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British Railway’s Southern Region
6S /6L /6B
(1001-1007, 1011-1019 & 1031-1037)

Sevenoaks, Thursday 24^th May 1979 with the 18.45 Charing Cross to Hastings standing in the platform with 6L no.1031 (running as 6B) leading. The front power car has been 'borrowed' off unit 1037. A SR-design 4 EPB stands in the down loop having arrived from Holborn Viaduct /Blackfriars (via Swanley). 3D unit no.1301 brings-up the rear of the DEMU train.

The diesel is carrying Cannon Street headcode '33' so may have been diverted due to re-decking work on Charing Cross Bridge (aka Hungerford Bridge).

Click on the image to see the rear of the train!

© John Atkinson

Six-Car ‘Hastings’ Diesel Units

Replacement Stock for London to Hastings (via Tonbridge)

The Tonbridge to Hastings railway line was built with restricted clearances in its tunnels necessitating the use of Restriction 1 stock between Tonbridge – Tunbridge Wells Central – Tunbridge Wells West and Restriction 0 stock between Tunbridge Wells (Grove Junction) and Battle.

Rolling stock was wooden-bodied locomotive-hauled stock with Maunsell coaches providing the mainstay of services. In 1952 the Hastings Line was assessed for compliance with Restriction ‘4’ (C1 gauge) to ascertain scope and costs of works required. The conclusion of this assessment was that Restriction “0” vehicles would have to remain in service. It was decided to build four-number eight-coach trains so on 30^th March 1954 Head Office orders HO 4096 (FK), HO 4097 (TO) and 4098 (BTO) were made; these to be given set numbers 934 to 937.

Further reading on these vehicles may be found in Mike King’s excellent book “An Illustrated History of Southern Coaches” (published by OPC ISBN 0-86093-570-1) which provides the proposed running numbers of these coaches as FK 7423 to 7426, TO 1507 to 1526 and BTO 3238 to 3245.

Although 1955 saw the inauguration of a modernisation scheme for Kent (including Phase 1 & 2 electrification) the Hastings line was not included. However, on 1^st April 1955 the Central Services of the British Transport Commission gave approval for a scheme of twenty-three six-car diesel units (and associated works) leading to the preparation of unit diagrams by May 1955.

On 3^rd May 1955 HO 4200 was issued for seven number 6-car Diesel Electric Units 57’ long / 8’ wide for the London to Hastings service and as a consequence Eastleigh requisitions 0348 and 0353 were issued. Requisition 0348 also contained material for 2 HAP units to HO 4219 and 0353 included material for 6L units to HO 4277. At this time changes were made to window and door layout of engine room changes as well as the vehicle profiles. What had been decided at this time was the building of further units on 63’ 5” underframes.

As a consequence, the Head Office orders HO 4096 (FK), HO 4097 (TO) and 4098 (BTO) to create four number eight-car trains (thirty-two vehicles in total) was cancelled on 16^th May 1955.

During 1955 a number of design changes were made; in particular the removal of side buffers within units and in 1956 the design of the FK cars was altered to provide a door to each compartment instead of doors only to those compartments only opposite corridor doors only.

On 12^th April 1956 HO 4277 was issued for three-number 6-car diesel electric units for Stage 1 of Hastings Line dieselisation comprising 18 vehicles. This was followed by HO 4278 issued for thirteen-number 6-car diesel electric units for Stage 3 of Hastings Line dieselisation including seven units with buffet cars.

By summer 1956 work at Eastleigh had commenced on the diesel electric sets including the first underframe, complete with engine and in 1957 the following Lot numbers were issued:

30329 for Motorcoaches 60000 to 60013

30330 for Trailer Seconds 60700 to 60706

30331 for Trailer Firsts 60500 to 60520.

6S unit no.1004 passing along the Tonbridge Up Fast
on a Dover to Charing Cross train August 1959
© BloodandCustard

New Diesel Stock

Twenty-three 6-car diesel electric units were constructed at Eastleigh works on underframes from Ashford during 1957 and 1958 to enable the London to Hastings services via Battle to be dieselised. This route suffered from restricted clearances in several tunnels and these units were constructed with narrower than normal flat sided bodywork which was 8' 0" wide over panels, though 8' 2½" over gutters and the stepboards protruded making them 9' 0" wide at this level.

Three types of unit were built, the first seven being built on short 56' 11" underframes and classified as 6S, numbered 1001 - 1007. Then followed nine 6L units, 1011 - 1019 built on standard BR 63' 5" underframes and seven 6B units (nos.1031 – 1037) these included a buffet car and were also constructed on standard 63' 5" underframes.

The 6S units started to be delivered in January 1957 for testing and were planned to enter service from June, though a fire in Cannon Street signal box in April led to them entering passenger service early on 6^th May 1957, quickly followed by the first three 6L units in traffic by early June.

A break in production then occurred whilst Eastleigh was building the 2H 2-car diesel electric ‘Hampshire’ units, and the remaining 6L units, followed by the 6B sets entered service from January to June 1958, thereafter the Tunbridge Wells ‑ Hastings line was operated by these units alone until May 1986.

This second batch of units differed slightly from the earlier units and did not have external lighting trunking along the roofs. All units were formed with a motorcoach at each end, flanking four trailers, three second class saloon cars and a side corridor compartment trailer first, this car marshalled towards the centre of the unit.

In the 6B units, the centremost second-class trailer was replaced by the buffet car, the final three of which were fitted out at Lancing works due to pressure of work at Eastleigh, who built the basic structure only, these being the last vehicles to be finished at this works.

New unit no.1019 in store at Bexhill West station.
© Courtesy of Mike Pannell /HDL

Unit Overview

Units were gangwayed within each set, it was not possible to provide a passenger gangway past the power unit. The units were fitted with buckeye couplers throughout, those at unit ends being of the drophead variety and side buffers were provided on cab ends which could be extended for use when coupling to non‑buckeye fitted stock. A central Pullman style rubbing plate was also provided at unit ends for use with the buckeye coupler.

Each motorcoach was provided with an English Electric 4SRKT engine mounted above the underframe in a purpose-built engine room, and two generators were directly coupled to this engine, at the end adjacent to the cab. The larger generator was an EE824 type for traction and heating power, the smaller one attached on the end of the power unit was an EE906 auxiliary generator which supplied power for the lighting, control circuits, batteries and compressors at 90 volts. Each engine was fitted with an exhaust driven Napier MS100 turbocharger, and supplied with fuel from two 170-gallon fuel tanks mounted below the underframe between the bogies. Also mounted here were two battery boxes, that on the left-hand side (with the cab leading) being the starting batteries, those opposite the lighting batteries. The engine produced 500bhp at 850rpm, and normally idled at 470rpm, with other power settings of 620rpm & 750rpm.

The units were powered by the usual EE507 motors, two of sub‑type EE507D, coupled in parallel being mounted in the bogie at the opposite end of the motorcoach from the engine to even out the weight distribution. These motors were to suburban gear ratio, though the 6B units were delivered with express gears but soon altered to suburban, and were interchangeable with those of the BR type EPB units. The units were mounted on BR Mark 2A bogies fitted with roller bearing axleboxes, both those on the motorcoaches both being of the motor bogie variety with a heavier frame, the bogie beneath the power unit being basically a motor bogie without motors in order to support the additional weight of the engine. These units were equipped with the Westinghouse automatic air brake and also an EP brake similar to that fitted to the 4 EPB and subsequent electric units.

The driver’s power controller however had seven notches as opposed to four on EMU stock, these controlled the engine speed, 470rpm up to notch 3, 620rpm in notches 4 & 5, 750rpm in notch 6 and full power 850rpm in notch 7, this thereby controlling the power transmitted to the traction motors. For this reason, and the fact that the units had 90-volt control systems whereas EMU units were 70-volts, meant that these units could not run in multiple with electric stock, despite having similar 27 way control jumpers. They could however run with the 2 & 3-car DEMU units, classes 2H, 3H (Hastings, Hampshire & Berkshire units) and later 3D (East Sussex units) subject to a maximum of five motorcoaches in any one train.

6B unit no.1033, but running with the two 'short' spare power cars (60004 + 60005) approaches Platform C at Waterloo East on Thursday 10^th April 1980 with the 12.45 Charing Cross to Hastings train. Both of unit nos.1033 own power cars had been recently damaged (60036 was written-off) in the tragic derailment at Appledore on 14^th March 1980 and the unit never ran again in its original formation.

© John Atkinson

Use of Short Underframes

BR had two standard lengths of passenger-carrying coaching stock underframe; 56’11” and 63’ 5” over headstocks. The shorter 56’ 11” underframes were used for certain builds of non-gangwayed cars, corridor full-brakes (BG) as well as non-passenger carrying vehicles such as the GUV.

There are a number of thoughts behind the decision to build the (nominal) 57’ diesel units (the 6S sets) and this possibly relates to the 1954 orders for locomotive-hauled coaches. The initial use of 56’ 11” underframe for these locomotive-hauled coaches may have been down to these being closest to the existing 57’ 11” Maunsell Restriction ‘0’ locomotive-hauled carriages (already in use on the Hastings line) for the 30^th March 1954 locomotive-hauled coach HO orders 4096, HO 4097 and HO 4098.

In this respect overall train length could have been a factor in the choice of the 56’ 11” underframe length (including platform length issues at Charing Cross station) with an operational desire to maintain a standard car length. Whilst it was possible that the introduction of lengths longer that the nominal 57’ already in use was considered (and dismissed) for loco-hauled coaches, the use of 63’ 5” may well have come following investigation into their viability during construction of the diesel fleet.

It is also possible that using use this length of 56’ 11” underframe for locomotive-hauled coaching stock may have resulted in a minimum amount of route clearance work (gauging) at a time when the Chief Civil Engineer’s Department (CCE) resources were focussed on the forthcoming Kent Coast electrification. However, significant consideration had already given around the time of nationalisation to gauging issues on the Hastings line with the CCE agreeing with the CMEE a loading gauge for the line (defined in a CME HQ drawing W. 3027) leading to the 1952 decision to continue with Restriction ‘0’. So, the gauging issues on the line were probably well known which enabled a quick decision to the use of 63’ 5” underframes on subsequent builds of diesel units (6L & 6B units). Certainly, the decision to build (nominal) 64’ diesels sets had been made in 1955.

However, the (nominal) 57’ long 6S diesel cars probably came from sheer practicality in terms of time-imperative for new trains and to a lesser degree, cost saving. At the time the order for the diesel units was being approved many of the underframes for the thirty-two locomotive-hauled coaches (HO 4096, HO 4097 and HO 4098) had already been fabricated at Ashford. It may have been decided to use these underframes for the first of the new diesel units which required thirty trailer-coaches (as well as twelve motor-coach underframes).

