76068 (2107)	29-Aug-90	1733
1758 9-Nov-89	76127 (2108)	62068 (2108)	71064 (1296)	76073 (2108)	19-Dec-91	1744
1759 16-Nov-89	76123 (2109)	62070 (2109)	71066 (1298)	76075 (2109)	21-Aug-91	1739
1760 6-Nov-89	76115 (2110)	62056 (2110)	71067 (1299)	76061 (2110)	26-Mar-92	1749
1761 28-Oct-89	76112 (2111)	62053 (2111)	71068 (1300)	76058 (2111)	2-Apr-92	1749
Code			BO-4B
1762 27-Nov-89	76126 (2112)	62067 (2112)	71097 (1802)	76072 (2112)	4-Sep-91	1740

Footnote (nos.1751 – 1762)
84	DTC Diagram 452, unit 1751 seated 48 first and 184 standard.

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On its first passenger run in London & South East sector livery (a.k.a ‘Jaffa cake) unit no.1702 enters Clapham Junction station with the 06.30 West Worthing Victoria train on Sunday 1^st September 1985. The unit had been released from Eastleigh on the previous Wednesday (28^th August) running ecs to West Worthing the night before.

© John Atkinson

4 CIG units nos.1701 – 1753
(Facelifted units)

This series of units started to appear from Eastleigh works from July 1985 and were former Brighton line 4 CIG and 4 BIG units of the earlier series fitted with electric parking brakes. Units were renumbered upwards from 1701 in order of shopping, all having been asbestos stripped and facelifted. A PA system was fitted, fluorescent lighting installed and the seating layout in the DTCs altered; both now having a second-class compartment at the outer end (the compartment with the outside access door), the former second-class compartment in one DTC being converted to first-class and its associated corridor swing door relocated to the end of the side corridor. These coaches both now seated 18 first and 36 second giving a revised unit total of 36 first and 200 second. Reading lights were also removed from the luggage racks making these units standard with the later batches.

Several 4 BIG units lost their buffet cars or had them rebuilt as trailer seconds and a subsequent swapping of buffet cars out of the earlier Mk 4 motor bogie units led to this number series steadily increasing upwards until all remaining parking brake units were in this one number range. A few units had their parking brakes removed and replaced with conventional handbrakes to provide a float of spare parts for the others.

‘Jaffa Cake’ Livery

The first eleven units were delivered in the L&SE two‑tone brown (Jaffa Cake) livery, but a change of policy led to the next few reverting to blue /grey prior to the introduction of the NSE red /white /blue livery, the eleven ‘Jaffa Cake’ units being fairly quickly repainted into these colours. All units eventually gained NSE livery, units nos.1716 ‑ 1731 being new in the first version, no.1732 upwards were outshopped in the second style, and nos.1701 ‑ 1711 gaining the first version when they lost ‘Jaffa Cake’ livery. Units nos.1712 ‑ 1715 went direct from blue /grey to the later NSE style, and all the early version NSE units later were painted a second time in the later style.

Angel Train Contracts Ltd

This whole batch of units were allocated to the ownership of Angel Train Contracts Limited leasing company from 1^st April 1994 under the BR privatisation arrangements.

[Angel Train Contracts Limited became Angel Trains Limited on 16^th May 2000.]

During 1993 /1994, eight units were modified and had their motor coaches fitted with Mark 6 motor bogies from withdrawn 4 REP units (these being renumbered 1901 ‑ 1908 in order of out-shopping). However, the first two were formed as part of 8 DIG units almost immediately and further renumbered as parts of nos.2004 (1901) and 2002 (1902).

Four units were ‘off lease’ in May 1995 and stored out of use; one at Eastleigh, the remainder at Ludgershall. Two further units were similarly stored from October 1995; these being stored at Chart Leacon. The units at Ludgershall were taken to Eastleigh in November 1996 along with one of the units from Chart Leacon, one DTC of the remaining unit there (no.1749) moving to Doncaster where the body was scrapped and the underframe used as the basis for a new ‘Networker Classic’ prototype.

Connex South Central

Unit no.1719 was the first to be repainted into Connex white /yellow livery from January 1997, although it ran initially without the yellow decals applied.

[Connex South Central Limited became South Central Trains on 10th September 2001].

Units nos.1710 /1721 /1722 & 1725 were similarly treated until problems with application of the yellow areas were resolved; the first unit to carry the full livery being no.1724 outshopped 6^th June 1997.

Many of the units remaining in NSE livery had the cab ends painted in similar style to the Connex liveried units, this being done at Lovers Walk as part of a heavy cleaning procedure. Two of the stored ‘off lease’ units were returned to traffic during July 1997 following overhaul and repainting in the Connex white /yellow livery at Eastleigh. The ‘white’ units had the yellow areas applied to their livery in a special programme at Selhurst Repair Shops from August 1997 (although only units nos.1710 & 1725 were completed) with units nos.1719 & 1722 running in ‘white’ until March 1998 when the yellow was applied at Lovers Walk.

Two further units 1737 & 1742 were ‘off lease’ from July 1997 (being replaced by nos.1741 & 1744 above) and moved to storage at RAF Kineton 19^th August 1997. Further units ‘off lease’ in September 1997 were nos.1701 /1736 & 1748, these being replaced by further previously stored units nos.1704 /1740 & 1743 (being overhauled at Eastleigh and returned to traffic).

Units nos. 1701 /1736 & 1748 were moved to storage at Shoeburyness 22^nd October 1997, but all three were returned to Eastleigh 14^th December 1997 for C4P overhaul. The two units at Kineton (nos.1737 & 1742) also moving to Eastleigh 2^nd March 1998. These five units were overhauled (including having their electric parking brakes replaced with conventional handbrakes in each cab) and repainted into ‘all‑white’ livery and used for short‑term leases to Connex (both South Eastern and South Central) to cover stock shortages. These ‘white’ units were on so-called ‘warm leases’ where Connex paid a much lower charge but were then responsible for the overhaul costs.

Downgrading of first-class

With the exception of the five ‘white’ units (nos. 1701 /1736 /1737 /1742 & 1748) all units started to have the seating in the DTC adjacent to the MBS downgraded to standard from May 1998, the compartment sliding doors and armrests being removed and the coach then seating 54 standard (the revised unit total now being 18 first and 218 standard). This work was carried out at Lovers Walk depot during routine maintenance. Some vehicles subsequently had the seating in the downgraded compartments rebuilt to seat four aside (these vehicles then seating 60 standard with a revised unit total of 18 first and 224 standard).

A new electrical code was also issued for these modified vehicles, being amended from EE36xxX to EE28xxX though the final three suffix letters differed widely between otherwise similar units following many modifications over the years. To assist passengers to locate where the first-class accommodation was situated in the train, a wide (approx. 2') yellow band was later painted along the roof above the first-class compartments (just above the gutter line of the coach).

The two ‘white’ units working on Connex South Central later had their first-class compartments at one end similarly downgraded, though still retaining their small yellow cantrail bands at both ends and without the thick band on the roof at the remaining first-class end. Connex South Central completed painting all their CIG units into their livery when unit no.1720 was sent to Eastleigh in April 2000. South Eastern only had one CIG unit in the Connex livery (no.1870) with all their others running in NSE colours until withdrawal.

GoVia (New Southern Railway Ltd)

Further ‘white’ units were outshopped from Eastleigh during late July 2001 at the time of the handover from Connex to GoVia (New Southern Railway Ltd) of the South Central franchise when the new livery had yet to be finalised; unit no.1734 being outshopped in this condition on 24^th July 2001.

The first unit in the new GoVia South Central two‑tone green /biscuit livery was no.1735 outshopped from Eastleigh on 16^th October 2001. However, only two further units from this batch were done (units nos.1738 & 1740), before repainting ceased in anticipation of the introduction of new Class 375 /377 units.

Following repainting at Eastleigh in January 2002, unit no.1738 then went to Chart Leacon for a bogie overhaul and was also fitted with TPWS equipment as a prototype for units working on South Central. Further units followed from May 2002 in a programme dealt with at Eastleigh. However, the possibility of exposing any residual blue asbestos contamination meant that some of this batch was not planned to be fitted, with withdrawal proposed before the TPWS deadline of 31^st December 2002.

Units nos.1702 /1703 /1705 /1707 /1709 /1710 /1734 /1736 & 1737 were not planned to be fitted, these nine units being identified as in poorest bodily condition and planned to be replaced by 3 COP units displaced from Coastway work by new Class 375 units.

One of the ‘white’ Connex SouthEastern units (no.1742) was stored at Ramsgate from 15^th April 2002 with body defects and requiring a door lock change. However, this work was carried out in August 2002 and the unit returned to service.

Introduction Class 375 units

The introduction of the first Class 375 units to all day service on South Central during December 2002 saw the first withdrawals of 4 CIG units for storage, some of the displaced 3 COP units replacing them. Units nos.1702 & 1706 were out of use with bogie defects during November 2002 and after a period of storage at Gatwick were moved to Shoeburyness for secure storage along with unit no.1703. Units nos.1705, 1707, 1731 & 1750 were also taken out of service and stored.

Proposed Heritage Unit

Unit no.1705 was retained for overhaul, TPWS fitting and restoration to green livery with its original identity of unit no.7301 as a ‘heritage’ unit. However, this did not take place and the unit remained stored at Selhurst depot and used for train evacuation exercises.

TPWS

A further Connex ‘white’ unit (no.1748) was out of use at Ramsgate from 16^th December 2001 but a decision to fit the three ‘white’ Connex units with TPWS saw it repaired and returned to service in March 2002.

The approach of the revised TPWS fitment deadline of 31^st March 2002 saw the remaining units in traffic not so fitted with nos.1709 /1710 /1734 /1736 & 1737 taken out of traffic over the preceding few days at Lovers Walk, though units nos.1710 & 1734 were quickly reprieved and sent to Eastleigh 4^th January 2003 for TPWS fitment.

A further batch of units began to be withdrawn in June 2003 following the introduction of Class 377 units, these withdrawals also including the first units from the 18xx & 19xx batches. Further units were taken out of use with the timetable change from 27^th September 2003, including no.1738 in the South Central green livery.

Fitment Window Bars

All survivors in traffic by July 2003 had window bars fitted over their droplight windows as a safety enhancement. Six TS vehicles from withdrawn units at Shoeburyness were moved back to Selhurst by road late in September 2003 and used to augment the surviving 3 COP units to four cars once again.

2004 Withdrawals

A further round of unit withdrawals began early in 2004, with units nos.1744 & 1753 being withdrawn in January 2004. The introduction of more Class 377 units from 15^th March 2004 saw units nos.1713, 1722, 1724 & 1735 withdrawn that month.

Introduction of further Class 377 diagrams in May 2004 displaced more units for withdrawal, 1740 going in April (the last of this batch running in the new South Central livery), with units nos.1727 & 1739 following in May 2004 and the only remaining ‘white’ unit (no.1734) being withdrawn in June.

Unit Disposals

Withdrawn units were all worked to Shoeburyness for some stripping of hazardous material prior to being disposed of for scrapping, mostly by road to SimsMetals (mainly at Cardiff, though a few vehicles were sent to Beeston near Nottingham). However, the numbers of withdrawn units saw this partly changed by June 2004, with a few units being hauled away by rail to scrapyards in South Wales; SimsMetals at both Cardiff and Newport being used, along with J.T. Lanscapes at MOD Caerwent.

South Eastern Trains withdrawals

South Eastern Trains (successors to Connex on that franchise) withdrew unit no.1748 in May, and it was followed in July by their last two ‘white’ units (nos.1701 & 1742) rendering this batch of 4 CIG units extinct with that operator.

Southern withdrawals

Withdrawal of further ‘Southern’ units continued during 2004 with units now all going directly to scrapyards (mostly Caerwent and not via Shoeburyness). Into 2005 only five ‘phase 1’ units remained active; these being units nos.1704 /1708 /1712 /1717 & 1743.

Unit no.1704 became the last complete ‘phase 1’ unit to run, being withdrawn after working the 09.36 Victoria to Brighton on 7^th February 2005, bringing to an end the last of the ‘Brighton replacement’ stock. However, three odd TSO coaches remained in use for a few more weeks working in 4 COP units.

Withdrawn unit no.1753 (stored at Shoeburyness) was purchased by a private individual and moved by road for undercover storage to Ellough Airfield, near Lowestoft in January 2005.

Unit formations
(nos.1701 – 1753)

The date below the unit number is release date from Eastleigh after facelifting. Electrical codes were complex due to the mixing of various earlier batches of units prior to and during facelifting and appears wherever there is a change in that column.

Units with a * symbol after their number were those with the electric parking brake removed.

Unit formations were as follows:

Unit No.	DTC	MBS	TB	DTC	Ex. Unit.	Withdrawn	Scrap
Code	FA-3B	EA-3B	BO-2B	FA-3B		(date)	(date)
1701 * 12-Jul-85	76087 ^85	62028	70706	76033	7312	24-Jun-04	JLC (Aug-04)
Code	FB-4B			FA-4B
1702 28-Aug-85	76101	62042	70720	76047	7326	1-Nov-02	SMC (Aug-03) (3 cars)
Code	FA-3B			FA-3B
1703 12-Sep-85	76097	62038	70716	76043	7322	17-Dec-02	SMC (Aug-03) (3 cars)
Code				FA-4B
1704 * 22-Oct-85	76092 ^86	62033	70711	76038 ^87	7317	7-Feb-05	JLC (Mar-05)
1705 9-Nov-85	76076 ^88	62017	70695	76022	7301	5-Jan-03	SMN (Mar-06)
1706 7-Dec-85	76094	62035	70713	76040	7319	1-Nov-02	SMC (Jul-03) (3 cars)
1707 23-Dec-85	76084	62025	70703	76030	7309	12-Jan-03	See notes
1708 21-Jan-86	76110	62051	70729	76056	7335	20-Jan-05	JLC (Feb-05)
1709 7-Feb-86	76103	62044	70722	76049	7328	30-Mar-03	See notes
1710 28-Feb-86	76078	62019	70697	76024	7303	6-Sep-04	JLC (Oct-04)
1711 26-Mar-86	76114 ^89	62055	71766	76060	7033	13-Dec-04	SMN (Apr-06)
1712 25-Apr-86	76079	62020	70698	76025	7304	21-Jan-05	JLC (Feb-05)
1713 30-May-86	76128 (7047)	62069 (7047)	71767 (7044)	76074 (7047)	-	5-Mar-04	See notes
1714 20-Jun-86	76028 76077	62018	70696	76023	7302	15-Nov-04	JLC (Dec-04)
1715 15-Jul-86	76082	62023	70701	76077 76028	7307	Renum. 1901 (Apr-93)	-
1716 20-Aug-86	76100 (7325)	62041 (7325)	71768 (7047)	76046 (7325)	-	Renum. 1902 (Apr-93)	-
1717 12-Sep-86	76083	62024	70702	76029	7308	5-Jan-05	JLC (Feb-05)
1718 3-Oct-86	76027	62022	70700	76081	7306	Renum. 1903 (Jul-93)	-
1719 24-Oct-86	76116 (7035)	62057 (7035)	70719 (7325)	76062 (7035)	-	13-Mar-04	See notes
1720 21-Nov-86	76098 (7299)	62039 (7299)	71769 (7035)	76044 (7299)	-	2-Aug-04	JLC (Oct-04)
1721 12-Dec-86	76090	62031	70709	76036	7315	6-Aug-04	JLC (Oct-04)
1722 9-Jan-87	76106^90	62047	70725	76052	7331	9-Mar-04	SMC (May-04 /Jun-04)
1723 12-Feb-87	76107	62048	70726	76053	7332	Renum. 1904 (Nov-93)	-
1724 9-Mar-87	76120 (7039)	62061 (7039)	71770 (7038)	76066 (7039)	-	1-Mar-04	See notes
1725 27-Mar-87	76088	62029	70707	76034	7313	22-Jun-04	JLC (Aug-04)
1726 * 6-May-87	76109	62050	70728	76055	7334	22-Sep-03	SMC (Feb-04 /Jul-04)
1727 * 4-Jun-87	76111	62052	70730	76057	7336	7-Jun-04	JLC (Jul-04 Aug-04)
Code	FA-5B	EA-4B	BO-3B	FA-5B
1728 8-Jul-87	76099	62040	70718	76045	7324	Renum. 1905 (Mar-94)	-
1729 28-Jul-87	76104	62045	70723	76050	7329	Renum. 1907 (Jul-94)	-
1730 1-Oct-87	76105	62046	70724	76113	7330	Renum. 1906 (May-94)	-
Code	FB-7B			FB-7B
1731 * 10-Nov-87	76095	62036	70714	76041	7320	24-Dec-02	SMC (Jul-03 /Aug-03)
1732 * 5-Jan-88	76096	62037	70715	76042	1121	Renum. 1908 (Dec-94)	-
Code	FA-3B	EA-3B	BO-4B	FA-3B
1733 15-Oct-90	76122	62063	71047	76068	1757	4-Aug-04	JLC (Oct-04)
1734 13-Dec-90	76063	62054	71044	76059	1751	21-Jun-04	JLC (Aug-04)
1735 12-Feb-91	76117	62058	71050	76051	1754	1-Mar-04	See notes
1736 * 22-Feb-91	76124^91	62065	71052	76070	1753	31-Mar-03	SMC (Mar-04 /Jun-04)
1737 * 14-Mar-91	76121 ^92	62062	71058	76067	1755	30-Mar-03	See notes
1738 14-May-91	76129	62064	71046	76069	1752	1-Sep-03	See notes
1739 * 6-Jan-92	76123	62070	71066	76075	1759	3-Jun-04	JLC (Jul-04)
1740 * 4-Nov-91	76126	62067	71097	76072	1762	22-Apr-04	See notes
Code			BO-2B
1741 * 8-Nov-91	76089	62030	70708	76035	1114	19-Nov-04	JLC (Jan-05)
1742 * 23-Dec-91	76086 ^93	62027	70705	76032	1111	5-Jul-04	JLC (Aug-04)
Code			BO-4B
1743 * 29-Jan-92	76118	62059	71065	76064	1756	6-Jan-05	JLC (Jan-05)
1744 * 20-Feb-92	76127	62068	71064	76073	1758	28-Jan-04	See notes
Code			BO-2B
1745 12-Mar-92	76085	62026	70704	76031	1110	28-Jun-03	See notes
1746 24-Apr-92	76091	62032	70710	76037	1116	4-Aug-04	JLC (Oct-04)
1747 27-Apr-92	76026	62034	70712	76093	1118	10-Sep-03	See notes
Code			BO-4B
1748 * 12-May-92	76115 ^94	62056	71067	76061	1760	26-May-04	See notes
1749 * 21-May-92	76112	62053	71068	76058	1761	30-Sep-95	See notes
Code			BO-2B
1750 25-Sep-92	76080	62021	70699	76039	1105	11-Jan-03	SMC (Sep-03 /Oct-03) (3 cars)
Code			BO-4B
1751 9-Oct-92	76125	62066	71051	76071	1100	19-Jul-04	JLC (Aug-04)
Code			BO-2B
1752 10-Nov-92	76119	62060	70717	76065	1123	20-Jul-04	JLC (Aug-04)
1753 15-Jan-93	76102	62043	70721	76048	1127	6-Feb-04	Preserved

Footnote (nos.1701 – 1753)
85	Vehicle remains DTC.
86	Vehicle remains DTC.
87	Vehicle downgraded to DTS.
88	60 seat DTS.
89	60 seat DTS.
90	60 seat DTS.
91	Vehicle remains DTC.
92	Vehicle remains DTC.
93	Vehicle remains DTC.
94	Vehicle remains DTC.

Key Letter Code for Scrap Dealers
IRT	Immingham Railfreight Terminal.
JLC	J.T. Lanscapes (Caerwent).
SMC	SimsMetals (Cardiff).
SMN	SimsMetals (Newport).

5^th March 1986 and ‘Jaffa cake’ liveried unit no.1702 was derailed at Streatham Hill when a signalman normalised the points under the moving train. The unit remained out of use until June 1987 when repairs were completed.

© Brian Read

No.	Individual Unit Notes
1701	Unit last used 30-Sep-97 and stored ‘off lease’ at Lovers Walk. Moved to Shoeburyness for storage 22‑Oct-97 but returned to Eastleigh for C4P overhaul 14-Jan-98. Released 9-Mar-98 (after electric parking brake removed and in ‘all white’ livery) and to Ramsgate for CSE use, but returned to Eastleigh 17-Mar-98 due to poor internal condition. Back to CSE traffic 9-Apr-98. Unit retained DTC vehicles at both ends. Temporarily transferred to CSC from 4-Nov-99, but soon back on CSE. Unit withdrawn at Ramsgate 24-Jun-04 (last working 10.18 Victoria to Ashford that day). Moved to J.T. Lanscapes, Caerwent 21-Jul-04 for scrapping. Coaches cut‑up as follows: MBS 62028 10-Aug‑04, DTC 76033 and TS 70706 both 11-Aug‑04 and DTC 76087 13-Aug‑04.
1702	Unit damaged in derailment and collision with no.7369 at Streatham Hill 5-Mar-86 and out of use until Jun-87 whilst repairs completed. Damaged DTC 76101 to Slade Green for repairs, remaining three coaches stored at Tonbridge, Selhurst and later at Fratton. 76101 released after repairs 2-Jun-87 and taken to Fratton for unit to be reformed. Owing to bogie defects, unit withdrawn and stored at Gatwick from 1-Nov-02, being moved to Shoeburyness 18-Dec-02. Three coaches moved by road to SimsMetals (Cardiff) for scrapping: DTC 76047 arr 31-Jul-03, MBS 62042 arr 6-Aug‑03 and DTS 76101 arr 8-Aug‑03. All three were broken‑up soon after arrival. TS 70720 moved by road to Selhurst depot and reformed into 4 COP unit no.1410 from 14-Oct-03.
1703	Unit in converging collision with no.2201 at Eastbourne 26-Jun-86. MBS 62038 damaged and to Slade Green for repairs. Unit withdrawn 17-Dec-02 (last working 23.32 Victoria to Brighton) and moved to Shoeburyness for storage the following day. Three coaches moved by road to SimsMetals (Cardiff) for scrapping: DTC 76043 moved 16-Jul-03 and cut‑up 21-Jul-03, MBS 62038 moved 24-Jul-03 and cut‑up 28-Jul-03 and DTS 76097 moved 30-Jul-03 and cut‑up 3-Aug‑03. TS 70716 moved by road to Selhurst depot and reformed into 4 COP unit 1405 from 29-Sep-03.
1704	Unit ‘ran‑away’ at Streatham Hill 13-May-93 and collided with buffers at Balham, one DTC being almost on side on main line. Unit to Selhurst for repairs, thence to Eastleigh and taken to Doncaster for further work 13-Dec-93. Returned to SR by 17-Mar-94 and back to Eastleigh once again. Unit back to traffic 29-Apr-94. Unit ‘off lease’ 30-Sep-95 and moved to Chart Leacon for storage 17‑Oct-95. Unit moved to Eastleigh for C3M overhaul 4-Nov-96 and released 3-Mar-97 in NSE livery and stored, still ‘off lease’ at Victoria then Grove Park. Returned to Eastleigh Aug‑97 for C4P overhaul and released 18-Sep-97, back to traffic 24-Sep-97. Unit had downgraded DTS at wrong end compared with all others done. Unit became the last of this batch to run in service complete, being withdrawn at Lovers Walk 7-Feb-05 (last working 09.36 Victoria to Brighton). It was moved to Newhaven 14-Feb-05 and on to Stewarts Lane for shoegear removal 5-Mar-05. Moved to J.T. Lanscapes, Caerwent 14-Mar-05 for scrapping, DTC 76092 and MBS 62033 both cut‑up 30-Mar-05, TS 70711 cut‑up 31-Mar-05 and DTS 76038 cut-up 1-Apr-05.
1705	Standard-class compartment of DTC 76022 gutted by fire at Angmering 25-Oct-96 and unit of use whilst repaired at Lovers Walk, released to traffic 5-Dec-96. This same compartment again gutted by fire at Fishbourne 22-Dec-97 and repaired at Lovers Walk, unit back to traffic c.29-Jan-98. Downgraded DTS 76076 modified with four aside seating in former first-class compartments, now seating 60 standard, revised unit total now 18 first and 224 standard. Unit withdrawn at Lovers Walk 5-Jan-03 (last working 23.32 Victoria to Brighton 4-Jan-03) and stored pending possible preservation. Unit moved to Selhurst and used for train evacuation training 19-Jan-03. Possible retention of unit by 'Southern' not proceeded with and unit for disposal from 3-Feb-05. Coaches moved by road to Shoeburyness for stripping Jan‑06, unit hauled to SimsMetals (Newport) for scrapping 20-Mar-06 and cut‑up shortly after arrival.
1706	Owing to bogie defects, unit withdrawn and stored at Gatwick from 1-Nov-02, being moved to Shoeburyness 18-Dec-02. TS 70713 moved by road to Selhurst depot and reformed into 4 COP 1404 from 16-Jan-04. Other coaches moved by road to SimsMetals (Cardiff) for scrapping: DTC 76040 arr 29-Jul-03 and cut‑up 2-Aug‑03, MBS 62035 arr 17-Jul-03 and cut‑up 19-Jul-03 and DTS 76094 moved 16-Jul-03 and cut‑up 20-Jul-03.
1707	Unit withdrawn 12-Jan-03 (last working 18.32 Victoria to Brighton) and stored at Lovers Walk. Moved to Stewarts Lane for further storage 2-Apr-03 and on to Shoeburyness 16-Apr-03. TS 70703 moved by road to Selhurst depot and reformed into 4 COP unit 1403 from 4‑Oct-03. MBS 62025 to SimsMetals (Cardiff) for scrapping arriving 17-Mar-04 and cut‑up 19-Mar-04. Both DT coaches 76030 and 76084 hauled to SimsMetals (Newport) 21-Mar-05 for scrapping and cut‑up c.4-Apr-05.
1708	Unit withdrawn at Lovers Walk 20-Jan-05 (last working 18.50 London Bridge to Selhurst) and moved to Newhaven for store the next day. Moved to Stewarts Lane for shoegear removal 24-Jan-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 31-Jan-05. DTC 76056 cut‑up 10-Feb‑05, MBS 62051 and TS 70729 both cut‑up 11-Feb-05 and DTS 76110 cut‑up 14-Feb-05.
1709	Unit not fitted with TPWS and withdrawn 30-Mar-03 (last working 22.02 Victoria to Brighton 29-Mar-03). Stored at Gatwick from 30-Mar-03 thence moved to Stewarts Lane 24-May-03 before haulage to Shoeburyness 11-Jun-03. TS 70722 moved by road to Selhurst depot and reformed into 4 COP unit no.1411 from 11-Nov-03. MBS 62044 by road to SimsMetals (Cardiff) for scrap arriving 11-Mar-04 and cut‑up 13-Mar-04. Both DT coaches 76049 and 76103 hauled to SimsMetals, (Newport) for scrapping 6-Mar-06 and cut‑up shortly after arrival.
1710	Unit leading 12‑car train which ‘ran‑away’ from Bognor sidings and DTC 76024 cab crushed in subsequent collision with the signal box 18-Nov-95. Unit to Lovers Walk for storage and 76024 taken by road to Derby Dec‑95 for repair. Remaining three coaches stored at Lovers Walk. DTC 76024 returned by road to Lovers Walk 31‑Oct-96. Unit to Chart Leacon for C4 overhaul Feb‑97 then Eastleigh for C6 overhaul between 3-Mar-97 and 14-Apr-97 prior to release to traffic 14-Apr-97. Unit withdrawn at Lovers Walk 6-Sep-04 (last working 08.28 West Croydon to London Bridge). Moved to West Worthing for storage 10-Sep‑04 and on to Stewarts Lane for shoegear removal 21-Sep-04. Hauled to J.T. Lanscapes (Caerwent) 7‑Oct-04 for scrapping, MBS 62019 and DTC 76024 both cut‑up 27‑Oct-04, DTS 76078 and TS 70697 both cut‑up 28‑Oct-04.
1711	Downgraded DTS 76114 modified with four aside seating in former first-class compartments, now seating 60 standard, revised unit total now 18 first and 224 standard. Unit withdrawn at Lovers Walk 13-Dec-04 (last working 06.03 Southampton to London Bridge). Moved for storage to Newhaven 14-Dec-04 and on to Stewarts Lane for shoegear removal 21-Dec-04. Hauled to Shoeburyness 6-Jan-05 for stripping. Unit hauled to SimsMetals (Newport) 27-Mar-06 for scrapping, all coaches cut‑up shortly after arrival.
1712	Unit withdrawn at Lovers Walk 21-Jan-05 (last working 06.33 Littlehampton to Victoria), and moved to Newhaven for storage that day. Moved to Stewarts Lane for shoegear removal 24-Jan-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 31-Jan-05. DTS 76079 cut‑up 8-Feb-05, MBS 62020 and TS 70698 both cut‑up 9-Feb-05 and DTC 76025 cut‑up -Oct2‑05.
1713	Unit withdrawn at Lovers Walk 5-Mar-04 (last working 00.05 Victoria to Worthing). Moved to Stewarts Lane for shoegear removal 8-Mar-04 and on to Shoeburyness for stripping 15-Mar-04. Two coaches moved by road to SimsMetals (Cardiff) for scrapping, MBS 62069 arr 29-Jul-04 and cut‑up w/c 26-Jul-04, TS 71767 arr 5-Aug‑04 and cut‑up c6-Aug‑04. Both DT coaches 76074 and 76128 hauled to SimsMetals (Newport) 3-Feb-05 for scrapping and cut‑up shortly afterwards.
1714	Unit released after facelift mis formed with DTC 76028 replacing 76077. When no.1715 released, 76028 exchanged with 76077 at Lovers Walk 19-Jul-86. Unit withdrawn 15-Nov-04 (last working 21.04 Brighton to Eastbourne) and ran direct to Newhaven for storage. Moved to Stewarts Lane for shoegear removal 26-Nov-04 and hauled to J.T. Lanscapes (Caerwent) for scrapping 7-Dec-04. DTC 76023 cut‑up 20-Dec-04, other three coaches all on 21-Dec-04.
1715	Unit released after facelift mis formed with DTC 76077 replacing 76028, these vehicles then exchanged at Lovers Walk 19-Jul-86. Unit to Eastleigh for C1 overhaul Jan‑93 and MBS 62023 fitted with Mk 6 motor bogies and parking brake removed. Unit released Apr‑93 renumbered 1901.
1716	Unit to Eastleigh for C1 overhaul Feb‑93 and MBS 62041 fitted with Mk 6 motor bogies and parking brake removed. Unit released Apr‑93 renumbered 1902.
1717	Unit withdrawn at Lovers Walk 5-Jan-05 (last working 06.33 Littlehampton to Victoria) and moved to Gatwick for storage 7-Jan-05. Moved to Stewarts Lane for shoegear removal 13-Jan-05 and hauled to J.T. Lanscapes (Caerwent) 31-Jan-05 for scrapping. DTC 76029 cut‑up 4-Feb-05, and the other three coaches all cut‑up 7-Feb-05.
1718	Unit to Eastleigh for C1 overhaul 6-May-93 and MBS 62022 fitted with Mk 6 motor bogies and parking brake removed. Unit released 1-Jul-93 renumbered 1903.
1719	Unit withdrawn at Lovers Walk 13-Mar-04 (last working 23.02 Victoria to Brighton 12-Mar-02) and moved to West Worthing for storage. Moved to Newhaven 31-Mar-04 for further storage, thence to Stewarts Lane 29-Apr-04 for shoegear removal. Hauled to Shoeburyness for stripping 6-May-04. MBS 62057 moved by road to SimsMetals (Cardiff) for scrapping, arr 30-Jul-04 and cut‑up that day. TS 70719 followed to SimsMetals (Cardiff) by road 6-Dec-04 and cut‑up soon after. DT coaches 76062 and 76116 hauled to SimsMetals (Newport) 21-Mar-05 for scrapping, and both cut‑up c.5-Apr-05.
1720	Unit withdrawn at Lovers Walk 2-Aug‑04 (last working 10.36 Victoria to Brighton). Moved to West Worthing for storage 3-Aug‑04 and on to Stewarts Lane for shoegear removal 28-Aug‑04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 2-Sep-04. Coaches cut‑up as follows: DTC 76044 and TS 71769 both 28‑Oct-04, MBS 62039 and DTS 76098 both 1-Nov-04.
1721	Unit withdrawn at Lovers Walk 6-Aug‑04 (last working 06.33 Littlehampton to Victoria). Moved to West Worthing for storage 13-Aug‑04 and on to Stewarts Lane for shoegear removal 8-Sep-04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 15-Sep-04. DTS 76090 cut‑up 11‑Oct-04, MBS 62031 and TS 70709 both cut‑up 12‑Oct-04 and DTC 76036 cut‑up 13‑Oct-04.
1722	Downgraded DTS 76106 modified with four aside seating in former first-class compartments, now seating 60 standard, revised unit total now 18 first and 224 standard. Unit withdrawn at Lovers Walk 9-Mar-04 (last working 06.57 Bognor to London Bridge). Moved to Newhaven for storage 10-Mar‑04 thence to Stewarts Lane for shoegear removal 16-Mar-04. Hauled to Shoeburyness for stripping 25-Mar-04. All coaches moved by road to SimsMetals (Cardiff) for scrapping, DTC 76052 arr 13-May-04 and cut‑up 14-May-04, TS 70725 arr 19-May-04 and cut‑up 21-May-04, MBS 62047 arr 24-May-04 and cut‑up 26-May-04 and DTS 76106 arr 2-Jun-04 and cut‑up w/c 7-Jun-04.
1723	Unit to Eastleigh for C1 overhaul 23-Sep-93 and MBS 62048 fitted with Mk 6 motor bogies and parking brake removed. Unit released 16-Nov-93 renumbered 1904.
1724	Unit withdrawn at Lovers Walk 1-Mar-04 (last working 19.36 Victoria to Brighton). Moved to Stewarts Lane for shoegear removal 8-Mar-04 and on to Shoeburyness for stripping 15-Mar-04. MBS 62061 and TS 71770 both hauled to SimsMetals (Newport) for scrapping 28-Jul-04, and both cut‑up c.29-Jul-04. DTC 76066 hauled to SimsMetals (Newport) for scrapping 6-Mar-06, followed by DTS 76120 27-Mar-06. Both cut‑up soon after arrival.
1725	Unit withdrawn 22-Jun-04 after working 07.15 Victoria to Horsham and becoming defective. Hauled to Lovers Walk for examination, then moved to West Worthing for store 29-Jun-04. Moved to Stewarts Lane for shoegear removal 19-Jul-04, and on to J.T. Lanscapes (Caerwent) for scrapping 22-Jul-04. Coaches cut‑up as follows: DTS 76088 and MBS 62029 both 5-Aug‑04, TS 70707 and DTC 76034 both 6-Aug‑04.
1726	Unit withdrawn at Lovers Walk 22-Sep-03 (last working 18.21 Southampton to Victoria). Moved to Shoeburyness for stripping 30-Sep-03. Coaches moved by road to SimsMetals (Cardiff) for scrapping, MBS 62050 arr 4-Feb-04 and cut‑up 2‑04, DTS 76109 arr 5-Jul-04 and cut‑up w/c 12-Jul-04, TS 70728 arr 28-Jul-04 and cut‑up w/c 26-Jul-04 and DTC 76055 arr 29-Jul-04 and cut‑up w/c 26-Jul-04.
1727	Unit withdrawn at Lovers Walk 7-Jun-04 (last working 06.33 Littlehampton to Victoria). Moved to Gatwick for storage, and on to Stewarts Lane 15-Jun-04 for shoegear removal. Hauled to J.T. Lanscapes (Caerwent) 28-Jun-04 for scrapping. DTC 76057 and TS 70730 both cut‑up 30-Jul-04, DTS 76111 and MBS 62052 both cut‑up 2-Aug‑04.
1728	Unit slightly damaged in collision with 5817 at Horsham 17-Dec-87. Unit to Eastleigh for C1 overhaul 17-Feb-94 and MBS 62040 fitted with Mk 6 motor bogies and parking brake removed. Unit released 31-Mar-94 renumbered 1905.
1729	Unit to Eastleigh for C1 overhaul 14-Dec-93, released Feb‑94. Returned to works 10-Jun‑94 and MBS 62045 fitted with Mk 6 motor bogies and parking brake removed. Unit released 7-Jul-94 renumbered 1907.
1730	All four coaches side scrape damaged at Littlehampton 11-Dec-87 in sidelong collision with no.1105. Unit stored out of use pending repairs, and to Slade Green for repair Jun-88. Taken to Doncaster for further repairs 21‑Oct-98 and released 2-Mar-89. Unit to Eastleigh for C1 overhaul 8-Feb-94, released 21-Mar-94, unit returned to Eastleigh 26-Apr-94 and MBS 62046 fitted with Mk 6 motor bogies and parking brake removed. Unit released 18-May-94 renumbered 1906.
1731	Unit ‘stopped’ after electrical fire 4-Jun-01 and held at Lovers Walk pending repairs. Used as a parts donor for some months and not back to traffic until 10-Oct-01. Unit withdrawn at Lovers Walk 24-Dec-02, (last working 22.14 Portsmouth Harbour to Brighton 23-Dec-02). Hauled to Shoeburyness 14-Jan-03. Coaches all moved by road to SimsMetals (Cardiff) for scrapping: MBS 62036 arr 9-Jul-03, DTC 76041 arr -Oct7‑03 and both cut‑up shortly after, DTS 76095 arr 23-Jul-03 and cut‑up 27-Jul-03 and TS 70714 arr 3-Aug‑04 and cut‑up w/c 2-Aug‑04.
1732	Unit to Eastleigh for C6X overhaul 4-Nov-94 and MBS 62037 fitted with Mk 6 motor bogies. Unit released 14-Dec-94 renumbered 1908.
1733	Unit withdrawn at Lovers Walk 4-Aug‑04 (last working 07.59 Bognor to Victoria). Moved to West Worthing for storage 5-Aug‑04 and on to Stewarts Lane for shoegear removal 8-Sep-04. Hauled to J.T. Lanscapes (Caerwent) 15-Sep-04 for scrapping. Unit used for MOD exercise, DTS 76122 cut‑up 14‑Oct-04, MBS 62063 cut‑up 15‑Oct-04 and TS 71047 and DTC 76068 both cut‑up 17‑Oct-04.
1734	Unit released from Eastleigh works after overhaul 24-Jul-01 in ‘all white’ livery pending finalisation of new livery for the GoVia franchise on South Central. Unit withdrawn at Lovers Walk 21-Jun-04, (last working 09.36 Victoria to Brighton). Moved to West Worthing for store 29-Jun-04. Moved to Stewarts Lane for shoegear removal 19-Jul-04, and on to J.T. Lanscapes (Caerwent) for scrapping 22-Jul-04. Coaches scrapped as follows: DTS 76063 and MBS 62054 both 25-Aug‑04, TS 71044 and DTC 76059 both 26-Aug‑04.
1735	Unit the first painted into South Central two-tone green /biscuit livery, released 16‑Oct-01. Unit withdrawn at Lovers Walk 1-Mar-04 (last working 21.17 Victoria to Portsmouth Harbour). Moved to Stewarts Lane for shoegear removal 8-Mar-04 and on to Shoeburyness for stripping 15-Mar-04. MBS 62058 and TS 71050 both hauled to SimsMetals (Newport) for scrapping 28-Jul-04 and both cut‑up c.29-Jul-04. DTC 76051 hauled to SimsMetals (Newport) for scrapping 6-Mar-06 and DTS 76117 followed 27-Mar-06. Both cut‑up soon after arrival.
1736	Unit last used 11-Sep-97 and stored ‘off lease’ at Lovers Walk. Moved to Shoeburyness for storage 22-Oct-97 but returned to Eastleigh for C4P overhaul 14-Jan-98 and released 27-Mar-98 in ‘all‑white’ livery and with electric parking brake removed, to Lovers Walk for CSC traffic. Back to traffic 11-Apr-98. Unit retained DTC vehicles at both ends. Unit not fitted with TPWS and withdrawn 31-Mar-03, (last working 07.19 Horsham to Victoria). Sent to Stewarts Lane for storage 2-Apr-03, and on to Shoeburyness 16-Apr-03. Coaches moved by road to SimsMetals (Cardiff) for scrapping: MBS 62065 arr 18-Mar-04 and cut‑up that day, TS 71052 arr 20-May-04 and cut‑up 22-May-04, DTC 76124 arr 3-Jun-04 and cut‑up w/c 7-Jun-04, DTC 76070 arr 8-Jun-04 and cut‑up w/c 14-Jun-04.
1737	Unit last used 21-Jun-97 and stored ‘off lease’ at Lovers Walk. Moved to RAF Kineton for storage 19-Aug‑97. Returned to Eastleigh for overhaul 2-Mar-98 and released 14-May-98 in 'all‑white' livery with electric parking brake removed, to Ramsgate for CSE traffic but sent to Chart Leacon for repairs and released to Lovers Walk for CSC traffic 14-Jul-98. Not used in traffic however until 7-Sep-98. Unit retained DTC vehicles at both ends. Unit not fitted with TPWS and withdrawn 30-Mar-03 (last working 19.36 Portsmouth to Brighton) and stored at Gatwick from 30-Mar-03. Moved to Stewarts Lane 24-May-03 and hauled to Shoeburyness for stripping 11-Jun-03. Coaches moved by road to SimsMetals (Cardiff) for scrapping, MBS 62062 arr 10-Mar‑04 and cut‑up 12-Mar-04, TS 71058 arr 27-Jul-04 and cut‑up w/c 26-Jul-04. DTC 76121 hauled to SimsMetals (Newport) for scrapping 6-Mar-06 and DTC 76067 followed 27-Mar-06. Both cut‑up soon after arrival.
1738	Unit withdrawn 1-Sep-03 (last working 22.22 Hove to Brighton). Moved to Shoeburyness for stripping 30-Sep-03. Coaches moved by road to SimsMetals (Cardiff) for scrapping, MBS 62064 arr 4-Feb-04 and cut‑up soon after, TS 71046 arr 26-Jul-04 and cut‑up w/c 26-Jul-04. DTS 76129 hauled to SimsMetals (Newport) for scrapping 6-Mar-06 and DTC 76069 followed 27-Mar-06. Both cut‑up soon after arrival.
1739	Unit withdrawn at Lovers Walk 3-Jun-04 (last working 09.36 Victoria to Brighton). Moved to Gatwick for storage and on to Stewarts Lane 15-Jun-04 for shoegear removal. Hauled to J.T. Lanscapes (Caerwent) 28-Jun-04 for scrapping. Cut dates as follows:- MBS 62070 16-Jul-04, TS 71066 and DTs 76075 and 76123 all on 19-Jul-04.
1740	Unit ‘off lease’ 28-May-95 and moved to Ludgershall for storage 14-Jun-95. Returned to Eastleigh for C3M overhaul 6-Nov-96. Released 4-Mar-97 though not repainted and stored, still ‘off lease’ at Victoria then Grove Park. Moved to Eastleigh for overhaul 9‑Oct-97 and released 5-Nov-97 in Connex white /yellow livery; back to traffic 5-Nov-97. Unit withdrawn at Lovers Walk 22-Apr-04 (last working 09.06 Victoria - Brighton) and moved to Stewarts Lane 29-Apr-04 for shoegear removal. Hauled to Shoeburyness for stripping 6-May-04. TS 71097 hauled to SimsMetals (Newport) for scrapping 28-Jul-04 and cut‑up shortly after. MBS 62067 by road to SimsMetals (Cardiff) arriving 8-Sep-04 and cut‑up 11-Sep-04. DTS 76126 hauled to SimsMetals (Newport) 21-Mar-05 for scrapping, and cut‑up c4-Apr-05. DTC 76072 hauled to SimsMetals (Newport) 6-Mar-06 and cut‑up soon after arrival.
1741	Unit to Eastleigh for C6 overhaul 16-May-95 but this cancelled and unit ‘off lease’ from 28-May-95. Unit stored at Eastleigh into 1997, but overhauled and released in full Connex livery 10-Jul‑97, re-leased to Connex South Central and back to traffic 17-Jul-97. Unit withdrawn at Lovers Walk 19-Nov-04 (last working 08.28 West Croydon to London Bridge). Moved to Newhaven for storage 26-Nov-04 and on to Stewarts Lane for shoegear removal 14-Dec-04. Hauled to J.T. Lanscapes (Caerwent), for scrapping 20-Dec-04. DTC 76035, MBS 62030 and TS 70708 all cut‑up 11-Jan-05, DTS 76089 cut‑up 12-Jan-05.
1742	Unit last used 8-Jul-97 and stored ‘off lease’ at Lovers Walk. Moved to RAF Kineton for storage 19-Aug‑97. Returned to Eastleigh for overhaul 2-Mar-98 and released 14-May-98 in ‘all white’ livery and with electric parking brake removed, to Ramsgate for CSE use and back to traffic 19-May-98. Unit retained DTC vehicles at both ends. Temporarily transferred to CSC from 4-Nov-99. Unit stored out of use at Ramsgate from 15-Apr-02, but door locks overhauled and unit returned to traffic 3-Sep-02. Unit withdrawn at Ramsgate 5-Jul-04 (last working 16.23 Charing Cross to Ramsgate). Hauled to J.T. Lanscapes (Caerwent) for scrapping 21-Jul-04. Coaches cut‑up as follows: DTC 76086 10-Aug‑04, MBS 62027 and TS 70705 both 13-Aug‑04 and DTC 76032 14-Aug‑04.
1743	Unit ‘off lease’ 28-May-95 and moved to Ludgershall for storage 14-Jun-95. Returned to Eastleigh for C3M overhaul 6-Nov-96. Released 4-Mar-97 in NSE livery and stored, still ‘off lease’ at Victoria then Grove Park. Returned to Eastleigh Aug‑97 and repainted again into full Connex livery, released 26-Aug‑97 and back to traffic 1-Sep-97. Unit withdrawn at Lovers Walk 6-Jan-05 (last working 07.19 Horsham to Victoria) and moved to Gatwick for storage 7-Jan-05. Moved to Stewarts Lane for shoegear removal 13-Jan-05 and hauled to J.T. Lanscapes (Caerwent) 19-Jan-05 for scrapping. DTS 76118 cut‑up 14-Feb-05 and other three coaches the following day.
1744	Unit ‘off lease’ 28-May-95 and moved to Ludgershall for storage 14-Jun-95. Returned to Eastleigh 6-Nov-96 and still stored there into 1997, but overhauled and released in full Connex livery 10-Jul‑97, re-leased to Connex South Central and back to traffic 14-Jul-97. Unit withdrawn 28-Jan-04 at Lovers Walk (last working 18.50 Brighton - Hove) and moved to Stewarts Lane for shoegear removal 13-Feb-04. Hauled to Shoeburyness for stripping 18-Feb-04. MBS 62068 and TS 71064 hauled to SimsMetals (Newport) for scrapping 28-Jul-04 and both cut‑up c.29-Jul-04. DT coaches 76073 and 76127 both hauled to SimsMetals (Newport) for scrapping 27-Mar-06 and cut‑up soon after arrival.
1745	Unit withdrawn 28-Jun-03 (last working 22.22 Hove to Brighton). Moved to Shoeburyness for storage 3-Jul-03. MBS 62026 moved by road to SimsMetals (Cardiff) for scrapping 15-Mar-04 and cut‑up 20-Mar-04. TS 70704 moved by road to SimsMetals (Beeston) arriving c.3-Dec-04 and cut‑up 4-Dec-04. DTS 76085 and DTC 76031 both hauled to SimsMetals (Newport) for scrapping 6-Mar-06 and cut‑up soon after arrival.
1746	Unit withdrawn at Lovers Walk 4-Aug‑04 (last working 16.09 Southampton to Littlehampton 2-Aug‑04 which terminated at Fareham after a fatality). Moved to West Worthing for storage 5-Aug‑04 and on to Stewarts Lane for shoegear removal 8-Sep-04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 15-Sep-04. DTC 76037 and TS 70710 both cut‑up 18-Oct-04, DTS 76091 and MBS 62032 both cut‑up 19-Oct-04.
1747	Unit withdrawn at Lovers Walk -10-Sep‑03 (last working 09.25 Barnham to Bognor). Moved to Shoeburyness for stripping 30-Sep-03. MBS 62034 by road to SimsMetals (Beeston) 16-Dec-03 and cut‑up 19-Dec-03. Three coaches moved by road to SimsMetals (Cardiff) for scrapping: TS 70712 arr 9-Feb-04, DTC 76093 arr -Oct2‑04 and DTS 76026 arr 12-Feb-04, all cut‑up during 2‑04.
1748	Unit last used 6-Sep-97 and stored ‘off lease’ at Lovers Walk. Moved to Shoeburyness for storage 22‑Oct-97 but returned to Eastleigh for C4P overhaul 14-Jan-98 and released 14-May-98 in ‘all white’ livery and with electric parking brake removed, to Ramsgate for CSE traffic. Unit retained DTC vehicles at both ends. Unit withdrawn at Ramsgate 26-May-04, (last working 18.40 Charing Cross - Ashford that day). Hauled to Shoeburyness for stripping 28-May-04. TS 71067 hauled to SimsMetals (Newport) for scrapping 28-Jul-04 and cut‑up w/c 26-Jul-04, MBS 62056 followed by road 10-Nov‑04 and cut‑up during Dec‑04. DTC 76115 by road to Booth Roe Metals (Rotherham) for scrapping 8-May-06 and DTC 76061 followed 12-May-06 arriving 15-May-06.
1749	Unit ‘off lease’ 30-Sep-95 and moved to Chart Leacon for storage 17-Oct-95. DTC 76112 taken to Doncaster Oct-96 and bodywork scrapped and underframe used as basis for experimental new ‘Networker Classic’ prototype. Remaining three vehicles still stored at Chart Leacon. Rebuilt 76112 on display at Railtech exhibition at Wembley Nov‑97 with new ‘Networker’ style body. Two pairs of sliding doors were provided each side and 3 & 2 seating, much of the seating airline style face-to-back provided for 77 standard. The coach now weighed 34 tons and the design code was altered to EE2.80.0A. This coach later moved to Chart Leacon and temporarily formed with MBS and DTC of 4 VEP no.3588 and hauled to Victoria for display 10-Mar‑98, returning to Chart Leacon 12-Mar-98. It was also displayed at the Bournemouth depot open days on 16/17-May-98 coupled to a 4 BIG DTC from unit no.2256. 76112 moved to Derby Litchurch Lane Jun‑98, and MBS 62053 also taken there. TS 71068 and DTC 76058 remained stored at Chart Leacon for many months, but these two (along with 62053 ex. Derby) were all eventually moved for storage to Shoeburyness; all remaining in faded NSE livery. Modified 76112 later stored at Derby Litchurch Lane. DTC 76058 moved to SimsMetals (Beeston) 28-Nov-03 and scrapped there 2-Dec-03. Other two coaches by road to SimsMetals (Cardiff) for scrapping, TS 71068 arr 28-Apr-04 and cut‑up 30-Apr-04, MBS 62053 arr 25-May-04 and cut‑up 27-May-04. DTS 76112 remained stored at Derby RTC until about mid-February 2012 when it was taken to Ward Recycling (Ilkeston) for scrapping. (moved by 24-Feb-12).
1750	Unit withdrawn at Lovers Walk 11-Jan-03, (last working 23.45 Eastbourne to Brighton -Oct1‑03). Hauled to Shoeburyness 14-Jan-03. TS 70699 moved by road to Selhurst depot and reformed into 4 COP unit no.1406 from 2‑Oct-03. Other coaches moved by road to SimsMetals (Cardiff) for scrapping: DTC 76080 arr 13-Sep-03 and MBS 62021 arr 23-Sep-03, both cut‑up during 9‑03. DTS 76039 arr 15‑Oct-03 and cut‑up 19‑Oct-03.
1751	Unit withdrawn at Lovers Walk 19-Jul-04 (last working 08.35 Horsham to Victoria). Moved to West Worthing for storage and on to Stewarts Lane for shoegear removal 3-Aug‑04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 5-Aug‑04. Coaches cut‑up as follows: DTS 76125 17-Aug‑04, MBS 62066 18-Aug‑04, TS 71051 and DTC 76071 both 19-Aug‑04.
1752	Unit withdrawn at Lovers Walk 20-Jul-04 (last working 22.17 Victoria to Worthing 19-Jul-04). Moved to West Worthing for storage and on to Stewarts Lane for shoegear removal 3-Aug‑04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 5-Aug‑04. Coaches cut‑up as follows: DTS 76119 and MBS 62060 both 17-Aug‑04, TS 70717 18-Aug‑04 and DTC 76065 19-Aug‑04.
1753	Unit withdrawn at Lovers Walk 6-Feb-04 (last working 00.05 Victoria to Worthing), and moved to Stewarts Lane for shoegear removal 13-Feb-04. Hauled to Shoeburyness for disposal 18-Feb-04. Sold privately to N Bird and all coaches moved by road to Ellough Airfield, near Lowestoft, for undercover storage, about 26-Jan-05. All four coaches moved by road to Finmere 6/7-Mar-15. All four moved again by road to Nemesis Rail (Burton-on-Trent) for restoration work, first was 76048 on 15-Jan-20 with the others following by 17-Jan-20.