Besides any cost-saving from the use of these underframes this would have meant a time-saving in the introduction of the first of the new diesel units. This was at a time when there was considerable pressure towards rapid replacement of the ageing locomotive hauled-stock on the route much of which was in poor repair and life-expired; a significant time-imperative.

All this raises a number of questions. For example, the decision to build 6S motor-coaches - was train length /appearance a decision behind not building all the motor-coaches on 63’ 52” underframes? Certainly, the Southern Railway and Southern Region were not averse to electric multiple units formed of different length cars; even styles. Interestingly the carriage shed at St Leonards West Marina was built to accommodate short units (6S). Possibly the decision on long underframes was made too late after the depot construction work.

Ultimately there are a number of valid views and opinions in respect of the use of short underframes and further research is needed into this subject to enable a definitive answer to be found.

St Leonard’s West Marina four-road maintenance shed during its official opening on 5th May 1957. Sitting on road one, unit no.1004 appears to be having dribble….

© British Railways (Mike Pannell /HDL collection)

St Leonards West Marina Depot

A purpose-built depot was constructed for the new diesel units at St Leonards West Marina on the landward side of the coastal line between Hastings and Eastbourne with a four-road maintenance shed and a five road cleaning shed. All four roads in the maintenance shed were fully pitted, and a section of the roof at the Bexhill-end of the shed, about one car length, was raised to accommodate an overhead 25ton crane which spanned two roads, this was capable of lifting a complete power unit and generators out of units through the roof hatch of the motorcoaches for engine exchanges when required.

The cleaning shed had flat roads, and could accommodate a 12-coach train on each road, but was too short so that any trains formed of 6L or 6B units had one car partly in the open. However, two 6S units did fit inside.

Access to the depot was possible using connections to the main line between the two sheds, and there was a further access on a separate line from Bo Peep Junction, this line passing through a new carriage washing machine located behind St Leonards West Marina station and then passing alongside the fuelling point, laid out so that both ends of a 6-car unit could be fuelled at once.

Engine-bay roof-hatch; this enables the 60-litre English Electric 4SRKT power units & generators sets to be removed as one.

© John Atkinson (29^th June 2021)

There were also facilities here to top up oil and coolant in the engines. The depot was not quite ready for the delivery of the first few units, which were out-based at Ashford (1001), Tonbridge (1002) and Bexhill West (1003 /1004) for initial driver training, but was officially opened on 5^th May 1957 which coincided with the entry of the first four units into passenger service the following day. However, some access to the maintenance shed had been possible from late March 1957.

In July 1985 motorcoach S60031 (photographed at St. Leonard’s West Marina) was being used in unit no.1014.

© Tony Watson

The depot received the code SLEO later altered to SE. The carriage sheds continue in use for the stabling and cleaning of SouthEastern’s class 377 electric trains from the Hastings – Tonbridge – London Services; the diesel repair shop is separately leased to St Leonards Railway Engineering Limited for the light maintenance of locomotives and Southern’s class 171 diesel multiple units as well as the preserved Hastings unit. It is therefore possible that (in terms of main line certified passenger rolling stock) this is now the oldest stock still being maintained in its original dedicated maintenance depot.

Preserved unit no.1001 inside the lifting end of St Leonards depot (with its orange travelling crane) on 1^th February 2009.

© Colin Watts

Engine Carrier Wagons

In connection with movements of power units between St Leonards West Marina depot and Eastleigh works, four specially built engine carriers were constructed at Ashford. These were basically four-wheel wagons but fitted with small tool cupboards at each end and their floors had engine mounting points so that the power unit could be securely fixed-down during transit. They were vacuum braked and sometimes moved in booked goods trains, at other times being run as special trains.

A large rounded metal cover was provided to enclose the power unit when loaded onto the wagon gaining to the nickname of Singer sewing-machines.

The first was ordered to SR HO No. A 4336 (BR LOT No. 3077) and numbered DB 998050 and completed by 15^th June 1957. Three more were ordered subsequently, as SR HO No. A 4365 (BR LOT No. 3114) and numbered DB 998051 - 998053, these being completed by 4^th October 1958.

All survived until 2005 (though out of use), three at Eastleigh works and one at Stewarts Lane. DB 998052 was subsequently preserved at St Leonards depot.

ADB998050 at St. Leonard’s West Marina depot on 25^th February 2006
© Colin Watts

Unit Modifications

There were almost immediate problems with fuel injection pump seizure which became apparent during trial running of units, these had to be changed from a Bryce Berger type to new ones manufactured by CAV and this involved retuning the engines which was carried out by staff from English Electric, some engines being dealt with at Eastleigh and others at St Leonards.

The engines fitted to the ‘1957’ units were those affected, later units having engines fitted with the CAV pumps from new. Units nos.1003 /1004 were the first modified and these two were therefore used on the Bexhill West - Cannon Street driver training trips to maximise the mileage worked by the modified power units.

The units were also found to be rather noisy from new and the exhausts were fitted with ‘straight through’ silencers starting in the autumn of 1959. The train heating was only really effective when the engine speed was above 620rpm and units were fitted from new with a switch which could be operated by the driver to speed-up the engine to this speed when the train was stationary. However, experience during the first winter of 1957 /1958 led to a modification which, when the heating thermostat was closed and the master controller closed automatically speeded-up the engine to ‘notch 4’ position, though without the traction motors being connected. This overcame complaints that units became cold during prolonged periods of slow running or coasting; there was a time delay relay in the circuit to allow engine speed to drop back to 470rpm before traction power could be applied again.

As built, units had horizontal shutters on the outside of the radiator aperture on the offside of the motorcoaches; these openings could be varied. However, these were replaced by wire mesh grilles during 1961 to simplify maintenance and avoid the odd occasion when the moveable openings did not work correctly causing engines to overheat.

Problems with poor riding and bogie frame cracking were the more serious encountered, similar to those found on the BR type 2 EPB and 2 HAP and the Hampshire units led to the bogies of all being modified at Ashford works from August 1958, being fitted with additional dampers, new sidespring hanger brackets and BTR vibro-dampers at the bottom of the sidespring hangers and various other modifications to improve them, being re-designated Mark 4 at the end of this programme.

Few other modifications were needed as the design was very sound, some brushgear was removed on the auxiliary generator to minimise commutator glazing. Buckeye release chains intermediately within the unit (rarely used) passed through a short section of tubing attached to the underframe, these caused very occasional snagging which could (and very rarely did) cause inadvertent uncoupling, so the tubing guides were removed, though traces of the cut-off brackets remained for the life of the vehicles.

A water radiator was installed in guard’s brakevans during the early 1960s supplied with hot water from the engine cooling system. Much later in the units’ lives, the doorway from the brakevan into the engine room was panelled over to reduce noise in the brakevan, a loudaphone then having to be installed here as the guard no longer had access to the one provided in the adjacent cab.

From c.November 1959 until January 1960 units were taken into works one at a time for modifications to heating and engine control systems. During this time the 3.21pm Tunbridge Wells Central to Hastings train reverted to steam stock.

During their first C1 overhauls at Eastleigh from 1964, the wood veneer panelling of the passenger saloons had Formica panels stuck over them (two vehicles from no.1003 missed out on this programme retaining wood veneer panelling until withdrawal, possibly as this unit was given a C1 overhaul at Lancing in December 1962) and the units were fitted with air horns in place of whistles (unit 1037 being the first so fitted during a repaint at Lancing in May 1962).

6S units given first ‘C1’ overhauls as follows (‘paint dates’ quoted):

1001	14^th December 1965
1002	22^nd August 1964
1003	28^th December 1962
1004	c.April 1964
1005	28^th April 1965
1006	17^th August 1965
1007	5^th May 1966

Unit 1003 was done at Lancing, the others at Eastleigh.

Major body overhauls were transferred to Eastleigh works following the closure of Lancing carriage works.

Southern Region ‘Track & Vehicle’ tests

One Hastings unit (which?) used for ‘Track & Vehicle’ tests past a measuring point at Horley in May 1957. Other trains used in these comparative tests were:

Suburban formation of 2 EPB units

COR/BUF/COR formation

Merchant Navy locomotive and hauled stock

Diesel locomotive 10203 and hauled stock

Electric locomotive 20003 and hauled stock.

Sunday, 14^th June 1964 (the last day of the Bexhill West branch) 6S unit nos.1007 (4-car) and 2H no.1120 come off the subsequently demolished Combe Haven Viaduct.

© Courtesy of Mike Pannell

Vehicle Details

Details of vehicles ordered for the Hastings Diesels were as follows with number range, units allocated, LOT numbers, building date, diagram number and Southern Region electrical codes (allocated about 1963) and a subsequent national BR design code.

Vehicle Nos.	Unit Nos.	LOT No.	Date built	Vehicle type	Diag. No.	SR Code	BR Code
60000 - 60013	1001 - 1007	30329	1956 /57	MBS	650	MA	DB2.01.0A
60014 - 60019	1013	30395	1957	MBS	651	MA-1A	DB2.02.0A
60020 - 60031	1014 - 1019	30391	1957 /58	MBS	651	MA-1A	DB2.02.0A
60032 - 60045	1031 - 1037	30391	1958	MBS	651	MA-1A	DB2.02.0B
60500 - 60520	1001 - 1007	30331	1956 /57	TSO	670	SB	DH2.01.0A
60521 - 60529	1011 - 1013	30397	1957	TSO	671	SB	DH2.02.0A
60530 - 60547	1014 - 1019	30394	1957 /58	TSO	671	SB	DH2.02.0A
60548 - 60561	1031 - 1037	30394	1958	TSO	671	SB	DH2.02.0B
60700 - 60706	1001 - 1007	30330	1956 /57	TFK	660	SA	DH1.01.0A
60707 - 60709	1011 - 1013	30396	1957	TFK	661	SA-1A	DH1.02.0A
60710 - 60715	1014 - 1019	30392	1957 /58	TFK	661	SA-1A	DH1.02.0A
60716 - 60722	1031 - 1037	30392	1958	TFK	661	SA-1A	DH1.02.0B
60750 - 60756	1031 - 1037	30393	1958	TB	678^#	SC	DN4.01.0A

^Note
^#	These buffet cars new as diagram 18 in BR catering series, but all amended to 678 in SR multiple unit series from 2‑Sep‑61.

Unit no.1011 on a Down service at Tonbridge with two EDLs (type JB) on the Up.
© Colin Watts

Into Service

Following new units being released from Eastleigh works they usually ran trials in the area before moving to the Eastern Section. Initial short trial runs took units to Fareham, Andover or Alton, with longer trips to Bournemouth or Weymouth (sometimes via Ringwood). For more details see later appendix.