Back to Top

Less than a fortnight after facelifting and repainting at Eastleigh works, unit no.1803 heads a Hastings to Victoria service on Sunday 25^th May 1986. Only the first six of these facelifted units received blue /grey livery; the remainder being painted in NSE. The first-class compartment behind both driving cabs now having been downgraded (in this instance the DTC coach is 76780).

Standing behind in platform 4 is a ‘Jaffa cake’ 4 CEP bringing a ‘new look’ on the recently electrified line to Charing Cross; diesel operations having finished on Sunday 11^th May 1986.

© Colin Price

4 CIG units nos.1801 - 1891
(Facelifted units)

This series of units started to appear from Eastleigh works in April 1986 and consisted of 4 CIG units from the later two batches facelifted along similar lines to the 17xx series of units, though without the need for asbestos stripping. Units were renumbered upwards from no.1801 in order of shopping, and were now Class 421/4. These units also had the seating rearranged in the compartments of the DTC vehicles which now each seated 18 first and 36 second giving unit totals of 36 first and 200 second.

The first few units to appear were painted in blue /grey but from no.1807 onwards all were in the new Network South East red /white /blue livery, those up to no.1813 in the first version, no.1814 upwards in the later style. The earlier units also received these colours on first repaint.

The first thirteen conversions were allocated to Brighton, being converted in 1986/early 1987 and a second batch no.1814 ‑ 1825 were done during 1988 and allocated to Fratton for the Waterloo to Portsmouth route. These units were also fitted about this time with the so‑called ‘Greyhound’ electrical modification which removed certain resistances and allowed the motors to be connected almost directly across the line voltage, thereby achieving a higher level of acceleration above about 45mph. Most units were returned to Eastleigh shortly after conversion for this work to be carried out, though three (nos.1819 /1820 & 1821) were done during conversion. They also received slight livery modifications to distinguish them from unmodified units.

A further batch of five units were converted early in 1989 in readiness for the South Hampshire electrification scheme (also to the ‘Greyhound’ specification) these units emerging as nos.1313 – 1317; the units nos.1814 ‑ 1825 having been renumbered as nos.1301 ‑ 1312 during April 1990. Numbers 1826 ‑ 1830 were reserved for these units but were never carried, though no.1316 carried no.1829 in works in error but this was changed before release; the number 1830 was used for a ‘temporary‘ hybrid unit briefly in late 1991/early 1992.

‘Greyhound’ units are marked with a * after the unit number in the following tables.

From July 1991 the South Eastern division gained their first 4 CIG allocation based at Ramsgate depot, these units displacing the surviving 4 CAP units to the suburban area to allow withdrawal of 4 COM and 4 EPB units. Units allocated to the South Eastern division started to have one further first-class compartment downgraded to standard from April 1993; this being the compartment adjacent to the existing standard one at the outer end of the coach. However, the seating was not modified and amended capacity of each DTC was 12 first and 42 standard with the unit total altered to 24 first and 212 standard. These units were subsequently altered back to standard as most diagrams were by then on the Hastings line where a higher proportion of first-class accommodation was required.

Train Leasing Companies

Under the BR privatisation arrangements, from 1^st April 1994 these units were split in allocation between two of the three new train leasing companies, those in the ownership of Angel Train Contracts Limited being marked with an ‘A’ after the unit number, those going to Eversholt Rail Leasing Limited being marked with an ‘E‘.

Two units, 1801 and 1875 were incorporated as part of 8 DIG units from May 1993 and these units were allocated to Porterbrook Leasing Company Limited along with all the 4 BIG units. Following the disbandment of the 8 DIG units in January 1997, these two units remained as part of the Porterbrook Leasing Company Limited fleet and no.1801 reverted to its former number, no.1875 now becoming no.1802, this number vacant as the original had been reformed as 4 BIG no.2262, and number 1875 was not reused. Both these units retained some of their internal enhancements.

Connex

Unit no.1831 was the first repainted into Connex white /yellow livery from 29-Nov-96, though it ran initially without the yellow decals applied whilst problems with application of the yellow areas were resolved (these being applied at Selhurst Repair Shop in Aug‑97).

Unit no.1832 was the first released from Eastleigh in full Connex livery 7-Jul-97 and all units working on the South Central franchise received Connex livery by 2001. From May 1998, all units allocated to Connex South Central started to have the DTC adjacent to the MBS downgraded to all‑standard, though the seating was not modified. Sliding doors to the compartments were removed along with the armrests; this coach now seating 54 standard with the unit total now being 18 first and 218 standard.

The design codes were amended from EE36xxX to EE28xxX and there were many slight variations in the suffix letters for otherwise similar vehicles owing to many modifications having been carried out over the years. These downgradings were carried out during routine maintenance at Lovers Walk depot. However, some vehicles had their downgraded compartment seating rebuilt to seat four aside; these vehicles then seating 60 standard with a revised unit total of 18 first and 224 standard.

The first CSE leased unit to gain Connex livery was no.1870 in Feb‑99, though no others were done, theirs remaining in service in increasingly tatty NSE livery.

The CSC units later gained a thick (approx. 2' wide) yellow band along the roofs above the gutter line on DTC coaches to allow passengers to locate the first-class accommodation more quickly. All the CSE units (except no.1812 which was not in normal traffic) were fitted with the enhanced AWS system, the ‘Train Protection Warning System’ (TPWS) following a trial installation on unit no.1878 in February 1999, this equipment being installed on the Tonbridge - Hastings line for an early large scale operational trial.

Units painted into the Connex colours were nos.1801‑05 /1831‑35 /1837/ 1845‑48/1850 /1851 /1853‑70 & 1874. Of these nos.1851 & 53 were later painted ‘all white’ whilst nos.1854 /1856-62 received the South Central livery.

Fitted with central door locking (note the orange lamps just below cantrail) on 6^th February 1997 ( Eastleigh) unit no. 1812 at Sittingbourne on 20^th June 1997 during its first spell in passenger use (on the Sheeness-on-Sea branch).

After just a few weeks it was sent to Ramsgate for modifications returning to traffic in October 1998 on the Bromley North branch.

Out of passenger service from July 1999 it remained busy as a ‘horse’ unit out of Ramsgate hauling new class 375 stock.

© Colin Price

Unit no.1812 - secondary door locking

Unit no.1812 was experimentally fitted with secondary door locking during overhaul at Eastleigh between 8-Nov-96 and 6-Feb-97 and after this time was not allowed to operate in passenger service in multiple with any other unit. It saw some limited passenger use, on the Sheerness Branch in June 1997 but was out of use from July until further modified by October 1998 when more extensive tests took place on the Bromley North branch, these ceasing in July 1999 when the unit was again stored out of use.

The unit was ‘off lease’ from 30^th October 1999 and was then further used for experiments, being modified at the cab ends with a ‘cup-&-cone’ coupler, this also involved the removal of the corridor connections on the nose ends.

Experimental composite brake blocks

Six CSE units were fitted with experimental composite brake blocks during summer 2001, units nos.1813 /1839 /1840 /1842 /1878 & 1879 being involved, these units had a distinctive smell after heavy braking had taken place.

Livery Changes

A few South Central units were released from overhaul in all-white livery in August 2001 whilst a final decision on a new livery following the handover of the franchise from Connex to GoVia was made; unit no.1851 being the first (released 1-Aug‑01) with no.1853 following (25-Aug‑01).

Unit 1854 was the first outshopped in the new South Central two-tone green /biscuit livery on 20-Sep-01, entering traffic the following day. Units nos.1856 /1857 /1858 /1859 /1860 /1861 & 1862 followed before repainting ceased with the impending introduction of new Class 375 /377 units to replace the 4 CIG units; unit no.1862 being the last outshopped from Eastleigh 18-Feb-02.

Units leased to South Central began to be fitted with TPWS equipment at Lovers Walk from late April 2002, unit no.1835 being the first completed, with no.1833 completing the programme in early August. SWT also began fitting their units late in 2002.

SWT

SWT allocated units also began being painted into their white /blue /orange /red livery during 1999 and all were done by 2001.

The overall livery position with this batch was therefore complex, all units having NSE livery during the early 1990s, those which retained it until withdrawal were nos.1806‑13 /1839‑43 /1871‑73 /1876‑79, whilst nos.1880‑1891 gained SWT colours.

Withdrawals

The first withdrawal of undamaged units from this batch took place in late June 2003 when unit no.1850 was taken out of traffic, displaced by the introduction of further Class 377 units. SC allocated units also had window bars fitted over their droplights during 2003, all being done by July.

No further South Central leased units were disposed of during the remainder of this year, but in December South Eastern Trains allocated unit no.1809 was withdrawn, followed in January 2004 by nos.1810 & 1813; these SET units having not had a works overhaul for many years and still running in NSE livery (being in poor body condition).

Two further South Central units (nos.1832 & 1857) were withdrawn in March 2004; one of these being in the new South Central livery. Further units were withdrawn in May and early-June 2004 by both Southern and South Eastern Trains, units nos.1801 /1802 /1839 /1840 & 1842 going at this time.

Further introductions of new trains, Classes 375/377 on both South Eastern Trains (SET) and Southern (SR) and Classes 444 and 450 on South West Trains (SWT) saw more CIG unit withdrawals at regular intervals commence on all three former SR divisions.

Units owned by Eversholt Rail Leasing Limited and Porterbrook Leasing Company Limited leasing companies were disposed of (to Immingham Railfreight Terminal) whilst those owned by Angel Train Contracts Limited were sent to Shoeburyness for stripping before disposal from there (by both road and rail) to scrap dealers (mostly SimsMetals at either Cardiff, Newport or Beeston).

The number of disposals also saw some Porterbrook Leasing Company Limited and Angel Train Contracts Limited units disposed of direct without visiting Shoeburyness; a number were sold to J.T. Lanscapes (operating at MOD Caerwent) for scrapping.

The withdrawal of unit no.1843 at Ramsgate in November 2004 saw the 4 CIG unit extinct on SET. The withdrawal of nos.1851 and 1853 by ‘Southern’ in February /March 2005 saw the end of the ‘all-white’ livery on slam door stock, whilst SWT reduced units nos.1883 & 1888 to 3-car in January 2006 and carried out modifications on them to enable them to continue in traffic restricted to the Lymington branch these being renumbered 1497 & 1498.

‘Last Rites’

Units nos.1881 and 1890 were withdrawn by SWT at the end of April 2006, just leaving the surviving units on ‘Southern’ remaining in traffic into May 2006. By the end of July 2006, further withdrawals by ‘Southern’ saw only two units (nos.1805 & 1866) surviving in traffic into August 2006.

Southern’s last day of scheduled Mk1 workings was Friday 19^th August 2005 as follows:

Morning

4 CIG unit no.1805 worked 05.09 Seaford-Brighton thence 06.15 Brighton-Eastbourne

4 VEP units no.3515 & 3911 worked 06.10 Eastbourne-Hastings thence 06.52 Hastings-Eastbourne.

Attaching at Eastbourne, all three units ran to Victoria (time?) thence the 09.36 Victoria-Brighton. 

Evening

Units nos.1866 (leading), 3535 & 3486 worked 17.17 Victoria-Seaford /Eastbourne with no.1866 detaching for Seaford (the two 4 VEP units to Eastbourne thence ECS to Lovers Walk).

Unit no.1866 worked 18.43 Seaford-Lewes, 19.07 Lewes-Seaford and 19.32 Seaford-Brighton thence ECS to Lovers Walk depot.

However, the two 4 CIG units (along with the 4 VEP units) continued working ad-hoc as follows (this list only records 4 CIG operations and may not be exhaustive):

Service	Sch. Time	Unit No.	Unit No.	Unit No.
Monday, 7th November 2005
Littlehampton - Victoria	06:33	1805	1866	3535
Victoria - Littlehampton	17.47	3535	1866	1805
Tuesday, 8th November 2005
Littlehampton - Victoria	06.33	1805	1866	3535
London Bridge - Littlehampton	17.32	1805	3505	3530
Wednesday, 9th November 2005
Littlehampton - Victoria	06.33	3530	3505	1805
Victoria - Lovers Walk (ECS)	08+24	1805	3505	3530
Thursday, 10th November 2005
Brighton - Victoria	07.47	3530	3505	1805
Victoria - Brighton	09.06	1805	3505	3530
Hove - Victoria	16.24	3530	3505	1805
Victoria - Littlehampton	17.47	1805	3505	3530
Friday, 11th November 2005
Littlehampton - Victoria	06.33	3530	1805	3535
Victoria - Lovers Walk (ECS)	08+24	3535	1805	3530
Monday, 14th November 2005
Brighton - Victoria	07:47	3530	1866	1805
Victoria - Brighton (thence ECS Lovers Walk via Hove)	09:06	1805	1866	3530
Lovers Walk - Victoria (ECS)	16+25	1866	3514	1805
Victoria - Littlehampton	17.47	1805	3514	1866
Tuesday 15th November 2005
Littlehampton - Victoria	06.33	1866	3514	1805
Victoria - Lovers Walk (ECS)	08+24	1805	3514	1866
Lovers Walk – Victoria (ECS)	16+24	1866	3514	1805
Victoria - Littlehampton	17.47	1805	3514	1866
Wednesday, 16th November 2005
Littlehampton - Victoria	06.33	1866	3514	1805
Victoria - Lovers Walk (ECS)	08+26	1805	3514	1866
Thursday, 17th November 2005
Brighton – Victoria	07.47	1866	3514	1805
Victoria - Brighton	09.06	1805	3514	1866
Hove - Victoria	16+24	1866	3514	1805
Victoria - Littlehampton	17.47	1805	3514	1866
Friday 18th November 2005
Littlehampton - Victoria (terminated East Croydon - lineside fire)	06.33	1866	3514	1805
East Croydon - Lovers Walk (sch. 08+24 Victoria but started ECR 17 min early)	08+25	1805	3514	1866
Saturday 19th November 2005
Lovers Walk – Victoria (ECS)	06+35	1866	1805	3514
Victoria – East Grinstead (Sussex Slammer Railtour 1^st portion)	08:40	3514	1805	-
Victoria – East Grinstead (Sussex Slammer Railtour 2^nd portion)	08:42	-	-	1866
East Grinstead – London Bridge (Sussex Slammer Railtour 1^st portion)	09:25	1895	3514	-
East Grinstead – London Bridge (Sussex Slammer Railtour 2^nd portion)	09:27	-	-	1866
London Bridge - Littlehampton (rev) - Preston Park (rev) -Brighton (rev) - Newhaven Marine (rev) - Victoria (Sussex Slammer Railtour both portions)	11:01	1866	3514	1805
Victoria – Brighton (non-stop passenger) (thence ECS to Lovers Walk)	17.58	1805	3514	1866

Originally scheduled as an ecs move Southern decided to run the 17:58 Victoria – Brighton service as a passenger train on 19^th December 2005; this being the last Mk1 electric train to run non-stop between the two cities.

Photographed upon arrival at Brighton still carrying its ‘Sussex Slammer’ headboard from that day’s railtour!

© Colin Watts

Both 4 CIG units (nos.1805 & 1866) lasted until the farewell ‘Sussex Slammer’ railtour of 19^th November 2005 thence the 17.58 Victoria to Brighton run and withdrawal. The 4 CIG unit was then extinct on the main line.

Formed of 4 CIG no.1805 (leading), 4 VEP no.3514 & 4 CIG no.1866 the 17:58 Victoria – Brighton non-stop service seen here following is arrival at Brighton.

This would be the last time 4 CIG and 4 VEP units would be seen running together in a mainline passenger train.

© Colin Watts

Southern’s 4 CIG units were officially withdrawn 25^th November 2005; the 4 VEP units saw their last mainline workings on Saturday 26^th November 2005; slam door electric stock was then extinct on the main line.

Non-mainline use on SWT

However, the two SWT 3-car units had exemptions from some of the new regulations affecting rolling stock, albeit with very restrictive rules regarding their use and carried on running until 22^nd May 2010.

Unit formations
(nos.1801 – 1891)

Unit formations were as follows with the date below the unit number is release date from Eastleigh following facelifting.

Units marked * after unit number were fitted with ‘Greyhound’ electrical modifications and subsequently renumbered. The owning Train Leasing Company is also shown with a code letter, A = Angel Trains Contracts Limited, E = Eversholt Rail Leasing Limited and P = Porterbrook Leasing Company Limited.

Coaches marked with ‘+’ after the number were downgraded to DTS during 1998.

Codes (electrical) are shown where there is a change in that column.