These units when outshopped were the first (along with the Euston ‑ Watford electric units) to carry the new style circular BR carriage crest.

From 6^th May 1957, emergency timetable for Cannon Street fire, first passenger trains worked were:

6.58am Hastings - Cannon Street & 10.25am Charing Cross - Hastings.

7.26am Hastings - Cannon Street & 5.18pm Cannon Street - Hastings.

1.10pm Hastings - Tonbridge & 6.3pm Cannon Street - Hastings.

Only units 1001 to 1006 were available at the commencement of this working, though 1007 & 1011 to 1013 all ready for service by mid-June and all were needed from 17^th June 1957 when further trains were turned over to diesel operation.

The dates upon which units commenced service were as follows:

6S units		6L units		6B units
1001	17-Jan-57	1011	9-May-57	1031	28-Apr-58
1002	31-Jan-57	1012	20-May-57	1032	15-May-58
1003	28-Feb-57	1013	5-Jun-57	1033	21-May-58
1004	5-Mar-57	1014	14-Jan-58	1034	27-May-58
1005	15-Mar-57	1015	22-Jan-58	1035	30-May-58
1006	10-Apr-57	1016	3-Feb-58	1036	4-Jun-58
1007	24-Apr-57	1017	17-Feb-58	1037	7-Jun-58
		1018	3-Mar-58
		1019	24-Mar-58

Stage 1 of the Diesel Timetable

Stage 1 of the diesel timetable commenced from 17^th June 1957 (the final phase of the dieselisation scheme being from 9‑Jun‑58) with the initial mixed steam /diesel service using units 1001 - 1007 & 1011 - 1013 continued into 1958. Diesel units worked into Victoria during the diversions in December 1957 in the aftermath of the St Johns collision, whilst on Sundays in January 1958 a programme of engineering work saw Sevenoaks tunnel closed and diesel units ran via Redhill with a few trains taking the Crowhurst Spur and running via Oxted.

Further steam trains were turned-over to diesel operation from 8^th April 1958 when units up to 1018 were available for traffic.

Stage 2 of the Diesel Timetable

The Hastings units provided the whole service between London and Hastings via Battle from 9^th June 1958 with the full diesel timetable introduced using all the units (including the buffet units) and the commencement of buffet workings, until the line was electrified in 1986. The full diesel timetable from this time provided an hourly service from Charing Cross calling at Waterloo, Sevenoaks, Tonbridge and Tunbridge Wells where the train divided, the front unit running fast to Crowhurst and then all stations to Hastings, the rear unit following from Tunbridge Wells calling at all stations to Hastings.

Trains with advertised refreshment facilities all had one 6B unit in the formation, these usually working the fast portion below Tunbridge Wells, but they were also diagrammed on the slow portions of some trains.

Other peak period trains ran to Cannon Street, most being formed of two 6L units to maximise seating capacity. There were variations early in the day and during the evenings not all trains split at Tunbridge Wells. 6S diagrams kept these units off most of the peak period trains due to their lower seating capacity.

There were a few trips diagrammed on the Ashford ‑ Hastings line from the start and from June 1957 a through train each way operated from Hastings to Cannon Street via Ashford, the unit attaching to another which had come via Battle at Tonbridge.

Also, from June 1958 the units were used more extensively at weekends on the lines affected by the Kent Coast electrification scheme to assist with train operation disrupted by the associated engineering works. Two 12-car sets (one 2x6L and one 2x6S) being used, the 12L running Folkestone Central - Charing Cross, then a return trip to Deal and back from Charing Cross to Folkestone Central, whilst the 12S formation worked from Folkestone Central to Charing Cross, then Charing Cross to Canterbury West & New Romney splitting at Ashford, both units working back to Ashford and attaching and continuing to Charing Cross, then back to Folkestone Central. Both these trains ran ECS from St Leonards to /from Folkestone Central to position the stock.

During the winter of 1958 /1959 repairs to Sevenoaks Tunnel and other electrification work saw many weekend Hastings line trains diverted via either Oxted or Redhill. Units continued to use the Redhill route for diversions throughout their lives, and were regularly diverted between Sevenoaks and Chislehurst via Otford & Swanley.

From 5^th January 1959 most weekend trains on the Hastings line were reduced to six cars only with no splitting at Tunbridge Wells, this released further units for operation on the Kent Coast lines. From 12^th April 1959 a unit was diagrammed on Sunday to form the 2.10pm Tonbridge to Brighton and 3.55pm return.

Preserved 1001 on an excursion at Cambridge Yard 5^th December 2009
with railwaymen Messers Watts & Armitage changing the headboard
© Doug Gannon

Reduction in Buffet Cars

Some economies on the Hastings line were introduced in January 1964 with buffet facilities withdrawn from all weekend trains and the range of meals much reduced with all cooked items removed from the menus. The cars were now only manned by a single attendant and the number of trains with buffet facilities also reduced, there now only being four 6B unit diagrams.

This resulted in two 6B units (nos.1031 /1032) losing their buffet cars at this time, resulting in 1032 running with former 6S trailers for many years. These two units were reclassified as 6L despite no.1032 being non-standard.

The buffet cars were withdrawn and stored at Micheldever and two trailers removed from 6S no.1007 to make-up the shortfall in no.1032. Unit no.1007 then ran as a 4S unit mostly on the Ashford ‑ Hastings line (though with a midday trip to Tunbridge Wells returning with the school train to Hastings).

Reformation for the 3R Units

Three 6S units (nos.1002 /1003 /1004) were disbanded in the autumn of 1964 to provide cars to form the 3R units for the Reading to Tonbridge line, this resulted in several trailers becoming spare, two TSOs being used to restore 1007 to 6S once again, whilst one TSO and three TFKs were stored spare at Micheldever.

Hither Green Derailment

All four trailers of unit 1007 were withdrawn following serious damage in the Hither Green accident in November 1967 and were replaced by cars spare from the formation of the 3R units in late 1964, these having been stored spare at Micheldever in the meantime. Two TFK vehicles were downgraded to TSK and used initially in 1007 where the reduced seating capacity proved unsatisfactory and they then went into 1032 making it further non-standard and usually used on 6S diagrams as a result.

During engineering works, unit no. 1006 undertakes a reversal at Edenbridge to return to Tonbridge (circa October 1974).

© Tony Watson

Operating away from the Hastings Line

6S units were diagrammed on some Oxted line trains from June 1962 pending delivery of all the 3D ‘Oxted’ units, the last of these being ready by the end of the year, and were used again on this line in the latter part of 1964 covering a shortage of electrically heated loco‑hauled stock, units also working between Tonbridge and Brighton via Uckfield at this time.

6S unit no.1005 passes through Godstone
on a diverted Up service (17^th March 1979).

© Tony Watson

A 6S unit gained a regular early morning working between Tonbridge and Redhill in 1968, this later being altered to work between Tonbridge and Eridge from 1971.

6L unit no.1012 at Edenbridge (16^th September 1978).

Photographer Tony Watson recalls “Seen from Edenbridge signalbox, where I was a frequent welcome but unofficial guest, 1012 rattles past on a diverted Hastings-Charing Cross service.

 I well remember about ten minutes later when the following up local train passed the box at the same time as a down diverted fast. The signalman sent "out of section" simultaneously to Penshurst and Godstone, both of whom immediately offered on the next trains. The cacophony of two demus and two lots of block bells at the same time was incredible, and my look of horror attracted comment from the signalman who competently distinguished and acknowledged the two lots of bells, operated the levers and instruments and recorded the whole lot neatly in the ledger”.

© Tony Watson

Units (usually 6S) were loaned from time to time to work on the Oxted lines at times of shortage of 3-car units, whilst 6B units were often used on race specials between Victoria and Lingfield, working up from Ore to Victoria in place of an electric train.

A 6S unit had been loaned to the Oxted line to cover unit shortages and after the morning peak was usually stabled at New Cross Gate. Lead by an unidentified 3H unit, a 6S heads through Sydenham on the Up Slow having worked an extra race service from Victoria to Lingfield (7^th November 1978).

© Tony Watson

At weekends spare units were regularly used on special and excursion trains, these sometimes took units off the Southern Region, with ‘Merrymaker’ trips as far afield as Spalding, Swansea and Plymouth known to have operated.

Unit no.1012 at Axminster on a Saturdays-only Brighton – Exeter Service in 1976. ^©

Brighton – Exeter
(Saturdays Only)

Hastings units were diagrammed to work the Saturday train between Brighton and Exeter St Davids from May 1972, this working being formed of a 6B in winter months with a 6L /6B formation used in the summer period. It lasted until the May 1977 timetable.

Brighton – Exeter timings from a 1978 leaflet
© Colin Watts collection

Hastings Line Service Changes

Further timetable cuts from 7^th November 1965 on the main Hastings line saw the end of the splitting of trains at Tunbridge Wells (however this continued in the peak hours) and many off peak trains were now formed of a single unit throughout to London calling at all stations on the Hastings line itself.

This timetable level remained in force for many years with only detail changes including the closure of the halt at Mountfield on 6^th October 1969.

By 1977 with no immediate plans for electrification of the Hastings line it was felt some improvement to the timetable was due and a new pattern was introduced from 2^nd May 1977. Early, peak‑hour and late trains were largely unaffected but between the peaks and all day on Saturdays two trains per hour were run from Hastings through to Charing Cross, a slow service calling at Waterloo, Orpington, Sevenoaks, Tonbridge and all stations to Hastings, leaving Charing Cross at xx.45 and Hastings at xx.44 and took about 105 minutes. A new fast service was introduced leaving Charing Cross at xx.15 and Hastings at xx.25. These trains called only at Waterloo, Tonbridge, Tunbridge Wells, Battle and St Leonards Warrior Square and took about 90 minutes for the journey. The increased unit requirements for this service led to a reduction in the amount of use the units saw on special traffic duties.

Disbandment of the 3R Units

The 3R units were disbanded during 1979 and two of the three units disbanded in 1964 were reformed and two spare motorcoaches were then available to substitute for defective ones in other units. One compartment of the trailer firsts in 6S units, and two in 6L & 6B units were downgraded to second from early 1980.

Five-car ex.6B no 1034 (now 5L) & DMMU at Tonbridge
© Colin Watts

Withdrawal of Buffet Cars

All buffet facilities were withdrawn from May 1980 due to the condition of the buffet cars, which were progressively removed from the 6B units and scrapped, these units then running as 5-car sets classified as 5L. The fast trains introduced in May 1977 were mostly withdrawn again during some economy cuts in January 1981.

Motorcoach no.60001 (unit no.1001) at Eastleigh Works
© British Railways (Mike Pannell collection)

Liveries

Units were introduced in green livery with green ends. They started gaining small yellow warning panels on cab ends from January 1964. During 1956 and whilst in Eastleigh Works, a variation on the ‘speed whiskers’ (four tapering horizontal lines wrapping around the corners of the cab underneath a single bodyside line – possibly straw /yellow?) was applied to motorcoach no.60001 (unit no.1001). However, this was not progressed and was quickly removed.

Unit	Green (yellow panel)	Green (full yellow)	Blue (yellow panel)	Blue (full yellow)	Blue /Grey	Notes
1001	14-Dec-65	No	No	No	8-Jan-69
1002	22-Aug-65	Disbanded				Disb.
1002	-	-	-	-	*14-May-79	Reformed
1003	1-May-68	Disbanded				Disb.
1004	Apr-64	Disbanded				Disb.
1004	-	-	-	-	*6-Oct-80	Reformed
1005	28-Apr-65	No	No	No	25-Mar-69
1006	17-Aug-65	No	No	No	30-Aug-68
1007	5-May-66	No	No	No	25-Apr-68
1011	No record	Jul‑87^#1	No	9-Feb-67	29-Dec-69
1012	14-Mar-66	No	No	No	17-Dec-68
1013	7-Nov-66	No	No	No	15-Oct-69
1014	21-Jun-65	No	No	No	22-Sep-69
1015	20-Feb-65	No	No	No	17-Oct-67	1^stblue /grey
1016	No record	No	15-Oct-66	No	18-Aug-69
1017	4-Feb-66	No	No	No	28-Jun-68
1018	Jan-62^#2	No	No	17-May-67	27-Jun-69
1019	6-Oct-65	No	No	No	20-Sep-68
1031	22-Jun-66	No	No	No	14-Feb-69
1032	13-Oct-64	No	No	No	28-May-68
1033	No record	No	24-Aug-66	No	17-Jun-69
1034	7-Dec-64	No	No	No	13-May-69
1035	20-Jan-64	No	No	No	11-Nov-68
1036	14-Mar-64	No	No	31-Mar-67	25-Nov-69
1037	15-Jun-64	19-Jun-67	No	No	11-Feb-70	Last green^#3
Notes:
*	Prior to the first entry shows the livery carried when the unit was renumbered.
^#1	Unit painted green Jul‑87 as 203001 (ex.1011).
^#2	Unit subject to trials with yellow warning panels; the full width and height up to whistle-level of the cab end’s flat section being painted yellow c.Jan‑62.
^#3	Last ‘original’ BR green unit - excluding unit 203001 (ex.1011) painted green Jul-87.

6S units were first ‘varnished’ at Lancing during 1959 as follows:

1001	October 1959
1002	November 1959
1003	August 1959
1004	October 1959
1005	September 1959
1006	July 1959
1007	September 1959

6L units also varnished at Lancing:

1017	February 1960
1018	March 1960

Unit no.1018 (with vertical yellow warning panel) upon arrival at Hastings on 12^th August 1966. It is understood that some fifty-five years later one-end of preserved unit no.1001 has now received such a warning panel instead of its full-yellow end.

© Richard Prentice

Unit no.1018 was subject to trials with yellow warning panels; the full width and height of the cab end’s flat section being painted yellow circa. January 1962 through to 17^th May 1967 when it was repainted blue with full yellow ends. This warning panel was also trialled on 4 CEP unit no.7146 along with Eastern Region emu stock.

BR Corporate Blue Liveries

Units began to be repainted into blue livery from August 1966, unit no.1033 being the first (and also unit 1016) having small yellow panels similar to the green units, with unit numbers in white. Units 1011, 1018 & 1036 were also painted blue, these having full yellow ends. However, unit no.1037 gained full yellow ends whilst still in green livery.

All other units went directly from green with yellow panels to blue /grey with full yellow ends.

Unit no.203 001 at London Bridge

© Colin Duff

Electrification of the Hastings Line
(May 1986)

A modernisation scheme for the Tonbridge - Hastings line was announced in October 1983 involving electrification and resignalling the line, the tracks through the restricted width tunnel bores at Somerhill, Strawberry Hill and Wadhurst being singled (Mountfield Tunnel had already had this treatment during 1975 in connection with structural defects in the tunnel).

This plan was costed at just under £24 million and relied upon the use of existing electric multiple unit stock to operate the line upon completion. With electrification impending, some Hastings vehicles in poor condition started to be withdrawn during the 1980's leading to hybrid formations of long /short vehicles in one unit, the making up of the 5L units to 6L. A few cars were used in 3-car diesel units to replace accident damaged vehicles.

The full electric timetable was planned to be introduced from 6^th May 1986 and the whole fleet of 6-car sets were withdrawn in April & May 1986, mostly for disposal, but as 1001 /1002 /1011 /1012 & 1013 did not have blue asbestos insulation, some cars from these sets saw further service (both passenger and departmental) with a number of others were sold for preservation.

The units were always based at St Leonards depot whilst in use on the Hastings line, but following electrification, and the closure of this depot during 1987, the few vehicles remaining in traffic were then based at Selhurst depot.

Main works attention was usually at Eastleigh, though Lancing was used prior to its closure in 1963, and a few units were overhauled at Swindon from time to time, bogie and running gear overhauls were done at Chart Leacon and some unclassified repairs were undertaken at Selhurst.

All units containing blue asbestos insulation had their cabs stripped of this at Strawberry Hill during the mid-1970's. Following withdrawal of the bulk of the fleet in May 1986, most vehicles were stored, often for quite long periods, and various components were recovered prior to disposal for scrapping.

The Mark 4 bogies were exchanged with Mark 3D ones from 2 EPB units and many engine parts removed for further use in 3-car units or sold to Northern Ireland and Pakistan railways who owned units with similar power units. As a result, cars were sent for scrapping not formed as complete units.

Thursday 10^th April 1980 and the 12.45 Charing Cross to Hastings in Plat.C at Waterloo East with 6S no.1003 power cars on 6B no.1033 trailers. Signs of the alteration of the unit number from no.1203 to no.1003 can be seen (this being MBS 60004).

© John Atkinson

6S Units 1001 to 1007

These units were built on the ‘short’ 56' 11" underframes and each vehicle of the unit was 58' 0" long over bodywork, giving a total unit length of 358' 9¼".

Overall unit weight was 226 tons 4 cwt and seating capacity was fourty-two first and two-hundred second-class. Lot Numbers for these units were as follows: MBS 30329, TSO 30330, TFK 30331, these being ordered 13‑12‑56 (probably under authority of HOO No. 4277).

Motor Brake Second (MBS)

Motorcoaches weighed 54 tons 12 cwt, 31 tons being carried by the leading bogie beneath the cab (axle load 15 tons 10 cwt) and 23 tons 12 cwt on the motor bogie at the rear (axle load 11 tons 16 cwt). The motorcoach consisted of the driver's cab (usually entered from behind via the engine room) but with an emergency exit door fitted on the offside.

Behind was the engine room with inwards opening doors each side just behind the cab; there was also another outwards opening door on the offside for access. The engine was mounted centrally in this area, the generators being attached to the cab end of the engine. At the other end the engine was linked to a radiator compartment which was slightly offset to the offside; a gangway being provided past this on the nearside with access into the guard's brakevan. A large exterior air intake grille, covered by movable shutters was provided on the offside by the radiator compartment.

Next came the guard’s compartment; the access door to the engine room offset to the nearside. Both sides were provided with a double door, one opening inwards for normal use and another outward for use when loading bulky luggage and parcels. The guard's brake was 8' 11½" wide.

Access to the passenger area was by another offset sliding door (this time to the offside) leading into a full width passenger entrance vestibule. A further sliding door allowed access to the three-bay passenger saloon. Seating was two-by-two each side of the central aisle. However, due to the restricted width of these vehicles the sliding door was slightly off centre and only one seat provided on the right-hand side of it as you entered the saloon. This arrangement applied also in all the second-class trailer cars.

Each seating bay was provided with a large sidelight window with two sliding ventilator windows located above them. Aluminium luggage racks ran the length of the saloon at cantrail height and below them above each seating unit. Also, above the seats at saloon ends were reading lamps; each controlled individually by a switch below them (provided the train lighting was switched on by the guard). At the inner end of the car was a further passenger entrance vestibule. This saloon seated twenty-two and the engine and guard’s brake occupied just over half the length of the car.

Trailer Second (TS)

Each trailer second weighed 29 tons and consisted of at one end two lavatories situated one each side of a short central gangway which opened out into an entrance vestibule. A sliding door led into a three-bay saloon, identical in layout to that in the motorcoaches and seating twenty-two. A central vestibule divided this from another saloon of four bays seating thirty and there was another entrance vestibule at the end of the vehicle which seated fifty-two overall. Each unit had three of these trailers, two marshalled against one motorcoach with the third against the other - always with the lavatory end towards the respective motorcoach.

Trailer First (TF)

The trailer first weighed 30 tons and had a lavatory compartment at each end and seven first class compartments each seating six, with a full-length side corridor. Each compartment had an exterior door on the compartment side of the car, whilst there were four along the length of the side corridor opposite the first /third /fifth /seventh compartments. Each doorway had ¼ light windows on each side, whilst along the corridor side there were standard large sidelights with sliding ventilators, one between each doorway. This car therefore seated fourty-two first-class, and was marshalled towards the centre of the unit, with one trailer second one side, two the other and the corridor was nearside when this car was the third vehicle in direction of travel.

Into Service

All 6S units entered service in all over green livery and later acquired small yellow warning panels on cab ends from about 1964. The second class seats were trimmed with a red coloured ‘repp’ material with a pattern known as ‘sprig & octopus’ by enthusiasts of the time, all units except no.1003 were retrimmed with the more widespread ‘trojan’ grey with coloured square dot moquette during their first major body overhauls (no.1003 was done at Lancing and retained the earlier style until it was disbanded to form the 3R units). Vehicles were also allocated electrical codes from about 1963. All were repainted directly into blue /grey livery with full yellow ends during 1968 /1969, and retained this scheme until withdrawal.

Units nos.1002 /1003 & 1004 were disbanded during November 1964 to allow the formation of the six 3R unit nos.1201 ‑ 1206 in January 1965 and unit no.1007 ran as a 4-car with two trailer seconds removed from January to November 1964, these cars being used to replace two withdrawn buffet cars in 6B units.

Unit no.1007 reverted to 6S from November 1964 utilising two trailer-seconds made spare following the formation of the 3R units, but all four trailers of this unit were written off in the Hither Green derailment in November 1967 and a series of complex reforms took place with 6L & 6B units, at the end of which no.1007 was a standard 6S once again.