Unit No.	DTC	MBS	TB	DTC	Ex. Unit	Withdrawal	Scrap date
Diag. No. Code	453 FA-6B	423 EA-5B	472 BO-4A	452 FA-6B		(date)	(yard)
1801 11-Apr-86	76777	62415	71095	76848	7427	Reformed into no.2003 May-93	-
1801 P 22-Jan-97	76777+	62415	71095	76848	2003	7-Jun-04	Aug /Sep-04 (IRT)
1802 22-Apr-86	76779	62417	71097	76850	7429	Renum. 2262 Nov-89	-
1802 P 27-Jan-97	76754+	62392	71072	76825	2001	19-Jun-04	Aug /Sep-04 (IRT)
1803 A 12-May-86	76780+	62418	71098	76851	7430	29-Jul-04	Oct-04 (JLC)
1804 A 23-May-86	76778+	62416	71096	76849	7428	1-Oct-04	Jul-05 (SMN)
1805 A 12-Jun-86	76782+	62420	71100	76853	7432	25-Nov-05	Mar-06 (SMN)
1806 E 27-Jun-86	76783	62421	71101	76854	7433	24-Sep-04	Nov-04 (JLC)
1807 E 25-Jul-86	76784	62422	71102	76855	7434	25-Jul-04	Sep-04 (JLC)
1808 E 4-Sep-86	76785	62423	71103	76856	7435	16-Jul-04	Sep-04 (JLC)
1809 E 30-Sep-86	76786	62424	71104	76857	7436	11-Dec-03	Apr /Jun-04 (IRT)
1810 E 3-Nov-86	76787	62425	71105	76858	7437	14-Jan-04	Apr /Jun-04 (IRT)
1811 E 5-Dec-86	76781	62419	71099	76852	7431	26-Mar-04	May /Jul-04 (IRT)
1812 E 16-Jan-87	76757	62395	71075	76828	7407	30-Sep-00	See notes
1810 E 3-Nov-86	76787	62425	71105	76858	7437	14-Jan-04	Apr /Jun-04 (IRT)
1811 E 5-Dec-86	76781	62419	71099	76852	7431	26-Mar-04	May /Jul-04 (IRT)
1812 E 16-Jan-87	76757	62395	71075	76828	7407	30-Sep-00	See notes
1813 E 13-Feb-87	76859	62430	71106	76860	7438	23-Jan-04	Mar-04 (IRT)
Code	FA-8B			FA-8B
1814* 8-Apr-88	76595	62301	70981	76625	1251	Renum. 1301 Apr-90
1815* 5-May-88	76584	62290	70970	76614	1240	Renum. 1302 Apr-90	-
1816* 16-May-88	76581	62287	70967	76611	1237	Renum. 1303 Apr-90	-
1817* 27-May-88	76583	62289	70969	76613	1239	Renum. 1304 Apr-90	-
Code	FA-9B			FA-9B
1818* 9-Jun-88	76717	62355	71035	76788	1267	Renum. 1305 Apr-90	-
Code		EA-6B
1819* 20-Jun-88	76723	62361	71041	76794	1273	Renum. 1306 May-90	-
Code	FA-8B			FA-8B
1820* 1-Jul-88	76586	62292	70972	76616	1242	Renum. 1307 May-90	-
1821* 8-Jul-88	76592	62298	70978	76622	1248	Renum. 1308 May-90	-
Code		EA-5B
1822* 26-Jul-88	76594	62300	70980	76624	1250	Renum. 1309 Apr-90	-
1823* 28-Oct-88	76567 (2207)	62283 (2207)	71926 (2112)	76577 (2207)	-	Renum. 1310 May-90	-
1824* 11-Nov-88	76561	62277	71927	76571	2201	Renum. 1311 May-90	-
1825* 16-Dec-88	76562	62278	71928	76572	2202	Renum. 1312 1-Jun-90	-
1831 A 12-Jun-90	76598+	62304	70984	76628	1254	25-May-05	Jun-05 (JLC)
Code	FA-9B			FA-9B
1832 A 24-May-90	76719+	62357	71037	76790	1269	13-Mar-04	Jul-05 (SMN)
Code	FA-8B			FA-8B
1833 A 11-Jun-90	76582+	62288	70968	76612	1238	21-Jul-04	Oct-04 (JLC)
1834 A 29-Jun-90	76566+	62282	70988	76576	1258	6-Nov-04	Dec-04 (JLC)
1835 A 30-Jun-90	76601+	62307	70987	76631	1257	17-Sep-04	Oct-04 (JLC)
1836* 18-Jul-90	76593	62299	70979	76623	1249	Renum. 1320 Jan-92	-
Code	FA-9B			FA-9B
1837 A 24-Jul-90	76722+	62360	71040	76793	1272	9-Nov-04	Dec-04 (JLC)
Code	FA-8B			FA-8B
1838* 16-Aug-90	76587	62293	70973	76617	1243	Renum. 1322 c.Mar-92	-
1839 E 20-Aug-90	76607	62313	70993	76637	1263	21-May-04	Jun-04 (SMN)
Code	FA-9B			FA-9B
1840 E 29-Aug-90	76724	62362	71042	76795	1274	25-May-04	Jun-04 (SMN)
Code	FA-8B			FA-8B
1841 E c.Sep-90	76603	62309	70989	76633	1259	15-Jul-04	Sep-04 (JLC)
Code	FA-9B			FA-9B
1842 E 24-Sep-90	76725	62363	71043	76796	1275	24-May-04	Jun-04 (SMN)
1843 E 3-Oct-90	76731	62369	71049	76802	1281	17-Nov-04	Jan-05 (SMN)
1844* 16-Oct-90	76589	62295	70975	76619	1245	Renum. 1321 Feb-92	-
1845 A 30-Oct-90	76599 76544 [1] 76599+	62305	70985	76629 76573 76629 76718+ [2]	1255	8-Dec-04	Jan-05 (JLC)
1846 A 31-Oct-90	76737+	62375	71055	76808	1287	27-Nov-04	Jan-05 (JLC)
Code	FA-8B			FA-8B
1847 A 21-Nov-90	76600+	62306	70986	76630	1256	7-Jan-05	Jan-05 (JLC)
1848 A 20-Nov-90	76605+	62311	70991	76635	1261	23-Dec-04	Jan-05 (JLC)
1849* 30-Nov-90	76590	62296	70976	76620	1246	Renum. 1318 Jan-92	-
Code	FA-9B			FA-9B
1850 A 4-Dec-90	76718+ 76629+	62356	71036	76789	1268	27-Jun-03	See notes
1851 A 19-Dec-90	76721+	62359	71039	76792	1271	18-Feb-05	Mar-05 (JLC)
Code	FA-8B			FA-8B
1852* 21-Dec-90	76591	62297	70977	76621	1247	Renum. 1319 Jan-92	-
1853 A 14-Jan-91	76606+	62312	70992	76626	1262	3-Mar-05	May-05 (JLC)
Code	FA-9B			FA-9B
1854 A 21-Jan-91	76738+	62376	71056	76809	1288	1-Apr-05	May-05 (JLC)
1855 A 30-Jan-91	76720+	62358	71038	76791	1270	13-Dec-04	Jul-05 (SMN)
1856 A 6-Feb-91	76739+	62377	71057	76810	1289	17-Apr-05	May-05 (JLC)
Code	FA-8B			FA-8B
1857 A 26-Apr-91	76610+	62316	70996	76640	1266	13-Mar-04	May-05 (SWB)
1858 A 30-May-91	76604 76800 76604+	62310	70990	76634	1260	9-May-05	Jun-05 (JLC)
Code	FA-9B			FA-9B
1859 A 13-Jun-91	76727+	62365	71045	76798	1277	11-Jun-05	Sep-05 (SMN)
1860 A 28-Jun-91	76752+	62390	71070	76823	1202	26-Jul-05	Sep-05 (SMN)
1861 A 25-Jul-91	76735+	62373	71053	76806	1285	5-Jul-05	Sep-05 (JLC)
1862 A 23-Aug-91	76736+	62374	71054	76807	1286	5-Jul-05	Sep-05 (JLC)
1863 A 2-Sep-91	76742+	62380	71060	76813	1292	5-Jul-05	Sep-05 (JLC)
1864 A 18-Sep-91	76741+	62379	71059	76812	1291	23-Jul-05	Sep-05 (SMN)
Code				FA-8B
1865 A 25-Nov-91	76745+	62383	71063	76639	1295	24-May-05	Jun-05 (JLC)
Code				FA-9B
1866 A 18-Dec-91	76743+	62381	71061	76814	1293	25-Nov-05	Mar-06 (SMN)
1867 A 21-Jan-92	76744+	62382	71062	76815	1294	16-Jun-05	Aug /Sep-05 (JLC)
1868 A 5-Feb-92	76751+	62389	71069	76822	1201	26-May-05	Sep-05 (JLC)
1869 A 26-Feb-92	76753+	62391	71071	76804	1203	17-Jun-05	Aug-05 (JLC)
Code	FA-7B
1870 E 8-Apr-92	76108	62409	71089	76842	1221	24-Jul-04	Sep-04 (JLC)
Code	FA-9B
1871 E 14-Apr-92	76756	62394	71074	76827	1206	8-Aug-04	Sep-04 (JLC)
1872 E 28-May-92	76771	62396	71076	76829	1208	25-Sep-04	Nov-04 (JLC)
1873 E 5-Jun-92	76759	62397	71077	76830	1209	24-Aug-04	Sep-04 (JLC)
1874 A 2-Jul-92	76755+	62393	71073	76826	1205	15-Dec-04	Mar-05 (JLC)
1875 5-Jul-92	76754	62392	71072	76825	1204	Ref. into no.2001 May-93	-
1876 E 7-Jul-92	76761	62399	71079	76832	1211	25-Aug-04	Oct-04 (JLC)
1877 E 16-Jul-92	76763	62401	71081	76834	1213	24-Aug-04	Oct-04 (JLC)
1878 E 25-Aug-92	76768	62406	71086	76839	1218	23-Sep-04	Nov-04 (JLC)
1879 E 3-Sep-92	76760	62398	71078	76831	1210	9-Aug-04	Aug /Sep-04 (JLC)
1880 E 5-Sep-92	76770	62408	71088	76841	1220	30-Sep-04	Nov-04 (SMN)
1881 E 2-Oct-92	76762	62400	71080	76833	1212	23-Apr-05	See notes
1882 E 23-Oct-92	76765	62403	71083	76836	1215	c21-Mar-05	See notes
1883 E 2-Nov-92	76764	62402	71082	76835	1214	Ref. as no.1497 Jan-05	-
1884 E 17-Nov-92	76767	62405	71085	76838	1217	5-Feb-05	See notes
1885 E 2-Dec-92	76769	62407	71087	76840	1219	15-Oct-04	Nov-04 (SMN)
1886 E 9-Dec-92	76772	62410	71090	76843	1222	28-Sep-04	Oct-04 (SMN)
1887 E 23-Dec-92	76766	62404	71084	76837	1216	27-Sep-04	Oct-04 (SMN)
1888 E 22-Jan-93	76773	62411	71091	76844	1223	Ref. as no.1498 Jan-05	-
1889 E 29-Jan-93	76774	62412	71092	76845	1224	30-Nov-04	See notes
1890 E 13-Feb-93	76775	62413	71093	76846	1225	24-Apr-05	See notes
1891 E 3-Mar-93	76776	62414	71094	76847	1226	1-Sep-04	Nov-04 (SMN)

Key Letter Code for Scrap Dealers
JLC	J.T. Lanscapes (Caerwent).
SMN	SimsMetals (Newport).
SWB	S. Wheeler (Boreham).

No.	Individual Unit Notes
1801	Unit ran as part of 8 DIG no.2003 May‑93 to Jan‑97. Unit withdrawn at Lovers Walk 7-Jun-04 (last working 23.17 Victoria to Brighton). Moved to West Worthing for store 9-Jun-04, and to Stewarts Lane for shoegear removal 13-Jul-04. Hauled to Immingham Railfreight Terminal for scrapping 19-Jul-04, arriving 21-Jul-04. Coaches cut‑up as follows: TS 71095 23-Aug‑04, MBS 62415 24-Aug‑04, DTC 76777 26-Aug‑04 and DTC 76848 20-Sep-04.
1802 (1)	Unit exchanged TS 71097 with TB 69333 (ex.2112) 27-Nov-89 and renumbered as 4 BIG unit 2262.
1802 (2)	Unit number 1802 used again from Jan‑97 with vehicles from former unit no.1875, these being in use in 8 DIG unit no.2001 since May‑93. Unit defective at Redhill 12-Jun-04 (whilst working 13.33 London Bridge to Horsham) and withdrawn. Assisted to Lovers Walk for checks then to West Worthing for storage 29-Jun-04. Moved to Stewarts Lane for shoegear removal 13-Jul-04. Hauled to Immingham Railfreight Terminal for scrapping 19-Jul-04, arriving 21-Jul-04. Coaches cut‑up as follows: TS 71072 19-Aug‑04, DTC 76825 20-Aug‑04, MBS 62392 23-Aug‑04 and DTC 76754 21-Sep-04.
1803	Unit withdrawn at Lovers Walk 29-Jul-04 (last working 23.39 Littlehampton to Brighton previous day). Moved to West Worthing for storage and on to Stewarts Lane for shoegear removal 28-Aug‑04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 2-Sep-04. Unit used for MOD exercise Oct-04 prior to scrapping. DTC 76851 cut‑up 29‑Oct-04, TS 71098, MBS 62418 and DTS 76780 all cut‑up 30-Oct‑04.
1804	Unit to Derby for tests 29-Nov-96 as part of ‘Networker Classic’ experiments. Returned to Brighton 23-Dec-96. Unit suffered repeated electrical faults and out of use for several periods interspersed with test runs. Last used 1‑Oct-04 on 21.21 Southampton to Brighton and subsequently withdrawn at Lovers Walk. Hauled to Newhaven for storage 14-Dec-04 and on to Stewarts Lane for shoegear removal 21-Dec-04. Hauled to Shoeburyness 6-Jan-05. Hauled to SimsMetals (Newport) for scrapping 30-Jun-05 and all coaches cut‑up Jul‑05.
1805	Unit withdrawn at Lovers Walk 25-Nov-05 (last working 17.58 Victoria to Brighton Railtour 19-Nov-05). Moved to Stewarts Lane for shoegear removal 28-Nov-05. Hauled to Shoeburyness for stripping 23-Jan-06. Hauled to SimsMetals (Newport) for scrapping 28-Feb-06 and all coaches cut‑up soon after arrival.
1806	DTC 76783 and MBS 62421 both derailed at Charing Cross 8-Apr-02. Unit stored out of use at Slade Green until loco-hauled to Eastleigh for repairs 2-Aug‑02. Released 18‑Oct-02 and unit back to traffic 21‑Oct-02. Unit ‘off lease’ 24-Sep-04, and withdrawn that day at Ramsgate (last working 21.04 Victoria to Ramsgate). Hauled to J.T. Lanscapes (Caerwent) for scrapping 29-Sep-04. DTC 76783 and TS 71101 both cut‑up 11-Nov-04, MBS 62421 cut‑up 13-Nov-04 and DTC 76854 cut‑up 15-Nov-04.
1807	Unit withdrawn at Ramsgate 25-Jul-04 (last working 17.54 Charing Cross to Ramsgate). Hauled to Willesden 30-Jul-04 and on to J.T. Lanscapes (Caerwent) for scrapping 19-Aug‑04. DTC 76855, TS 71102 and MBS 62422 all cut‑up 16-Sep-04, DTC 76784 cut‑up 17-Sep-04.
1808	Unit damaged in collision with no.5828 at Selhurst 6-Aug-88. Unit ‘off lease’ 10-Aug‑04 and withdrawn at Ramsgate 16-Jul-04 (last working 17.56 Victoria to Ashford 15-Jul-04). Unit stored in Ashford Yard and moved to Ramsgate for shoegear removal 5-Aug‑04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 12-Aug‑04. DTC 76785 and MBS 62423 both cut‑up 6-Sep-04, TS 71103 and DTC 76856 both cut‑up 7-Sep-04
1809	Unit withdrawn at Ramsgate 11-Dec-03 (last working believed to be 15.24 Charing Cross to Ramsgate). Hauled to Immingham Railfreight Terminal for scrapping 16-Mar-04. TS 71104 cut‑up 26-Mar-04, MBS 62424 cut‑up 1-Apr-04, DTC 76786 22-Apr-04 and DTC 76857 15-Jun-04.
1810	Unit withdrawn at Ramsgate 14-Jan-04 (last working unknown). Moved to Ashford for storage 6-Feb-04, and hauled to Immingham Railfreight Terminal for scrapping 16-Mar-04. TS 71105 cut‑up 26-Mar-04, DTC 76858 cut‑up 1-Apr-04, MBS 62425 cut‑up 27-Apr-04 and DTC 76787 16-Jun-04.
1811	Unit withdrawn at Ramsgate 26-Mar-04 (last working 18.02 Ramsgate to Charing Cross which terminated at Ashford with a brake defect). Hauled to Immingham Railfreight Terminal for scrapping 6-Apr-04. TS 71099 cut‑up 30-Apr-04, MBS 62419 cut‑up 6-May-04, DTC 76852 cut‑up 28-May-04 and DTC 76781 cut‑up 2-Jul-04.
1812	Unit released from C6 overhaul at Eastleigh 6-Feb-97 fitted with experimental secondary door locking. Unit out of use for testing until used in passenger traffic between Sittingbourne & Sheerness during June 1997. Unit not permitted to run in multiple with any others whilst in service. Not used after 7^th July and stored at Ramsgate. Unit back to traffic Oct-98 after modifications, used on Bromley North shuttle services only although maintenance was still carried out at Ramsgate. Unit withdrawn from passenger use from 15-Jul-99 and returned to Ramsgate to be modified as a towing unit in connection with movements of newly delivered Class 375 units. Unit used solely for this purpose until ‘off lease’ 30-Sep-00 as gangway connections were slightly modified to allow coupling with Class 375 units. Unit then sent to Eastleigh for storage, but moved back to Selhurst depot c.21-Feb-01 for assessment and fitting of prototype ‘Cup & Cone’ coupling modification for Angel Trains Contracts Limited. This involved fitting a new type of buckeye coupler which incorporated a shear pin, removal of the side buffers, replacement by probe (on the driver’s side) and probe receptacle (on the offside); these being designed to lock together the underframes in the event of a collision and prevent overriding. To allow this equipment to work correctly the original gangway connection on the cab end was removed and capped. Some tests were made on 17-Aug‑01 with both the driving trailers of unit no.1812 marshalled cab to cab with three coaches of 4 VEP units nos.3432 & 3520 on the outer ends, these running from Eastleigh works to Portsmouth & Southsea, back to Wimbledon Park (via Eastleigh), thence to Southampton and back to Eastleigh works. Further modification carried out early in 2002 at Eastleigh and the gangways made useable once again and a further test run made, again with the two DTC coaches coupled cab-to-cab within an 8 coach formation. Following these tests, the unit remained stored at Eastleigh. All three trailers scrapped at Eastleigh by contractor Raxstar, DTC coaches 76757 and 76828 during Oct-03, TS 71075 during Nov‑03. MBS 62395 remained stored at Eastleigh until cut‑up by Nicholas Steel -Oct05.
1813	Unit withdrawn at Ramsgate 23-Jan-04 (last working 17.57 Charing Cross - Margate). Moved to Ashford for storage 6-Feb-04 and hauled to Immingham Railfreight Terminal for scrapping 16-Mar-04. TS 71106 cut‑up 25-Mar-04, DTC 76860 cut‑up 23-Apr-04, MBS 62430 cut‑up 26-Apr-04 and DTC 76859 cut‑up 28-Apr-04.
1822	Three coaches of unit derailed near flyover at Wimbledon Park 6-Apr-89.
1831	Unit withdrawn at Lovers Walk 25-May-05 (last working 18.50 London Bridge to Selhurst). Moved to Stewarts Lane for shoegear removal 27-May-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 31-May-05. DTC 76628 and TS 70984 both cut‑up 21-Jun-05, MBS 62304 and DTS 76598 both cut‑up 22-Jun-05.
1832	Unit withdrawn at Lovers Walk 13-Mar-04 (last working 04.00 Victoria to Brighton) and moved to Newhaven for storage. Moved to Stewarts Lane for shoegear removal 16-Mar-04 and on to Shoeburyness for stripping 25-Mar-04. Hauled to SimsMetals (Newport) 30-Jun-05 for scrapping, all coaches cut‑up 7‑05.
1833	Unit withdrawn at Lovers Walk 21-Jul-04 (last working 23.17 Victoria to Worthing 20-Jul-04). Moved for storage at West Worthing and on to Stewarts Lane for shoegear removal 3-Aug‑04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 5-Aug‑04. DTS 76852 cut‑up 5‑Oct-04, DTC 76612, TS 70968 and MBS 62288 all cut‑up 6‑Oct-04.
1834	Unit withdrawn 6-Nov-04 (last working 22.10 Victoria to Horsham 5-Nov-04). Moved to Newhaven for store 9-Nov-04 and on to Stewarts Lane for shoegear removal 26-Nov-04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 7-Dec-04. DTS 76566 and MBS 62282 both cut‑up 16-Dec-04, TS 70988 and DTC 76576 both cut‑up 17-Dec-04.
1835	Unit withdrawn at Lovers Walk 17-Sep-04 (last working 07.59 Bognor to Victoria) and moved to West Worthing for storage. Moved to Stewarts Lane for shoegear removal 29-Sep-04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 7‑Oct-04. MBS 62307 cut‑up 25‑Oct-04, TS 70987 and DTS 76601 both cut‑up 26‑Oct-04, DTC 76631 cut‑up 27‑Oct-04.
1837	Unit withdrawn 9-Nov-04 (last working 09.10 Reigate to Victoria). Moved to Newhaven for storage 9-Nov-04 and on to Stewarts Lane for shoegear removal 26-Nov-04. Hauled to J.T. Lanscapes (Caerwent) for scrapping 7-Dec-04. DTC 76793 cut‑up 14-Dec-04, TS 71040, MBS 62360 and DTS 76722 all cut‑up 15-Dec-04.
1839	DTC 76607 slightly damaged in derailment at Ramsgate depot 22-Jun-02. Unit withdrawn at Ramsgate 21-May-04, (last working 21.30 Charing Cross to Ramsgate). Hauled from Hither Green to Shoeburyness for stripping 3-Jun-04. Hauled to SimsMetals (Newport) for scrapping 21-Jun-04. All coaches broken‑up w/c 21-Jun-04.
1840	Unit withdrawn at Ramsgate 25-May-04 (last working 16.27 Victoria - Ashford that day). Hauled from Hither Green to Shoeburyness for stripping 3-Jun-04. Hauled to SimsMetals (Newport) for scrapping 21-Jun-04. All coaches broken‑up w/c 21-Jun-04.
1841	Unit withdrawn at Ramsgate 15-Jul-04 (last working 22.30 Charing Cross to Canterbury West previous day). Hauled to Willesden 30-Jul-04 and on to J.T. Lanscapes (Caerwent) for scrapping 19-Aug‑04. MBS 62309 cut‑up 23-Sep-04, DTC 76633 and TS 70989 cut‑up 24-Sep-04 and DTC 76603 cut‑up 27-Sep-04.
1842	Unit withdrawn at Ramsgate 24-May-04 (last working 18.40 Charing Cross - Ashford that day). Hauled from Hither Green to Shoeburyness for stripping 3-Jun-04. Hauled to SimsMetals (Newport) for scrapping 21-Jun-04. All coaches broken‑up w/c 21-Jun-04.
1843	Unit ‘off lease’ 17-Nov-04 and withdrawn at Ramsgate that day, (last working 18.16 Charing Cross to Ramsgate). Hauled to Temple Mills 22-Nov-04 and on to Shoeburyness for stripping 3-Dec-04. Hauled to SimsMetals (Newport) -Oct1‑05 for scrapping, all coaches cut‑up 19-Jan-05.
1845	Due to a collision between 4 VEP no.3515 and 4 BIG no.2203 at Lovers Walk in early November 1991, unit no.1845 stopped and both DTC coaches used to replace the damaged vehicles in these two units. DTC 76599 exchanged with 4 VEP DTC 76544 (ex.3515), the resultant hybrid 4 VEP being temporarily renumbered as 4 CIG no.1800. DTC 76629 exchanged with 76573 (ex.2203) and unit held out of service whilst these two vehicles repaired at Selhurst. DTC 76573 exchanged back with 76629 by mid‑March-92 and unit back to traffic in original formation 8-Aug‑92. MBS 62305 and TS 70985 side damaged in collision with 1850 at Lewes 18‑Oct-99. DTC 76629 exchanged with damaged DTS 76718 (ex.1850) at Lovers Walk 29‑Oct-99 and unit held for repairs at Crewe, all three damaged vehicles moving by road from Brighton 16-Apr-00. Returned to Lovers Walk 22-Nov-00 and unit back to traffic 9-Jan-01 still formed with two DTS vehicles, in this form unit seating 254 standard. This reformation later regarded as permanent and DTS 76718 had first-class accommodation restored, returning unit to a normal seating layout. Unit ‘off lease’ 9-Dec-04 and withdrawn at Lovers Walk 8-Dec-04 (last working 09.36 Victoria to Brighton). Moved to Stewarts Lane 9-Dec-04 for shoegear removal. Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Dec-04. DTC 76718 cut‑up 7-Jan-05, TS 70985 cut‑up 8-Jan-05 and MBS 62305 and DTS 76599 both cut‑up 9-Jan-05.
1846	Unit to Derby for tests 13-Sep-96 as part of ‘Networker Classic’ suspension experiments. Returned to Brighton 14‑Oct-96. Unit ‘off lease’ 29-Nov-04. Unit withdrawn at Lovers Walk 27-Nov-04 (last working 08.56 Hastings to Brighton), and moved to Newhaven that day for storage. Moved to Stewarts Lane 14-Dec-04 for shoegear removal. Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Dec-04. DTC 76808 cut‑up 12-Jan-05 and other three on 13-Jan-05.
1847	Unit withdrawn at Lovers Walk 7-Jan-05 (last working 07.19 Horsham to Victoria) and moved to Gatwick for storage that day. Moved to Stewarts Lane for shoegear removal 13-Jan-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 19-Jan-05. DTS 76600 and MBS 62306 both cut‑up 26-Jan-05, TS 70986 and DTC 76630 both cut‑up 27-Jan-05.
1848	DTC 76605 slightly damaged in derailment at Bognor 21-Nov-03, and to Chart Leacon for repairs 15-Dec-03. Unit withdrawn at Selhurst 23-Dec-04 (last working 18.50 London Bridge to Selhurst) and unit moved to Gatwick that day for storage. Moved to Stewarts Lane 7-Jan-05 for shoegear removal. Reformed there 8-Jan-05 as five-car unit with TS 70699 (ex 1406) added and unit hauled to J.T. Lanscapes (Caerwent) for scrapping 19-Jan-05. DTS 76605 and additional coach 70699 both cut‑up 24-Jan-05, TS 70991, MBS 62311 and DTC 76635 all cut‑up 25-Jan-05.
1850	Unit in collision with no.1845 at Lewes 18‑Oct-99 and DTS 76718 damaged. This coach exchanged with DTC 76629 (ex.1845) at Lovers Walk 29‑Oct-99 and unit back to traffic, once again with two DTC vehicles from 2-Nov-99. This reformation later regarded as permanent and DTC 76629 downgraded to DTS layout, returning unit to a normal seating layout. Unit withdrawn 27-Jun-03 (last working 22.14 Portsmouth to Brighton). Moved to Shoeburyness for storage 3-Jul-03. Whole unit sold to Network Rail Infrastructure Limited and MBS 62356 moved by road to LH Group Services (Barton-under-Needwood) by 29-Feb-04, being converted into a Departmental vehicle for Ultrasonic rail testing. It was ready Nov‑04; now renumbered 999606 and registered for use from 17-Mar-05 (making a test run from Derby to Old Dalby and return 21-Mar-05). Remaining three coaches moved to Marshall’s Transport (Throckmorton Airfield, Pershore) by SEp‑04 and held as a source of spares for 999606 and 62482. All three for disposal Aug‑05 and sold to Booth Roe Metals (Rotherham) for scrapping; all moved by road, DTC 76629 arr 22-Sep-06, DTS 76789 arr 25-Sep-06 and TS 71036 arr w/e 16-Dec-06. Both DTs cut‑up w/e 3-Feb-07, TS 71036 stored in yard and not cut‑up until w/e 29-Nov-08.
1851	Unit withdrawn at Lovers Walk 18-Feb-05 (last working 17.24 Victoria to Littlehampton) and moved to Newhaven for store 19-Feb-05. Moved to Stewarts Lane for shoegear removal 5-Mar-05 and hauled to J.T. Lanscapes (Caerwent) for scrapping 14-Mar-05. DTS 76721, MBS 62359 and TS 71039 all cut‑up 21-Mar-05, DTC 76792 cut‑up 22-Mar-05.
1853	Unit withdrawn at Lovers Walk 3-Mar-05 (last working 21.02 Victoria to Brighton the previous evening). Moved to Newhaven for storage 9-Mar-05 and on to Stewarts Lane for shoegear removal 17-Mar-05. TS 70722 (ex.1411) inserted into unit (between 76606 and 62312) and unit hauled to J.T. Lanscapes (Caerwent) as a 5-car for scrapping 3-May-05. Coaches cut‑up as follows: DTS 76606 and TS 70722 both on 19-May-05, MBS 62312, TS 70992 and DTC 76636 all on 20-May-05.
1854	Unit the first painted into the new two-tone green /biscuit South Central livery, released from Eastleigh 20-Sep-01. Unit withdrawn at Lovers Walk 1-Apr-05 (last working 06.24 Eastbourne to London Bridge). Moved to Newhaven for storage 7-Apr-05 and on to Stewarts Lane for shoegear removal 16-Apr-05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 3-May-05. DTC 76809 and TS 71056 both cut‑up 24-May-05, MBS 62376 and DTS 76738 both cut‑up 25-May-05.
1855	DTC 76791 damaged by fire in toilet compartment at Lovers Walk 4-Jan-01. Back to traffic c.14-Feb-01. Unit withdrawn at Lovers Walk 13-Dec-04 (last working 18.50 London Bridge to Selhurst). Moved to Newhaven for storage 14-Dec-04 and on to Stewarts Lane for shoegear removal 21-Dec-04. Unit hauled to Shoeburyness 6-Jan-05. Hauled to SimsMetals (Newport) for scrapping 30-Jun-05, all coaches cut‑up in Jul‑05.
1856	Unit withdrawn at Lovers Walk 17-Apr-05 (last working 18.22 Guildford to London Bridge 15-Apr-05). Moved to Gatwick for storage 18-Apr-05 and on to Stewarts Lane for shoegear removal 23-Apr-05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 3-May-05. DTS 76739, MBS 62377 and TS 71057 all cut‑up 23-May-05, DTC 76810 cut‑up 24-May-05.
1857	Unit withdrawn at Lovers Walk 13-Mar-04 (last working 21.05 Hove to Brighton) and moved to Newhaven for storage. Moved to Stewarts Lane for shoegear removal 16-Mar-04 and on to Shoeburyness for stripping 25-Mar-04. All coaches moved by road to S. Wheeler scrap dealer (Boreham, Essex) by -Oct5‑05 and cut‑up shortly afterwards.
1858	Unit in collision with no.2257 at Eastbourne 11-Jun-94 and DTC 76634 damaged. DTC 76604 exchanged with damaged 76800 (ex.2257) at Lovers Walk 9-Jul-94 and unit to Eastleigh for repairs 15-Jul-94. Released after repairs 20‑Oct-94, and to traffic still mis formed 26‑Oct-94. Reverted to original formation 26-Nov-94. Whilst mis formed unit had one DTC owned by Porterbrook Leasing Company Limited and three remaining coaches owned by Angel Train Contracts Limited. Unit withdrawn at Lovers Walk 9-May-05 (last working 09.36 Victoria to Brighton). Moved to Stewarts Lane for shoegear removal -Oct5‑05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 31-May-05. DTC 7634 and TS 70990 both cut‑up 24-Jun-05, MBS 62310 and DTS 76604 both cut‑up 27-Jun-05.
1859	Unit withdrawn at Lovers Walk 11-Jun-05 (last working 07.06 Victoria to Brighton). Moved to Stewarts Lane for shoegear removal 17-Jun-05. Hauled to Shoeburyness for stripping 11-Aug‑05. Hauled to SimsMetals (Newport) for scrapping 26-Aug‑05 and all coaches cut‑up soon after arrival.
1860	Unit withdrawn at Lovers Walk 26-Jul-05 (last working 23.17 Victoria to Worthing 25-Jul-05). Moved to Newhaven for storage 26-Jul-05, and on to Stewarts Lane for shoegear removal 3-Aug‑05. Hauled to Shoeburyness for stripping 11-Aug‑05. Hauled to SimsMetals (Newport) for scrapping 26-Aug‑05 and all coaches cut‑up soon after arrival.
1861	Unit withdrawn at Streatham Hill 5-Jul-05 (last working 10.05 Epsom to Victoria). Moved to Stewarts Lane for shoegear removal 8-Jul-05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Jul-05. DTC 76806, TS 71053 and MBS 62373 all cut‑up 12-Sep-05, DTS 76735 cut‑up 13-Sep-05.
1862	Unit the last of eight painted into South Central two-tone green /biscuit livery, released from Eastleigh 18-Feb-02. Unit derailed north of Merstham Tunnel 1-Jan-03 when ran into an earth slip and taken to Selhurst for repairs. Released from repairs 4-Apr-03 and back to traffic 7-Apr-03. Unit withdrawn at Lovers Walk 5-Jul-05 (last working 09.36 Victoria to Brighton). Moved to Newhaven for storage 6-Jul-05 and on to Stewarts Lane for shoegear removal 9-Jul-05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Jul-05. DTS 76736 cut‑up 13-Sep-05, MBS 62374 and TS 71054 both cut‑up 14-Sep-06 and DTC 76807 cut‑up 15-Sep-05.
1863	Unit withdrawn at Lovers Walk 5-Jul-05 (last working 06.24 Eastbourne to London Bridge). Moved to Newhaven for storage 6-Jul-05 and on to Stewarts Lane for shoegear removal 9-Jul-05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 20-Jul-05. DTS 76742 cut‑up 15-Sep-05, MBS 62380 and TS 71060 both cut‑up 16-Sep-05 and DTC 76813 cut‑up 19-Sep-05.
1864	Unit withdrawn at Lovers Walk 23-Jul-05 (last working 21.00 Brighton to Victoria 22-Jul-05). Moved to Newhaven for storage 26-Jul-05 and on to Stewarts Lane for shoegear removal 3-Aug‑05. Hauled to Shoeburyness for stripping 11-Aug‑05. Hauled to SimsMetals (Newport) for scrapping 26-Aug‑05 and all coaches cut‑up soon after arrival.
1865	Unit withdrawn at Lovers Walk 24-May-05 (last working 09.36 Victoria to Brighton). Moved to Stewarts Lane for shoegear removal 27-May-05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 31-May-05. DTS 76745 cut‑up 22-Jun-05, MBS 62383 and TS 71063 both cut‑up 23-Jun-05, DTC 76639 cut‑up 24-Jun-05.
1866	Unit withdrawn at Lovers Walk 25-Nov-05 (last working 17.58 Victoria to Brighton Railtour 19-Nov-05). Moved to Stewarts Lane for shoegear removal 28-Nov-05. Hauled to Shoeburyness for stripping 23-Jan-06. Hauled to SimsMetals (Newport) for scrapping 28-Feb-06 and all coaches cut‑up soon after arrival.
1867	Unit withdrawn at Lovers Walk 16-Jun-05 (last working 06.24 Eastbourne to London Bridge). Moved to Stewarts Lane for shoegear removal 17-Jun-05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 22-Jun-05. DTC 76815 and TS 71062 both cut‑up 31-Aug‑05, MBS 62382 and DTS 76744 both cut‑up 1-Sep-05.
1868	Unit defective with electrical fault at Sutton whilst working 17.25 Epsom to London Bridge 11-May-05 and assisted to Selhurst depot, thence to Lovers Walk where unit withdrawn 26-May-05. Assisted to Stewarts Lane for shoegear removal 27-May-05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 22-Jun-05. DTS 76751 and MBS 62389 both cut‑up 5-Sep-05, TS 71069 and DTC 76822 both cut‑up 6-Sep-05
1869	Unit in collision with nos.3527 & 3529 at Streatham Hill 2-Feb-99 and DTS 76753 damaged with crushed cab. To Eastleigh for repairs 24-Mar-99 and released 6-Jul-99. Unit derailed near Fishbourne 31-Jan-03 when in collision with car on Level Crossing and DTS 76753 damaged. Unit moved to Lovers Walk 7-Feb-03 for repair assessment and on to Selhurst 28-Mar-03. Unit released 24-Apr-03 and back to traffic 27-Apr-03. Unit withdrawn at Lovers Walk 17-Jun-05 (last working 06.33 Littlehampton to Victoria) and moved to Stewarts Lane that day for shoegear removal. Hauled to J.T. Lanscapes (Caerwent) for scrapping 22-Jun-05. DTS 76753 cut‑up 4-Aug‑05, MBS 62391 cut‑up 5-Aug‑05, TS 71071 and DTC 76804 both cut‑up 22-Aug‑05.
1870	Unit at Eastleigh for protracted C6 overhaul between 16‑Oct-95 and 3-Feb-96 (damaged?). Unit withdrawn at Ramsgate 24-Jul-04 (last working 18.30 Charing Cross to Ramsgate). Hauled to Willesden 30-Jul-04 and on to J.T. Lanscapes (Caerwent) for scrapping 19-Aug‑04. DTC 76842 cut‑up 22-Sep-04, DTC 76108, TS 71089 and MBS 62409 all cut‑up 25-Sep-04.
1871	DTC 76827 derailed at Ashford Yard 15-Jun-99 and unit moved to Ramsgate for examination 17-Jun-99 where DTC 76827 then in side scrape with de-icer 930002 and damaged. Unit repaired at Chart Leacon and most of the large sidelight windows along the driver’s side of the coach replaced by ‘4 CEP style’ windows with hopper lights. Unit ‘off lease’ 10-Aug‑04 and withdrawn at Ramsgate 8-Aug‑04 (last working 18.54 Charing Cross to Ramsgate). Hauled to J.T. Lanscapes (Caerwent) for scrapping 12-Aug‑04. DTC 76756 and MBS 62394 both cut‑up 2-Sep-04, TS 71074 and DTC 76827 both cut‑up 3-Sep-04.
1872	Unit ‘off lease’ 24-Sep-04, (last working 17.19 Charing Cross to Tunbridge Wells that day) and worked to Ramsgate 25-Sep-04. Unit hauled to J.T. Lanscapes (Caerwent) for scrapping 29-Sep-04. DTC 76771 and TS 71076 both cut‑up 10-Nov‑04, MBS 62396 cut‑up 12-Nov-04 and DTC 76829 cut‑up 13-Nov-04.
1873	Unit ‘off lease’ 26-Aug‑04 and withdrawn at Ramsgate 24-Aug‑04 (last working 19.30 Charing Cross to Ramsgate). Hauled to J.T. Lanscapes (Caerwent) for scrapping 1-Sep-04. DTC 76830 cut‑up 27-Sep-04, TS 71077 cut‑up 28-Sep-04, MBS 62397 cut‑up 29-Sep-04 and DTC 76759 cut‑up 30-Sep-04.
1874	Unit defective at Sutton whilst working 07.56 Horsham to Victoria 15-Dec-04 and to Selhurst for repairs. These not carried out and unit withdrawn 28-Jan-05. Moved to Newhaven for store 23-Feb-05 and on to Stewarts Lane 5-Mar-05 for shoegear removal. Reformed there as 6-car unit with TSs 70713 (ex 1404) and 70720 (ex 1410) added. Unit hauled to J.T. Lanscapes (Caerwent) for scrapping 14-Mar-05 now formed as: 76826 + 71073 + 62393 + 70713 + 70720 + 76755. Coaches cut‑up as follows: DTS 76755 22-Mar-05, TS 70720 23-Mar-05, TS 70713 and MBS 62393 both 24-Mar-05, TS 71073 29-Mar-05 and DTC 76826 31-Mar-05.
1875	Unit ran as part of 8 DIG no.2001 from May‑93. When no.2001 disbanded Jan‑97, unit numbered as 1802 to keep the two Porterbrook Leasing Company Limited owned units together.
1876	Unit ‘off lease’ 26-Aug‑04 and withdrawn at Ramsgate 25-Aug‑04 (last working 17.25 Victoria to Ashford). Hauled to J.T. Lanscapes (Caerwent) for scrapping 1-Sep-04. DTC 76761 cut‑up 2‑Oct-04, MBS 62399 and TS 71079 both cut‑up 4‑Oct-04 and DTC 76832 cut‑up 5‑Oct-04.
1877	Unit ‘off lease’ 26-Aug‑04 and withdrawn at Ramsgate 24-Aug‑04 (last working 18.16 Charing Cross to Ramsgate). Hauled to J.T. Lanscapes (Caerwent) for scrapping 1-Sep-04. DTC 76763 and MBS 62401 both cut‑up 30-Sep-04, DTC 76834 and TS 71081 both cut‑up 1‑Oct-04.
1878	Unit fitted with experimental TWPS, an enhanced form of AWS at Ramsgate Feb-99. Used for tests in Three Bridges area 9-Mar-99, unit not in normal traffic until 31-Mar-99. Unit ‘off lease’ 24-Sep-04 and withdrawn at Ramsgate 23-Sep-04 (last working 20.41 Victoria to Faversham). Unit hauled to J.T. Lanscapes (Caerwent) for scrapping 29-Sep-04. TS 71086 cut‑up 15-Nov-04, DTC 76768 and MBS 62406 cut‑up 16-Nov-04 and DTC 76839 cut‑up 17-Nov-04.
1879	Unit ‘off lease’ 10-Aug‑04 and withdrawn at Ramsgate 9-Aug‑04 (last working 07.00 Charing Cross to Ramsgate). Hauled to J.T. Lanscapes (Caerwent) for scrapping 12-Aug‑04. MBS 62398 and TS 71078 both cut‑up 31-Aug‑04, DTCs 76760 and 76831 both cut‑up 1-Sep-04.
1880	Unit withdrawn at Wimbledon Park 30-Sep-04 (last working 19.20 Portsmouth Harbour to Waterloo). Moved to Shoeburyness for stripping 6‑Oct-04. Hauled to SimsMetals (Newport) 28‑Oct-04 for scrapping. All coaches cut‑up Nov‑04.
1881	Unit withdrawn at Wimbledon Park 23-Apr-05 (last working 22.54 Basingstoke to Waterloo 22-Apr-05). Moved to Clapham Yard for storage 29-Apr-05 and back to Wimbledon Park for shoegear removal 8-Jun-05. Hauled to Shoeburyness for stripping 14-Jun-05. Unit sold to Knights Rail Services Limited [now Arlington Rail Services Limited] in June 2008 and hauled to Eastleigh for overhaul and possible return to main line use 16-Jul-08. Unit tested on power 8‑Oct-08 for first time since withdrawal. Unit sold to the 5 BEL Trust and hauled to Barrow Hill for component recovery 3-Mar-10. MBS 62400 scrapped there in November 2010. DTC 76833 moved by road to SimsMetals (Attercliffe) 17‑Oct-11 for scrapping. TS 71080 stored for a while at Heanor’s yard (Ripley) and moved by road to Booth Roe Metals (Rotherham) for scrapping 29-Nov-13, cut‑up 13-Feb-14. DTC 76762 stripped and stored at Barrow Hill still extant 12‑19.
1882	Unit withdrawn at Fratton c.21-Mar-05 (worked 08.09 Waterloo to Portsmouth that day). Moved to Guildford on ‘skate’ 30-Mar-05 and on to Wimbledon Park 5-Apr-05 for repair and shoegear removal. Hauled to Shoeburyness for stripping 7-Apr-05. MBS 62403 and TS 71083 hauled to SimsMetals (Newport) for scrapping 19-Jul-05, both cut‑up shortly after arrival. DTC 76836 moved by road to Derby RTC for bogie recovery 6‑07. Body to Booth Roe Metals (Rotherham) for scrapping 28-Jan-08 and cut‑up w/e 16-Feb-08. DTC 76765 had arrived at Booth Roe Metals (Rotherham) 3-Jan-08 for scrapping and cut‑up w/e 24-May-08.
1883	Last use as 4 CIG on 17.45 Waterloo to Havant 21-Jan-05, then to Wimbledon Park 22-Jan-05 where TS 71082 withdrawn and unit reduced to 3 CIG. TS 71082 formed into unit no.1884 for disposal. Unit then overhauled and repainted into blue /grey livery and released 12-May-05 renumbered as no.1497.
1884	Unit withdrawn at Wimbledon Park 5-Feb-05 (last working 17.05 Waterloo to Aldershot previous day). Unit then made-up to 6-car with TS 71082 (ex.1883) and TS 71091 (ex.1888) added. Unit hauled to Shoeburyness 24-Feb-05 for stripping formed as follows: 76838 + 71091 + 71082 + 71085 + 62405 + 76767. TS coaches 71082 and 71091 both hauled to SimsMetals (Newport) for scrapping 19-Jul-05, both cut‑up shortly after arrival. MBS 62405 moved by road to Booth Roe Metals (Rotherham) for scrapping 28-Feb-07 and cut‑up w/e 24-Mar-07. TS 71085 sold to private buyer and moved by road to Deptford 14-Feb-08 for use as a café. Both DTC coaches 76767 and 76838 sold to Knights Rail Services Ltd in June 2008 and hauled to Eastleigh for overhaul 16-Jul-08. They were formed as a 4-car unit, one each end of 4 VEP coaches TS 70897 and MBS 62207 as ‘unit no.1884’. This unit used on a trip from Eastleigh to Marchwood and back as ‘brake force’ for movement of a damaged Class 508 unit from Marchwood to Eastleigh for repairs 31-Jul-08. Both 76767 and 76838 broken-up by contractor Raxstar at Eastleigh w/e 23-Jan-10.
1885	Unit completely derailed at Virginia Water 26‑Oct-00, back to traffic Jun‑01. Unit withdrawn at Fratton 15‑Oct-04 (last working 18.40 Waterloo to Havant). Moved to Wimbledon Park 26‑Oct-04 for shoegear removal and hauled to Shoeburyness 2-Nov-04 for stripping. Hauled to SimsMetals (Newport) for scrapping 17-Nov-04. All coaches cut‑up between 26 and 29-Nov-04.
1886	Unit withdrawn at Wimbledon Park 28-Sep-04 (last working 21.24 Reading to Waterloo). Hauled to Shoeburyness for stripping 30-Sep-04. Hauled to SimsMetals (Newport) 14‑Oct-04 for scrapping. All coaches cut‑up Oct-04.
1887	Unit slightly damaged in derailment at Fratton 4-Jan-95. Unit withdrawn at Wimbledon Park 27-Sep-04 (last working 05.34 Bournemouth to Waterloo). Hauled to Shoeburyness for stripping 30-Sep-04. Hauled to SimsMetals (Newport) 14‑Oct-04 for scrapping. All coaches cut‑up -Oct04.
1888	Unit withdrawn at Wimbledon Park 21-Jan-05 (last working 06.43 Cosham to Waterloo), where TS 71091 withdrawn and unit reduced to 3 CIG. TS 71091 formed into unit no.1884 for disposal. Unit overhauled and repainted into green livery and released 12-May-05 renumbered as no.1498.
1889	Unit withdrawn at Wimbledon Park 31-Jan-05 (last working 22.20 Portsmouth Harbour to Waterloo 29-Nov-04 and stored defective). Hauled to Shoeburyness for stripping 1-Feb-05. MBS 62412 and TS 71092 both hauled to SimsMetals (Newport) for scrapping 19-Jul-05, both cut‑up shortly after arrival. Both DTC coaches 76774 and 76845 moved by road to Booth Roe Metals (Rotherham) for scrapping, arriving 19-Dec-06. 76774 cut‑up w/e 6-Jan-07 and 76845 cut‑up w/e 13-Jan-07.
1890	Unit withdrawn 24-Apr-05 (last working 14.38 Fratton to Southampton ‘Footex’ and ecs back to Fratton). Hauled to Wimbledon Park for shoegear removal that day. Hauled to Bournemouth depot for stripping 29-Apr-05 and back to Wimbledon Park 14-May-05. Hauled to Shoeburyness for further stripping 19-May-05. MBS 62413 and TS 71093 both hauled to SimsMetals (Newport) for scrapping 19-Jul-05, both cut‑up shortly after arrival. DTC 76775 moved by road to Booth Roe Metals (Rotherham) for scrapping 28-Aug‑07 and cut‑up w/e 13‑Oct-07. DTC 76846 also by road to Booth Roe Metals (Rotherham) for scrapping, arrived 3-Jan-08 and cut‑up w/e 7-Feb-09.
1891	Unit withdrawn at Wimbledon Park 1-Sep-04 (last working 08.55 Weybridge to Waterloo). Moved to Shoeburyness 6‑Oct-04 for stripping. Hauled to SimsMetals (Newport) 28‑Oct-04 for scrapping. All coaches cut‑up Nov‑04.