Units were allocated class number 201 in the BR TOPS computerised numbering system, though none ever received six‑figure numbers reflecting this. The 3R units were disbanded during 1979 and unit nos.1002 & 1004 reconstituted though not in exactly their original formations.

Due to the losses mentioned earlier, unit no.1003 was formed only of two motorcoaches, these acting as spare vehicles for the whole 6-car fleet. From January 1980, one compartment in the trailer first was downgraded to second, the compartment to the left-hand end when viewing this car from the corridor side and this car now seated thirty-six first and six second, unit totals now being thirty-six first and two-hundred & six second-class. The SR Code was unaltered, but the BR Code was revised to DH3.03.0A.

Note: Unit formations shown below and alterations to them only reflect longer term alterations recorded officially. These units were subject to numerous short-term substitutions of individual vehicles, usually motorcoaches and buffet cars and these were short term and not recorded, and no renumbering of any vehicles took place. Units temporarily formed with other motorcoaches often worked diagrams which turned the train and when reformed with the correct cars these were often at the opposite end relative to their trailers. Sets of trailers had fairly fixed formations and as the control jumpers were not duplicated on these cars, had to be formed in the correct sequence. Motorcoach jumpers were duplicated on each side, and these could and did run back‑to‑back when required, usually to and from workshop attention. This applied equally to all the units in the fleet.

Unit formations were as follows, nos.1002 /1003 /1004 being shewn twice with original and 1979 formations. ‘Paint dates’ are shown below unit number.

Unit	MBS	TSO	TFK	TSO	TSO	MBS	Notes
Diag. No.	650	670	660	670	670	650
Code	MA	SB	SA	SB	SB	MA
1001 17-Jan-57	60000	60501	60700	60500	60502	60001
1002 5-Feb-57	60003	60503	60701	60504	60505	60002	(new)
1002	60003	60504	60701	60505	60503	60002	(1979)
1003 18-Feb-57	60005	60508	60702	60507	60506	60004	(new)
1003	60005	‑	‑	‑	‑	60004	(1979)
1003	60005	60535 ^1	60711 ^2	60533 ^3	60534 ^4	60004	(4-86)
1004 4-Mar-57	60006	60510	60703	60511	60509	60007	(new)
1004	60006 60007	60554 ^5 60510	60718 ^6	60555 ^7 60506 60702 ^8 60554 ^9 60549 ^10 60546 ^11	60510 60509 60506	60007 60006	(1980)
1005 15-Mar-57	60009	60512	60704	60513	60514	60008
1006 30-Mar-57	60010	60517	60705	60516	60515	60011
1007 12-Apr-57	60013 60012 60013 60012	60518 60520 60511	60706 60703	60520 60507 60539 ^1260702 ^15 60518	60519 60508 60541 ^1360701 ^16 60519	60012 60013 60026 ^14 60013

Notes
1	Long frame TSO, diagram 671, code SB-1A.
2	Long frame TCK, diagram 661, code SA-1A.
3	Long frame TSO, diagram 671, code SB-1A.
4	Long frame TSO, diagram 671, code SB-1A.
5	Long frame TSO, diagram 671, code SB-1A.
6	Long frame TFK, diagram 661, code SA-1A.
7	Long frame TSO, diagram 671, code SB-1A.
8	Downgraded TFK now TSK, diagram 660 (modified), code SD.
9	Long frame TSO, diagram 671, code SB-1A.
10	Long frame TSO, diagram 671, code SB-1A.
11	Long frame TSO, diagram 671, code SB-1A.
12	Long frame TSO, diagram 671, code SB-1A.
13	Long frame TSO, diagram 671, code SB-1A.
14	Long frame MBS, diagram 651, code MA-1A.
15	Downgraded TFK now TSK, diagram 660 (modified), code SD.
16	Downgraded TFK now TSK, diagram 660 (modified), code SD.

Individual Unit Notes (6S)

Unit	Notes
1001	From 18^th February 1957, no.1001 based at Ashford for all station trips to Tunbridge Wells via Hastings. MBS cars 60000 & 60001 running ecs back‑to‑back damaged in derailment at Appledore 14‑Mar‑80. 3R unit nos.1205 & 1206 temporarily disbanded and MBS cars 60006 & 60007 replaced 60000 /60001 until Jul‑80 when own MBS cars repaired. During this period, unit displayed 1205 at one end, 1206 at the other and one MBS was in all-blue livery. Unit withdrawn 12‑May‑86 (last working 23.12 Tonbridge to Hastings) and stored at Ore. MBS 60000 used on adhesion tests in Salisbury area during the autumn that year, moving from St Leonards depot to Salisbury 20‑Oct‑86 and returned from Eastleigh to St Leonards 7‑Feb‑87 and back to Ore for store 25‑Feb‑87. Unit moved from Ore to Chart Leacon for bogie recovery 6‑Feb‑89, then returned to Ore, only the two motor-bogies were recovered by BR. Whole unit sold for preservation 10‑Mar‑89.
1002	From 20^th February 1957, no.1002 based at Tonbridge for crew training. Unit disbanded Nov‑64 at Chart Leacon and 60002 & 60503 to 3R no.1201, 60505 to 3R no.1203 and 60504 & 60003 to 3R no.1202. TFK 60701 moved to Eastleigh 4‑Jan‑65 and on to Micheldever 23‑Apr‑65 and stored spare there until 2‑Jan‑68 when taken to Eastleigh for overhaul and downgraded to TSK seating 42 second thence initially formed into 6L no.1017 from 5‑Jul‑68. Unit no.1002 reinstated from 14‑May‑79, initially as 5-car only with 60002 & 60503 (ex 3R no.1201), 60701 reconverted to TFK ex TSK (ex no.1032) and 60504 & 60003 (ex 3R no.1202), retaining 600hp engines. Unit made up to 6S from Oct‑79 by addition of 60505 (ex 3R no.1203) and back to original formation. Unit withdrawn 12‑May‑86 (last working 22.45 Charing Cross to Hastings 11‑May‑86) and stored at Ore. Both MBSs to St Leonards depot for engine recovery by 31‑May‑86. Cars 60002, 60504 & 60003 all reinstated and converted to departmental use during Autumn 1986 as ‘Sandite’ unit 066 (unofficially later numbered no.1066) being renumbered ADB977376, ADB977379 & ADB977377 respectively. TSO 60504 moved from Ore to Selhurst depot 11‑Jul‑86 for the Sandite conversion. Both MBSs had replacement engines taken from withdrawn no.1032 and moved to Selhurst 22‑Sep‑86. Trailers 60503, 60505 & 60701 were later moved to Chart Leacon for bogie recovery, then to Sevenoaks, moving from there to Vic Berry, Leicester for scrapping 30‑Oct‑89. Due to poor condition, unit no.1066 withdrawn at end of 1992 Sandite season, ADB977379 to Strawberry Hill for stripping of parts to convert 60660 (ex 205101) to a Sandite vehicle. ADB977376 & ADB977377 to Eastleigh BRML for stripping 13‑Jul‑93. Both vehicles to Gwent Demolition, Margam for scrapping 31‑Mar‑94, and cut up w/e 5‑Nov‑94. ADB977379 stored at Selhurst until moved to Mayer Parry, Snailwell for scrapping Jul‑98.
1003	From 11-Mar-57, nos.1003 & 1004 were based at Bexhill West. Ran daily (SX) trip to Cannon Street departing at 10.25am, arriving 12.17pm, returning at 1.32pm and arriving back at 3.24pm. These trains stopped at all stations to Sevenoaks, then fast to London. Following the Cannon Street signalbox fire, these trips were altered to run to /from Holborn Viaduct from 15-Apr-57. Unit disbanded Nov‑64 at Chart Leacon and 60005 & 60506 to 3R no.1204, 60004 to 3R no.1203, 60507 & 60508 to 4S no.1007 to return this unit to 6S. TFK 60702 moved to Eastleigh 4‑Jan‑65 and on to Micheldever 23‑Apr‑65 and stored spare there until 2‑Jun‑68 when taken to Eastleigh for overhaul and downgraded to TSK seating 42 second and initially formed into 6L no.1032 from 31‑May‑68. Following disbanding of 3R unit nos.1203 & 1204, a ‘new’ no.1003 formed from Oct‑79 consisting only of MBSs 60004 & 60005. These two cars used (usually as a pair) around the trailers of other units with defective MBS cars. For the last weeks prior to electrification, unit no.1003 made up to a 6-car using trailers 60535, 60711, 60533 & 60534 (ex-disbanded 6L no.1015), this formation lasting only from 7‑Apr‑86 until unit withdrawn 27‑Apr‑86 (last run 17.36 Cannon Street to Hastings 25‑Apr‑86 with unit no.1036). Five cars, 60004, 60534, 60533, 60711 & 60535 moved to Tonbridge for store 27‑Apr‑86, all later being taken to Chart Leacon for bogie recovery prior to being moved to Mayer Newman, Snailwell 30‑Jun‑87 arriving 2‑Jul‑87. The cars were burnt as follows: 60533 15‑Jul‑87, 60534 16‑Jul‑87, 60711 17‑Jul‑87, 60535 21‑Jul‑87 and 60004 22‑Oct‑87. MBS 60005 retained at St Leonards for engine recovery, stored in Hastings Goods Yard and returned to depot for stripping 17‑May-86. It then returned at Hastings Goods Yard 13‑Aug‑86 until August 1987 prior to moving to Ore, then to Chart Leacon for bogie recovery 14‑Apr‑88, then taken to Tonbridge early in July, to Paddock Wood 13‑Jul‑88 and on to Sevenoaks for store shortly afterwards. Moved for scrapping 11‑Oct‑88 but delayed en-route and forward from Harlow Mill to Mayer Newman, Snailwell 14‑Jun‑89 where the car was burnt 5‑Jun‑90.
1004	From 11-Mar-57, nos.1003 & 1004 were based at Bexhill West. Ran daily (SX) trip to Cannon Street departing at 10.25am, arriving 12.17pm, returning at 1.32pm and arriving back at 3.24pm. These trains stopped at all stations to Sevenoaks, then fast to London. Following the Cannon Street signalbox fire, these trips were altered to run to /from Holborn Viaduct from 15-Apr-57. Motorcoaches 60006 (no.1004) & 60008 (no.1005) noted running back-to-back at Brighton 13‑Aug‑57 returning to St Leonards, (possibly after a visit to Lancing works?). Unit disbanded Nov‑64 at Wimbledon Park and 60006 & 60509 to 3R no.1205, 60007 & 60510 to 3R no.1206, 60511 & 60703 both stored at Micheldever until moved to Eastleigh 2‑Jan‑68 for overhaul and both to no.1007 from 10‑May‑68. Planned to reinstate no.1004 as 6S from 6‑Oct‑80 using 60006 & 60509 (ex no.1205), 60506 & 60702 (ex no.1032) and 60510 & 60007 (ex no.1206) but due to various vehicles away in works unit actually formed with ‘long’ trailers 60554 & 60555 (ex no.1032) and 60718 (ex-disbanded no.1033) temporarily until 60506 and 60510 released from works in Feb‑81. ‘Long’ TCK 60718 became permanent so unit had a non‑standard length of 363' 3¼" and seated 36 first and 212 second. Unit to Eastleigh for overhaul Oct‑82 but TSO 60509 condemned due to poor condition 14‑May‑83 and unit released as 5-car 12‑Mar‑83, the withdrawn car then being replaced temporarily with downgraded TSK 60702 (ex-disbanded 3R no.1206) and unit now seated 36 first and 202 second. Withdrawn 60509 returned to St Leonards 9‑Jul‑83 (in overhauled no.1018) and stripped for spares before returning to Eastleigh for further stripping and storage. It moved from Eastleigh to Mayer Newman, Snailwell for scrapping 30‑Sep‑86 arriving 7‑Oct‑86 and was burnt 17‑Oct‑86. TSK 60702 was itself condemned in Feb‑84 and moved to Mountfield for store, going forward to Mayer Newman, Snailwell for scrapping 11‑Nov‑85, arriving 28‑Nov‑85 from Temple Mills and car was burnt that day. Replaced in no.1004 temporarily by ‘long’ TSO 60554 (ex no.1032) Feb‑84 to Apr‑84, then 60549 (ex no.1031) Apr‑84 to Jan‑85 and permanent replacement was 60546 (ex-withdrawn no.1019). Unit now seated 36 first and 220 second. Unit disbanded 27‑Mar‑86 (last working 19.45 Charing Cross to Hastings 26‑Mar‑86). 60007 to 6L no.1016, 60510 & 60546 to 4L no.1036, made-up to 6L, 60006, 60506 & 60718 all withdrawn and taken to Mountfield for store by 17‑Apr‑86. All moved to Chart Leacon for bogie recovery 27‑Nov‑87 and were then taken to Sevenoaks for store 11‑Jan‑88. These three vehicles then hauled to Mayer Newman, Snailwell for scrapping 11‑Mar‑88, arriving 14‑Mar‑88. They were burnt as follows: 60006 13‑Apr‑88, 60718 16‑Mar‑88 and 60506 17‑Mar‑88. MBS 60007 stored at Ore (with remainder of unit no.1016) from 12‑May‑86 until moved to Chart Leacon for bogie recovery 2‑Apr‑87. Coach then moved to Tonbridge for store and taken to Mayer Newman, Snailwell for scrapping c.18‑Aug‑87, arriving there 14‑Sep‑87 and burnt 3‑Nov‑87.
1005	Motorcoaches 60006 (1004) & 60008 (1005) noted running back-to-back at Brighton 13‑Aug‑57 returning to St Leonards, (possibly after a visit to Lancing works?). MBS 60008 & TFK 60704 both displayed at a rolling stock exhibition at Battersea Wharf between 28^th and 30-Jun-58, remaining four cars stored at Stewarts Lane. Unit ran during October /November 1974 with 60003 (ex 3R no.1202) replacing 60009, later 60044 (ex 6B no.1037). Unit believed last used 14‑Apr‑86 (20.45 Charing Cross to Hastings) and withdrawn 27‑Apr‑86. Trailers all stored in Hastings Goods Yard from 18‑Apr‑86 and MBSs to St Leonards for standby spares then moved to Hastings Goods Yard 10‑May‑86. Both MBS vehicles returned to St Leonards depot for further stripping 9‑Sep‑86 including fuel tanks. All four trailers moved to Ore for further storage in first week of Dec-86. Trailers 60512, 60704 & 60514 moved Chart Leacon for bogie recovery (date?), 60513 being left behind with a brake defect. These three then moved to Tonbridge for store before moving to Mayer Newman, Snailwell 2‑Oct‑87, arriving there 16‑Nov‑87. They were burnt as follows: 60514 & 60704 both 25‑Nov‑87 and 60512 26‑Nov‑87. MBS 60009 taken from Ore 15‑Feb‑89 to Mayer Newman, Snailwell for scrapping, arriving there 22‑Feb‑89 and burnt 2‑May‑89. TSO 60513 moved from Ore to Chart Leacon for bogie recovery (date?) then taken to Sevenoaks for store and moved for scrapping to V. Berry, Leicester 30‑Oct‑89. Shell of MBS 60008 moved by road ex St Leonards depot to V. Berry, Leicester for scrapping about Jul-89.
1006	Unit withdrawn 27-Apr‑86 (last working 17.16 Charing Cross to Hastings 25‑Apr‑86 with unit. no.1007) and moved to Paddock Wood for store 27‑Apr‑86. Taken to Wadhurst for further storage 24‑Nov‑86, then to Chart Leacon for bogie recovery by 5‑May‑87. Both MBS vehicles moved from Chart Leacon to Mayer Newman, Snailwell for scrapping 30‑Jun‑87 arriving there 2‑Jul‑87. 60011 was burnt 20‑Oct‑87 and 60010 23‑Oct‑87. All four trailers from Chart Leacon to Tonbridge and moved to Mayer Newman, Snailwell for scrapping 26‑Jun‑87 but train halted at Battersea Yard with defects, going forward 8‑Jul‑87 and arriving 20‑Jul‑87. Cars burnt as follows: 60517 22‑Jul‑87, 60705 23‑Jul‑87, 60515 11‑Aug‑87 and 60516 12‑Aug‑87.
1007	TFK 60706 & TSK (probably 60518) used for train heating tests on Brighton line marshalled between 2 EPB units 5717 & 5718 from 7^th to 10-May-57. Unit collision damaged at Ashford 23‑Sep‑62 (details unknown). Unit in converging collision with no.1011 in St Leonards depot 27‑Dec‑62 and TSO 60520 and TFK 60706 both damaged. TSO 60518 and MBS 60013 both then temporarily exchanged with damaged 60521 and 60015 (ex no.1011) from 31‑Dec‑62 and unit for repairs at Lancing. Unit reduced to 4S from 5‑Feb‑64 and TSOs 60518 & 60519 to 6L no.1032. Restored to 6S from Nov‑64 using TSOs 60507 & 60508 (ex-disbanded no.1003). Unit involved in Hither Green derailment 5‑Nov‑67 and all four trailers 60508, 60507, 60706 & 60520 wrecked and withdrawn from 31‑Dec‑67, being scrapped at Hither Green PAD about Jan‑69. Damaged MBS 60013 moved from Hither Green to Eastleigh for C3 overhaul and repairs (with 3-cars of no.1017) 16‑Dec‑67 arriving there 18‑Dec‑67. Unit out of use until reinstated in May‑68 with 60013 (1007) + 60511 (1004) + 60703 (1004) + 60539 (1017) + 60541 (1017) + 60026 (1017), a hybrid unit with three ‘long’ cars. This unit outshopped 10‑May‑68 in blue/grey livery with ‘paint dates’ as follows: 60013 17‑Apr‑68, 60511 17‑Jan‑68, 60703 1‑May‑68, 60539 12‑Jan‑68, 60541 12‑Jan‑68 and 60026 5‑Apr‑68. Unit further reformed at St Leonards in Aug‑68 when the three 6L vehicles returned to no.1017, replaced by own MBS 60012 (ex no.1017) and two former TFKs, now downgraded to TSK seating 42 second, 60701 (ex no.1002) dated 8‑May‑68 and 60702 (ex no.1003) dated 2‑May‑68. In this form unit now seated 42 first and 180 second, but this low capacity proved unsatisfactory and 60701 & 60702 exchanged with 60518 & 60519 (ex no.1032) in Oct‑69, these vehicles having originally been in no.1007 when new. Formation now 60012 + 60511 + 60703 + 60518 + 60519 + 60013 and unit back to standard 6S formation. Unit out of use during October & November 1976 and MBS 60013 formed in 6B no.1037, 60012 in 6B no.1035 at this time. Unit withdrawn 27‑Apr‑86 (last working 17.16 Charing Cross to Hastings 25‑Apr‑86 with unit no.1006) and moved to Paddock Wood for store 27‑Apr‑86. Taken to Wadhurst for further storage 24‑Nov‑86, then to Chart Leacon for bogie recovery by 5‑May‑87. Five cars from Chart Leacon to Tonbridge then moved to Mayer Newman, Snailwell for scrapping 26‑Jun‑87 but train halted at Battersea Yard with defects, going forward 8‑Jul‑87 and arriving 20‑Jul‑87. Cars burnt as follows: 60519 21‑Jul‑87, 60511 22‑Jul‑87, 60703 20‑Aug‑87, 60518 25‑Aug‑87 and 60013 22‑Oct‑87. MBS 60012 also moved to Tonbridge for store, and taken to Mayer Newman, Snailwell for scrapping c.18‑Aug‑87, arriving there 14‑Sep‑87 and burnt 15‑Oct‑87.

Sunday, 11^th May 1986 and having spent the night berthed at Tonbridge’s Jubilee Sidings, unit no.1018 (with no.1013 at its rear) steadily climbs away from Tonbridge on the 08.14 Tonbridge to Hastings service.

Colin Price ©

6L Units nos.1011 to 1019

The 6L units' principal difference from the 6S units was their construction on 63' 5" underframes, leading to all vehicles being 64' 6" long over bodywork. All vehicles therefore had one additional seating bay compared with those on ‘short’ frames, motorcoaches having a 4 bay saloon, trailer seconds two 4 bay saloons and trailer firsts one extra compartment at eight.

As a result, motorcoaches seated 30, trailer seconds 60 and trailer firsts 48, giving a unit total of 48 first and 240 second. Each vehicle weighed one ton more than their short-framed counterparts, motorcoaches 55 tons 12 cwt, trailer seconds 30 tons and trailer firsts 31 tons giving a unit total of 232 tons 4 cwt, and units were 397' 9¼" long.

Axle loads on motorcoaches were 15 tons 15 cwt (leading bogie) and 12 tons 1 cwt (motor bogie). Trailer firsts had the additional compartment at the centre of the car with the corridor side doorways now opposite the first /third /sixth /eighth compartments and two large sidelight windows between the two doorways towards the centre of the car.

Units were numbered 1011 ‑ 1019, the first three being built with the 6S units in 1957, the remainder during 1958.