Back to Top

Sadly neither no. 1800 nor 1830 but an identical formation comprising NSE-liveried CIG DTC and three VEP coaches in the form of unit no. 3427 at Portcreek Junction on Monday 31^st March 1997 (Southampton to Portsmouth Harbour service). On the SWD with no expectation of running through Oxted tunnel this unit retained a VEP number.

We are currently seeking a photograph of either no.1800 or 1830!

© Matt Taylor

4 CIG units nos.1800 & 1830
(Temporary units)

Two temporary units were formed at Brighton late in 1991 as a result of collision damage and units out of service with defects. The first was allocated number 1800 and was formed of three 4 VEP coaches from unit no.3515 and a DTC from no.1845, the reason for numbering the unit in the 4 CIG series was to keep the unit from straying onto the Oxted line where 4 CIG vehicles were banned due to a clearance restriction imposed in Oxted tunnel in respect of opening droplights (CIG units were not fitted with restricted opening droplights /slide vents so were prohibited). This unit lasted for around nine months.

A second similar unit was also formed consisting again of three 4 VEP vehicles and a DTC from 4 BIG no.2257, this unit being allocated unused number 1830, though it only ran in traffic for about two weeks.

In this formation these units seated 36 first and 256 standard.

Unit formations
(nos.1800 & 1830)

Formations were as follows with 4 VEP vehicles marked *

Unit No.	DTC	MBS	TB	DTC	Disbanded
Diag. No. Code	453 FA-8B	423 EA-4A	472 BQ-1B	452 FB-8B	(date)
1800 18-Nov-91	76599 (1845)	62319* (3515)	70958* (3515)	76543* (3515)	4-Aug-92
Code	FB-8B	EA-5B	BQ-1B	FA-9B
1830 23-Dec-91	76512* (3501)	62332 (3501)	70942* (3501)	76729 (2257)	11-Jan-92

Back to Top

Passing through the site of Coulsdon North station is a twelve car formation of two 4 CIG units no.1867 (leading) and no.1727 (Connex livery) with 4 BIG (de-stored) unit no.2260 on the rear still in NSE (later) livery but with the black half-cab (applied by Lover’s Walk depot to signify unit had been part of an enhanced cleaning programme).

© John Atkinson

4 BIG units nos.2251 – 2262
(Reformed 4 CIG units)

These units were formed from late September to late-November 1989 by reforming twelve 4 CIG units from the later Mk 6 motor bogie fitted units with the buffet cars from the remaining twelve Mk 4 motor bogie fitted 4 BIG units. This was to reduce maintenance costs on overhauling these bogies on high‑mileage units.

All units were reformed at Lovers Walk and remained allocated to that depot after reform. Eleven units were from the non-facelifted examples, the last was a facelift unit and was reformed with a buffet car originally from the later batch of 4 BIG units (though this vehicle was also not facelifted).

NSE livery

When formed, all units were in NSE livery with units nos.2251 & 2252 in the first style and the remainder in the second style. However, unit no.2257 had three coaches in the first style and the buffet car in the later version.

Facelifting at Eastleigh

These units were all subsequently facelifted at Eastleigh, though without further renumbering. During facelifting, all gained the modified layout in their DTC coaches with the standard-class compartment at each end in the outermost compartment. These DTC coaches then both seating 18 first and 36 standard and amending overall unit capacity to 36 first, 128 standard and 40 buffet.

Four units were incorporated as part of 8 DIG units no.2001 ‑ 2004 from May 1993; these units being reinstated again during January 1997 following the disbandment of the 8 DIG units. However, all four retained some of their internal enhancements initially.

Porterbrook Leasing Company Limited

All remaining units were allocated to the ownership of the Porterbrook Leasing Company Limited from 1^st April 1994 under the BR privatisation arrangements (these units being shown with ‘P’ after the unit number).

A reduction in the requirement for buffet units in June 1997 resulted in unit no.2252 being renumbered 1406 in readiness for the removal of the buffet car and reclassification as 3 CIG. Three further units (nos.2253 /2257 & 2261) were similarly treated during September 1997, leaving only eight units running as 4 BIG.

Termination Catering Service

The contract to provide catering facilities on Connex South Central was terminated from 1^st January 1998 and the last 4 BIG units ran with refreshment facilities in use on 23^rd December 1997, the buffet cars then remaining in the units with the kitchens locked out of use.

The surviving eight 4 BIG units were all ‘off lease’ to Connex South Central from 27^th March 1998, but units nos.2251 & 2260 were retained available for traffic to cover warranty repairs on the 3 COP units.

The other six units were stored briefly at Gatwick (3 no.) and Haywards Heath (3 no.) prior to moving for storage to Bournemouth depot. All six were briefly out-berthed at Wimbledon Park or Clapham Yard early in May 1998 to make space for the open days at Bournemouth depot on 16^th and 17^th of May 1998, though one unit left its buffet car at Bournemouth coupled to the ‘Classic’ prototype coach 76112 for a ‘before & after’ comparison.

To keep these units in serviceable condition, two diagrams were arranged, one on the Portsmouth - Waterloo line, another working the Lymington branch and the units were rotated on these workings from June 1998.

The two units retained in traffic by Connex were used regularly until taken out of traffic at the end of June 1998 and stored at Lovers Walk. An exchange took place 27^th October 1998 with no.2254 moving to Lovers Walk for storage with worn wheelsets and no.2251 returning to Fratton for use in traffic.

One 4 BIG diagram was reintroduced on Connex South Central from 23^rd November 1998 to utilise these units in traffic, lasting until both were transferred to South West Trains from 1^st May 1999, both then working in traffic based at Fratton depot.

Unit modifications

An increased requirement for 4 CIG units with the ‘Greyhound’ electrical modification from the new timetable in June 1999 saw the surviving units taken into Eastleigh works from April 1999 for overhaul and electrical modification, the buffet car then being withdrawn for disposal and replaced by a former 4 CEP TSO vehicle (spare from the reduction to three coaches of a number of these units working for Connex South Eastern).

Units overhauled were then renumbered into a new 4 CIG series upwards from no.1392, the last unit to run with a buffet car being no.2256, taken into Eastleigh early in September 1999.

Unit formations
(nos. 2251 – 2262)

Unit formations were as follows:

Unit No.	DTC	MBS	TB	DTC	Facelift.	Renumber
Code	FA-2A	EA-2A	BP	FA-2A		(date)
2251 P 21-Oct-89	76726 (1276)	62364 (1276)	69302 (2101)	76797 (1276)	c.Jan-92	1394 (May-99)
2252 P 14-Oct-89	76728 (1278)	62366 (1278)	69312 (2102)	76799 (1278)	13-Feb-91	1406 (Jun-97)
2253 P 4-Oct-89	76734 (1284)	62372 (1284)	69313 (2103)	76805 (1284)	9-Apr-91	1410 (Sep-97)
2254 8-Oct-89	76732 (1282)	62370 (1282)	69306 (2104)	76803 (1282)	c8-91	2002 (May-93)
Code	FA-9B	EA-5B	BP-2B	FA-9B
2254 P 24-Jan-97	76732 (2002)	62370 (2002)	69306 (2002)	76803 (2002)	-	1396 (Jul-99)
Code	FA-2A	EA-2A	BP	FA-2A
2255 14-Oct-89	76740 (1290)	62378 (1290)	69310 (2105)	76811 (1290)	26-Sep-91	2003 (May-93)
Code	FA-9B	EA-5B	BP-2B	FA-9B
2255 P 22-Jan-97	76740 (2003)	62378 (2003)	69310 (2003)	76811 (2003)	-	1392 (Apr-99)
Code	FA-2A	EA-2A	BP	FA-2A
2256 P 27-Nov-89	76747 (1297)	62385 (1297)	69307 (2106)	76818 (1297)	5-Dec-91	1399 (Sep-99)
2257 P 30-Sep-89	76729 (1279) 76511 ^9776729	62367 (1279)	69311 (2107) 69332 ^98	76800 (1279) 76604^99 76800	Feb-91	1407 (Sep-97)
2258 P 9-Nov-89	76746 (1296)	62384 (1296)	69316 (2108)	76817 (1296)	c.2-Dec-91	1393 (Apr-99)
2259 16-Nov-89	76748 (1298)	62386 (1298)	69318 (2109)	76819 (1298)	c.Sep-91	2004 (May-93)
Code	FA-9B	EA-5B	BP-2B	FA-9B
2259 P 20-Jan-97	76748 (2004)	62386 (2004)	69318 (2004)	76819 (2004)	-	1398 (Sep-99)
Code	FA-2A	EA-2A	BP	FA-2A
2260 P 6-Nov-89	76749 (1299)	62387 (1299)	69304 (2110)	76820 (1299)	c.Jan-92	1397 (Aug-99)
Note
After facelifting and fitting with fluorescent lighting, the electrical codes of these coaches were amended to:
DTC	FA-9B
MBS	EA-5B
TB	BP-2B	(unit no.2262 excepted)
TB	BP-4B	(unit no.2262 non-facelifted TB vehicle)

Footnote (nos. 2251 – 2262)
97	4 VEP DTC, Code FB-8B.
98	TB Code BP-4B.
99	DTC Code FA-8B.

No.

Individual Unit Notes

2251

Buffet facilities out of use from 23-Dec-97.

Unit stored at Lovers Walk from 2-Jul-98 though used for empty trip to Littlehampton and return 13-Jul-98.

Unit moved to Fratton 27‑Oct-98 for use in SWT traffic.

Unit to Eastleigh 13-May-99 for overhaul and buffet 69302 withdrawn and replaced by 4 CEP TSO 70663 (ex.1561), unit renumbered 1394 and released 1-Aug‑99.

TB 69302 remained stored at Eastleigh. Subsequently sold to Cotswold Rail Engineering Ltd [dealer – company now dissolved] and resold to Suburban Electric Railway Association (SERA) at Coventry Airport.

Later sold again to the Abbey View District Day Centre, at Neath Abbey.

2252

Last day in traffic as 4 BIG unit 29-May-97 and unit renumbered 1406 30-May-97.

2253

Last day in traffic as 4 BIG unit 25-Sep-97 and unit renumbered 1410 26-Sep-97.

2254

Unit ran as part of 8 DIG unit no.2002 from May‑93 to Jan‑97.

Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Haywards Heath. Moved to Bournemouth depot for storage 7-Apr-98. Subsequently used in traffic by SWT.

Unit moved Fratton to Lovers Walk for storage with worn wheelsets 27‑Oct-98, but used again in CSC traffic from 23-Nov-98 when one 4 BIG diagram reintroduced.

Unit transferred to SWT from 1-May-99. Unit to Eastleigh 15-Jul-99 for overhaul and buffet 69306 withdrawn and replaced by 4 CEP TSO 70531 (ex.1610). Unit renumbered 1396 and released 10-Sep‑99.

TB 69306 remained stored at Eastleigh until sold to Colne Valley Railway c.Mar‑00, later moving to the Spa Valley Railway at Tunbridge Wells early in 2002.

2255

Unit ran as part of 8 DIG unit 2003 from May‑93 to Jan‑97.

Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Haywards Heath. Moved to Bournemouth depot for storage 7-Apr-98. Subsequently used in traffic by SWT.

MBS 62378 damaged by fire near Fratton c.Apr‑99 and unit to Eastleigh for repair and overhaul with buffet 69310 withdrawn and replaced by 4 CEP TSO 70273 (ex.1530). Unit renumbered 1392 and released 1-Jul-99 to Fratton for further modifications.

TB 69310 remained stored at Eastleigh until sold c.Feb‑00 and moved to Meldon Quarry for use as static buffet.

2256

Buffet facilities out of use from 23-Dec-97. Unit ‘off lease’ from 27-Mar-98 and stored at Haywards Heath. Moved to Bournemouth depot for storage 7-Apr-98. Subsequently used in traffic by SWT.

Unit to Eastleigh 9-Sep-99 for overhaul and buffet 69307 withdrawn and replaced by 4 CEP TSO 70508 (ex.1595) and unit renumbered 1399 and released 9‑Oct-99.

TB 69307 remained stored at Eastleigh. Subsequently sold to Cotswold Rail Engineering Ltd [dealer – company now dissolved] and resold to a private buyer for use as a static restaurant at Bridge of Earn.

Later moved to Widnes International Rail Depot for component recovery and scrapped there in Jan-05.

2257

Unit defective during Dec-91 and DTC 76729 temporarily exchanged with 4 VEP DTC 76511 (ex. 3501) from 23-Dec-91 until 11-Jan-92, though unit not used in this formation.

Unit in collision with no.1858 at Eastbourne 11-Jun-94 and DTC 76800 damaged. This coach exchanged with 76604 (exm1858) at Lovers Walk 9-Jul-94. Reverted to original formation 26-Nov-94. Whilst mis formed consisted of three coaches owned by Porterbrook Leasing Company Limited and one owned by Angel Train Contracts Limited.

TB 69311 had defective buffet equipment and exchanged with 69332 (ex.2203) 31-May-97 when 2203 being reclassified and renumbered 1403.

Last day in traffic as 4 BIG unit 26-Sep-97 and unit renumbered 1407 27-Sep-97.

2258

Unit out of use with buffet defects 2-Sep-96 and not back to traffic until 25-Apr-97 when released covering 4 CIG diagrams. Restored as 4 BIG again May‑97 though temporarily reverted to 4 CIG again until boiler repairs completed 9-Jul-97.

Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Gatwick. Moved to Bournemouth depot for storage 8-Apr-98. Subsequently used in traffic by SWT.

Unit to Eastleigh for overhaul Apr‑99 and buffet 69316 withdrawn and replaced by 4 CEP TSO 70527 (ex.1589) and unit renumbered 1393 and released 20-Jul-99.

TB 69316 remained stored at Eastleigh. Subsequently sold to Cotswold Rail Engineering Ltd [dealer – company now dissolved] and resold to a private buyer for use as a static restaurant at Coupar Angus, coach located on a short piece of isolated track adjacent to Smiths Bus Garage.

Also reported as moving to Fire Service Training College, Moreton-in-Marsh c.Apr-02.

Later located at Whitrope with the Waverley Line Heritage Association.

2259

Unit ran as part of 8 DIG unit no.2004 from May‑93 to Jan‑97. Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Gatwick. Moved to Bournemouth depot for storage 8-Apr-98. Subsequently used in traffic by SWT.

Unit to Eastleigh for overhaul 31-Aug‑99 and buffet 69318 removed and replaced by 4 CEP TSO 70292 (ex.1554) and unit renumbered 1398 and released 9‑Oct-99.

TB 69318 remained stored at Eastleigh until sold to Colne Valley Railway c.Mar‑00 and moved to Castle Hedingham.

This coach later re-sold to R Garbutt (date?) and moved to the Mid Norfolk Railway at Wymondham during 2013 for restoration to near original condition including the reinstatement of tungsten lighting.

2260

Buffet facilities out of use from 23-Dec-97. Unit stored at Lovers Walk from 26-Jun-98 but returned to use from 23-Nov-98 when one 4 BIG diagram reintroduced. Unit transferred to SWT from 1-May-99.

Unit to Eastleigh for overhaul 16-Aug‑99 and buffet 69304 removed and replaced by 4 CEP TSO 70515 (ex.1577) and unit renumbered 1397 and released 17-Sep-99.

TB 69304 stored at Eastleigh until sold to the Northampton Ironstone Trust at Ironside and moved to Hunsbury Hill.

2261

Last day in traffic as 4 BIG unit 26-Sep-97 and unit renumbered 1408 28-Sep-97.

2262

Unit to Eastleigh for C1 overhaul about Sep‑92 and TB 69333 facelifted to match remainder of unit.

Unit ran as part of 8 DIG unit 2001 from May-93 to Nov‑96 when out of use for wiring repairs and officially renumbered as 2208, although this was not carried.

Reverted to 2262 from Jan‑97 but unit not in traffic until Mar‑97.

DTC 76850 damaged by fire in toilet at Preston Park 29-Sep-97 and unit to Eastleigh for repairs 6-Nov-97, back to traffic Dec‑97.

Buffet facilities out of use from 23-Dec-97 and unit ‘off lease’ from 27-Mar-98 and stored at Gatwick. Moved to Bournemouth depot for storage 8-Apr-98, and subsequently used in traffic by SWT.

Unit to Eastleigh for overhaul 1-Jul-99 and buffet 69333 withdrawn and replaced by 4 CEP TSO 70662 (ex.1619) and unit renumbered 1395 and released c3-Sep-99.

TB 69333 remained stored at Eastleigh until sold to the Lavender Line at Isfield, arriving there 14-Jun-00.

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Unit no.1319 approaching Esher on Saturday 13^th September 2003 sporting headcode 51 (Waterloo to Alton ‘fast’). This unit carries one early curved ‘black caps’ (as originally used to signify ‘Greyhound’ units).

The black surround of the driver’s /secondman’s observation lights was also to identify these Greyhound’ units. Driving into a low sun the driver has his visor down!

© John Atkinson

4 CIG units nos.1301 – 1322
‘Greyhound’

This series of units were formed from March 1990 and were renumbered to distinguish units which had received the ‘Greyhound’ electrical modification which added additional field diverts, these units accelerating at the same rate as ‘standard’ units up to about 45mph (approx. 45 secs) when the extra field diverts cut-in allowing the amps to rise to a higher level than with the standard arrangement. The amps therefore declined from a higher level as speed increased compared with standard units, so these modified units accelerated faster in the 45mph – 75mph range. Modified motor coaches weighed about one ton more than usual with the extra ‘chokes’ carried below the underframe.

The units were reclassified as Class 421/5 and most diagrams were for the Waterloo ‑ Portsmouth via Guildford line, where they worked in conjunction with similarly modified 4 BEP units. Some workings were also run over the newly electrified South Hampshire lines from Waterloo to Portsmouth via Eastleigh, also certain trips on the Bournemouth line.

Units were allocated to Eastleigh depot, following the closure of Fratton as a maintenance depot from May 1990. The first twelve units had commenced operation during the summer of 1989 on the Guildford route as facelifted 4 CIGs nos.1814 ‑ 1825, units nos.1819 /1820 & 1821 being modified during facelift, but most returning to Eastleigh works for modification shortly after being released as facelift 4 CIG units. These units were all renumbered from April 1990 in order as units nos.1301 – 1312 with the last being renumbered by 1^st June.

A further batch of five units were converted directly from 4 CIG units during facelift early in 1990 as there was an increased requirement for ‘Greyhound’ units to cover the Portsmouth to Waterloo via Eastleigh trains (which started with the new timetable in May 1990). Subsequently, a further batch of five units were converted, this time from already facelifted units in early 1992 as further trains were converted to ‘Greyhound’ schedules. Units were allocated back to Fratton depot when this depot reopened for EMU maintenance from 29^th May 1994.

The first twelve units modified used equipment cases and contactors recovered from withdrawn 2 HAP units while later batches had new equipment made. The first conversions also had divert resistances, but these proved prone to cause motor flashovers and were changed to inductive chokes recovered from withdrawn 4 REP units or spares for Class 508. The later batches converted had new chokes specially made.

For the first batch modified, units nos.1819 /1820 & 1821 were done on facelift so ran for nearly a year before ‘greyhound’ schedules were introduced in May 1989. The remainder of the first twelve returned to Eastleigh for modification, starting with no.1825 in January 1989 and undertaken in reverse numerical order with one done every fortnight until no.1814 completed in May 1989 ready for the timetable alteration. All twelve then ran for a further year prior to renumbering. All these units were allocated to the ownership of Eversholt Rail Leasing Limited from 1^st April 1994 under the BR privatisation arrangements.

These units remained working for the South West Trains franchise and started to be repainted into their livery late in 1996, unit no.1313 being the first released from Eastleigh 12^th December 1996, all being done by 2001. TPWS equipment was fitted to units during the autumn of 2002.

Deliveries of new ‘Desiro’ Class 444 and 450 into traffic during 2004 saw these units begin to be displaced, and the first withdrawals took place in July 2004. Withdrawn units were mostly hauled to Shoeburyness for some limited stripping work before being hauled away to scrap dealers, though a few went direct from Wimbledon Park. Unit no.1316 was the last to survive in traffic, being withdrawn on 20^th May 2005.

Unit formations
(nos.1301 – 1322)

Unit formations were as follows with date of formation below unit number:

Unit No.	DTC	MBS	TB	DTC	Ex. Unit	Withdrawn	Scrap date
Code	FA-8B	EA-6B	BO-4B	FA-8B			(yard)
1301 (Apr-90)	76595	62301	70981	76625	1814	28-Aug-04	Sep-04 (SMN)
1302 (Apr-90)	76584	62290	70970	76614	1815	8-Apr-05	Mar-06 (JLC)
1303 (Apr-90)	76581	62287	70967	76611	1816	28-Jan-05	Jun-05 (SMN) (3 cars)
1304 (Apr-90)	76583	62289	70969	76613	1817	23-Apr-05	See notes
Code	FA-9B			FA-9B
1305 (Apr-90)	76717	62355	71035	76788	1818	13-Jul-04	Nov-04 (JLC)
1306 (May-90)	76723	62361	71041	76794	1819	14-Jul-04	Nov-04 (JLC) (3 cars)
Code	FA-8B			FA-8B
1307 (Apr-90)	76586	62292	70972	76616	1820	24-Oct-04	Nov-04 (SMN)
1308 (May-90)	76592 76627	62298	70978	76622	1821	8-Sep-04	Oct-04 (SMN)
1309 (Apr-90)	76594	62300	70980	76624	1822	22-Apr-05	Feb-06 ( JLC)
1310 (May-90)	76567	62283	71926	76577	1823	17-Aug-04	Sep-04 (SMB)
1311 (May-90)	76561	62277	71927	76571	1824	26-Aug-04	Sep-04 (SMN)
Code		EA-7B
1312 (1-Jun-90)	76562	62278	71928	76572 76392 ^100 76572	1825	19-Apr-05	Jan-08 (JLC)
1313 (24-Mar-90)	76596	62302	70982	76626	1252	28-Dec-04	Apr-05 (JLC)
1314 (30-Mar-90)	76588	62294	70974	76618	1244	31-Aug-04	Sep-04 (SMB)
1315 (27-Apr-90)	76608	62314	70994	76638	1264	31-Dec-04	Jun-05 (SMN)
1316 (19-May-90)	76585	62291 62182 ^101 62291	70971	76615 76373 ^102 76615	1241	20-May-05	Mar-06 (JLC)
Code		EA-6B
1317 (12-Nov-90)	76597	62303	70983	76627 76592	1253	30-Sep-04	Nov-04 (SMN)
1318 (c.Jan-92)	76590	62296	70976	76620	1849	2-Dec-04	Jul-05 (SMN)
1319 (c.Jan -92)	76591	62297	70977	76621	1852	28-Jan-05	Jun-05 (SMN)
1320 (Jan-92)	76593	62299	70979	76623	1836	3-Dec-04	Jul-05 (SMN)
1321 (Feb-92)	76589	62295	70975	76619	1844	29-Aug-04	Sep-04 (SMB)
1322 (c.Mar-92)	76587	62293	70973	76617	1838	27-Aug-04	Sep-04 (SMN)

Footnote (nos.1301 – 1322)
100	4 VEP DTC, Code FB-5B.
101	4 VEP MBS, Code ED-1A.
102	4 VEP DTC, Code FB-5B.

Key letter codes for scrap dealers.
JLC	J.T. Lanscapes (Caerwent)
SMB	SimsMetals (Beeston).
SMN	SimsMetals (Newport).

Sporting unique experimental head lamps unit no.1315 (with no.1885) arrive at Basingstoke on Sunday 17^th January 1993.

Fitted in April 1990 (only to DTC 76638) and mounted on plates forward of the jumpers, there were also red lamps inboard of the white headlamps. Eventually the lamps were plated over.

© Colin Price

No.	Individual Unit Notes
1301	Unit ‘off lease’ 31-Aug‑04 and withdrawn at Fratton 28-Aug‑04 (last working 19.53 Waterloo to Portsmouth Harbour). Moved to Wimbledon Park for shoegear removal 30-Aug‑04 and hauled to Shoeburyness for stripping 31-Aug‑04. Hauled to SimsMetals (Newport) for scrapping 9-Sep-04 and all coaches cut‑up by 10-Sep‑04.
1302	Unit withdrawn at Wimbledon Park 9-Apr-05 (last working 19.39 Haslemere to Waterloo 8-Apr-05). Hauled to J.T. Lanscapes (Caerwent) for scrapping 21-Apr-05. Both DTCs 76584 and 76614 held for possible sale, but whole unit scrapped, coaches cut‑up as follows: DTC 76614 6-Mar-06, MBS 62290 and TS 70970 both 7-Mar-06 and DTC 76584 8-Mar-06.
1303	Unit withdrawn at Wimbledon Park 28-Jan-05 (last working 06.42 Hilsea to Waterloo). Hauled to Shoeburyness 3-Feb-05 for stripping. Trailers 76581 + 70967 + 76611 hauled to SimsMetals (Newport) for scrapping 24-Jun-05, all cut‑up shortly after arrival. MBS 62287 sold to the Lincolnshire Wolds Railway (Ludborough near Grimsby) arriving there by 17-Jul-05. This coach later exchanged with former Gatwick Express Mark 2 TS 72707 in April 2013 and 62287 purchased by Network Rail and to be converted into a further Ultrasonic Test Car, to become UTU2.
1304	DTC 76613 fitted with one hopper light window in corridor side by ‘B’ compartment by Oct-99. Unit withdrawn at Wimbledon Park 23-Apr-05 (last working 22.54 Basingstoke to Waterloo 22-Apr-05). Moved to Clapham Yard for storage 25-May-05 and back to Wimbledon Park for shoegear removal 8-Jun-05. Hauled to Shoeburyness for stripping 14-Jun-05. TS 70969 passed to Car Services UK Apr‑08 for resale. All coaches (including 70969) sold to Knights Rail Services Limited in June 2008 and hauled to Eastleigh 16-Jul-08, used as a source of spares for units nos.1881 & 1884. Stripped remains of both DTC coaches cut in half and moved by road from Eastleigh to local scrap yard of Recycle Ltd. for scrapping 20-May-09. Stripped remains of MBS 62289 and TS 70969 both scrapped on site at Eastleigh between 18^th and 22^nd September 2009.
1305	Unit withdrawn at Fratton 13-Jul-04 (last working 17.34 Waterloo to Portsmouth Harbour). Moved to Wimbledon Park 31-Jul-04 and on to Bournemouth depot for storage 30-Aug‑04. Hauled back to Wimbledon Park 16-Sep-04 and on to J.T. Lanscapes (Caerwent) for scrapping 27-Sep-04. All four coaches cut‑up 29-Nov-04.
1306	Unit withdrawn at Fratton 14-Jul-04 (last working 10.38 Waterloo to Portsmouth Harbour) and hauled to Woking 18-Jul-04. Then used for driver training trips to Bournemouth each day until 21-Jul-04. Moved to Wimbledon Park for stripping 3-Aug‑04. TS 71041 removed and taken by road to Hever station for use as an office 20‑Oct-04. TS 71041 subsequently carried Maroon livery, also tables and table lamps. Remaining three coaches hauled to J.T. Lanscapes (Caerwent) for scrapping 27-Sep-04, and all cut‑up 27-Nov-04.
1307	Unit withdrawn at Bournemouth 24‑Oct-04 (last working? - Weymouth to Bournemouth early morning). Moved to Wimbledon Park for shoegear removal 29‑Oc-t04 and hauled to Shoeburyness 2-Nov-04. Hauled to SimsMetals (Newport) 17-Nov-04 for scrapping. Three coaches cut‑up 22-Nov-04 and remaining one 26-Nov-04.
1308	Unit in collision with no.1317 at Fratton Jan‑92, DTC 76592 damaged and exchanged with 76627 (ex.1317). Unit withdrawn at Wimbledon Park 8-Sep-04 (last working 07.40 Southampton Central to Waterloo). Hauled to Shoeburyness for stripping 30-Sep-04. Hauled to SimsMetals (Newport) 14‑Oct-04 for scrapping. All coaches cut‑up Oct-04
1309	Unit withdrawn at Clapham Yard 22-Apr-05 (last working 20.23 Windsor to Waterloo). Hauled to Wimbledon Park 22-Apr-05 for shoegear removal, on to Bournemouth for stripping 29-Apr-05. Hauled back to Wimbledon Park 14-May-05 and on to J.T. Lanscapes (Caerwent) for scrapping 24-May-05. DTC 76594 and MBS 62300 both cut‑up 27-Feb-06, TS 70980 and DTC 76624 both cut‑up 28-Feb-06.
1310	Unit ‘off lease’ 2-Sep-04, but defective at Fratton after working 16.26 Waterloo to Portsmouth & Southsea 17-Aug‑04. Moved to Wimbledon Park for shoegear removal 30-Aug‑04 and hauled to Shoeburyness for stripping 2-Sep-04. Unit hauled to Peterborough 21-Sep-04 and on to SimsMetals (Beeston) 23-Sep-04. All coaches cut-up by 25-Sep-04, except DTC 76577 cut‑up c.28-Sep-04.
1311	Unit ‘off lease’ 31-Aug‑04 and withdrawn at Wimbledon Park (last working 19.24 Waterloo to Guildford). Hauled to Shoeburyness for stripping 31-Aug‑04. Hauled to SimsMetals (Newport) for scrapping 9-Sep-04 and all coaches cut‑up 10-Sep‑04.
1312	DTC 76572 temporarily exchanged with 4 VEP DTC 76392 (ex.3457) c/Feb‑98. (reason unknown, probable side damage as coach later had two hopper windows in the corridor side of the coach behind the door at the cab end). In this formation unit seated 36 first and 210 standard and had NSE liveried DTC in otherwise Stagecoach liveried unit. Reverted to normal by 18-Mar-98. Unit withdrawn at Wimbledon Park 19-Apr-05 (last working 21.30 Southampton to Waterloo). Hauled to Fratton for storage 1-May-05 and back to Wimbledon Park for shoegear removal 10-May‑05. Hauled to J.T. Lanscapes (Caerwent) for scrapping 24-May-05 and unit stored for a long period, being used for some MOD exercises in the meantime. DTC 76572 cut‑up 3-Jan-08, TS 71928 cut‑up 4-Jan-08 (body) and 8-Jan-08 (underframe), MBS 62278 cut‑up 16-Jan-08 and DTC 76562 cut‑up 18-Jan-08.
1313	Unit withdrawn at Wimbledon Park 28-Dec-04 (last working 18.23 Waterloo to Basingstoke 24-Dec-04). Hauled to J.T. Lanscapes (Caerwent) 12-Jan-05. DTC 76596 cut‑up 5-Apr-05, MBS 62302 and TS 70932 both cut‑up 6-Apr-05 and DTC 76626 cut‑up 7-Apr-05.
1314	Unit withdrawn at Wimbledon Park 31-Aug‑04 (last working 19.17 Waterloo to Woking). Hauled to Shoeburyness for stripping 2-Sep-04. Unit hauled to Peterborough 21-Sep-04 and on to SimsMetals, Beeston 23-Sep-04. All coaches cut‑up by 25-Sep-04.
1315	DTC 76638 was fitted with experimental light clusters on the cab and at the lower edge of the jumper recess, each side of the gangway having a white headlight outermost and a red tail light inside, the lower ends of the air hoses hanging behind these new lights. This modification done when unit had the Greyhound modification. Unit withdrawn at Wimbledon Park 31-Dec-04 (last working 08.39 Haslemere to Waterloo). Hauled to Willesden 11-Jan-05 and on to Shoeburyness 12-Jan-05 for stripping. Hauled to SimsMetals (Newport) for scrapping 16-Jun-05, and all coaches cut‑up shortly after arrival.
1316	Unit in collision with 4 VEP no.3427 at Wimbledon Park ?‑ Oct-96 and DTC 76585 damaged. DTC 76615 to no.3427 and replaced by damaged 76373 (ex.3427) pending repairs at Eastleigh. MBS 62291 exchanged with damaged 4 VEP MBS 62182 (ex.3431) Dec‑96. However, the unit was not used in traffic with 4 VEP vehicles in formation and back to normal formation Apr‑97. Unit withdrawn at Wimbledon Park 20-May-05 (last working 23.14 Alton to Woking). Hauled to J.T. Lanscapes (Caerwent) for scrapping 24-May-05. DTC 76615 and TS 70971 both cut‑up 2-Mar-06, MBS 62291 cut‑up 3-Mar-06 and DTC 76585 cut‑up 6-Mar-06.
1317	Unit in collision with unit no.1308 at Fratton Jan‑92 and DTC 76597 damaged. DTC 76627 exchanged with damaged 76592 (ex.1308) and unit stopped pending repairs to both DTCs. Back to traffic mid‑Mar-92. Unit withdrawn at Bournemouth 1‑Oct-04 (last working 22.30 Waterloo to Bournemouth 30-Sep-04). Hauled to Wimbledon Park 5‑Oct-04 for shoegear removal, and on to Shoeburyness 6‑Oct-04 for stripping. Hauled to SimsMetals (Newport) 28‑Oct-04 for scrapping. All coaches cut‑up Nov‑04
1318	Unit defective at Wareham 2-Dec-04 on 08.17 Weymouth to Poole and after arrival at Poole ran ECS to Bournemouth depot. Moved to Wimbledon Park 7-Dec-04 and withdrawn 31-Jan-05. Hauled to Shoeburyness 3-Feb-05 for stripping. Hauled to SimsMetals (Newport) for scrapping 24-Jun-05, all coaches cut‑up Jul‑05.
1319	Unit unusually sent to Ilford for graffiti repaint in late May-93. Unit derailed at Farnham 16-Feb-98 and DTC 76591 and MBS 62297 both slightly damaged. Unit ‘off lease’ 31-Jan-05, and withdrawn at Wimbledon Park 28-Jan-05 (last working 06.43 Cosham to Waterloo). Hauled to Shoeburyness 1-Feb-05 for stripping. Hauled to SimsMetals (Newport) for scrapping 16-Jun-05, all coaches cut‑up shortly after arrival.
1320	Unit withdrawn at Wimbledon Park 3-Dec-04 (last working 12.25 Portsmouth Harbour to Waterloo). Hauled to Willesden 11-Jan-05 and on to Shoeburyness 12-Jan-05 for stripping. Hauled to SimsMetals (Newport) for scrapping 24-Jun-05, all coaches cut‑up Jul‑05.
1321	DTC 76589 fitted with toilet extractor fans during 1992. Unit slightly damaged 30-Dec-93 when derailed on Lymington branch after collision with fallen tree. Unit ‘off lease’ 2-Sep-04 but defective whilst working 15.45 Waterloo to Portsmouth Harbour 29-Aug‑04 which terminated at Fratton. Moved to Wimbledon Park for shoegear removal 30-Aug‑04 and hauled to Shoeburyness for stripping 2-Sep-04. Unit hauled to Peterborough 21-Sep-04 and on to SimsMetals, Beeston 23-Sep-04. All coaches cut‑up by 25-Sep-04.
1322	Unit ‘off lease’ 31-Aug‑04 and withdrawn at Wimbledon Park 27-Aug‑04 (last working 07.12 Portsmouth Harbour to Waterloo). Hauled to Shoeburyness for stripping 31-Aug‑04. Hauled to SimsMetals (Newport) for scrapping 9-Sep-04 and all coaches cut‑up by 10-Sep‑04.

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Following snow at Penshurst, on Tuesday 5^th December 1995 4 CIG unit no.1903 forms a Three Bridges to Tonbridge service whilst carrying later NSE livery with black-cap.

© John Atkinson

4 CIG units nos.1901 – 1908
(Renumbered units)

A further renumbering scheme to affect the earlier parking brake 4 CIG units commenced in April 1993, having just got them all into one number range from 1701 ‑ 1753. Several units were fitted with Mk 6 motor bogies recovered from scrapped 4 REP units and fitted with standard EE507 250hp motors. The first of these emerged from Eastleigh works on 15^th April 1993 numbered 1901 and classified as Class 421/6. Sufficient bogies were available to enable about twenty units to be converted, but only eight were authorised to be done and some Mk 6 motor bogies were later used instead to upgrade three 4 CEP units.

8 DIG units

However, units nos.1901 and 1902 only ran in their new form for a matter of weeks prior to being incorporated as part of 8 DIG units and being renumbered once again. Units nos.1903-upwards entered traffic as intended. Unit no.1908 was modified from former no.1732 which had previously had its electric parking brake removed, the remainder had this removed during the bogie conversion work.

These units were all allocated to the ownership of Angel Train Contracts Limited train leasing company from 1^st April 1994 under the BR privatisation arrangements. (the two working as part of 8 DIG units were allocated to Porterbrook Leasing Company Limited).

The 8 DIG units were disbanded in January 1997 and units nos.1901 & 1902 were reinstated in their previous formations, but remaining part of the Porterbrook Leasing Company Limited fleet. Both units nos.1901 & 1902 retained some of their internal enhancements until withdrawal. Unit no.1903 was the first repainted into Connex white /yellow livery (released from Eastleigh 15-Jan-97) though ran initially without the yellow decals applied due to problems with application of the yellow areas. Unit no.1904 was the first in full Connex livery in June 1997 and no.1903 had the yellow areas added at Lovers Walk during March 1998 (all being done by 2001).

The DTC adjacent to the MBS was downgraded to all standard seating from May 1998 and the compartment sliding doors and armrests removed, this coach now seating 54 standard with a revised unit total of 18 first and 218 standard. This work was carried out at Lovers Walk depot during routine maintenance, though the DTC downgraded in unit no.1906 was at the opposite end to the remaining units.

Only unit no.1908 of this batch was repainted into the new South Central two-tone green /biscuit livery early in 2002. Unit no.1906 was the first fitted with TPWS equipment at Eastleigh in June 2002, with others following, all being completed by early- August 2002with unit no.1908.

Withdrawals

Withdrawals began in June 2003 with unit no.1903 being taken out of traffic on 28^th. All the remainder were fitted with window bars over their droplight windows during the summer of 2003 following a fatality at Clayton Tunnel on Saturday 26^th October 2002.

Unit no.1902 was withdrawn in November 2003 owing to poor condition and sent direct to Immingham for scrapping by owners Porterbrook Leasing Company Limited. Unit no.1904 was withdrawn in March 2004 and joined no.1903 in store at Shoeburyness for stripping prior to disposal. Unit no.1906 was withdrawn early in June but reinstated briefly to replace a damaged 4 VEP unit. It was withdrawn again soon afterwards and was followed by unit not 1907 (taken out of traffic in July 2004). Units nos.1905 & 1908 followed in October 2004, leaving just no.1901 to continue into 2005, this unit being withdrawn from 24^th January 2005 thus eliminating this small batch of units.

Unit formations
(nos.1901 – 1908)

Unit formations are as follows with date of formation below unit number. Units allocated to Angel Train Contracts Limited marked with ‘A’ after their number, those allocated to Porterbrook Leasing Company Limited with ‘P’.

Unit No.	DTC	MBS	TB	DTC	Ex. Unit	Withdrawn.	Scrap date
Code	FA-4C	EA-3C	BO-2B	FA-4C		(date)	(yard)
1901 15-Apr-93	76082	62023	70701	76028	1715	Ref. into no.2004 (May-93)	-
1901 P 20-Jan-97	76082	62023	70701	76028	2004	24-Jan-05	Mar-05 (IRT)
1902 28-Apr-93	76100	62041	71768	76046	1716	Ref. into no.2002 (May-93)	-
1902 P 24-Jan-97	76100	62041	71768	76046	2002	7-Nov-03	Mar-04 (IRT)
1903 A 1-Jul-93	76081	62022	70700	76027	1718	28-Jun-03	Mar-06 (SMN)
1904 A 16-Nov-93	76107	62048	70726	76053	1723	14-Mar-04	Mar-06 (SMN)
1905 A 31-Mar-94	76099	62040	70718	76045	1728	11-Oct-04	Nov-04 (JLC)
1906 A 18-May-94	76105 ^103	62046	70724	76113 ^104	1730	23-Jun-04	Oct-04 (JLC)
1907 A 7-Jul-94	76104	62045	70723	76050	1729	27-Jul-04	Oct-04 (JLC)
Code	FA-7B			FA-7B
1908 A 14-Dec-94	76096	62037	70715	76042	1732	11-Oct-04	Nov-04 (JLC)

Footnote (nos.1901 – 1908)
^103	Vehicle remained DTC.
^104	Vehicle downgraded to DTS.

Key letter codes for scrap dealers.
IRT	Immingham Railfreight Terminal.
JLC	J.T. Lanscapes (Caerwent)
SMN	SimsMetals (Newport).

No.	Individual Unit Notes
1901	Unit withdrawn at Lovers Walk 24-Jan-05 (last working 06.33 Littlehampton to Victoria). Unit used to assist no.1404 back from Lewes 25-Jan-05 then moved to Selhurst 2-Feb-05 and on to Stewarts Lane for shoegear removal 8-Feb-05. Hauled to Immingham Railfreight Terminal for scrapping 14-Feb-05. DTS 76082 cut‑up 8-Mar-05, MBS 62023, TS 70701 and DTC 76028 all cut‑up 9-Mar-05.
1902	Unit withdrawn at Lovers Walk 7-Nov-03 (last working 06.32 Victoria to Brighton). Hauled to Immingham Railfreight Terminal for scrapping 14-Nov-03. DTC 76046 and TS 71768 cut‑up 17-Mar-04, MBS 62041 cut‑up 18-Mar-04 and DTS 76100 cut‑up 19-Mar-04.
1903	Unit withdrawn at Lovers Walk 28-Jun-03 (last working 10.56 Hastings to Brighton). Moved to Shoeburyness for storage 3-Jul-03. Hauled to SimsMetals (Newport) for scrapping 20-Mar-06 and all coaches scrapped soon after arrival.
1904	Unit withdrawn at Lovers Walk 14-Mar-04 (last working 22.47 London Bridge to Brighton) and moved to West Worthing for storage. Moved to Newhaven for storage 31-Mar-04 and on to Stewarts Lane 29-Apr-05 for shoegear removal. Moved to Shoeburyness for stripping 6-May-04. Hauled to SimsMetals (Newport) for scrapping 20-Mar-06 and all coaches scrapped soon after arrival.
1905	Unit withdrawn at Lovers Walk 11‑Oct-04 (last working 06.05 Southampton to London Bridge). Moved to Newhaven for storage 13‑Oct-04 and on to Stewarts Lane for shoegear removal 26‑Oct-04. Hauled to J.T. Lanscapes (Caerwent) 1-Nov-04 for scrapping. DTS 76099 and TS 70718 both cut‑up 19-Nov-04, DTC 76045 and MBS 62040 both cut‑up 26-Nov-04.
1906	Unit in ‘runaway’ at Selhurst depot 16-Feb-01 and DTS 76113 damaged in subsequent collision with no.319 423. Moved to Eastleigh for repair 26-Feb-01 and released 6-Apr-01. Unit withdrawn at Lovers Walk 9-Jun-04 and moved to West Worthing for storage, but quickly reinstated to cover 4 VEP no.3529 (damaged and withdrawn 11-Jun-04). Unit withdrawn again 23-Jun-04 at Lovers Walk, (last working 09.36 Victoria to Brighton). Moved again to West Worthing for storage 29-Jun-04. Moved to Stewarts Lane 19-Jul-04 for shoegear removal and on to J.T. Lanscapes (Caerwent) for scrapping 22-Jul-04. DTS 76113 & TS 70724 both cut‑up 8‑Oct-04, MBS 62046 cut‑up 9‑Oct-04 and DTC 76105 cut‑up 10-Oct-04.
1907	Unit in collision with a car at Barns Green Level Crossing near Billingshurst 31-Jan-03 and DTC 76050 damaged. Unit taken to Selhurst for repairs. Released 30-May-03 and back to Lovers Walk prior to return to traffic 2-Jun-03. Unit withdrawn at Lovers Walk 27-Jul-04 (last working 10.36 Victoria to Brighton) and moved to West Worthing for storage 3-Aug‑04. Moved to Stewarts Lane for shoegear removal 28-Aug‑04 and hauled to J.T. Lanscapes (Caerwent) for scrapping 2-Sep-04. Unit used for MOD exercise Oct-04 prior to scrapping. DTC 76050, MBS 62045 and TS 70723 all cut‑up 22‑Oct-04, DTS 76104 cut‑up 25‑Oct-04.
1908	Unit withdrawn at Lovers Walk 11‑Oct-04 (last working 06.57 Bognor to London Bridge). Moved to Newhaven for storage 13‑Oct-04 and on to Stewarts Lane for shoegear removal 26‑Oct-04. Hauled to J.T. Lanscapes (Caerwent) 1-Nov-04 for scrapping. DTC 76042, TS 70715 and MBS 62037 all cut‑up 18-Nov-04, DTS 76096 cut‑up 19-Nov-04.

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8 DIG unit no.2003 passing through Tonbridge on its return to Lover’s Walk from a running-gear overhaul at Chart Leacon (Ashford) on Tuesday 23^rd May 1995. The CIG portion (ex.1801) had a ‘black-cap’; the BIG portion (ex.2255) did not. Note the short-lived signal gantry (replaced due to poor signal sighting). Alongside is Tonbridge signal box which controls Tunbridge Wells; Tonbridge coming under Ashford IECC.

© John Atkinson

8 DIG unit nos.2001 – 2004
(Capital Coast Express)

To operate certain fast Brighton to London services (then being marketed as ‘Capital Coast Express‘) four dedicated 8-car units were formed at Brighton in early May 1993 numbered 2001 ‑ 2004. Designated 8 DIG from 8-car Designated CIG unit). Each consisted of a 4 BIG and 4 CIG unit semi‑permanently coupled and formed with the former 4 BIG unit at the London end of the train with the buffet car the third vehicle when travelling towards London. Unit numbers were carried at the outer ends of the units only, the two cab ends in the centre being blank, though still retaining yellow ends and fully operative driving equipment. Buckeye release chains were removed here to prevent inadvertent splitting of the units intermediately. U

nits were subject to an enhanced cleaning programme and had a number of detail differences internally, with some curtains restored to standard-class, moquette panelling between the seats around the trinket trays and improved corridor gangway curtains. The buffet cars also had some internal features enhanced. A small ‘CCE’ logo was carried on cab sides (within the red livery band) and a much larger version was placed within the blue area on the luggage van sides. The words Capital Coast Express appeared below one of the large sidelights on the sides of each driving trailer.

Three of the units were formed with the MBS vehicles 2^nd and 7^th in the train, the remaining one had the ‘4 CIG’ portion around the other way with the MBS coaches 2^nd and 6^th. Units were formed from stock recently ex Eastleigh works, including 4 CIG units nos.1901 & 1902 which had only run with these numbers for a matter of weeks.

Seats were later modified with clips to enable antimacassars to be fitted throughout the units, these again having the CCE logo printed on them. These clips were not entirely successful and a different design was later used.

Diagrams

Three diagrams were required to cover the fast services marketed as ‘Capital Coast Express‘, but there was a fourth which covered ordinary semi‑fast Victoria to Brighton trains (this was to utilise all four units and provide cover if one of the other three units failed). This fourth diagram was covered by ordinary 4 CIG and 4 BIG units when an 8 DIG was not available. One working also took a unit to Bognor where it berthed overnight, returning to Victoria the following morning. During peak hours, units ran as part of 12-car formations with a 4 CIG or 4 VEP (later some 4 CEP) unit attached to the London end.

Programmed bogie overhauls took place at Chart Leacon and each unit was overhauled at Eastleigh once and repainted, not all returning with their additional branding applied.

Porterbrook Leasing Company Limited

Under the BR privatisation arrangements, these units were all allocated to the ownership of the Porterbrook Leasing Company Limited (train leasing company) from 1^st April 1994.

Reformation & Disbandment

All four units were temporarily reformed at some point (usually in an effort to keep sufficient buffet units in traffic) though the reform to unit no.2001 (intended as temporary) lasted until the unit was disbanded. The introduction of overhauled and upgraded Class 319/2 units onto fast Victoria to Brighton trains (now to be known as ‘Connex Express’) from 27^th January 1997 led to the 8 DIG units being disbanded during the week prior to this change, all four 4 BIG and three of the 4 CIG units reverting to their previous numbers.

However, former unit no.1875 became no.1802, presumably to keep the Porterbrook Leasing Company Limited owned 4 CIGs (now nos.1801 /1802 & 1901 /1902) easily identifiable, as these four units were the only 4 CIGs allocated to Porterbrook Leasing Company Limited. Following disbandment, a number of the former 8 DIG constituent units ran for a while with some of their Capital Coast Express branding still applied and internal enhancements still in place.

Unit formations
(nos.2001 – 2004)

Unit formations were as follows:

Unit	DTC	MBS	TB	DTC	DTC	TSO	MBS	DTC
Code	FA-9B	EA-5B	BP-4B	FA-9B	FA-9B	BO-4B	EA-5B	FA-9B
2001	76779 (2262) 76568 ^105	62417 (2262) 62284	69333 (2262) 69334	76850 (2262) 76578 ^106	76825 (1875)	71072 (1875)	62392 (1875)	76754 (1875)
Code	FA-9B	EA-5B	BP-2B	FA-9B	FA-4B	BO-2B	EA-3C	FA-4B
2002	76732 (2254) 76748 76732	62370 (2254)	69306 (2254)	76803 (2254)	76046 (1902)	71768 (1902)	62041 (1902)	76100 (1902)
Code	FA-9B	EA-5B	BP-2B	FA-9B	FA-6B	EA-5B	BO-4B	FA-6B
2003	76740 (2255) 76748 76740	62378 (2255) 62386 62378	69310 (2255) 69318 69310	76811 (2255)	76777 (1801)	62415 ^107 (1801)	71095 ^108 (1801)	76848 (1801)
Code	FA-9B	EA-5B	BP-2B	FA-9B	FA-4B	BO-2B	EA-3C	FA-4B
2004	76748 (2259) 76732 76740 76748	62386 (2259) 62378 62386	69318 (2259) 69310 69318	76819 (2259)	76028 (1901)	70701 (1901)	62023 (1901)	76082 (1901)

Footnote (nos.2001 – 2004)
105	DTC Code FA-8B.
106	DTC Code FA-8B.
107	MBS vehicle.
108	TSO vehicle.

No.	Individual Unit Notes
2001	4 BIG portion of unit stopped with wiring defects Nov‑96 and replaced in unit by no.2208 from 23-Nov-96. This unit officially part of no.2001 but both cabs continued to show 2208. Remained in this formation until unit disbanded 25-Jan-97 when 2208 returned to use and 4 CIG portion renumbered as no.1802, not its previous number of 1875 which remained unused. The former 4 BIG portion of no.2001 (out of use for repairs) was officially renumbered as 2208, though this was not physically carried out and the unit became no.2262 once again from 27-Jan-97 though still out of use for a while longer.
2002	Unit in collision with buffer stops at Lovers Walk early Jun-93 and DTC 76732 temporarily exchanged with 76748 (ex.2004) though unit number not altered so unit carried different numbers each end. Reverted back after about three weeks. Unit disbanded from 24-Jan-97, 4 BIG portion reverted to no.2254 and 4 CIG portion to no.1902.
2003	Unit out of service with buffet boiler defects 24-Jan-94 and DTC 76740, MBS 62378 and TB 69310 all exchanged temporarily with 76748 + 62386 + 69318 (ex. damaged no.2004). Reformed to normal 9-Feb-94. Unit disbanded from 22-Jan-97, 4 BIG portion reverted to no.2255 and 4 CIG portion to no.1801.
2004	Unit stopped with defects to buffet car and DTC 76748 temporarily exchanged with damaged 76732 (ex.2002) early Jun-93 for about three weeks. Unit ran mis formed for about one week causing confusion with two units both with 2002 on one end and 2004 on the other. Five coaches of unit damaged in open door collision with no.3444 near Balham 24-Jan-94. Remaining three coaches, DTC 76748, MBS 62386 and TB 69318 all exchanged temporarily with 76740 + 62378 + 69310 (ex.2003), these vehicles stopped due to buffet boiler defects on 69310. Reformed to normal 9-Feb-94. Unit disbanded from 20-Jan-97, 4 BIG portion reverted to no.2259 and 4 CIG portion to no.1901.
Note	One unit (which?) ran briefly in Nov‑95 with 4 BIG no.2209 substituting for the four former 4 BIG vehicles.

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Recently renumbered 4 BIG no.1408 (was no.2261) pulls away from Lancing with the 07.58 Portsmouth and Southsea to Seaford service on Wednesday 29^th October 1997.

© Chris Wilson

4 BIG units nos.1401 – 1411
(Reformed 4 BIG units)

The new timetable of 1^st June 1997 reduced the number of 4 BIG unit diagrams remaining from Brighton depot, a proposal to remove all buffet unit workings being modified at a late stage in the planning process, though this was the eventual aim. As a result, a number of 4 BIG units made surplus were planned to be reduced to 3-car units and the buffet vehicles removed and stored, these units also having further modifications to reduce the amount of vandalism on Coastway services during the evenings and at weekends.

It was planned to remove the luggage cages from the MBS vehicles and provide windows in the conductor’s compartment to enable a view to be kept along the train in both directions. In each DTC the former compartments would be stripped out above seat back level, though the layout of the seating would remain unchanged. This seating would then be reclassified as standard-class and the resulting 3 CIG units diagrammed mostly on Coastway workings.

The new timetable provided ten diagrams for 3 CIG units, and eleven units were to be converted to cover these. However, all the 4 BIG units remained in traffic up to the end of May 1997 and authorisation for the conversion work was still awaited at the start of the new timetable.

Six 4 BIG units had their buffet equipment decommissioned, (one unit to be retained as a buffet exchanging its buffet vehicle with a converted unit) and these units were renumbered as 1401 ‑ 1406 at Brighton depot prior to the commencement of the new timetable. All six units initially entered traffic formed as 4-car units with the buffet kitchen area locked out of use. Five of the units were from the later build units and the remaining one came from the original Brighton line batch, though three of these vehicles were from a later build unit due to earlier reformations of the older 4 BIG units in connection with provision of Mk 6 motor bogies on all 4 BIG units.

Unit no.2203 was the first 4 BIG taken out of use on 27-May-97 and was renumbered as 1403 29-May-97 and exchanged its TB vehicle with no.2257 31-May-97. Unit no.2252 last ran as 4 BIG 29-May-97 and had some buffet equipment removed to enable no.2258 (previously running covering 4 CIG diagrams with its kitchen out of use) to be restored as a working buffet unit and was renumbered 1406 30-May-97.

Units nos.2204 /2205 /2206 & 2208 were all last used as 4 BIG units 30-May-97 withnos.2205 & 2206 being renumbered 1405 & 1404 respectively (31-May-97); the final two nos.2204 & 2208 becoming 1402 & 1401 respectively from 1-Jun-97.

Further reductions in the number of 4 BIG diagrams from the winter timetable in September 1997 saw the renumbering of a further five units, these becoming 1407 ‑ 1411. The final two later build units (nos.2209 & 2210) were included (rendering this series extinct as active 4 BIG units) and three of the earlier build units, nos.2253 /2257 & 2261) were also included; once again three vehicles in each of these units were from later build batches due to earlier reforming.

All five of these units last ran as 4 BIG units on 26^th September 1997 (although no.2253 was stopped the previous day). All were renumbered at Lovers Walk and the buffet cars decommissioned; all entered traffic temporarily as 4-car units pending overhaul at Eastleigh and removal of the buffet cars. The ‘Buffet’ branding on the sides of the buffet car was removed (although unit no.1403 ran with this still extant until taken to Eastleigh for overhaul).

The final 4-car unit (no.1411) went to Eastleigh 23^rd January 1998. The buffet cars were all stored out of use at Eastleigh. However, 69337 was sold to Hastings Diesels Limited and moved to St Leonards West Marina depot -10^th March 1998 for restoration and inclusion in DEMU unit 1001. Another nine were sold for further use with one being exported to Bahrain, the remaining one being stored pending disposal.

Unit formations
(nos.1401 – 1411)

Unit formations were then as follows with dates into traffic below unit numbers.

Unit No.	Ex. Unit	DTC	MBS	TB	DTC	To Eastleigh
Code		FA-8B	EA-5B	BP-4B	FA-8B
1401 2-Jun-97	2208	76568	62284	69334	76578	25-Jul-97
1401 2-Jun-97	2208	76568	62284	69334	76578	25-Jul-97
1402 2-Jun-97	2204	76564	62280	69336	76574	25-Nov-97
Code				BP-2B
1403 2-Jun-97	2203	76563	62279	69311	76573	27-Nov-97
Code				BP-4B
1404 2-Jun-97	2206	76602	62308	69338	76632	5-Jan-98
1405 1-Jun-97	2205	76565	62281	69339	76575	7-Aug-97
Code		FA-9B		BP-2B	FA-9B
1406 1-Jun-97	2252	76728	62366	69312	76799	30-Sep-97
Code				BP-4B
1407 27-Sep-97	2257	76729	62367	69332	76800	6-Nov-97
Code				BP-2B
1408 28-Sep-97	2261	76750	62388	69301	76821	18-Dec-97
Code		FA-8B		BP-4B	FA-8B
1409 27-Sep-97	2209	76569	62285	69335	76579	9-Dec-97
Code		FA-9B		BP-2B	FA-9B
1410 26-Sep-97	2253	76734	62372	69313	76805	20-Jan-98
Code		FA-8B		BP-4B	FA-8B
1411 28-Sep-97	2210	76570	62286	69337	76580	23-Jan-98
Note:
TS* - TB vehicle running as TS with buffet area out of use.

These units all entered service as four‑cars still leased by Porterbrook Leasing Company Limited and with identical seating capacities to surviving 4 BIG units, pending overhaul at Eastleigh works including removing the buffet cars, some rewiring of jumper connections and the compartment rebuilding.

The buffet cars of units 1401 ‑ 1411 were disposed of as follows:

Unit	Coach	Disposal
1401	69334	Sold to VSOE as source of B5 bogies. Coach stored at Cranmore. To J.T. Lanscapes (Caerwent) for scrapping 23-Jul-05 & cut-up 27-Sep-05.
1402	69336	Sold to HSE as test vehicle at Old Dalby. Scrapped M. C. Metal Processing, Glasgow 31-Mar-99.
1403	69311	Sold to HSE as test vehicle. Crash test at Rowsley 8-Dec-98. Scrapped at M. C. Metal Processing, Glasgow 8-Mar-99.
1404	69338	Exported to Bahrain for use as static restaurant by Gulf Corporation as a Station Restaurant.
1405	69339	Held at Moreton-in-Marsh by Cotswold Rail, then sold to SERA at Coventry Airport, resold to Great Central Railway and moved there 21-Apr-07. Painted green as part of 4 BIG unit ‘7059’. Moved to Finmere 23-Aug-11 and on to Nemesis Rail, Burton-on-Trent for restoration.
1406	69312	Sold to HSE as test vehicle at Old Dalby. Scrapped at M. C. Metal Processing, Glasgow 26-Mar-99.
1407	69332	Sold to Rolltrack Trains for use with TC unit 417. Stored at Kineton by 6-00, moved to Dartmoor Railway c2-01.
1408	69301	Sold to HSE as test vehicle. Crash test at Rowsley 8-Dec-98. Scrapped at M. C. Metal Processing, Glasgow 9-Mar-99.
1409	69335	Sold to Wensleydale Railway, Warcop, now at Aysgarth Station, North Yorkshire.
1410	69313	Sold to VSOE as source of B5 bogies. Coach stored at Cranmore. To J.T. Lanscapes (Caerwent) for scrapping 23-Jul-05. Arrived 28-Aug-05 and cut-up 26-Sep-05.
1411	69337	Sold to Hastings Diesels Limited, 10-Mar-98 for use in Preserved DEMU unit 1001.

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3 COP unit no.1401 passes Lewes signal box on a West Worthing to Seaford service on Monday 27^th April 1998. This unit ended its days at Chart Leacon as a shunting ‘horse’.

© John Atkinson

3 COP units nos.1401 – 1411
‘Coastway Open Plan’

The first modified 3-car former 4 BIG unit for the Coastway service was released from Wessex Traincare at Eastleigh on 5^th November 1997, still numbered as 1401 and now reduced to three coaches only after the removal and storage of the former TB vehicle. It worked to Lovers Walk and was checked over prior to an inspection at Brighton station on 7^th November 1997.

The unit had been subject to a number of modifications, the most significant being the complete removal of the compartment accommodation at the driving ends of both driving trailers. The seating in these areas now consisted of four bays of eight standard-class seats, with four-aside seating to the former compartment layout with a side gangway (on the offside when this cab leading) to provide access. However, the doorways each side immediately behind the cab access vestibule remained.

The partitions between the centre entrance vestibule and the original saloon area were also removed, being replaced by vertical grab poles and one of the former toilets was stripped‑out and remained unused as a storage area, the remaining toilet being rebuilt with more vandal‑resistant stainless steel fittings, the sink having a foot operated water spray system replacing the usual taps. As modified this coach now seated 60 standard class passengers.

The MBS vehicle had the former luggage area modified with the removal of the luggage cage and the former wooden planking interior surfaces replaced by white laminates. A wheelchair clamp was provided in the former luggage area and fittings for securing cycles whilst in transit. The conductor’s compartment was modified and a window provided in the partition which overlooked the passenger saloon in this vehicle. The heavy sliding doors at each end of the coach were provided with windows to enable a view along the entire train. The seating capacity of this coach was unchanged at 56.

Seating throughout the unit was to the original style with fixed trimmed seat backs and lift out cushions, the newly modified areas at each end matching the original style. The lighting in this area was now roof mounted fluorescent tubes with spacing adjusted to take account of the revised seating positions.

All units were outshopped in the Connex white /yellow livery with the standard cab end arrangement of yellow beneath the blue /black area. As modified, these 3-car units, now Class 421/8 were known as 3 COP (Coastway Open Plan) though some sources stated the ‘P’ referred to Porterbrook Leasing Company Limited, as this leasing company still owned these units. Each unit now seated 176 standard, a loss of only 26 seats compared with the total capacity of the former 4 BIG units.

Traction equipment was unchanged giving the units a more-sprightly performance on stopping services, though their maximum speed was reduced officially to 75mph due to a slightly different braking curve, to allow them to pull‑up within existing signal spacings. Driving Trailers weighed 35 tons and MBS coaches 48 tons giving an overall weight of 118 tons and a revised length of 201' 2½" and revised design code numbers were issued.

The first unit (no.1401) was given a press launch on 17^th November 1997 between Chichester and Eastbourne and entered normal service from the following day. The other units followed shortly afterwards, all being in traffic by mid‑February 1998, though unit no.1407 was returned to Eastleigh for rectification work 10^th February 1998.

Units remained described as 3 CIG in operating publications and all diagrammed work was now on the Coastway route between Portsmouth and Hastings and including the Seaford branch, though at times of disruption units occasionally strayed onto services to London.

All routine maintenance continued to be carried out at Lovers Walk depot with bogie and running gear overhauls being dealt with at Chart Leacon. Some slight modification to the heating arrangements in the DTS coaches was found to be necessary, this being done at Lovers Walk.

Unit no.1409 was named ‘Operation Perseus’ at Eastbourne 18^th August 1998 in connection with a BTP security initiative on the East Coastway route. CCTV cameras were fitted in the units at Lovers Walk from mid-1999 as a further security initiative.

Unit no.1408 was the first fitted with TPWS equipment in July 2002, though this proved troublesome and no further units were done until no.1406 in mid‑August. All were completed (except withdrawn no.1402) with no.1411 from 27‑Oct-02.

During December 2002 the first of the Class 375 units began to enter service and were allocated to former 3 COP unit workings on the Coastway from Brighton. The displaced 3 COP units were used to replace a number of 4 CIG units in poor condition and therefore worked on services away from the Coastway much more frequently.

In January 2003 the units began to gain window bars over the door droplights in line with an HMRI Improvement Notice to reduce accidents to passengers leaning or climbing out of these windows following a fatality at Clayton Tunnel on Saturday 26^th October 2002.

The lack of any booked workings for these units following their displacement on the Coastway routes by Class 375 units led to problems as they now covered 4 CIG diagrams randomly leading to passenger complaints of overcrowding and lack of first-class accommodation, particularly on trains where two of them operated together.

Therefore following the timetable change of September 2003 four were to be withdrawn and the six survivors began to be made‑up to 4-car units using a TS vehicle from a withdrawn 4 CIG unit, though plans were revised slightly and one three car unit (no.1401) remained in traffic into December 2003 and was then stored at Newhaven prior to movement to Chart Leacon in February 2004 for use as a ‘depot horse’ there.

The three redundant 3-car units were sent to Immingham for scrapping, while no.1401 remained in use at Chart Leacon until July 2005 when it was displaced by two withdrawn 4 VOP units and also sent to Immingham for disposal.

Unit formations
(nos.1401 – 1411)

Unit formations were as follows, with date released from Eastleigh works shown below unit numbers.

Unit No.	Ex, Unit	DTC	MBS	DTC	Withdrawn	Scrap date
Code		FA-8B EE2.45.0A	EA-5B ED2.64.0A	FA-8B EE2.46.0A		(yard)
1401 5-Nov-97	2208	76568	62284	76578	14-Dec-03	Aug-05 (IRT)
1402 18-Dec-97	2204	76564	62280	76574	c.Jul-01	Oct /Nov-03 (EH)
1403 23-Dec-97	2203	76563	62279	76573	4 COP from 3-Oct-03	-
1404 29-Jan-98	2206	76602	62308	76632	4 COP from 11-Jan-04	-
1405 24-Nov-97	2205	76565	62281	76575	4 COP from 26-Sep-03	-
Code		FA-9B		FA-9B
1406 26-Nov-97	2252	76728	62366	76799	4 COP from 1-Oct-03	-
1407 8-Dec-97	2257	76729	62367	76800	23-Sep-03	Nov /Dec-03 (IRT)
1408 22-Jan-98	2261	76750	62388	76821	3-Nov-03	Feb-04 (IRT)
Code		FA-8B		FA-8B
1409 19-Jan-98	2209	76569	62285	76579	7-Nov-03	2-04 (IRT)
Code		FA-9B		FA-9B
1410 9-Feb-98	2253	76734	62372	76805	4 COP from 15-Oct-03	-
Code		FA-8B		FA-8B
1411 16-Feb-98	2210	76570	62286	76580	4 COP from 11-Nov-03	-

Key Letter Code for Scrap Dealers
EH	Eastleigh works
IRT	Immingham Railfreight Terminal.

Working a London Bridge to Tunbridge Wells train, 3 COP unit no.1408 at Tonbridge station on Thursday 16^th October 2003; this unit having been named ‘Littlehampton Progress 2000’ on Friday 23^rd June 2000 at Littlehampton station.

Note the later type of ‘post-Clayton tunnel’ window bars (two as compared to the earlier three) fitted to 4 VEP units for use on the East Grinstead line (Oxted Tunnel).