The 1957 units differed slightly in having roof‑mounted lighting conduits, these being concealed within on the later units, though with no change to design codes. These 1957 units were also built without blue asbestos insulation. Lot numbers for these units was as follows:

MBS 30395 (1957) & 30391 (1958),

TSO 30397 (1957) & 30394 (1958),

TFK 30396 (1957) & 30392 (1958),

These being ordered along with the 6S units on 13‑Dec‑56 under authority of HOO (Head Office Order) 4278 (for the ‘1958’ units) (probable that the ‘1957’ units were to HOO 4277?).

They were also trimmed with ‘sprig & octopus’ red ‘repp’ material in second class when new. Unit nos.1014 upwards were new with ‘trojan’ moquette seating in second class.

An unidentified 6L unit passes north through Grove Junction.

© Tony Watson (5^th April 1980)

Unit no.1014 was the first ‘Hastings’ unit with the yellow cantrail marking to denote the first-class accommodation from November 1962, and no.1012 was believed to be the first with the new interior panelling, outshopped from Lancing works 11^th June 1963.

6B unit nos.1031 & 1032 lost their buffet cars in January 1964 and no.1031 was reformed to standard 6L formation, no.1032 had a non‑standard formation through several reforms until 1981, but both were reclassified as 6L from January 1964. Their vehicles were allocated standard 6L design codes, not those of the 6B units.

At times of shortage of 6B units, no.1031 reverted to 6B for various periods as it had a standard formation and remained in the 6B number series. These units became Class 202 under the BR class designation scheme. Like the 6S units, the TFKs were altered to TCKs from early 1980, two compartments being downgraded to second, this car now seating 36 first and 12 second giving a unit total of 36 first and 252 second. The SR Code was unaltered, but the BR Code was revised to DH3.04.0A.

An unidentified 6L unit passes north through Grove Junction.

© Tony Watson (5^th April 1980)

Units entered traffic in all‑over green livery and gained small yellow warning panels from January 1964 on. Unit no.1016 was repainted all‑over blue with blue cab ends and small yellow panels in October 1966, and unit nos.1011 & 1018 were blue with full yellow ends from February and May 1967 respectively, whilst the remainder went from green straight to blue/grey with full yellow ends.

Apart from unit no.1019 withdrawn during 1984 due to poor condition, units remained in service until the electrification of the Hastings line in May 1986 (when all but one were withdrawn) unit no.1011 being reduced to 4L by removal of a TSO and the TCK and used on the Ashford ‑ Hastings line. However, unit no.1013 was reinstated for further service on the Oxted line from July 1986 and renumbered 202001, this unit later also being reduced to 4-cars, this time losing two TSOs and retaining the TCK and was further renumbered 203101.

Unit no.1011 was repainted green during its final C3 overhaul at Eastleigh and became 203001 at this time. Following withdrawal, it became a departmental Sandite unit numbered 067 (unofficially no.1067) and was repainted into Network SouthEast livery. This unit was only a 3-car, the remaining trailer being used with former 3D cars as a further Sandite unit 068.

When the line between Tonbridge and London via Sevenoaks was blocked, Hastings trains could be diverted via Redhill. On 17^th March 1979, 6L unit no.1017 hurries through Godstone with a diverted Down train.

© Tony Watson

Unit formations were as follows, ‘paint dates’ being shown below unit number, though unit nos.1015 upwards have the ‘week ending’ release date from Eastleigh works shown here.

Unit	MBS	TSO	TFK	TSO	TSO	MBS	Notes
Diag. No.	651	671	661	671	671	651
Code	MA-1A	SB-1A	SA-1A	SB-1A	SB-1A	MA-1A
1011 11-May-57	60015 60013 1 60015	60521 60518 2 60521	60707	60523	60522	60014
203001	60153	‑	‑	60523	60522	60152
1012 18-May-57	60017	60526	60708 60720 60708	60525	60524	60016
1013 31-May-57	60019	60529	60709	60527	60528	60018
1014 31-Dec-57	60021 60031	60532	60710	60530	60531	60020
1015 18-Jan-58	60023	60535	60711	60533	60534	60022
1016 8-Feb-58	60024 60007 ^3	60536	60712	60537	60538	60025
1017 15-Feb-58	60027	60540	60713	60539 - 60701 ^4 60539	60541 60518 ^5 60541 60509 ^6	60026 60012 ^7 60026
1018 1-Mar-58	60029	60544	60714	60543	60541 60542	60028
1019 15-Mar-58	60030	60546	60715	60545	60547	60031 60039 60037 60031

Notes
1	Short frame MBS, diagram 650, code MA.
2	Short frame TSO, diagram 670, code SB.
3	Short frame MBS, diagram 650, code MA.
4	Downgraded short frame TFK now TSK, diagram 660 (Modified), code SA.
5	Short frame TSO, diagram 670, code SB.
6	Short frame TSO, diagram 670, code SB.
7	Short frame MBS, diagram 650, code MA.

Individual Unit Notes (6L)