© John Atkinson

No.	Individual Unit Notes
1401	Unit stored at Lovers Walk from 14-Dec-03, (last use 23.02 Victoria to Brighton previous day). Moved to Newhaven for storage Dec‑03. Moved to Chart Leacon 11-Feb-04 for use as a ‘depot horse’ shunting unit. Displaced in July 2005, unit sent to Ramsgate 18-Jul-05 for shoegear removal and hauled to Immingham Railfreight Terminal for scrapping 27-Jul-05. DTS 76578 cut‑up 23-Aug‑05, MBS 62284 cut‑up 24-Aug‑05 and DTS 76568 cut‑up 25-Aug‑05.
1402	Unit derailed near Lancing 15-Feb-01 following collision with van on Salts Farm occupation crossing and DTS 76564 derailed and damaged. Initial repairs at Lovers Walk prior to moving to Eastleigh for further underframe and body repairs 25-May-01. However, these not proceeded with and unit ‘off lease’ c.Apr‑02, still stored damaged at Eastleigh. Scrapped there during October (DTS 76564) and November (DTS 76574 and MBS 62280) 2003 by contractors Raxstar.
1403	Unit to Selhurst 3‑Oct-03 to be augmented to 4-car using TS 70703 (ex. withdrawn no.1707).
1404	Unit to Selhurst 11-Jan-04 to be augmented to 4-car using TS 70713 (ex. withdrawn no.1706).
1405	Unit to Selhurst 26-Sep-03 to be augmented to 4-car using TS 70716 (ex. withdrawn no.1703).
1406	Unit to Selhurst 1‑Oct-03 to be augmented to 4-car using TS 70699 (ex. withdrawn no.1750).
1407	DTS 76729 slightly damaged in collision with ‘runaway’ Class 150 unit at Chichester 3-Oct‑02. Unit withdrawn 23-Sep-03 at Lovers Walk (last working 07.19 Horsham to Victoria). Hauled to Immingham Railfreight Terminal for scrapping 17‑Oct-03. DTS 76800 cut‑up 27-Nov-03, MBS 62367 cut‑up 28-Nov-03 and DTS 76729 cut‑up 2-Dec-03.
1408	MBS 62388 named ‘Littlehampton Progress 2000’ at Littlehampton 23-Jun-00. Nameplates removed c.22‑Oct-03. Unit withdrawn 3-Nov-03 at Lovers Walk (last working 18.47 Victoria to Eastbourne). Hauled to Immingham Railfreight Terminal for scrapping 14-Nov-03. All three coaches cut‑up 5-Feb-04.
1409	MBS 62285 named ‘Operation Perseus’ at Eastbourne 18-Aug‑98. Unit withdrawn 7-Nov-03 at Lovers Walk (last working 18.49 London Bridge to Selhurst). Hauled to Immingham Railfreight Terminal for scrapping 14-Nov-03. DTS 76569 cut‑up 12-Dec-03, MBS 62285 and DTS 76579 both cut‑up 6-Feb-04
1410	Unit to Selhurst 8‑Oct- 03 to be augmented to 4-car using TS 70720 (ex. withdrawn no.1702).
1411	Unit to Selhurst -10-Nov‑03 to be augmented to 4-car using TS 70722 (ex. withdrawn no.1709).

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Unit no.1397 leading no.1302 through Petersfield with a Waterloo to Portsmouth Harbour service on Saturday 14^th August 2004. Not only was this unit running with a CEP trailer (70515 ex.1577) exchanged for its trailer buffet, one of the first-class compartment windows is also equipped with a hopper window. Also visible are SWT’s large no.1 numerals alongside the doors leading to first-class. The remaining BIG coaches came from unit no.2260 which appeared earlier in this history.

© John Atkinson

4 CIG units nos.1392 – 1399
‘Greyhound’

Following the transfer of the final two 4 BIG units working for Connex South Central to South West Trains in May 1999, all eight surviving units were then based at Fratton or Bournemouth depots for use in traffic as required. Increased train frequencies on the London to Portsmouth and Southampton routes introduced with the timetable alterations of 30^th May 1999 saw a greater requirement for 4 CIG units with the ‘Greyhound’ electrical modification.

To provide these, the surviving 4 BIG units were overhauled and modified at Eastleigh works with the buffet car withdrawn for disposal. The buffet cars were replaced in the unit by a former 4 CEP TS vehicle; a number of these being available following the reduction to three coaches of some 4 CEP units working on Connex South Eastern. All the vehicles involved in these reformations were the property of Porterbrook Leasing Company Limited. 4 BIG units began being taken into Eastleigh from April 1999 for modification, and the new series of 4 CIG units were numbered upwards in order of shopping from no.1392 to 1399.

Weighing 34 tons the ex. 4 CEP trailers seated 64 standard and weighed 34 tons, these replacing the buffet coaches which had seated 40 standard. Some rewiring was required to allow these vehicles to operate within 4 CIG stock and their Commonwealth bogies were replaced by B5 ones similar to those on the trailer vehicles of the 4 CIG unit; their SR Code was altered to BX‑5G. Overall unit capacity was now therefore 36 first and 192 standard-class.

Units were outshopped in SWT livery and with a new pattern of red coloured seating moquette. The first unit (no.1392) was released 1^st July 1999 but returned to Eastleigh for further work 13^th July 1999 after failing with electrical problems on its first day in traffic 12^th July 1999. The last unit was outshopped from Eastleigh 9^th October 1999. Units were fitted with TPWS equipment during the autumn of 2002.

Deliveries of new ‘Desiro’ Class 444 and Class 450 units into traffic on SWT during 2005 saw the beginning of the displacement of these units for withdrawal. However, unit no.1394 was disbanded at Fratton in October 2004 owing to the poor condition of the ex. 4 CEP trailer (which was withdrawn for disposal). The resultant 3 CIG unit was renumbered 1499 and used to replace the 3 CEP unit working on the Lymington branch.

Unit no.1399 was taken out of service at Wimbledon Park on 9^th March 2005 with electrical faults but not repaired. It was later sold for preservation to the Great Central Railway, whilst unit no.1393 (withdrawn on 1^st April 2005) also followed into preservation; moving to the Dartmoor Railway at Meldon Quarry.

The remaining five units lasted into May 2005 and two (nos.1396 & 1398) were used on SWT’s final ‘slam‑door’ public working (along with 4 VEP no.3536), the 11.35 Waterloo to Bournemouth on 26^th May.

Four of these units were then quickly disposed of to Immingham Railfreight Terminal for scrapping, whilst 1392 was another sale to a preserved railway, going to the Forest of Dean line in July. A further two coaches from this batch of units also entered preservation as the ex. 4 CEP TS coaches from nos.1396 & 1398 were purchased from Porterbrook Leasing Company Limited and moved by road from Immingham to a new owner in Dorset.

Unit formations
(nos. 1392 – 1399)

Unit formations were as follows (with date to traffic shown below the unit number) and the unit the coach was formerly used in shown below the coach numbers.

Unit No.	DTC	MBS	TB	DTC	Withdrawn	Scrap date
Code	EE3645B	ED2602B	EH2821A	EE3634C		(yard)
1392 12-Jul-99	76740 (2255)	62378 (2255)	70273 (1530)	76811 (2255)	12-May-05	See notes
Code			EH2822A
1393 26-Jul-99	76746 (2258)	62384 (2258)	70527 (1589)	76817 (2258)	1-Apr-05	See notes
1394 16-Aug-99	76726 (2251)	62364 (2251)	70663 (1561)	76797 (2251)	25-Oct-04	Renum. 1499
Code			EH2821A
1394 Early 2009	76726 (1499)	62364 (1499)	70273 (1392)	76797 (1499)	-	See notes
Code	EE3691A	ED2641B	EH2822A	EE3691A
1395 c.7-Sep-99	76779 (2262)	62417 (2262)	70662 (1619)	76850 (2262)	7-May-05	Jun-05 (IRT)
Code	EE3645B	ED2602B		EE3634C
1396 20-Sep-99	76732 (2254)	62370 (2254)	70531 (1610)	76803 (2254)	26-May-05	Jul-05 (IRT) (3 cars)
Code	EE3645C
1397 23-Sep-99	76749 (2260)	62387 (2260)	70515 (1577)	76820 (2260)	13-May-05	Jul-05 (IRT)
Code	EE3645B		EH2821A
1398 9-Oct-99	76748 (2259)	62386 (2259)	70292 (1554)	76819 (2259)	26-May-05	Jul-05 (IRT) (3 cars)
Code			EH2822A
1399 9-Oct-99	76747 (2256)	62385 (2256)	70508 (1595)	76818 (2256)	9-Mar-05	See notes

Key Letter Code for Scrap Dealers
IRT	Immingham Railfreight Terminal.

No.	Individual Unit Notes
1392	Unit withdrawn at Clapham Yard 12-May-05 (last working 20.23 Windsor to Waterloo). Moved to Bournemouth for shoegear removal 1-Jul-05 and hauled to Lydney for preservation on the Dean Forest Railway. Last used there Apr‑06 and stored in a vandalised state. TS 70273 removed from unit early 2009 and formed into no.1499. Both DTC 76740 and MBS 62378 moved to Southall Railway Centre Jun‑10 for spares recovery. DTC 76811 remained stored at Lydney until late July 2012 when cut-up on site, disposal completed by 30-Jul-12. MBS 62378 moved by road to EMR Ltd. (Attercliffe) for scrapping, arriving 18-Aug‑12. DTC 76740 moved by road to Booth Roe Metals (Rotherham) for scrapping arriving 24-Sep-13. Cutting postponed for a while as Ramparts required some parts from the coach.
1393	Unit withdrawn at Bournemouth 1-Apr-05 (last working 18.05 Waterloo to Poole). Hauled to Wimbledon Park 5-Apr-05 and on to Clapham Yard 6-Apr-05. Unit then hauled to Hotchley Hill 20-Apr-05 for road movement on to the Great Central Railway at Quorn & Woodhouse. Complete unit stored at Swithland Sidings by 22-May-05. Former 4 BIG buffet car 69339 acquired by Great Central Railway to enable unit to be formed as a 4 BIG, arriving 21-Apr-07. By May 2008 unit restored to green livery as 4 BIG ‘7059’. Displaced 4 CEP TSO 70527 still stored at Great Central Railway but moved to former Whitwell & Reepham station, Norfolk for use as static buffet car Aug‑08 (now finished in crimson lake & cream livery). Unit no.7059 sold to SERCO in Aug-11, MBS 62384 moved by road to Derby 24-Aug‑11 for conversion to a ‘test coach’, TB 69339 resold to N. Bird and moved by road to Finmere 23-Aug‑11, both DTC coaches disposed of direct from Great Central Railway to EMR (Kingsbury) for scrapping, moving by road on 25 /26 -Aug-11. DTC 76817 held for possible further preservation and not scrapped until April 2012. Conversion of 62384 completed by May-12 as moved to Old Dalby 3-May-12, still numbered as 62384. Coach extensively rebuilt with new sides /windows and grilles for generators etc. In use by 29-Jun-12.
1394	Unit ‘stopped’ at Fratton 25‑Oct-04 owing to defects on TS 70663. This coach beyond repair and withdrawn for disposal, the remaining three coaches being reformed as a 3 CIG unit and renumbered 1499. Unit released to traffic in its new form 14-Dec-04. TS 70663 moved by road from Fratton to Immingham Railfreight Terminal for scrapping, arriving there 13-Jan-05 and cut‑up 8-Feb-05. Unit reformed again early in 2009 at Dean Forest Railway using the three original 4 CIG coaches from no.1499 and TS 70273 removed from unit no.1392. Possible that 4 CIG TS 71080 (ex.1881) acquired (in exchange for 76740 and 62378) from 5 BEL Trust during 2010 to enable a complete 4 CIG unit to be formed once again. However, unit disposed of scrap late 2013, DTCs 76726 & 76797 both to Booth Roe Metals (Rotherham) Nov‑13, along with TS 71080. MBS 62364 moved away for store (where?) as possible parts needed in future for Network Rail Infrastructure Limited track assessment vehicles. TS 71080 cut‑up 13-Feb-14, DTC 76726 cut‑up 21-Feb-14 and DTC 76797 cut‑up 28-Feb-14. TS 70273 offered for sale at Dartmoor Railway.
1395	Unit withdrawn at Wimbledon Park 7-May-05 (last working 20.51 Portsmouth Harbour to Waterloo). Moved to Clapham Yard for storage 16-May-05, and back to Wimbledon Park for shoegear removal 29-May-05. Hauled to Immingham Railfreight Terminal for scrapping 31-May-05. DTC 76779 cut‑up 20-Jun-05, MBS 62417 and TS 70662 both cut‑up 22-Jun-05 and DTC 76850 cut‑up 23-Jun-05.
1396	Unit withdrawn at Bournemouth 26-May-05 (last working 11.35 Waterloo to Bournemouth). Hauled to Wimbledon Park 1-Jun-05, and on to Immingham Railfreight Terminal for scrapping 2-Jun-05. TS 70531 sold to a private owner and moved by road to West Bay in Dorset, moving 24-Jun-05 and arriving 27-Jun-05. DTC 76732 cut‑up 12-Jul-05, MBS 62370 and DTC 76850 both cut‑up 13-Jul-05. TS 70531 now royal blue lower and cream upper livery. This coach moved for storage to Long Marston 30-Jul-08, reported as ‘for sale’ by CAR Services Ltd (dealer) in April 2009. Coach moved to Grantown-on-Spey about April 2018 and now in use as a self-service café at the Highland Heritage & Cultural Centre on the site of the former Grantown East station. Restored to crimson & cream livery and carrying its original number with an ‘SC’ prefix in place of the ‘S’.
1397	DTC 76749 had innermost first-class compartment (compt. side) fitted with a hopper window at some stage during repairs. Unit withdrawn at Clapham Yard 13-May-05 (last working 19.05 Waterloo to Poole and ECS back). Moved to Wimbledon Park for shoegear removal 17-May-05. Hauled to Immingham Railfreight Terminal for scrapping 2-Jun-05. DTC 76820 cut‑up 14-Jul-05, MBS 62387 cut‑up 15-Jul-05 and TS 70515 and DTC 76749 both cut‑up 18-Jul-05.
1398	Unit withdrawn at Bournemouth 26-May-05 (last working 11.35 Waterloo to Bournemouth). Hauled to Wimbledon Park 1-Jun-05, and on to Immingham Railfreight Terminal for scrapping 2-Jun-05. TS 70292 sold to a private owner and moved by road to West Bay in Dorset, moving 25-Jun-05 and arriving 30-Jun-05. MBS 62386 cut‑up 7-Jul-05, DTC 76748 cut‑up 8-Jul-05 and DTC 76819 cut‑up 19-Jul-05. TS 70292 livery as 70531 (ex.1396) above. This coach moved for storage to Long Marston 30-Jul-08, reported as ‘for sale’ by CAR Services Ltd (dealer) in April 2009. Coach moved to Grantown-on-Spey about April 2018 and now in use as a restaurant car at the Highland Heritage & Cultural Centre on the site of the former Grantown East station. Restored to crimson & cream livery and carrying its original number with an ‘SC’ prefix in place of the ‘S’
1399	Unit ‘stopped’ at Wimbledon Park 9-Mar-05 with electrical defects (last working 06.42 Hilsea to Waterloo). Hauled to Clapham Yard for storage 6-Apr-05. Unit sold to a private buyer via CAR Services Ltd (dealer) and moved from Clapham Yard to the Dartmoor Railway at Meldon Quarry 13-Apr-05. Unit resold to ‘Save The CIGs’ 15-May-08 and TS 70508 removed from formation 12-Jun-08 and subsequently resold to a private buyer c.1-Jan-09 for partial conversion to a buffet /bar coach to run with 61743 at Meldon. Unit no.1399 moved to the Pontypool & Blaenavon Railway by road with DTC coaches 76747 & 76818 arriving 25-Jun-08 and MBS 62385 the following day. TSO 70508 remained at Meldon. 76818 taken by road to Knights Rail Services Limited at Eastleigh works 22‑Oct-09 for overhaul, others to follow. DTC 76747 visited Shepperton Studios arriving by road 1-Sep-11 for some filming work. Work on 76818 at Eastleigh nearly complete by late 2014 and hoped coach would return to Dartmoor Railway early in 2015. DTC 76747 and MBS 62385 moved back to the Dartmoor Railway 9-Nov-11. MBS 62385 moved by road to the East Kent Railway at Shepherd’s Well 3-May-17 as part of 4 VOP no.3905. TS 70508 moved by road from Meldon to Sims Metals (Exeter - also reported as Avonmouth) (about 19-Jul-17) for scrapping. DTC 76747 also sold to the owner of VOP no.3905 about May 2020 (likely to move to Barrow Hill for restoration with 62364?).

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Two of the six 4 COP units (nos.1411 & 1404 trailing) seen running together into Lingfield on an East Grinstead to Victoria service on Friday 13^th August 2004; clearly this Friday 13^th was not a lucky day for First-class commuters!

© John Atkinson

4 COP units no.1403 – 1411
‘Coastway Open Plan’

The 3 COP units had been displaced from their original work on the Coastway routes from Brighton by new Class 375 and 377 units during the latter part of 2002 and the ten survivors where then used indiscriminately covering 4 CIG diagrams. This led to passenger complaints about short trains and lack of advertised first-class accommodation on some trains.

It was therefore decided from the timetable change of September 2003, to augment some of them to four coaches using TS vehicles from already withdrawn 4 CIG units sent to Shoeburyness for storage. A further four units were withdrawn at this time leaving six in traffic to be augmented. This was done at Selhurst, the withdrawn coaches having been taken there by road from Shoeburyness and prepared to go back into passenger service. The additional coach was inserted in the position of the original buffet car, thereby placing the brakevan back at the centre of the reformed unit.

As reformed the units reverted to the standard length of 4 CIG units at 265' 8½" and they now weighed 149 tons. The revised seating capacity was now 248 standard. However, these units were not renumbered. The additional TS coaches added to these units remained the property of Angel Trains Contracts Limited, whilst the other three coaches were owned by Porterbrook Leasing Company Limited.

These units themselves began to be displaced by further introductions of new Class 377 units to traffic, units nos.1403 & 1405 being withdrawn for disposal in June 2004, followed by no.1406 in December 2004. The final three in traffic (nos.1404 /1410 & 1411) lasted until March 2005 when all were ‘off lease’ for disposal.

The mixed ownership of these units led to complications in their disposal, Porterbrook Leasing Company Limited having a contract with Immingham Railfreight Terminal for disposal of their vehicles, whilst Angel Trains Contracts Limited used J.T, Lanscapes (Caerwent).

The first two withdrawn (nos.1403 & 1405) were sent to Immingham complete for scrapping, the TS coaches being held after the other three had been cut‑up whilst a contract was arranged for their disposal. The final four units withdrawn were split at Stewarts Lane before dispatch and the TS coaches sent (formed into other withdrawn 4 CIG units) to Caerwent, whilst the other three coaches of each unit were sent to Immingham.

Unit 1411 was the last to run in traffic on 11^th March 2005 and so included the very last of the original ‘Brighton Replacement’ stock coaches to remain in service. Its withdrawal rendered the ‘COP’ variant extinct, though unit no.1401 still survived as a ‘depot shunter’ at Chart Leacon until July 2005.

Unit formations
(nos.1403 – 1411)

Dates below unit number are when unit released to traffic from Selhurst or Lovers Walk.

Unit No.	DTC	MBS	TB	DTC	Withdrawn	Scrap date
Diag. No. Code	453 FA-8B EE2450A	423 EA-5B ED2640A	472 BO-2B EH2870A	452 FA-8B EE2460A	(date)	(yard)
1403 6-Oct-03	76563 (1403)	62279 (1403)	70703 (1707)	76573 (1403)	21-Jun-04	Oct /Dec-04 (IRT)
1404 29-Sep-03	76602 (1404)	62308 (1404)	70713 (1706)	76632 (1405)	5-Mar-05	Aug-05 (IRT - 3) Mar-05 (JLC - 1)
1405 29-Sep-03	76565 (1405)	62281 (1405)	70716 (1703)	76575 (1405)	22-Jun-04	Sep /Dec-04 (IRT)
Code	FA-9B			FA-9B
1406 2-Oct-03	76728 (1406)	62366	70699 (1750)	76799 (1406)	20-Dec-04	Feb-05 (IRT - 3) Jan-05 (JLC - 1)
1410 22-Oct-03	76734 (1410)	62372 (1410)	70720 (1702)	76805 (1410)	5-Mar-05	Apr-05 (JLC - 3) Mar-05 (JLC - 1)
Code	FA-8B			FA-8B
1411 11-Nov-03	76570 (1411)	62286 (1411)	70722 (1709)	76580 (1411)	11-Mar-05	May-05 (IRT - 3) May-05 (JLC - 1)

Key Letter Code for Scrap Dealers
IRT	Immingham Railfreight Terminal.
JLC	J.T. Lanscapes (Caerwent).

No.	Individual Unit Notes
1403	Unit withdrawn at Lovers Walk 21-Jun-04, (last working 09.36 Victoria to Brighton). Moved to Gatwick 25-Jun-04, and on to Stewarts Lane for shoegear removal 30-Jun-04. Hauled to Immingham Railfreight Terminal for scrapping 6-Jul-04, arriving there 14-Jul-04. Both DTSs 76563 and 76573 cut‑up 19‑Oct-04, MBS 62279 cut‑up 21‑Oct-04 and TS 70703 cut‑up 7-Dec-04.
1404	Unit withdrawn at Lovers Walk 5-Mar-05 (last working 23.17 Victoria to Worthing 4-Mar-05). Moved to Gatwick for storage that day, and on to Stewarts Lane for shoegear removal 9-Mar-05. TS 70713 removed from unit and formed into unit 1874 for disposal, being scrapped at J.T. Lanscapes (Caerwent) 24-Mar-05. Remainder of unit hauled to Immingham Railfreight Terminal for scrapping 16-Mar-05. DTS 76632 cut‑up 7-Apr-05, DTS 76602 cut‑up 18-Apr-05 and MBS 62308 cut‑up 21-Apr-05.
1405	Unit withdrawn at Lovers Walk 22-Jun-04 (last working 01.25 London Bridge to Brighton). Moved to Gatwick 25-Jun-04, and on to Stewarts Lane for shoegear removal 30-Jun-04. Hauled to Immingham Railfreight Terminal for scrapping 6-Jul-04 arriving there 14-Jul-04. DTS 76565 cut‑up 23-Sep-04, MBS 62281 cut‑up 24-Sep-04, DTS 76575 cut‑up 18‑Oct-04 and TS 70716 cut‑up 2-Dec-04.
1406	Unit withdrawn at London Bridge 20-Dec-04 (last working 18.22 Guildford to London Bridge) and ran to Gatwick for storage 21-Dec-04. Moved to Stewarts Lane for shoegear removal 7-Jan-05 and TS 70699 removed from unit and formed into no.1848 for disposal, being scrapped at J.T. Lanscapes (Caerwent) 24-Jan-05. Remainder of unit hauled to Immingham Railfreight Terminal 14-Jan-05 for scrapping. DTS 76799 cut‑up 3-Feb-05, DTS 76728 cut‑up 4-Feb-05 and MBS 62366 cut‑up 7-Feb-05.
1410	Unit withdrawn at Lovers Walk 5-Mar-05 (last working 11.10 Portsmouth Harbour to Brighton) and moved to Gatwick for storage that day. Moved to Stewarts Lane for shoegear removal 9-Mar-05 and TS 70720 removed from unit and formed into 1874 for disposal, being scrapped at J.T. Lanscapes (Caerwent) 23-Mar-05. Remainder of unit hauled to Immingham Railfreight Terminal for scrapping 16-Mar-05. DTS 76805 cut‑up 13-Apr-05, DTS 76734 cut‑up 14-Apr-05 and MBS 62372 cut‑up 15-Apr-05.
1411	Unit withdrawn at Lovers Walk 11-Mar-05 (last working 18.50 London Bridge to Selhurst). Moved to Newhaven for store 15-Mar-05 and on to Stewarts Lane for shoegear removal 17-Mar-05, and TS 70722 removed from unit and formed into no.1853 for disposal, being scrapped at J.T. Lanscapes (Caerwent) 19-May-05. Remainder of unit hauled to Immingham Railfreight Terminal for scrapping 27-Apr-05. DTS 76570 cut‑up 17-May-05, MBS 62286 cut‑up 23-May-05 and DTS 76580 cut‑up 24-May-05.

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‘Lymington’ 3 CIG no.1497 being hauled through Eastleigh on its first visit from Bournemouth to Chart Leacon (Ashford) for a GO (General Overhaul) on Thursday 17^th May 2007. The locomotive was 73 109 and route understood to be via East Putney and Factory Curve. Eastleigh PSB can be seen in the background. The crude magnetic passenger door locking mechanisms along the solebar visually stand out.

© John Atkinson

3 CIG units nos.1497 – 1499
(Lymington branch)

Unit no.1499 was formed at Fratton depot during early December 2004 using the three CIG vehicles from unit no.1394 which was disbanded following the withdrawal of ex.4 CEP TS 70663 owing to poor condition. Some minor electrical modifications were required to allow the unit to run in 3-car formation.

Both DTC coaches seated 18 first and 36 standard and weighed 35 tons, whilst the MBS seated 56 standard and weighed 48 tons, giving unit totals of 36 first, 128 standard and an overall weight of 118 tons.

The unit was in SWT livery on formation retaining the ‘Greyhound’ electrical modification, running for a few days between Portsmouth and Waterloo coupled to other units before being sent to Bournemouth depot for use on the Lymington line, taking-up duties there from 24-Dec-04.

Community Rail Partnership

Early in 2005 the Strategic Rail Authority (SRA) designated the Lymington line a ‘Community Rail Partnership’ route. Accordingly, SWT used both this designation and the power supply limitation on the line (single-end fed) to apply for and obtain a derogation to operate slam-door stock on this line beyond the end of 2005 (the deadline for Mk1-stock withdrawal).

Units no. 1497 & 1498

Two further 4 CIG units (nos.1883 & 1888) were taken out of traffic on 21^st January 2005 and sent to Wimbledon Park for reduction to 3-car units and modifications required for use on the Lymington line. These included alterations to intermediate jumper cables (i.e. within the units) to allow operation as three coach formation. Internally, the toilets in the DTC at the saloon end of the motor coach were taken out of use and their doors panelled over, whilst those in the other DTC were stripped out and one used for storage of emergency equipment.

The brakevan area was altered, being repanelled internally to remove the wooden planking and a glazed partition provided to separate it from the corridor. A new window was cut in the corner of the brakevan (a recovered ¼ light one from a withdrawn 4 CIG vehicle) and a wheelchair space with low level help point installed here along with a tip‑up seat for a wheelchair helper to sit if needed.

Unlike unit no.1499, these two units were not fitted with the ‘Greyhound’ electrical modification. The brakevan end of the MBS was marshalled against the higher numbered DTC.

These two new three coach units were then numbered 1497 & 1498 with both being repainted into ‘heritage’ liveries at Wimbledon Park; no.1497 being finished in blue /grey whilst no.1498 was outshopped in BR green livery.

Into Service

Both units were run ECS to Bournemouth on 11^th May 2005 ready for the launch of the ‘Community Rail Partnership’ at Brockenhurst on 12^th May 2005. Unit no.1499 was taken out of traffic that day after working the 10.44 from Lymington and units nos.1497 & 1498 took over. Unit no.1498 returned to Bournemouth later in the day. Both units were named at Brockenhurst on 12^th May 2005, reviving names once carried by Isle of Wight ferries; no.1497 being ‘Freshwater’ and no.1498 ‘Farringford‘.

Based at Bournemouth, these two units were then used to cover all the Lymington line workings (one in traffic each day). Movements to /from Brockenhurst were all made as empty stock as the derogation to use them applied only to the Lymington branch.

Units nos.1497 & 1498 were worked approximately monthly (usually on a Sunday morning) on a turning trip to Fareham to even‑out tyre wear and to keep all the doors in regular use as all the platforms are on the same side on the Lymington branch.

Unit no.1499 disposal

Unit no.1499 replaced 3 CEP no.1512 as the shunting unit at Bournemouth depot from 1^st June 2005. However, it was then sold for preservation to the Forest of Dean line, moving from Bournemouth to Lydney on 5^th July 2005.

OTMR restrictions

These units (nos.1497 & 1498) were not equipped with OTMR (On Train Monitoring Recorders) so were further restricted from 2007, having to have an OTMR equipped cab leading on other than their normal duties. Accordingly, the occasional trips to Wimbledon Park for tyre turning (or Chart Leacon for running gear overhaul) were usually made in multiple with a Class 73 EDL locomotive. Both units visited Chart Leacon during 2007 for a running gear overhaul.

Unit no.1498 was used (between locomotives nos.73 235 & 73 109) for a ‘staff special’ from Waterloo to Brockenhurst 11^th July 2008; the unit having been to Wimbledon Park previously for tyre turning.

Both units went to Weymouth (EDL hauled) in October 2008 and again in October 2009 during some regenerative braking trails with Juniper and Desiro units, the units being needed there as part of an ‘electrical load’ during the tests.

Class 158 operations

A test run with a Class 158 unit (no.158 883 was used) took place on 10^th May 2009 on the Lymington branch as it was likely that these units would replace the 3 CIG units later in 2009 or early 2010 when their next overhauls were due.

A further trial took place on 16^th September 2009 when unit 158 885 was used all day in service.

From the timetable change of Sunday 23^rd May 2010, the workings on the Lymington branch were diagrammed for a Class 158 diesel unit on Monday to Fridays and a Class 450 Desiro electric unit at weekends.

Withdrawal

The two 3 CIG units were withdrawn after service on Saturday 22^nd May 2010 with both being used throughout the last day (green no.1498 in the morning and blue /grey no.1497). Both units returned to Bournemouth depot to await disposal.

Unit formations
(nos.1497 – 1499)

Date below unit number is date into traffic as a ‘Lymington’ 3 CIG. Code is the electrical code allocated to each vehicle.

Unit No.	DTC	MBS	DTC	Withdrawn.	Scrap
Diag. No. Code	453 EE3645B	423 ED2602B	452 EE3645D	(date)	(date)
1497 12-May-05	76764	62402	76835	22-May-10	Sold to R Garbutt at Mid-Norfolk Railway, Wymondham (Sep-10)
1498 12-May-05	76773	62411	76844	22-May-10	Sold to Epping – Ongar Railway (Sep-10)
Code			EE3634C
1499 14-Dec-04	76726	62364	76797	12-May-05	Sold to Dean Forest Railway (Jun /Jul-05)

No.	Individual Unit Notes
1497	Unit withdrawn at Bournemouth 22-May-10 (last working 22.14 Lymington Pier to Brockenhurst). Sale arranged to R. Garbutt with unit based at Mid-Norfolk Railway, Dereham during August 2010 with unit hauled to Wymondham from Bournemouth on 28-Sep-10. Later in 2013, TB 69318 also acquired to be formed into this unit to make it a 4 BIG. Restoration continues, with some of the stripped-out toilets being re-instated. Coaches of no.1497 moved by road to the Spa Valley Railway at Tunbridge Wells West 18-Jul-17 (76835 + 62402) with 76764 following day (on a five-year loan).
1498	Unit withdrawn at Bournemouth 22-May-10 (last working 12.14 Lymington Pier to Brockenhurst). Unit sold to the Epping - Ongar Railway during December 2010, Initially the unit was hauled to Swanage 5-May-11 to take part in the Diesel Gala weekend, remained there for a while as used again 7/8/9-Jun-11 and again on several other occasions during 2011. Unit moved by road to Ongar during Dec-11 and stored at North Weald. Whole unit sold to Mr David McGowan and moved on three lorries from Ongar on 14‑Oct-16 to Enniscrone in Ireland arriving 17‑Oct-16, unit will be used at the ‘Quirky Nights Glamping Village’ as sleeping accommodation.
1499	Unit withdrawn at Bournemouth 12-May-05 (last working 10.44 Lymington Pier to Brockenhurst) and used as a depot shunting unit at Bournemouth from 1-Jun-05. Unit sold to the Dean Forest Railway and moved to Lydney 5-Jul-05. It was last used in service in Jun-06 and then stored there in a vandalised condition. Unit had TS 70273 (ex.1392) formed into it early in 2009 and numbered back to no.1394. Moved to a more secure area of the railway for restoration to passenger use. By Feb-10 unit repaired and made operational once again. TS 70273 sold and moved by road to Dartmoor Railway at Meldon Quarry by Apr‑13. Unit subsequently vandalised again and sold for disposal. DTC 76726 arrived at Booth Roe Metals, Rotherham for scrap 22-Nov-13 and cut-up 21-Feb-14, DTC 76797 followed arriving 29-Nov-13 and cut-up 28-Feb-14. MBS 62364 was sold to Network Rail as a source of spares and stripped of traction equipment at Derby RTC. Coach sold again to the owners of 4 VOP no.3905 in January 2018 and for restoration as a hauled EMU vehicle in due course. Moved to Barrow Hill c.22-Feb-18, on hand there Dec‑19.

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Rare photograph of a spare CIG coach TS 70995 sitting in the yard at Fratton in the late 1980's; the rail-built buffer stop having been the main subject of the photograph!

© John Atkinson

Spare Vehicles

From time to time due to collision or other damage, vehicles became spare, these then frequently being used to cover for other damaged stock under repair. Several vehicles were subsequently written‑off and scrapped leaving some coaches spare, with complex reforms taking place to keep the maximum number of units available for traffic. The following table lists vehicles spare for a period and shows their subsequent re‑use.

Coach	Type	Ex. unit	Date out	Status	To unit	Date in
62062	MBS	7040	Aug-79	-	7300	Aug-79
62062	MBS	7300	Apr-80	-	7040	Apr-80
62067	MBS	7045	Dec-72	Damaged	7045	c.Nov-73
62285	MBS	7057	Dec-84	Fire damage	7057	Feb-85
62291	MBS	7341	Dec-84	Damaged	7700	Feb-85
62291	MBS	7700	Mar-85	-	7341	Apr-85
62357	MBS	7369	Aug-86	Fire damage	7369	Nov-86
62378	MBS	7390	Nov-85	Damaged	1290	Aug-87
62379	MBS	7391	Nov-85	-	7805	Feb-86
62379	MBS	7805	Apr-86	-	7391	Apr-86
62383	MBS	1295	Mar-89	-	1295	Jul-90
62395	MBS	7407	Aug-76	Damaged	RSD test	Sep-77
62395	MBS	RSD test	Jan-78	-	7434	Jan-78
62395	MBS	7434	Feb-79	-	7407	Feb-79
62411	MBS	7423	Feb-79	Damaged	7040	Nov-79
62411	MBS	7040	Apr-80	-	7423	Apr-80
62413	MBS	7425	Mar-76	Damaged	7425	Dec-76
62422	MBS	7434	c.Jul-77	Damaged	7434	Feb-79
62430	MBS	7438	Jan-73	-	7045	Jan-73
62430	MBS	7045	c.Nov-73	-	7438	c.Nov-73
62430	MBS	7438	Aug-79	Damaged	7040	Aug-79
62430	MBS	7040	Nov-79	-	7438	Nov-79
69309	TB	7039	Oct-86	-	Scrap	Aug-91
69314	TB	7044	Nov-85	Rebuilt as TS	1713	May-86
70995	TS	7365	Dec-78	Damaged	7438	Oct-79
70995	TS	7438	Jan-80	-	7300	Jan-80
70995	TS	7300	Apr-80	-	7423	Dec-80
70995	TS	7423	Nov-82	-	Scrapped	Nov-03
71051	TS	7383	May-85	Damaged	7044	Nov-85
71058	TS	7390	Nov-85	Damaged	1290	Aug-87
71063	TS	1295	Mar-89	Damaged	1295	Jul-90
71070	TS	7402	May-83	-	7402	Oct-83
71072	TS	7404	May-83		7404	-Oct-83
71075	TS	7407	Aug-76	Damaged	7407	Mar-79
71091	TS	7423	Feb-79	Damaged	7423	Dec-82
71093	TS	7425	May-76	-	7836	Aug-76
71093	TS	7836	Dec-76	-	7425	Dec-76
71106	TS	7438	Jan-73	-	7438	c.Nov-73
71106	TS	7438	Aug-79	-	7300	Aug-79
71106	TS	7300	Jan-80	-	7438	Jan-80
76067	DTC	7040	Aug-79	-	7300	Aug-79
76067	DTC	7300	Apr-80	-	7040	Apr-80
76072	DTC	7045	Dec-72	Damaged	7045	c.Nov-73
76108	DTC	7333	Dec-78	Damaged	7301	Jun-79
76108	DTC	7301	Jun-79	-	7037	Jun-79
76108	DTC	7037	Jul-79	Overhauled	7048	Feb-81
76108	DTC	7048	Aug-83	-	7040	May-84
76108	DTC	7040	Jun-84	-	1221	Mar-91
76121	DTC	7040	Aug-79	-	7300	Apr-80
76121	DTC	7300	Apr-80	-	7040	Apr-80
76121	DTC	7040	May-84	-	7040	Jun-84
76123	DTC	7042	Aug-83	-	7048	Aug-83
76126	DTC	7045	Dec-72	Damaged	7045	c.Nov-73
76129	DTC	7048	Feb-81	-	7042	Aug-83
76566	DTC	7358	Feb-79	Damaged	7358	Dec-79
76573	DTC	2203	Nov-91	Damaged	1845	Nov-91
76573	DTC	1845	Mar-92	-	2203	Mar-92
76579	DTC	7057	Feb-74	Damaged	7057	Jun-74
76599	DTC	1845	Nov-91	-	1800	Nov-91
76599	DTC	1800	Aug-92	-	1845	Aug-92
76620	DTC	7346	Jul-75	Damaged	7378	Jul-75
76620	DTC	7378	May-76	Damaged	7425	May-76
76620	DTC	7425	Dec-76	Damaged	7346	Feb-79
76629	DTC	1845	Nov-91	-	2203	Nov-91
76629	DTC	2203	Mar-92	-	1845	Mar-92
76639	DTC	7365	Dec-78	Damaged	7358	Feb-79
76639	DTC	7358	Dec-79	-	7723	Feb-80
76639	DTC	7723	May-80	-	7362	Jun-80
76639	DTC	7362	Aug-80	-	7423	Dec-80
76639	DTC	7423	Jun-83	-	7431	Sep-83
76639	DTC	7431	Feb-84	-	7700	Apr-84
76639	DTC	7700/3000	Oct-88	-	1295	Jul-90
76729	DTC	2257	Dec-91	-	1830	Dec-91
76729	DTC	1830	Jan-92	-	2257	Jan-92
76730	DTC	1280	Feb-88	Fire damage	1280	Jul-88
76740	DTC	7390	Nov-85	Damaged	7701	May-87
76740	DTC	7701	Jun-87	-	7706	Jun-87
76740	DTC	7706	Jun-87	-	1290	Aug-87
76745	DTC	1295	Mar-89	-	1295	Jul-90
76757	DTC	7407	Aug-76	-	7836	Aug-76
76757	DTC	7836	c.Jan-77	-	7346	cJan-77
76757	DTC	7346	Feb-79	-	7407	Feb-79
76771	DTC	1221	Aug-90	-	1208	Nov-90
76773	DTC	7423	Feb-79	-	7407	Mar-79
76773	DTC	7407	Jun-79	-	7381	Jun-79
76773	DTC	7381	Sep-79	-	7388	Sep-79
76773	DTC	7388	-Oct79	-	7438	Nov-79
76773	DTC	7438	Jan-80	-	7040	Jan-80
76773	DTC	7040	Mar-80	-	7435	Mar-80
76773	DTC	7435	Mar-80	-	7423	Dec-80
76775	DTC	7425	Mar-76	Damaged	7425	Dec-76
76785	DTC	7435	Feb-73	Damaged	7435	Jun-73
76785	DTC	7435	Mar-80	Damaged	7040	Mar-80
76785	DTC	7040	Apr-80	Damaged	7423	Apr-80
76785	DTC	7423	Dec-80	-	7435	Dec-80
76804	DTC	7383	May-85	-	7703	Jun-85
76804	DTC	7703	Sep-85	-	7391	Apr-86
76804	DTC	7391	Nov-86	-	7700	Nov-86
76804	DTC	7700/3000	Oct-88	-	1203	Nov-89
76811	DTC	7390	Nov-85	Damaged	7700	May-86
76811	DTC	7700	Nov-86	-	7727	Nov-86
76811	DTC	7727	Apr-87	-	7791	Apr-87
76811	DTC	7791	Jun-87	-	1290	Aug-87
76812	DTC	7391	Nov-85	Fire damage	1291	Nov-86
76821	DTC	7400	Jan-72	Damaged	7400	Jun-72
76824	DTC	1203	Nov-89	Damaged	Scrapped	31-Mar-99
76828	DTC	7407	Aug-76	Damaged	7423	Mar-79
76828	DTC	7423	Jun-79	-	7407	Jun-79
76837	DTC	1216	Jan-89	-	3019	Jan-89
76837	DTC	3019	Jul-89	-	1216	Jul-89
76844	DTC	7423	Feb-79	Damaged	7040	Nov-79
76844	DTC	7040	Apr-80	Damaged	7423	Dec-82
76846	DTC	7425	May-76	-	7346	May-76
76846	DTC	7346	Dec-76	-	7425	Dec-76
76852	DTC	7431	Sep-83	Damaged	7431	Feb-84
76858	DTC	7437	Feb-73	-	7435	Feb-73
76858	DTC	7435	Jun-73	-	7057	Feb-74
76858	DTC	7057	Jun-74	-	7437	Jan-75
76859	DTC	7438	Jan-73	-	7045	Jan-73
76859	DTC	7045	c.Nov-73	-	7438	c.Nov-73
76859	DTC	7438	Aug-79	Damaged	7040	Aug-79
76859	DTC	7040	Nov-79	-	7438	Nov-79
76860	DTC	7438	Jan-73	-	7045	Jan-73
76860	DTC	7045	c.Nov-73	-	7438	c.Nov-73
76860	DTC	7438	Aug-79	Damaged	7040	Aug-79
76860	DTC	7040	Dec-79	-	7438	Dec-79

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Sporting its ‘above cant-rail’ yellow painted band on the roof to give clearer visibility as to the location of first-class (along with No.1 on the cab corner pillars alongside the observation lights) no.1903 departs from Horsham with the 11.32 Victoria to Chichester train on Thursday 31^st August 2002. However, this unit wasn’t equipped with TPWS (Train Protection & Warning System) until 24^th July 2002.

© John Atkinson

TPWS Fitting (South Central Units) The following is transcribed from a table provided by Lover’s Walk depot of units proposed to be fitted with TPWS; the date of fitting being subsequently added upon completion.
Unit	Fitted	Unit	Fitted	Unit	Fitted
1702	DNF	1801	4-Jun-02	1901	4-Jul-02
1703	DNF	1802	6-Aug-02	1902	19-Jul-02
1704	22-Oct-02	1803	28-Jun-02	1903	24-Jul-02
1705	DNF	1804	13-Jun-02	1904	29-Jul-02
1706	8-Aug-02	1805	20-May-02	1905	16-Jul-02
1707	DNF	1831	3-Jun-02	1906	24-Jun-02
1708	7-Aug-02	1832	26-Jun-02	1907	11-Jul-02
1709	DNF	1833	11-Aug-02	1908	2-Aug-02
1710	DNF	1834	30-May-02
1711	19-Sep-02	1835	29-Apr-02
1712	26-Sep-02	1837	11-Jul-02
1713	10-Oct-02	1845	28-Jul-02	1401	20-Sep-02
1714	15-Oct-02	1846	30-May-02	1403	7-Sep-02
1717	2-Aug-02	1847	2-Jul-02	1404	17-Oct-02
1719	12-Nov-02	1848	17-Jul-02	1405	21-Oct-02
1720	13-Dec-02	1850	13-Jun-02	1406	20-Aug-02
1721	24-Sep-02	1851	12-Jul-02	1407	22-Aug-02
1722	24-Nov-02	1853	1-Jul-02	1408	15-Jul-02
1724	16-Aug-02	1854	23-May-02	1409	8-Oct-02
1725	26-Nov-02	1855	9-Jul-02	1410	10-Oct-02
1726	14-Aug-02	1856	6-Jun-02	1411	27-Oct-02
1727	16-Aug-02	1857	29-Jun-02
1731	21-Aug-02	1858	18-Jun-02
1733	?	1859	24-Jul-02
1734	DNF	1860	1-Jun-02
1735	25-Jun-02	1861	28-May-02
1736	DNF	1862	30-Jun-02
1737	DNF	1863	4-Jul-02
1738	25-Jul-02	1864	20-Jun-02
1730	17-Oct-02	1865	8-May-02
1740	1-Oct-02	1866	24-Jun-02
1741	31-Oct-02	1867	23-Jul-02
1743	28-Nov-02	1868	12-Jun-02
1744	3-Oct-02	1869	10-Jul-02
1745	8-Oct-02	1874	17-May-02
1746	21-Nov-02
1747	10-Dec-02
1750	17-Sep-02
1751	17-Sep-02
1752	11-Sep-02
1753	24-Aug-02
Note:
DNF	Do not fit (as determined by Lover’s Walk depot)

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Green 4 BIG no.7034 leads a Victoria to Ore train onto the Quarry Line at Coulsdon North during 1968. Note the red UIC ‘buffet’ line extends only halfway along the coach.

© Chris Wilson

Liveries – British Rail

Dates preceding the livery code are ‘paint dates’ applied to the vehicles at works. These sometimes varied between coaches of a unit (sometimes by a week or so) and the latest one is shown in those cases.

General codes use in these tables.
*	Prior to the first entry shows the livery carried when the unit was renumbered.
r/n	renumbered (followed by new number).
r/n o/h	renumbered during overhaul (did not run with old number in new livery).
disb	Unit disbanded.
Wdn	Unit withdrawn.
Liveries
British Rail (1^st version)		Green with yellow warning panels.
British Rail (2^nd version)		Green with full-yellow ends.
British Rail (3^rd version)		Blue /Grey (with full yellow ends).
London & South East sector		Two-tone brown /orange (nicknamed ‘Jaffa Cake’).
Network SouthEast (1^st version)		NSE (1) - lighter blue, angled upsweeps.
Network SouthEast (2^nd version)		NSE (2) - darker blue, curved upsweeps
Connex (1^st version)		‘B/W’ - blue/white (yellow areas missing).
Connex (2^nd version)		‘B/W/Y’ blue /white /yellow.
Southern		Two-tone Green /Grey
First South West Trains (SWT)		NSE with additional orange stripe.
White Undercoat		Plain off-white ‘undercoat’ (also described as a very light grey).

4-BIG units nos. 7031 – 7058

Nos.7031-7048 new in green with small warning panel.
Nos. 7049-7058 new in blue /grey.

Unit	Green yellow panel	Blue /Grey	Renumber
7031	New	12-Oct-67	2111
7032	New	14-Jan-69	2101
7033	New	19-Sep-67	1711
7034	New	23-Jan-69	2110
7035	New	2-Aug-67 (first ex.EH)	1720
7036	New	3-Apr-68	2104
7037	New	16-Apr-69	2106
7038	New	21-Feb-68	1720
7039	New	5-Nov-69	1724
7040	New	16-Dec-68	2105
7041	New	9-Oct-68	2107
7042	New	27-Nov-68	2102
7043	New	5-Nov-68	2103
7044	New	20-Mar-69	7300
7045	New	26-Jun-68	2112
7046	New	10-Sep-68	2108
7047	New (last BIG)	16-Dec-69	1713
7048	New	15-May-69	2109
7049	No		2201
7050	No		2202
7051	No		2203
7052	No		2204
7053	No		2205
7054	No		2206
7055	No		2207
7056	No		2208
7057	No		2209
7058	No		2210

4-CIG units no.7301 – 7438

Nos.7301- 7336 new in green with small yellow warning panel.
Nos.7337-7438 new in blue /grey.

Unit	Green yellow panel	Green full yellow	Blue /Grey	NSE (1)	Notes
7300(1)			*Aug-79		r/n 7040
7300(2)			*7-Mar-86		r/n 1100
7301	New	29-Jul-67	17-Mar-70		r/n 1705
7302	New (last CIG)		26-Oct-70		r/n 1714
7303	New	8-Mar-67	12-Jun-70		r/n 1710
7304	New	20-Apr-67	12-Aug-70		r/n 1712
7305	New		10-Oct-67	r/n 1105
7306	New		23-Nov-67	r/n 1718
7307	New		6-Mar-68	r/n 1715
7308	New		23-Nov-67	r/n 1717
7309	New		18-Jan-68	r/n 1707
7310	New		19-Apr-68	r/n 1110
7311	New		24-Jul-68	r/n 1111
7312	New		3-Oct-68	r/n 1701
7313	New		18-Sep-67	r/n 1725
7314	New		31-Oct-68	r/n 1114
7315	New		31-Jan-69	r/n 1721
7316	New		17-Nov-68	r/n 1116
7317	New		1-Aug-68	r/n 1704
7318	New		24-Apr-69	r/n 1118
7319	New		19-Aug-69	r/n 1706
7320	New	9-May-67	29-Sep-70	r/n 1120
7321	New		28-May-69	r/n 1121
7322	New		9-Sep-69	r/n 1703
7323	New		18-May-70	r/n 1123
7324	New		13-Mar-69	r/n 1728
7325	New		22-Dec-69	r/n 1716
7326	New		4-Sep-69	r/n 1702
7327	New		11-Feb-70	r/n 1127
7328	New		16-Aug-68	r/n 1709
7329	New		12-Jun-69	r/n 1729
7330	New		24-Nov-69	r/n 1730
7331	New		17-Apr-70	r/n 1722
7332	New		6-Jun-70	r/n 1723
7333	New		16-Jul-70	Wdn
7334	New		5-Jan-70	r/n 1726
7335	New		7-Oct-69	r/n 1708
7336	New		23-Oct-67	r/n 1727
7337			New	r/n 1237
7338			New	r/n 1238
7339			New	r/n 1239
7340			New	r/n 1240
7341			New	r/n 1241
7342			New	r/n 1242
7343			New	r/n 1243
7344			New	r/n 1244
7345			New	26-Nov-86	r/n 1245
7346			New	c.Dec-86	r/n 1246
7347			New	6-Jan-87	r/n 1247
7348			New	r/n 1248
7349			New	24-Jul-86	r/n 1249
7350			New	r/n 1250
7351			New	r/n 1251
7352			New	r/n 1252
7353			New	12-Nov-86	r/n 1253
7354			New	r/n 1254
7355			New	27-Aug-86	r/n 1255
7356			New	20-Sep-86	r/n 1256
7357			New	24-Jan-87	r/n 1257
7358			New	3-Feb-87	r/n 1258
7359			New	10-Feb-87	r/n 1259
7360			New	r/n 1260
7361			New	r/n o/h 1261
7362			New	r/n 1262
7363			New	r/n 1263
7364			New	r/n 1264
7365			New	Wdn
7366			New	r/n 1266
7367			New	r/n 1267
7368			New	15-Oct-86	r/n 1268
7369			New	19-Dec-86	r/n 1269
7370			New	6-Dec-86	r/n 1270
7371			New	19-Nov-86	r/n 1271
7372			New	r/n 1272
7373			New	r/n 1273
7374			New	r/n 1274
7375			New	25-Mar-87	r/n 1275
7376			New	r/n 1276
7377			New	r/n 1277
7378			New	r/n 1278
7379			New	r/n 1279
7380			New	r/n 1280
7381			New	May-87	r/n 1281
7382			New	r/n 1282
7383			New	Wdn
7384			New	r/n 1284
7385			New	r/n 1285
7386			New	r/n 1286
7387			New	r/n o/h 1287
7388			New	r/n 1288
7389			New	r/n 1289
7390			New	r/n 1290
7391			New	r/n 1291
7392			New	r/n 1292
7393			New	r/n 1293
7394			New	r/n 1294
7395			New	r/n 1295
7396			New	r/n 1296
7397			New	r/n 1297
7398			New	r/n 1298
7399			New	r/n 1299
7400			New	r/n 1300
7401			New	in 8 MIG 2601 May to Oct-83	r/n 1201
7402			New	in 8 MIG 2601 May to Oct-83	r/n 1202
7403			New	in 8 MIG 2602 May to Oct-83	r/n 1203
7404			New	in 8 MIG 2602 May to Oct-83	r/n 1204
7405			New	r/n 1205
7406			New	r/n 1206
7407			New	r/n 1812
7408			New	r/n 1208
7409			New	r/n 1209
7410			New	r/n 1210
7411			New	r/n 1211
7412			New	r/n 1212
7413			New	r/n 1213
7414			New	r/n 1214
7415			New	r/n 1215
7416			New	r/n 1216
7417			New	r/n 1217
7418			New	r/n 1218
7419			New	r/n 1219
7420			New	r/n 1220
7421			New	r/n 1221
7422			New	r/n 1222
7423			New	r/n 1223
7424			New	r/n 1224
7425			New	r/n 1225
7426			New	r/n 1226
7427			New	r/n 1801
7428			New	r/n 1804
7429			New	r/n 1802
7430			New	r/n 1803
7431			New	r/n 1811
7432			New	r/n 1805
7433			New	r/n 1806
7434			New	r/n 1807
7435			New	r/n 1808
7436			New	r/n 1809
7437			New	r/n 1810
7438			New	r/n 1813

8-MIG units no.2601 – 2601

Unit	Blue /Grey	Notes
2601	Formed	disb
2602	Formed	disb

4-BIG units nos.2101 – 2210

The British Rail Network SouthEast liveries were as follows:

Network SouthEast - NSE(1)
(First version, lighter blue, angled upsweeps).

Network SouthEast- NSE(2)
(Later version, darker blue, curved upsweeps).

Unit	Blue /Grey	NSE (1)	NSE (2)	Notes
2101	*Apr-85	23-Oct-87		r/n 1751
2102	*Apr-85		20-Nov-87	r/n 1752
2103	*Apr-85		23-Dec-87	r/n 1753
2104	*Apr-85		22-Feb-88	r/n 1754
2105	*Apr-85		6-May-88	r/n 1755
2106	*Apr-85		16-Sep-88	r/n 1756
2107	*Apr-85		28-Jan-88	r/n 1757
2108	*9-Sep-85		16-Dec-88	r/n 1758
2109	*23-Oct-85		28-Oct-88	r/n 1759
2110	*28-Nov-85		24-Jan-89	r/n 1760
2111	*28-Sep-85		15-Feb-89	r/n 1761
2112	*9-Jan-86		9-Jul-88	r/n 1762
2201	*Apr-85	r/n 1824
2202	*Apr-85	r/n 1825
2203	*Apr-85		12-90	r/n 1403
2204	*Apr-85		24-Sep-90	r/n 1402
2205	*Apr-85 (Last main line)		5-Mar-91	r/n 1405
2206	*Apr-85		11-Jan-91	r/n 1404
2207	*Apr-85	r/n 1823
2208	*Apr-85		19-Jun-89	r/n 1401
2209	*Apr-85	20-Nov-86	Jul-91	r/n 1409
2210	*Apr-85	21-Oct-86	13-Sep-91	r/n 1411

4-CIG unit nos.1100 - 1300 & 1751 - 1752

Unit	Blue /Grey	NSE (1)	NSE (2)	Notes
1100	*Jun-87		20-May-89	r/n 1751
1105	*Jun-87		10-Oct-89	r/n 1750
1110	*Jun-87		29-Sep-88	r/n 1745
1111	*Jun-87		16-Jun-88	r/n 1742
1114	*Jun-87		26-Nov-88	r/n 1741
1116	*Jun-87		30-Jan-89	r/n 1746
1118	*Jun-87		c.Sep-88	r/n 1747
1120	*May-87	r/n 1731
1121	*Jun-87	r/n 1732
1123	*Jun-87		20-Jul-89	r/n 1752
1127	*Jun-87		23-May-89	r/n 1753
1201	*Jun-87		20-Oct-88	r/n 1868
1202	*May-87		25-Oct-88	r/n 1860
1203	*Jul-87		29-Oct-88	r/n 1869
1204	*May-87		9-Nov-88	r/n 1875
1205	*Jun-87		18-Nov-88	r/n 1874
1206	*Jul-87		14-Jan-89	r/n 1871
1208	*Jul-87		30-Nov-88	r/n 1872
1209	*Jun-87		7-Dec-88	r/n 1873
1210	*May-87		6-Jan-89	r/n 1879
1211	*Aug-87		21-Jan-89	r/n 1876
1212	*Aug-87		27-Jan-89	r/n 1881
1213	*Sep-87		2-Feb-89	r/n 1877
1214	*Sep-87		3-Mar-89	r/n 1883
1215	*Jun-87		16-Feb-89	r/n 1882
1216	*Sep-87		17-Aug-89	r/n 1887
1217	*Sep-87		10-Mar-89	r/n 1884
1218	*Sep-87		15-Dec-88	r/n 1878
1219	*Sep-87		11-Apr-89	r/n 1885
1220	*Jun-87		17-Mar-89	r/n 1880
1221	*Aug-87		20-Mar-89	r/n 1870
1222	*Aug-87		13-May-89	r/n 1886
1223	*Jun-87		10-Jun-89	r/n 1888
1224	*Sep-87		17-Jul-89	r/n 1889
1225	*Aug-87		13-Sep-89	r/n 1890
1226	*Jun-87		30-Sep-89	r/n 1891
1237	*Aug-87	r/n 1816
1238	*Jun-87		10-Aug-89	r/n 1833
1239	*Aug-87	r/n 1817
1240	*Sep-87	r/n 1815
1241	*Aug-87	r/n 1316
1242	*Sep-87	r/n 1820
1243	*Sep-87	r/n 1838
1244	*Jun-87	r/n 1314
1245		*Jun-87	r/n 1844
1246		*Jun-87	r/n 1849
1247		*Jun-87	r/n 1852
1248	*Jun-87	r/n 1821
1249		*Sep-87	r/n 1836
1250	*Aug-87	r/n 1822
1251	*Aug-87	r/n 1814
1252	*Jul-87	r/n 1313
1253		*Sep-87	11-Aug-89	r/n 1317
1254	*Nov-87		r/n 1831
1255		*Feb-88	r/n 1845
1256		*Jun-87	r/n 1847
1257		*Jul-87	r/n 1835
1258		*Jun-87	r/n 1834
1259		*Jun-87	r/n 1841
1260	*Jun-87		2-Dec-87	r/n 1858
1261		*18-Jun-87	r/n 1848
1262	*May-87	2-Oct-87	r/n 1853
1263	*May-87		r/n 1839
1264	*Jun-87		r/n 1315
1266	*May-87	10-Nov-87	r/n 1857
1267	*Jul-87		r/n 1818
1268		*Jun-87	r/n 1850
1269		*May-87	r/n 1832
1270		*Jun-87	r/n 1855
1271		*Jun-87	Jul-89	r/n 1851
1272	*Jun-87		r/n 1837
1273	*May-87		r/n 1819
1274	*Jun-87		r/n 1840
1275		*Jun-87	r/n 1842
1276	*Jun-87	15-Oct-87		r/n 2251
1277	*Jun-87		10-Dec-87	r/n 1859
1278	*Jun-87	27-Oct-87	r/n 2252
1279	*Jun-87	6-Nov-87	r/n 2257
1280	*Jun-87		27-Nov-87	Wdn
1281		*Jun-87	r/n 1843
1282	*Jun-87		Jan-88	r/n 2254
1284	*Jun-87		8-Dec-87	r/n 2253
1285	*May-87		25-Jan-88	r/n 1861
1286	*Jun-87		16-Feb-88	r/n 1862
1287		*9-Jun-87	r/n 1846
1288	*Jun-87	25-Sep-87	r/n 1854
1289	*Jun-87	9-Sep-87	r/n 1856
1290	*Sep-87		7-Jul-88	r/n 2255
1291	*Jun-87		30-Jun-88	r/n 1864
1292	*Jun-87		21-Jul-88	r/n 1863
1293	*Jun-87		28-Jul-88	r/n 1866
1294	*May-87		Aug-88	r/n 1867
1295	*Jun-87		11-Aug-88	r/n 1865
1296	*Jun-87	Aug-88	r/n 2258
1297	*Jun-87		Aug-88	r/n 2256
1298	*Jun-87		21-Sep-88	r/n 2259
1299	*May-87		6-Oct-88	r/n 2260
1300	*May-87		12-Oct-88	r/n 2261
1751		*Oct-89	r/n 1734
1752		*Oct-89	r/n 1738
1753			*Oct-89	r/n 1736
1754			*Oct-89	r/n 1735
1755			*Oct-89	r/n 1737
1756			*Nov-89	r/n 1743
1757		[TS only]	*Sep-89 [not TS]	r/n 1733
1758			*Nov-89	r/n 1744
1759			*Nov-89	r/n 1739
1760			*Nov-89	r/n 1748
1761			*Oct-89	r/n 1749
1762			*Dec-89	r/n 1740

4-CIG (facelift) unit nos.1701 - 1891
(British Rail)

The British Rail, British Rail Sectorisation and Network South East liveries were as follows:

London & South East sector
(two-tone brown /orange) nicknamed ‘Jaffa Cake’.

Network SouthEast - NSE(1)
(First version, lighter blue, angled upsweeps).

Network SouthEast- NSE(2)
(Later version, darker blue, curved upsweeps).

Unit	Blue /Grey	LSE ‘Jaffa Cake’	NSE (1)	NSE (2)	Notes
1701		12-Jul-85	1-Sep-86	23-Feb-89
1702		28-Aug-85	Jun-87	23-Mar-89
1703		12-Sep-85	22-Sep-86	6-Apr-89
1704		22-Oct-85	14-Oct-86	14-Apr-89
1705		9-Nov-85	7-Nov-86	5-May-89
1706		7-Dec-85	21-Nov-86	21-Apr-89
1707		23-Dec-85	25-Oct-86	31-May-89
1708		21-Jan-86	29-Jan-87	18-Jun-89
1709		7-Feb-86	1-Dec-86	27-Jun-89
1710		28-Feb-86	5-Mar-87	31-Aug-89
1711		26-Mar-86	24-Mar-87	30-Aug-89
1712	25-Apr-86			12-89
1713	30-May-86			6-Dec-89
1714	20-Jun-86			c.Dec-89
1715	15-Jul-86			9-Aug-89
1716			20-Aug-86	r/n 1902
1717			12-Sep-86	c.Jan-90
1718			3-Oct-86	c.Mar-90
1719			24-Oct-86	17-Jan-90
1720			21-Nov-86	6-Apr-90 (last)
1721			12-Dec-86	2-May-90
1722			9-Jan-87	20-Aug-90
1723			12-Feb-87	28-Jun-90
1724			9-Mar-87	11-Jul-90
1725			27-Mar-87	c7-90
1726			6-May-87	14-Aug-90
1727			4-Jun-87	20-Mar-90
1728			8-Jul-87	28-Sep-90
1729			28-Jul-87	c1-Aug-90
1730			1-Oct-87	26-Feb-89
1731			10-Nov-87	25-Apr-91
1732				5-Jan-88
1733				15-Oct-90
1734				13-Dec-90
1735				12-Sep-91
1736				22-Feb-91
1737				14-Mar-91
1738				14-May-91
1739				6-Jan-92
1740				4-Nov-91
1741				8-Nov-91
1742				23-Dec-91
1743				28-Jan-92
1744				20-Feb-92
1745				12-Mar-92
1746				24-Apr-92
1747				27-Apr-92
1748				12-May-92
1749				21-May-92
1750				25-Sep-92
1751				9-Oct-92
1752				10-Nov-92
1753				15-Jan-93
1800				18-Nov-91
1801	11-Apr-86			Nov-89
1802	22-Apr-86			7-Nov-89
1802				*25-Jan-97
1803	12-May-86			5-Jan-90
1804	23-May-86			7-Nov-89
1805	12-Jun-86			5-Jan-90
1806	27-Jun-86			12-Jan-90
1807			25-Jul-86	26-Jan-90
1808			4-Sep-86	19-Feb-90
1809			30-Sep-86	7-Mar-90
1810			3-Nov-86	21-Mar-90
1811			5-Dec-86	25-Apr-90
1812			16-Jan-87	11-Mar-90
1813			13-Feb-87	15-Jun-90
1814				11-Apr-88	r/n 1301
1815				5-May-88	r/n 1302
1816				16-May-88	r/n 1303
1817				27-May-88	r/n 1304
1818				9-Jun-88	r/n 1305
1819				20-Jun-88	r/n 1306
1820				1-Jul-88	r/n 1307
1821				8-Jul-88	r/n 1308
1822				19-Jul-88	r/n 1309
1823				28-Oct-88	r/n 1310
1824				11-Nov-88	r/n 1311
1825				16-Dec-88	r/n 1312
1830				23-Dec-91	disb
1831				12-May-90
1832				24-May-90
1833				11-Jun-90
1834				29-Jun-90
1835				30-Jun-90
1836				18-Jul-90	r/n 1320
1837				24-Jul-90
1838				16-Aug-90	r/n 1322
1839				20-Aug-90	Wdn
1840				29-Aug-90	Wdn
1841				c.-Sep-90	Wdn
1842				24-Sep-90	Wdn
1843				3-Oct-90	Wdn
1844				16-Oct-90	r/n 1321
1845				30-Oct-90
1846				31-Oct-90
1847				21-Nov-90
1848				20-Nov-90
1849				30-Nov-90	r/n 1318
1850				4-Dec-90
1851				19-Dec-90
1852				21-Dec-90	r/n 1319
1853				14-Jan-91
1854				21-Jan-91
1855				30-Jan-91
1856				6-Feb-91
1857				26-Apr-91
1858				30-May-91
1859				13-Jun-91
1860				28-Jun-91
1861				25-Jul-91
1862				23-Aug-91
1863				2-Sep-91
1864				18-Sep-91
1865				25-Nov-91
1866				18-Dec-91
1867				21-Jan-92
1868				5-Feb-92
1869				26-Feb-92
1870				8-Apr-92
1871				14-Apr-92	Wdn
1872				28-May-92	Wdn
1873				5-Jun-92	Wdn
1874				2-Jul-92
1875				5-Jul-92	r/n 2001
1876				7-Jul-92	Wdn
1877				16-Jul-92	Wdn
1878				25-Aug-92	Wdn
1879				3-Sep-92	Wdn
1880				5-Sep-92	Wdn
1881				2-Oct-92	Wdn
1882				23-Oct-92	Wdn
1883				2-Nov-92	r/n 1497
1884				17-Nov-92	Wdn
1885				2-Dec-92	Wdn
1886				9-Dec-92	Wdn
1887				23-Dec-92	Wdn
1888				22-Jan-93	r/n 1498
1889				29-Jan-93	Wdn
1890				13-Feb-93	Wdn
1891				3-Mar-93	Wdn

Back to Top

'Phase 1' unit no.1735 leads similarly attired no.1860 with no.1739 on the rear through a rural looking Burgess Hill station on a lovely summer evening of Monday 23th June 2003 on a Victoria to Southampton /Littlehampton train. This was the first unit of this batch to gain 'Southern' two-tone green & cream livery which suited them quite well. Only two more were so painted along with a few of the 18xx batch and one 19xx unit before repainting ceased as new Class 377 units were on the way.

© John Atkinson

Liveries – Post-privatisation

4-CIG (facelift) unit nos.1701 -1891
(post-Privatisation)

The privatisation liveries were as follows:

Off-white Undercoat (nicknamed ‘Ghost’ livery)

Connex (blue/white) - yellow areas missing.

Connex (blue/white/yellow).

Southern (green/grey).

First SWT livery (NSE with additional orange stripe).

Unit	Off-white Undercoat	Connex (B/W)	Connex (B/W/Y)	Off-white Undercoat	Southern	SWT
1701	9-Mar-98	Wdn
1702			Jun-99	Wdn
1703			Mar-99	Wdn
1704			18-Sep-97	Wdn
1705			23-Jul-99	Wdn
1706			9-Sep-99	Wdn
1707			17-Sep-99	Wdn
1708			17-Jan-00	Wdn
1709			1-Dec-99	Wdn
1710		14-Apr-97	Aug-97	Wdn
1711			28-Jan-00	Wdn
1712			31-Mar-00	Wdn
1713			18-Feb-00	Wdn
1714			3-Mar-00	Wdn
1715	r/n 1901
1716
1717			12-Apr-00	Wdn
1718	r/n 1903
1719		10-Jan-97 (first)	Mar-98	Wdn
1720			25-May-00	Wdn
1721		11-Feb-97	Mar-98	Wdn
1722		26-Feb-97	Mar-98	Wdn
1723	r/n 1904
1724			6-Jun-97 (first)	Wdn
1725		17-Mar-97	Aug-97	Wdn
1726			27-Jun-97	Wdn
1727			7-Jul-97	Wdn
1728	r/n 1905
1729	r/n 1907
1730	r/n 1906
1731			Apr-98	Wdn
1732	r/n 1908
1733			7-Nov-97	Wdn
1734	24-Jul-01		26-Jan-98	Wdn
1735			27-Mar-98		16-Oct-01 (first)	Wdn
1736	27-Mar-98	Wdn
1737	14-Jul-98	Wdn
1738			23-Jun-98		21-Jan-02	Wdn
1739			1-Oct-98	Wdn
1740			3-Nov-97		3-Dec-01	Wdn
1741			10-Jul-97	Wdn
1742	14-May-98	Wdn
1743			26-Aug-97	Wdn
1744			10-Jul-97	Wdn
1745			?-97	Wdn
1746			30-Apr-99	Wdn
1747			19-May-99	Wdn
1748	14-May-98	Wdn
1749
1750			18-Oct-99	Wdn
1751			3-Nov-99	Wdn
1752			21-Dec-99	Wdn
1753			11-Feb-00	Wdn
1800
1801			27-Feb-00	Wdn
1802	r/n 2262
1802			18-Jan-00	Wdn
1803			10-Dec-99	Wdn
1804			8-May-00	Wdn
1805			20-Mar-00	Wdn
1806	Wdn
1807	Wdn
1808	Wdn
1809	Wdn
1810	Wdn
1811	Wdn
1812	Wdn
1813	Wdn
1814
1815
1816
1817
1818
1819
1820
1821
1822
1823
1824
1825
1830
1831	26-Nov-96		Aug-97	Wdn
1832			7-Jul-97	Wdn
1833			7-Aug-97	Wdn
1834			17-Sep-97	Wdn
1835			3-Sep-97	Wdn
1836
1837			6-Oct-97	Wdn
1838
1839
1840
1841
1842
1843
1844
1845			11-Nov-97	Wdn
1846			25-Nov-97	Wdn
1847			8-Dec-97	Wdn
1848			18-Dec-97	Wdn
1849
1850			12-Jan-98	Wdn
1851			2-Feb-97	1-Aug-01	Wdn
1852
1853			12-Feb-98	25-Aug-01	Wdn
1854			2-Mar-98		20-Sep-01 (first)	Wdn
1855			4-Mar-98	Wdn
1856			17-Mar-98		2-Oct-01	Wdn
1857			1-Jun-98		14-Nov-01	Wdn
1858			8-May-98		26-Oct-01	Wdn
1859			6-Jul-98		23-Jan-02	Wdn
1860			23-Jul-98		28-Jan-02	Wdn
1861			8-Aug-98		6-Feb-02	Wdn
1862			24-Aug-98		18-Feb-02	Wdn
1863			7-Sep-98	Wdn
1864			23-Sep-98	Wdn
1865			25-Nov-98	Wdn
1866			21-Dec-98	Wdn
1867			13-Jan-99	Wdn
1868			18-Feb-99	Wdn
1869			5-Jul-99	Wdn
1870			17-Feb-99	Wdn
1871
1872
1873
1874			Jun-99	Wdn
1875
1876
1877
1878
1879
1880						30-Jun-99
1881						27-Aug-99
1882						21-Oct-99
1883						2-Dec-99
1884						7-Jan-00
1885						14-Aug-00
1886						6-Jul-00
1887						22-Mar-00
1888						31-Mar-00
1889						18-Feb-00
1890						10-May-00
1891						6-Jun-00

4-CIG units nos.1301 – 1399
(Greyhound)

Unit	NSE (2)	SWT	Notes
1301	*Apr-90	26-May-98	Wdn
1302	*Apr-90	30-Jun-98	Wdn
1303	*Apr-90	23-Apr-98	Wdn
1304	*Apr-90	9-98	Wdn
1305	*Apr-90	1-Oct-98	Wdn
1306	*May-90	26-Nov-98	Wdn
1307	*Apr-90	12-Aug-98	Wdn
1308	*May-90	21-Oct-98	Wdn
1309	*Apr-90	16-Dec-98	Wdn
1310	*May-90	20-Apr-99	Wdn
1311	*Apr-90	28-May-99	Wdn
1312	*Jun-90	8-Oct-99	Wdn
1313	24-Mar-90	12-Dec-96 (First)	Wdn
1314	30-Mar-90	14-Feb-97	Wdn
1315	27-Apr-90	28-Mar-97	Wdn
1316	19-May-90	13-May-97	Wdn
1317	12-Nov-90	20-Oct-97	Wdn
1318	*Jan-92	20-Feb-98	Wdn
1319	*Jan-92	15-Jan-98	Wdn
1320	*Jan-92	27-Jun-97	Wdn
1321	*Jan-92	22-Sep-97	Wdn
1322	*c.Mar-92	1-Aug-97	Wdn

4-CIG unit nos.1392 - 1399
(Greyhound with CEP TS replacing TB)

Unit	SWT	Notes
1392	1-Jul-99	Wdn
1393	20-Jul-99	Wdn
1394	1-Aug-99	r/n 1499
1395	c3-Sep-99	Wdn
1396	10-Sep-99	Wdn
1397	17-Sep-99	Wdn
1398	9-Oct-99	Wdn
1399	9-Oct-99	Wdn

4-BIG unit nos.2251 -2262
(facelift)

Unit	NSE (1)	NSE (2)	Notes
2251	*Oct-89	c.Feb-92	r/n 1394
2252	* Oct -89	28-Mar-91	r/n 1406
2253		* Oct -89	r/n 1410
2254		* Oct -89	r/n 1396
2255		* Oct -89	r/n 1392
2256		*Nov-89	r/n 1399
2257	*Sep-89 [TB in NSE (2)]	25-Mar-91	r/n 1407
2258		*Nov-89	r/n 1393
2259		*Nov-89	r/n 1398
2260		*Nov-89	r/n 1397
2261		* Oct -89	r/n 1408
2262		*Dec-89	r/n 1395

8 DIG unit nos.2001 – 2004

Unit	NSE (2)	Notes
2001	*May-93	disb
2002	*May-93	disb
2003	*May-93	disb
2004	*May-93	disb

4 CIG Unit nos.1901 – 1908

Unit	NSE (2)	Connex (B/W)	Connex (B/W/Y)	Southern	Notes
1901	*15-Apr-93	r/n 2004
1901	*20-Jan-97		Jan-99	Wdn
1902	*28-Apr-93	r/n 2002
1902	*24-Jan-97		13-Oct-98	Wdn
1903	*1-Jul-93	15-Jan-97	Mar-98	Wdn
1904	*16-Nov-93		4-Jun-97	Wdn
1905	*31-Mar-94		Oct-97	Wdn
1906	*17-May-94		1-Oct-97	Wdn
1907	*7-Jul-94		18-Aug-97	Wdn
1908	*14-Dec-94		11-Jun-98	17-Dec-01	Wdn

4-CIG units no.1401 - 1411
(ex. 4 BIG)

Unit	NSE (2)	Notes
1401	*2-Jun-97	disb
1402	*2-Jun-97	disb
1403	*2-Jun-97	disb
1404	*2-Jun-97	disb
1405	*1-Jun-97	disb
1406	*1-Jun-97	disb
1407	*27-Sep-97	disb
1408	*28-Sep-97	disb
1409	*27-Sep-97	disb
1410	*26-Sep-97	disb
1411	*28-Sep-97	disb

3-COP unit nos.1401 - 1411

Unit	Connex (B/W/Y)	Notes
1401	5-Nov-97	Wdn
1402	18-Dec-97	Wdn
1403	23-Dec-97	disb
1404	29-Jan-98	disb
1405	24-Nov-97	disb
1406	26-Nov-97	disb
1407	8-Dec-97	Wdn
1408	22-Jan-98	Wdn
1409	19-Jan-98	Wdn
1410	9-Feb-98	disb
1411	16-Feb-98	disb

4-CIG unit nos.1403 – 1411
(ex 3-COP)

Unit	Connex (B/W/Y)	Notes
1403	*3-Oct-03	Wdn
1404	*11-Jan-04	Wdn
1405	*26-Sep-03	Wdn
1406	*1-Oct-03	Wdn
1410	*15-Oct-03	Wdn
1411	*11-Nov-03	Wdn

3 CIG unit nos.1497 – 1499
(Lymington branch)

Unit	SWT	Green yellow ends	Blue /Grey	Notes
1497			12-May-05	Wdn
1498		12-May-05		Wdn
1499	*14-Dec-04			Wdn

Back to Top

Two of South Eastern’s three ‘Ghost’ units together approaching Etchingham on a Charing Cross to Hastings service on Tuesday 22^nd June 1999. Unit no.1701 is leading with no.1748 trailing (the other ‘Ghost’ unit was no.1742). Both had black half-cabs.

Although these were leased on the basis of ‘short-notice /low mileage’ use (hence the white ‘Ghost’ livery) they weren’t withdrawn until 24th June 2004 (no.1701) and 25^th May 2004 (no.1748) – some five years later!

© John Atkinson

Allocations

Unit allocations were as follows:

4 BIG
7031	New BI	r/n 2111 Sep-85
7032	New BI	r/n 2101 Apr-85
7033	New BI	r/n 1711 Mar-86
7034	New BI	r/n 2110 Nov-85
7035	New BI	r/n 1720 Oct-86
7036	New BI	r/n 2104 Apr-85
7037	New BI	r/n 2106 Apr-85
7038	New BI	r/n 7299 Jun-86
7039	New BI	r/n 1724 Mar-87
7040	New BI	r/n 2105 Apr-85
7041	New BI	r/n 2107 Mar-85
7042	New BI	r/n 2102 Apr-85
7043	New BI	r/n 2103 Apr-85
7044	New BI	r/n 7300 Mar-86
7045	New BI	r/n 2112 Jan-86
7046	New BI	r/n 2108 Sep-85
7047	New BI	r/n 1713 May-86
7048	New BI	r/n 2109 Oct-85
7049	New FR	12-May-80 BI	r/n 2201 Apr-85
7050	New FR	6-Dec-80 BI	r/n 2202 Apr-85
7051	New FR	6-Dec-80 BI	17-May-82 FR	21-Feb-83 BI	r/n 2203 Apr-85
7052	New FR	16-May-83 BI	r/n 2204 Apr-85
7053	New FR	May-74 BM	Oct-74 FR	16-May-83 BI	r/n 2205 Apr-85
7054	New FR	late May-83 BI	r/n 2206 Apr-85
7055	New FR	19-Jul-82 BI	3-Oct-83 FR	28-Nov-83 BI	r/n 2207 Apr-85
7056	New FR	20-Feb-84 BI	r/n 2208 Apr-85
7057	New FR	9-Apr-84 BI	r/n 2209 Apr-85
7058	New FR	14-May-84 BI	r/n 2210 Apr-85
2101	Apr-85 BI	r/n 1751(1) Oct-89
2102	Apr-85 BI	r/n 1752(1) Oct-89
2103	Apr-85 BI	r/n 1753(1) Oct-89
2104	Apr-85 BI	r/n 1754 Oct-89
2105	Apr-85 BI	r/n 1755 Oct-89
2106	Apr-85 BI	r/n 1756 Nov-89
2107	22-Mar-85 BI	r/n 1757 Sep-89
2108	9-Sep-85 BI	r/n 1758 Nov-89
2109	23-Oct-85 BI	r/n 1759 Nov-89
2110	28-Nov-85 BI	r/n 1760 Nov-89
2111	28-Sep-85 BI	t/n 1761 Oct-89
2112	9-Jan-86 BI	r/n 1762 Dec-89
2201	Apr-85 BI	30-May-88 FR	r/n 1824 Sep-88
2202	Apr-85 BI	r/n 1825 Oct-88
2203	Apr-85 BI	r/n 1403 May-97
2204	Apr-85 BI	r/n 1402 Jun-97
2205	Apr-85 BI	r/n 1405 May-97
2206	Apr-85 BI	r/n 1404 May-97
2207	Apr-85 BI	r/n 1823 Jun-88
2208	Apr-85 BI	r/n 1401 Jun-97
2209	Apr-85 BI	r/n 1409 Aug-97
2210	Apr-85 BI	r/n 1411 Sep-97
2251	21-Oct-89 BI	27-Oct-98 FR	r/n 1394 May-99
2252	14-Oct-89 BI	r/n 1406 Jun-97
2253	4-Oct-89 BI	r/n 1410 Sep-97
2254	8-Oct-89 BI	r/n 2002 May-93
2254	24-Jan-97 BI	Apr-98 FR	23-Nov-98 BI	1-May-99 FR	r/n 1396 Jul-99
2255	14-Oct-89 BI	r/n 2003 May-93
2255	22-Jan-97 BI	Apr-98 FR	r/n 1392 Apr-99
2256	27-Nov-89 BI	Apr-98 FR	r/n 1399 Sep-99
2257	30-Sep-89 BI	r/n 1407 Sep-97
2258	9-Nov-89 BI	Apr-98 FR	r/n 1393 Apr-99
2259	16-Nov-89 BI	r/n 2004 May-93
2259	20-Jan-97 BI	Apr-98 FR	r/n 1398 Sep-99
2260	6-Nov-89 BI	1-May-99 FR	r/n 1397 Aug-99
2261	28-Oct-89 BI	r/n 1408 Sep-97
2262	16-Dec-89 BI	r/n 2001 May-93
2262	27-Jan-97 BI	Apr-98 FR	r/n 1395 Jul-99
8 MIG
2601	16-May-83 FR	disb Oct-83
2602	27-May-83 FR	disb Oct-83
8 DIG
2001	May-93 BI	disb Jan-97
2002	May-93 BI	disb Jan-97
2003	May-93 BI	disb Jan-97
2004	May-93 BI	disb Jan-97
4 CIG
7299	Jul-86 BI	disb Jul-86
7300(1)	Aug-79 BI	disb Apr-80
7300(2)	7-Mar-86 BI	r/n 1100 Jun-87
7301	New BI	r/n 1705 Jul-85
7302	New BI	r/n 1714 Feb-86
7303	New BI	r/n 1710 Oct-85
7304	New BI	r/n 1712 Jan-86
7305	New BI	r/n 1105 May-87
7306	New BI	r/n 1718 May-86
7307	New BI	r/n 1715 Mar-86
7308	New BI	r/n 1717 May-86
7309	New BI	r/n 1707 Aug-85
7310	New BI	r/n 1110 Jun-87
7311	New BI	r/n 1111 Jun-87
7312	New BI	r/n 1701 Feb-85
7313	New BI	r/n 1725 Nov-86
7314	New BI	r/n 1114 Jun-87
7315	New BI	r/n 1721 Aug-86
7316	New BI	r/n 1116 Jun-87
7317	New BI	r/n 1704 Jun-85
7318	New BI	r/n 1118 Jun-87
7319	New BI	r/n 1706 Aug-85
7320	New BI	r/n 1120 May-87
7321	New BI	r/n 1121 Jun-87
7322	New BI	r/n 1703 May-85
7323	New BI	r/n 1123 Jun-87
7324	New BI	r/n 1728 Mar-87
7325	New BI	disb Apr-86
7326	New BI	r/n 1702 Apr-85
7327	New BI	r/n 1127 Jun-87
7328	New BI	r/n 1709 Sep-85
7329	New BI	r/n 1729 Apr-87
7330	New BI	r/n 1730 May-87
7331	New BI	r/n 1722 Sep-86
7332	New BI	r/n 1723 Oct-86
7333	New BI	Wdn
7334	New BI	r/n 1726 Jan-87
7335	New BI	r/n 1708 Sep-85
7336	New BI	r/n 1727 Feb-87
7337	New FR	r/n 1237 Aug-87
7338	New FR	r/n 1238 Jun-87
7339	New FR	r/n 1239 Aug-87
7340	New FR	r/n 1240 Sep-87
7341	New FR	r/n 1241 Aug-87
7342	New FR	r/n 1242 Sep-87
7343	New FR	r/n 1243 Sep-87
7344	New FR	r/n 1244 Jun-87
7345	New FR	r/n 1245 Jun-87
7346	New BI (loan)	? FR	r/n 1246 Jun-87
7347	New FR	r/n 1247 Jun-87
7348	New FR	r/n 1248 Jun-87
7349	New FR	r/n 1249 Sep-87
7350	New FR	r/n 1250 Aug-87
7351	New FR	r/n 1251 Aug-87
7352	New FR	r/n 1252 Jul-87
7353	New FR	2-May-77 WD	8-May-78 FR	r/n 1253 Sep-87
7354	New FR	2-May-77 WD	8-May-78 FR	r/n 1254 Nov-87
7355	New FR	2-May-77 WD	8-May-78 FR	r/n 1255 Feb-88
7356	New FR	2-May-77 WD	8-May-78 FR	r/n 1256 Jun-87
7357	New BI	6-Oct-80 FR	? BI	by Aug-83 FR	r/n 1257 Jul-87
7358	New BI	r/n 1258 Jun-87
7359	New BI	r/n 1259 Jun-87
7360	New BI	r/n 1260 Jun-87
7361	New BI	r/n 1261 Jul-87
7362	New BI	r/n 1262 May-87
7363	New BI	r/n 1263 May-87
7364	New BI	r/n 1264 Jun-87
7365	New BI	Wdn
7366	New BI	r/n 1266 May-87
7367	New BI	r/n 1267 Jul-87
7368	New BI	r/n 1268 Jun-87
7369	New BI	r/n 1269 May-87
7370	New BI	r/n 1270 Jun-87
7371	New BI	r/n 1271 Jun-87
7372	New BI	r/n 1272 Jun-87
7373	New BI	r/n 1273 May-87
7374	New BI	r/n 1274 Jun-87
7375	New BI	r/n 1275 Jun-87
7376	New WD	by 4-Oct-71 BI	r/n 1276 Jun-87
7377	New BI r/n 1277 Jun-87	Sep-72 WD	May-74 BM	Oct-74 FR	6-Oct-80 BI
7378	New WD 6-Oct-80 BI	May-74 BM	Oct-74 FR	Oct-75 (unalloc.)	8-May-78 FR
7379	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1279 Jun-87
7380	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1280 Jun-87
7381	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1281 Jun-87
7382	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1282 Jun-87
7383	New WD	8-May-78 FR	6-Oct-80 BI	Wdn
7384	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1284 Jun-87
7385	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1285 May-87
7386	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1286 Jun-87
7387	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1287 Jun-87
7388	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1288 Jun-87
7389	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1289 Jun-87
7390	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1290 Aug-87
7391	New WD	8-May-78 FR	6-Oct-80 BI	r/n 1291 Jun-87
7392	New WD	8-May-78 FR	14-May-79 BI	r/n 1292 Jun-87
7393	New WD	8-May-78 FR	14-May-79 BI	r/n 1293 Jun-87
7394	New WD	8-May-78 FR	14-May-79 BI	r/n 1294 May-87
7395	New WD	8-May-78 FR	14-May-79 BI	r/n 1295 Jun-87
7396	New WD	8-May-78 FR	14-May-79 BI	r/n 1296 Jun-87
7397	New BI	2-Jan-72 WD	8-May-78 FR	14-May-79 BI	r/n 1297 Jun-87
7398	New WD	8-May-78 FR	14-May-79 BI	r/n 1298 Jun-87
7399	New WD	8-May-78 FR	14-May-79 BI	r/n 1299 May-87
7400	New BI r/n 1300 May-87	Aug-75 WD	Jan-76 BI	Mar-76 WD (loan)	Jun-76 BI
7401	New BI	16-May-83 FR	(part 2601 May-83)	3-Oct-83 BI	r/n 1201 Jun-87
7402	New BI	16-May-83 FR	(part 2601 May-83)	3-Oct-83 BI	r/n 1202 May-87
7403	New BI	17-May-82 FR	(part 2602 May-83)	3-Oct-83 BI	r/n 1203 Jul-87
7404	New BI	4-Jan-82 FR	(part 2602 May-83)	3-Oct-83 BI	r/n 1204 May-87
7405	New BI r/n 1205 Jun-87	1-Jun-81 FR	17-Aug-81 BI	24-Oct-81 FR	14-May-84 BI
7406	New WD 14-May-84 BI	post Jul-75 BI r/n 1206 Jul-87	8-May-78 FR	14-May-79 BI	1-Jun-81 FR
7407	New WD	8-May-78 FR	14-May-84 BI	r/n 1812 Nov-86
7408	New WD	8-May-78 FR	14-May--84 BI	r/n 1208 Jul-87
7409	New WD	8-May-78 FR	14-May-84 BI	r/n 1209 Jun-87
7410	New WD	8-May-78 FR	22-Oct-84 BI	29-Sep-86 FR	r/n 1210 May-87
7411	New WD	8-May-78 FR	22-Oct-84 BI	29-Sep-86 FR	r/n 1211 Aug-87
7412	New WD	8-May-78 FR	r/n 1212 Sep-87
7413	New WD	8-May-78 FR	r/n 1213 Sep-87
7414	New WD	8-May-78 FR	r/n 1214 Sep-87
7415	New WD	8-May-78 FR	r/n 1215 Jun-87
7416	New WD	8-May-78 FR	r/n 1216 Sep-87
7417	New WD	8-May-78 FR	r/n 1217 Sep-87
7418	New WD	8-May-78 FR	r/n 1218 Sep-87
7419	New WD	8-May-78 FR	r/n 1219 Sep-87
7420	New WD	8-May-78 FR	r/n 1220 Jun-87
7421	New WD	8-May-78 FR	r/n 1221 Aug-87
7422	New WD	8-May-78 FR	r/n 1222 Aug-87
7423	New WD	8-May-78 FR	r/n 1223 Jun-87
7424	New WD	8-May-78 FR	14-May-79 BI	12-May-80 FR	r/n 1224 Sep-87
7425	New WD 8-Jul-85 FR	8-May-78 FR r/n 1225 Aug-87	14-May-79 BI	12-May-80 FR	7-Mar-83 BI
7426	new BI 2-Aug-82 BI	c.Jul-72 WD 8-Jul-85 FR	8-May-78 FR 30-Sep-85 BI	14-May-79 BI 17-Mar-86 FR	12-May-80 FR r/n 1226 Jun-87
7427	New BI	r/n 1801 Jan-86
7428	New BI	r/n 1804 Mar-86
7429	New BI	r/n 1802 Feb-86
7430	New BI	r/n 1803 Mar-86
7431	New BI	r/n 1811 Oct-86
7432	New BI	r/n 1805 Apr-86
7433	New BI	r/n 1806 May-86
7434	New FR	by May-81 BI	r/n 1807 Jun-86
7435	New FR r/n 1808 Jul-86	Sep-72 BI (temp)	Oct-72 store	By 7-May-73 WD (loan)	Jan-74 BI
7436	New FR	Sep-72 BI (temp)	by 7-May-73 WD (loan)	? - BI	r/n 1809 Aug-86
7437	New FR r/n 1810 Sep-86	Sep-72 BI	Apr-73 RSD	Jan-74 WD	10-Feb-75 BI
7438	New FR r/n 1813 Jan-87	Sep-72 BI	Apr-73 store SG	Jan-74 WD	10-Feb-75 BI
1100	Jun-87 BI	r/n 1751(2) Sep-92
1105	May-87 BI	r/n 1750 Aug-92
1110	Jun-87 BI	r/n 1745 Jan-92
1111	Jun-87 BI	r/n 1742 Nov-91
1114	Jun-87 BI	r/n 1741 Sep-91
1116	Jun-87 BI	r/n 1746 3-92
1118	Jun-87 BI	r/n 1747 3-92
1120	May-87 BI	r/n 1731 Jun-87
1121	Jun-87 BI	r/n 1732 Jul-87
1123	Jun-87 BI	r/n 1752(2) Sep-92
1127	Jun-87 BI	r/n 1752(2) Nov-92
1201	Jun-87 BI	r/n 1868 Dec-91
1202	May-87 BI	r/n 1860 Apr-91
1203	Jul-87 BI	14-Jan-91 EH	r/n 1869 Jan-92
1204	May-87 BI	26-Nov-90 WD	14-Jan-91 EH	8-Jul-91 BI	r/n 1875 May-92
1205	Jun-87 BI	26-Nov-90 WD	14-Jan-91 EH	8-Jul-91 BI	r/n 1874 May-92
1206	Jul-87 BI r/n 1871 Mar-92	26-Nov-90 WD	14-Jan-91 EH	8-Jul-91 BI	30-Sep-91 EH
1208	Jul-87 BI 30-Sep-91 EH	5-Oct-87 FR r/n 1872 Apr-92	14-May-90 WD	14-Jan-91 EH	8-Jul-91 BI
1209	Jun-87 BI 30-Sep-91 EH	5-Oct-87 FR r/n 1873 Apr-92	14-May-90 WD	14-Jan-91 EH	8-Jul-91 BI
1210	May-87 FR	14-May-90 WD	14-Jan-91 EH	8-Jul-91 BI	r/n 1879 Jul-92
1211	Aug-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1876 Jun-92
1212	Sep-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1881 Aug-92
1213	Sep-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1877 Jun-92
1214	Sep-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1883 Sep-92
1215	Jun-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1882 Sep-92
1216	Sep-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1887 Nov-92
1217	Sep-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1884 Oct-92
1218	Sep-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1878 Jul-92
1219	Sep-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1885 Oct-92
1220	Jun-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1880 Jul-92
1221	Aug-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1870 Feb-92
1222	Aug-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1886 Oct-92
1223	Jun-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1888 Dec-92
1224	Sep-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1889 Dec-92
1225	Aug-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1890 Jan-93
1226	Jun-87 FR	14-May-90 WD	14-Jan-91 EH	r/n 1891 Jan-93
1237	Aug-87 FR	r/n 1816 Mar-88
1238	Jun-87 FR	r/n 1833 Apr-90
1239	Aug-87 FR	r/n 1817 Mar-88
1240	Sep-87 FR	r/n 1815 Feb-88
1241	Aug-87 FR	r/n 1316 Mar-90
1242	Sep-87 FR	r/n 1280 Apr-88
1243	Sep-87 FR	14-May-90 WD	r/n 1838 Jun-90
1244	Jun-87 FR	r/n 1314 Jan-90
1245	Jun-87 FR	14-May-90 WD	r/n 1844 Sep-90
1246	Jun-87 FR	14-May-90 WD	r/n 1849 Dec-90
1247	Jun-87 FR	14-May-90 WD	r/n 1852 Nov-90
1248	Jun-87 FR	r/n 1821 May-88
1249	Sep-87 FR	14-May-90 WD	r/n 1836 May-90
1250	Aug-87 FR	r/n 1822 May-88
1251	Aug-87 FR	r/n 1814 Feb-88
1252	Sep-87 FR	r/n 1313 Jan-90
1253	Sep-87 FR	14-May-90 WD	r/n 1317 Sep-90
1254	Nov-87 FR	1-Jan-90 BI	r/n 1831 Mar-90
1255	Feb-88 FR	15-May-89 BI	r/n 1845 Sep-90
1256	Jun-87 FR	30-Oct-88 BI	19-Dec-88 FR	13-Mar-89 BI	r/n 1847 Oct-90
1257	Jul-87 BI r/n 1835 May-90	16-May-88 FR	1-Aug-88 BI	19-Dec-88 FR	13-Mar-89 BI
1258	Jun-87 BI	7-Mar-88 FR	13-Jun-88 BI	r/n 1834 May-90
1259	Jun-87 BI	21-Mar-88 FR	13-Jun-88 BI	r/n 1841 Jul-90
1260	Jun-87 BI	16-May-88 FR	13-Jun-88 BI	r/n 1858 Apr-91
1261	Jul-87 BI	16-May-88 FR	13-Jun-88 BI	r/n 1848 Oct-90
1262	May-87 BI	r/n 1853 Nov-90
1263	May-87 BI	r/n 1839 Jun-90
1264	Jun-87 BI	r/n 1315 Feb-90
1266	May-87 BI	r/n 1857 Mar-91
1267	Jul-87 BI	r/n 1818 Apr-88
1268	Jun-87 BI	r/n 1850 Oct-90
1269	May-87 BI	r/n 1832 Mar-90
1270	Jun-87 BI	r/n 1855 Dec-90
1271	Jun-87 BI	r/n 1851 Nov-90
1272	Jun-87 BI	r/n 1837 Jun-90
1273	May-87 BI	r/n 1819 Apr-88
1274	Jun-87 BI	r/n 1840 Jul-90
1275	Jun-87 BI	r/n 1842 Jul-90
1276	Jun-87 BI	r/n 2251 Oct-89
1277	Jun-87 BI	r/n 1859 Apr-91
1278	Jun-87 BI	r/n 2252 Oct-89
1279	Jun-87 BI	r/n 2257 Sep-89
1280	Jun-87 BI	Wdn
1281	Jun-87 BI	r/n 1843 Aug-90
1282	Jun-87 BI	r/n 2254 Oct-89
1284	Jun-87 BI	r/n 2253 Oct-89
1285	May-87 BI	r/n 1861 c.Jun-91
1286	Jun-87 BI	r/n 1862 Jun-91
1287	Jun-87 BI	r/n 1846 Sep-90
1288	Jun-87 BI	r/n 1854 Dec-90
1289	Jun-87 BI	r/n 1856 Dec-90
1290	Sep-87 BI	r/n 2255 Oct-89
1291	Jun-87 BI	r/n 1864 Jul-91
1292	Jun-87 BI	r/n 1863 Jun-91
1293	Jun-87 BI	r/n 1866 Oct-91
1294	May-87 BI	r/n 1867 Nov-91
1295	Jun-87 BI	r/n 1865 Oct-91
1296	Jun-87 BI	r/n 2258 Nov-89
1297	Jun-87 BI	r/n 2256 Nov-89
1298	Jun-87 BI	r/n 2259 Nov-89
1299	May-87 BI	r/n 2260 Nov-89
1300	May-87 BI	r/n 2261 Oct-89
1751(1)	21-Oct-89 BI	r/n 1734 Nov-90
1752(1)	14-Oct-89 BI	r/n 1738 Mar-91
1753(1)	4-Oct-89 BI	r/n 1736 c.Jan-91
1754	8-Oct-89 BI	r/n 1735 Jan-91
1755	14-Oct-89 BI	r/n 1737 Jan-91
1756	Nov-89 BI	r/n 1743 Dec-91
1757	30-Sep-89 BI	r/n 1733 Aug-90
1758	Nov-89 BI	r/n 1744 Dec-91
1759	Nov-89 BI	r/n 1739 Aug-91
1760	6-Nov-89 BI	r/n 1748 Mar-92
1761	28-Oct-89 BI	r/n 1749 Apr-92
1762	16-Dec-89 BI	t/n 1740 Sep-91
1701	12-Jul-85 BI	9-Mar-89 RE	4-Nov-99 BI (loan)	Dec-99 RE	Wdn
1702	28-Aug-85 BI	Wdn
1703	12-Sep-85 BI	Wdn
1704	22-Oct-85 BI	Wdn
1705	9-Nov-85 BI	Wdn
1706	7-Dec-85 BI	Wdn
1707	23-Dec-85 BI	Wdn
1708	21-Jan-86 BI	Wdn
1709	7-Feb-86 BI	Wdn
1710	28-Feb-86 BI	Wdn
1711	26-Mar-86 BI	Wdn
1712	25-Apr-86 BI	Wdn
1713	30-May-86 BI	Wdn
1714	20-Jun-86 BI	Wdn
1715	15-Jul-86 BI	r/n 1901 Jan-93
1716	20-Aug-86 BI	r/n 1902 Feb-93
1717	12-Sep-86 BI	Wdn
1718	3-Oct-86 BI	r/n 1903 c.Apr-93
1719	24-Oct-86 BI	Wdn
1720	21-Nov-86 BI	Wdn
1721	12-Dec-86 BI	Wdn
1722	9-Jan-87 BI	Wdn
1723	12-Feb-87 BI	r/n 1904 c.Sep-93
1724	9-Mar-87 BI	Wdn
1725	27-Mar-87 BI	Wdn
1726	6-May-87 BI	Wdn
1727	4-Jun-87 BI	Wdn
1728	8-Jul-87 BI	r/n 1905 Mar-94
1729	28-Jul-87 BI	r/n 1907 Sep-94
1730	1-Oct-87 BI	r/n 1906 May-94
1731	10-Nov-87 BI	Wdn
1732	5-Jan-88 BI	r/n 1908 Nov-94
1733	15-Oct-90 BI	Wdn
1734	13-Dec-90 BI	Wdn
1735	12-Feb-91 BI	Wdn
1736	22-Feb-91 BI	Wdn
1737	14-Mar-91 BI	Wdn
1738	14-May-91 BI	Wdn
1739	6-Jan-92 BI	Wdn
1740	4-Nov-91 BI	Wdn
1741	8-Nov-91 BI	Wdn
1742	23-Dec-91 BI	14-May-98 RE	4-Nov-99 BI (loan)	Dec-99 RE	Wdn
1743	28-Jan-92 BI	Wdn
1744	20-Feb-92 BI	Wdn
1745	12-Mar-92 BI	Wdn
1746	24-Apr-92 BI	Wdn
1747	27-Apr-92 BI	Wdn
1748	12-May-92 BI	14-May-98 RE	Wdn
1749	21-May-92 BI	Wdn
1750	25-Sep-92 BI	Wdn
1751(2)	9-Oct-92 BI	Wdn
1752(2)	10-Nov-92 BI	Wdn
1753(2)	15-Jan-93 BI	Wdn
1800	18-Nov-91 BI	disb Aug-92
1801	11-Apr-86 BI	r/n 2003 May-93
1801	22-Jan-97 BI	Wdn
1802	22-Apr-86 BI	r/n 2262 Dec-89
1802	27-Jan-97 BI	Wdn
1803	12-May-86 BI	Wdn
1804	23-May-86 BI	Wdn
1805	12-Jun-86 BI	Wdn
1806	27-Jun-86 BI	30-Sep-91 RE	Wdn
1807	25-Jul-86 BI	30-Sep-91 RE	Wdn
1808	4-Sep-86 BI	8-Jul-91 RE	Wdn
1809	30-Sep-86 BI	8-Jul-91 RE	Wdn
1810	3-Nov-86 BI	8-Jul-91 RE	Wdn
1811	5-Dec-86 BI	8-Jul-91 RE	Wdn
1812	16-Jan-87 BI	8-Jul-91 RE	Wdn
1813	13-Feb-87 BI	8-Jul-91 RE	Wdn
1814	11-Apr-88 BI	13-Jun-88 FR	r/n 1301 Apr-90
1815	5-May-88 BI	13-Jun-88 FR	r/n 1302 Apr-90
1816	17-May-88 BI	13-Jun-88 FR	r/n 1303 Apr-90
1817	27-May-88 BI	13-Jun-88 FR	r/n 1304 Apr-90
1818	9-Jun-88 FR	r/n 1305 Apr-90
1819	20-Jun-88 FR	14-May-90 EH	r/n 1306 May-90
1820	4-Jul-88 FR	r/n 1307 May-90
1821	8-Jul-88 FR	14-May-90 EH	r/n 1308 May-90
1822	19-Jul-88 FR	r/n 1309 4-90
1823	28-Oct-88 FR	14-May-90 EH	r/n 1301 May-90
1824	11-Nov-88 FR	14-May-90 EH	r/n 1311 May-90
1825	20-Dec-88 FR	14-May-90 EH	r/n 1312 Jun-90
1830	23-Dec-91 BI	disb Jan-92
1831	12-May-90 BI	Wdn
1832	24-May-90 BI	Wdn
1833	11-Jun-90 BI	Wdn
1834	29-Jun-90 BI	Wdn
1835	30-Jun-90 BI	Wdn
1836	18-Jul-90 EH	t/n 1320 Jan-92
1837	24-Jul-90 BI	Wdn
1838	16-Aug-90 EH	r/n 1322 c.Mar-92
1839	20-Aug-90 BI	8-Jul-91 RE	Wdn
1840	29-Aug-90 BI	8-Jul-91 RE	Wdn
1841	c.Sep-90 BI	8-Jul-91 RE	Wdn
1842	24-Sep-90 BI	8-Jul-91 RE	Wdn
1843	3-Oct-90 BI	8-Jul-91 RE	Wdn
1844	16-Oct-90 EH	r/n 1321 Jan-92
1845	30-Oct-90 BI	Wdn
1846	31-Oct-90 BI	Wdn
1847	21-Nov-90 BI	Wdn
1848	20-Nov-90 BI	Wdn
1849	30-Nov-90 EH	r/n 1318 Jan-92
1850	4-Dec-90 BI	Wdn
1851	19-Dec-90 BI	Wdn
1852	21-Dec-90 EH	r/n 1319 Jan-92
1853	14-Jan-91 BI	Wdn
1854	21-Jan-91 BI	Wdn
1855	30-Jan-91 BI	Wdn
1856	6-Feb-91 BI	Wdn
1857	26-Apr-91 BI	Wdn
1858	30-May-91 BI	Wdn
1859	13-Jun-91 BI	Wdn
1860	28-Jun-91 BI	Wdn
1861	25-Jul-91 BI	Wdn
1862	23-Aug-91 BI	Wdn
1863	2-Sep-91 BI	Wdn
1864	18-Sep-91 BI	Wdn
1865	25-Nov-91 BI	Wdn
1866	18-Dec-91 BI	Wdn
1867	21-Jan-92 BI	Wdn
1868	5-Feb-92 BI	Wdn
1869	26-Feb-92	Wdn
1870	8-Apr-92 EH	May-93 RE	Wdn
1871	14-Apr-92 EH	May-93 RE	Wdn
1872	28-May-92 EH	May-93 RE	Wdn
1873	5-Jun-92 EH	May-93 RE	Wdn
1874	2-Jul-92 BI	Wdn
1875	5-Jul-92 EH	r/n 2001 May-93
1876	7-Jul-92 EH	May-93 RE	Wdn
1877	16-Jul-92 RE	Wdn
1878	25-Aug-92 RE	Wdn
1879	3-Sep-92 RE	Wdn
1880	5-Sep-92 EH	29-May-94 FR	Wdn
1881	2-Oct-92 EH	29-May-94 FR	Wdn
1882	23-Oct-92 EH	29-May-94 FR	Wdn
1883	2-Nov-92 EH	29-May-94 FR	r/n 1497 May-05
1884	17-Nov-92 EH	29-May-94 FR	Wdn
1885	2-Dec-92 EH	29-May-94 FR	Wdn
1886	9-Dec-92 EH	29-May-94 FR	Wdn
1887	23-Dec-92 EH	29-May-94 FR	Wdn
1888	22-Jan-93 EH	29-May-94 FR	r/n 1498 May-05
1889	29-Jan-93 EH	29-May-94 FR	Wdn
1890	13-Feb-93 EH	29-May-94 FR	Wdn
1891	3-Mar-93 EH	29-May-94 FR	Wdn
4 CIG (Greyhound)
1301	Apr-90 FR	14-May-90 EH	29-May-94 FR	Wdn
1302	Apr-90 FR	14-May-90 EH	29-May-94 FR	Wdn
1303	Apr-90 FR	14-May-90 EH	29-May-94 FR	Wdn
1304	Apr-90 FR	14-May-90 EH	29-May-94 FR	Wdn
1305	Apr-90 FR	14-May-90 EH	29-May-94 FR	Wdn
1306	14-May-90 EH	29-May-94 FR	Wdn
1307	Apr-90 FR	14-May-90 EH	29-May-94 FR	Wdn
1308	14-May-90 EH	29-May-94 FR	Wdn
1309	Apr-90 FR	14-May-90 EH	29-May-94 FR	Wdn
1310	14-May-90 EH	29-May-94 FR	Wdn
1311	14-May-90 EH	29-May-94 FR	Wdn
1312	1-Jun-90 EH	29-May-94 FR	Wdn
1313	24-Mar-90 EH	29-May-94 FR	Wdn
1314	30-Mar-90 EH	29-May-94 FR	Wdn
1315	27-Apr-90 EH	29-May-94 FR	Wdn
1316	19-May-90 EH	29-May-94 FR	Wdn
1317	12-Nov-90 EH	29-May-94 FR	Wdn
1318	c.Jan-92 EH	29-May-94 FR	Wdn
1319	c.Jan-92 EH	29-May-94 FR	Wdn
1320	c.Jan-92 EH	29-May-94 FR	Wdn
1321	c.Jan-92 EH	29-May-94 FR	Wdn
1322	c.Jan-92 EH	29-May-94 FR	Wdn
1901	15-Apr-93 BI	r/n 2004 May-93
1901	20-Jan-97 BI	Wdn
1902	28-Apr-93 BI	r/n 2002 May-93
1902	24-Jan-97 BI	Wdn
1903	1-Jul-93 BI	Wdn
1904	16-Nov-93 BI	Wdn
1905	31-Mar-94 BI	Wdn
1906	17-May-94 BI	Wdn
1907	7-Jul-94 BI	Wdn
1908	14-Dec-94 BI	Wdn
3 COP
1401	5-Nov-97 BI	Wdn
1402	18-Dec-97 BI	Wdn
1403	23-Dec-97 BI	augmented
1404	29-Jan-98 BI	augmented
1405	24-Nov-97 BI	augmented
1406	26-Nov-97 BI	augmented
1407	8-Dec-97 BI	Wdn
1408	22-Jan-98 BI	Wdn
1409	19-Jan-98 BI	Wdn
1410	9-Feb-98 BI	augmented
1411	16-Feb-98 BI	augmented
4 COP
1403	3-Oct-03 BI	Wdn
1404	11-Jan-04 BI	Wdn
1405	26-Sep-03 BI	Wdn
1406	1-Oct-03 BI	Wdn
1410	15-Oct-03 BI	Wdn
1411	11-Nov-03 BI	Wdn
4 CIG (Greyhound with CEP TSO)
1392	12-Jul-99 FR	Wdn
1393	26-Jul-99 FR	Wdn
1394	16-Aug-99 FR	r/n 1499 Oct-04
1395	c.7-Sep-99 FR	Wdn
1396	20-Sep-99 FR	Wdn
1397	23-Sep-99 FR	Wdn
1398	c.11-Sep-99 FR	Wdn
1399	c.11-Sep-99 FR	Wdn
3 CIG
1497	12-May-05 BM	Wdn
1498	12-May-05 BM	Wdn
1499	14-Dec-04 BM	Wdn

TOPS two-digit Depot Codes
BI	Brighton (prev. BTON)
BM	Bournemouth (prev. BOMO)
EH	Eastleigh (prev. ELGH)
FR	Fratton (prev. FTON)
RE	Ramsgate (prev. RMGT)
WD	Wimbledon (prev. WDON)

Unit no. 1704 arrived at Caerwent on Monday 14^th March 2005 with DTC no.76038 being cut-up on Friday 1^st April 2005.

© John Hall

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

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[1] = 4 VEP DTC, Code FB-8B.

[2] = First class seating restored.