Unit	Notes
1011	Unit in converging collision with no.1007 in St Leonards depot 27‑Dec‑62 and MBS 60015 and TSO 60521 both damaged and temporarily exchanged with 60013 and 60518 (ex no.1007) from 31‑Dec‑62, reducing seating capacity to 48F and 224S, length to 384’ and weight to 230 tons, 4cwt for duration of this change. Unit reduced to 4L from 12‑May‑86 by removal of TSO 60521 and TCK 60707, these vehicles stored at Ore, though later returned to St Leonards depot and moved to Eastleigh for stripping 2‑May‑90. Both scrapped by V. Berry, Leicester Aug‑90, moving from Eastleigh 27‑Jul‑90. Unit no.1011 now classified as Class 203, seating 180 standard. Unit marshalled with both trailer cars with toilet end towards MBS 60014 which therefore supplied heating and lighting current for three of the four vehicles in the unit, which was renumbered 203001 from Jan-87. Repainted into original green livery during C3 overhaul at Eastleigh Jul‑87 but with full yellow ends; uprated 600bhp engines fitted at this time to standardise with 3-car units. Unit fitted with AWS at Chart Leacon during Aug‑87; the first and only Hastings unit to be so equipped whilst in regular mainline operation. MBS 60014 named ‘St Leonards’ in a ceremony at Hastings 11‑Sep‑87. Motorcoaches 60014 /60015 renumbered as 60152 /60153 respectively 27‑Jun‑89 to clear number range for new Class 60 locomotives. Unit withdrawn 14‑May‑90 and converted to ‘Sandite’ unit no.1067 at Ilford. Both trailers converted but no.1067 only a 3-car unit with one trailer, remaining vehicle being formed between two cars of former ‘Oxted’ 3-car units as ‘Sandite’ unit 068. All vehicles renumbered into departmental series, 60152 as ADB977698, 60522 as ADB977696 (this car formed in 068), 60523 as ADB977697 and 60153 as ADB977699, and unit entered service Sep‑90. Both trailers condemned due to poor condition at end of 1992 Sandite season and stored at Eastleigh works. Both MBSs to Eastleigh for C3 overhaul 13‑Jul‑93. Used again with trailer ADB977870 converted ex TS 60660 from 3H (M) 205101 for 1993 Sandite season and to Eastleigh for overhaul 23‑Feb‑94. However, both MBSs condemned due to poor condition and held at Eastleigh for component recovery prior to disposal. Both MBS vehicles scrapped by contractors A Cartright at Eastleigh Aug‑96, ADB 977697 moved to Gwent Demolition, Margam for scrapping (formed between the MBSs of unit no.1066) 31‑Mar‑94 and believed cut‑up w/e 5‑Nov‑94. ADB 977696 remained stored at Eastleigh works until scrapped there by contractors Nicholas Steel Oct‑05.
1012	Unit ran with TFK 60720 (ex 6B no.1035) replacing 60708 in works Apr‑79 to Jun‑79. Unit withdrawn 12‑May‑86 (last working 23.12 Tonbridge to Hastings) and stored at Ore. MBS 60017 used on adhesion tests in Salisbury area during the autumn that year, moving from St Leonards depot to Salisbury 20‑Oct‑86 and returned from Eastleigh to St Leonards 7‑Feb‑87 for stripping. MBS 60016 reinstated as standby for ‘Sandite’ units nos.1066 & 1067 and moved to Selhurst for repairs 17‑Sep‑87, but used briefly in traffic (still numbered 1012) replacing 60019 in 202001 (ex no.1013) between 5‑Nov‑87 & 11‑Nov‑87. Proposed to convert TSO 60525 to a rail‑cleaning coach dubbed ‘The Swedish Scrubber’ and coach to be sent to Sweden for conversion, but a GUV van eventually sent instead and 60525 not renumbered into departmental series, though it was moved to Strawberry Hill for assessment and later stored at Stewarts Lane. After stripping at St Leonards MBS 60017 moved to Chart Leacon for bogie recovery, later moving to Paddock Wood for store 24‑Aug‑88. It was scrapped at Mayer Newman, Snailwell, moving from Paddock Wood to Willesden yard 13‑Sep‑88 and forward to Snailwell 26‑Apr‑89. It was burnt 15‑May‑89. Trailers 60524, 60526 & 60708 moved from Ore to St Leonards, 60524 & 60526 then going to Eastleigh for stripping 2‑May‑90. Both scrapped by V. Berry, Leicester Aug‑90, moving from Eastleigh 27‑Jul‑90. TSO 60525 was sent for disposal from Stewarts Lane to Gwent Demolition, Margam 6‑Feb‑92. MBS 60016 & TCK 60708 both sold for preservation at St Leonards.
1013	Unit withdrawn 11‑May‑86 (last working 19.45 Charing Cross to Hastings) and stored at Ore, but re‑instated to service from 23‑Jun‑86. Unit renumbered 202001 from Jul-86 as sole remaining 6L unit and transferred to Selhurst depot from 5‑Oct‑87 following closure of St Leonards depot, but officially stored from 7‑Oct‑87. MBS 60019 defective and unit back to traffic from 2‑Nov‑87 with this car temporarily replaced by 60045 (ex-withdrawn 207009) but after a small fire in the guard’s van 4‑Nov‑87, 60045 replaced by 60016 (ex-withdrawn no.1012 and a Sandite spare) 5‑Nov‑87 to 11‑Nov‑87 when 60019 repaired and unit back to original formation. Unit reformed as 4L from 18‑Dec‑87 by removal of TSOs 60528 & 60529, these vehicles stored at Norwood yard, reclassified as class 203/1 and renumbered 203101. Unit now seated 36 first and 132 second. Unit withdrawn 18‑Apr‑88 and reformed as 6L again with 60528 & 60529 ex store and moved to Ore. Unit later moved to St Leonards depot, though the MBSs returned to Ore 24‑Oct‑88 and were sent to Chart Leacon for bogie recovery shortly afterwards, before returning to St Leonards depot. Whole unit sold for preservation 10‑Mar‑89.
1014	Unit in sidelong collision with 4 EPB 5169 at Borough Market Jct. 28‑Jan‑60 and MBS 60021 & TSO 60532 damaged but repaired. 6L diesel unit no.1014 had formed the 1.0pm Hastings to Charing Cross train. 4 EPB electric unit no. 5169 had formed the 2.22pm Hayes to Charing Cross train. 4 EPB electric unit no.5164 had formed the 2.53pm Charing Cross to Tattenham Corner train. The accident report stated: "The diesel train was running through London Bridge and Borough Market Junction on the Up Local line under clear signals, and it was to precede the Hayes train to Charing Cross. The latter train was on the Up Through line and, after it had stopped at London Bridge, the platform starter was cleared for it to draw up to the next signal ahead. That signal protected the converging junction between the Up Through and Up Local lines and it was at danger, but the Hayes train ran past it and came into sidelong collision with the diesel train at a point 72 yards beyond the signal. The collision forced the rear end of the leading coach of the Hayes train towards the Down line from Charing Cross, and it was struck almost immediately by the Tattenham train. The speed of all the trains was slow. The leading coach of the diesel train and the leading two coaches of the Hayes train were derailed and they were damaged fairly severely. There were about 115 passengers in the diesel train, 25 passengers in the Hayes train and 98 passengers in the Tattenham train. Seven passengers, most of whom were in the Hayes train, received slight injuries or suffered from shock. One passenger was sent to hospital and was discharged after treatment, while the remainder were given first aid treatment and then continued on their journeys." MBS 60021 withdrawn Jan‑85 due to poor condition and replaced by 60031 (ex-withdrawn no.1019). Disposal of 60021 was protracted, after stripping at St Leonards car moved to Mountfield sidings 24‑Sep‑85. It was taken to Temple Mills as part of a scrap train 11‑Nov‑85 in error and returned to Sevenoaks 18‑Nov‑85, then to St Leonards depot 2‑Dec‑85 and sent to Mountfield again 11‑Feb‑86 where it remained until taken to Chart Leacon for bogie recovery 27‑Nov‑87. Coach then to Sevenoaks for store 11‑1‑88, departing there 11‑Mar‑88 for Mayer Newman, Snailwell for scrapping, arriving there 14‑Mar‑88 and car burnt 15‑Apr‑88. Unit no.1014 withdrawn 27‑Apr‑86 (last working believed 19.45 Charing Cross to Hastings 23‑Apr‑86) and hauled to Sevenoaks for store 25‑Apr‑86. Moved to Chart Leacon for bogie recovery c11‑7‑87 then to Tonbridge for store. Moved to Mayer Newman, Snailwell for scrapping c.18‑Aug‑87, arriving there 14‑Sep‑87 and cars burnt as follows: 60532 17‑Sep‑87, 60710 18‑Sep‑87, 60530 22‑Sep‑87, 60531 23‑Sep‑87, 60031 19‑Oct‑87 and 60020 28‑Oct‑87.
1015	All cars except MBS 60022 derailed on buckled track between High Brooms and Tonbridge 8‑Jun‑62 and to Lancing? For repairs. Unit in collision with no.1017 at Grove Park 2‑Mar‑66 and MBS 60023 damaged. MBS 60022 and TSO 60535 both exchanged with damaged 60027 & 60540 (ex no.1017) and unit to Eastleigh 7‑Mar‑66 for repair. Released 6‑May‑66 and both units reformed back to normal at St Leonards shortly after. Unit disbanded c.25‑Jan‑86 (officially from 7‑Apr‑86) and all four trailers 60535, 60711, 60533 & 60534 to no.1003. MBS 60022 to 3H no.1107 Apr‑86. MBS 60023 stripped at St Leonards and stored at Mountfield from 11‑Feb‑86. Coach taken to Chart Leacon for bogie recovery 27‑Nov‑87, then to Sevenoaks for store 11‑Jan‑88. Moved to Mayer Newman, Snailwell for scrapping 11‑Mar‑88 arriving there 14‑Mar‑88 and burnt 14‑Apr‑88.
1016	MBS 60024 withdrawn c.8‑May‑86 and stored in Hastings yard until moved to Ore Dec‑86 and on to St Leonards depot for stripping 20‑Dec‑86. Moved to Chart Leacon for bogie recovery c.Jul‑87 then to Tonbridge for store. Hauled to Mayer Newman, Snailwell for scrapping 2‑Oct‑87 arriving 16‑Nov‑87 and burnt 15‑Dec‑87. Replaced by 60007 (ex-disbanded no.1004) from 8‑May‑86. Unit withdrawn 12‑May‑86 and stored at Ore, though MBS 60025 to St Leonards for stripping during Dec‑86 and returned to Ore, unit moved to Chart Leacon for bogie recovery 2‑Apr‑87. All five cars from Chart Leacon to Tonbridge and moved to Mayer Newman, Snailwell for scrapping 26‑Jun‑87 but train halted at Battersea Yard with defects, going forward 8‑Jul‑87 and arriving 20‑Jul‑87. Cars burnt as follows: 60538 12‑Aug‑87, 60537 13‑Aug‑87, 60712 14‑Aug‑87, 60536 18‑Aug‑87 and 60025 14‑Oct‑87.
1017	Unit in collision with no.1035 at Tunbridge Wells Central 22‑Dec‑58 and MBS 60026 cab damaged, repaired at Eastleigh and released 8‑Jun‑59. Unit varnished Feb‑60. Unit in collision with no.1015 at Grove Park 2‑Mar‑66 and MBS 60027 and TSO 60540 both damaged and exchanged with 60022 & 60535 (both ex.1015) by 6‑Mar‑66 and unit ran in traffic misformed until own cars back from Eastleigh c.6‑May‑66. Unit completely derailed and damaged in Hither Green accident 5‑Nov‑67. Three worst damaged cars, 60026 + 60541 + 60539 (also MBS 60013 ex.1007) moved from Hither Green to Eastleigh 16‑Dec‑67 for repair arriving there 18‑Dec‑67, these then being overhauled as ‘1007’. Unit no.1017 out of use until late December when reformed as 5-car as 60027 + 60540 + 60713 (all ex.1017) + 60518 (ex.1032) + 60012 (ex.1007) and unit seated 48 first and 164 second with two short frame vehicles, released still in green livery having been repaired at Chart Leacon. This unit ran until sent to Eastleigh for C3 overhaul 12‑Jan‑68 and made up to 6-car again when released 23‑Jul‑68 using downgraded TSK 60701 (ex-store from no.1002 with ‘paint date‘ 8‑May‑68), this car seating 42 second and unit total now 48 first and 206 second and unit outshopped in blue /grey. Unit then reformed back to original formation at St Leonards from Aug‑68. Unit believed slightly damaged in a collision at Chart Leacon 25‑Mar‑70 (details unknown). TSO 60541 damaged in derailment at Appledore 14‑Mar‑80 whilst marshalled with MBS vehicles of nos.1001 & 1033 en route to Chart Leacon for repairs. Unit no.1017 reformed with ‘short’ TSO 60509 (ex-disbanded 3R no.1205) Apr‑80 to Jun‑80 whilst 60541 repaired at Slade Green and released 21‑Jun‑80. Unit withdrawn 11‑May‑86 (last working 13.45 Charing Cross to Hastings) and stored at Ore. Unit moved to Chart Leacon for bogie recovery 21‑Apr‑88, then to Tonbridge for store in early July, MBS 60027 to Sevenoaks and other five cars to Paddock Wood 13‑Jul‑88. MBS 60027 hauled to Mayer Newman, Snailwell for scrapping 10‑Oct‑88, arriving 17‑Oct‑88 and burnt 1‑Nov‑88. Remaining cars moved from Paddock Wood to Sevenoaks and forward to Harlow Mill 11‑Oct‑88, thence to Mayer Newman, Snailwell for scrapping 14‑Jun‑89. Cars burnt as follows: 60539 & 60541 both on 16‑Jan‑90, 60540 17‑Jan‑90, 60713 18‑Jan‑90 and 60026 22‑Jun‑90.
	No.1018 leaves Rye on either 16^th July 1963 or 31^st August 1964 © Alan Edwards
1018	Unit derailed on catch points near Somerhill Tunnel 14‑Sep‑58 with minor damage. Unit varnished Mar‑60. Unit in collision with 4 EPB 5225 outside Cannon Street 20‑Mar‑61 and all trailers badly damaged, 60543 & 60714 being overturned. Damaged trailers moved to Blackheath (some on temporary bogies) until sent to Micheldever pending repairs at Eastleigh. Unit out of use until repairs at Eastleigh completed 18‑Sep‑61, though both MBS vehicles were quickly used as spares on other units as required. The accident report stated: "The 8.33 a.m. Up electric passenger train from Addiscombe to Cannon Street, consisting of 6 coaches filled with passengers, passed the Up Through home and starting signals of Cannon Street signal box at danger, and ran at 10 to 15 m.p.h. into the 9.14 a.m. Down empty diesel electric train of 12 coaches from Cannon Street to Grove Park, which was travelling at about the same speed under clear signals from No. 6 platform across the route of the Up train to the Down Local line. The first contact was between the right hand leading edge of the electric train and the side of the eighth coach of the outgoing diesel train ; the electric train scored the side of this coach and then struck the right hand leading end of the ninth coach, crushed the body severely, and overturned it and the following coach. The 6rst two coaches of the electric train were derailed to the left and stopped leaning to that side, hut there was little damage to their interiors and no passengers were seriously injured. Eleven out of an estimated load of 650 passengers had minor injuries and were taken to hospital, as was the motorman, who suffered from shock. The other passengers were conducted on foot to Cannon Street station without avoidable delay." Unit subject to trials with yellow warning panels and full width of flat section of cab ends painted yellow c.Jan‑62 until re-liveried. Unit withdrawn 12‑May‑86 (last working 19.45 Charing Cross to Hastings) and stored at Ore. MBS vehicles 60028 & 60029 both used briefly for departmental work in Aug-86 with High Speed Track Recording Car returning to Hastings yard 14‑Aug‑86, moved to Selhurst 16‑Aug‑86 and deputised in Sandite unit no.1066 (though not renumbered). Both returned to Hastings yard for store by 22‑Sep‑86. All four trailers moved from Ore to Temple Mills 2‑Dec‑86 and on to Mayer Newman, Snailwell for scrapping 18‑Dec‑86, cars burnt as follows: 60542 & 60543 both 26‑Jan‑87, 60544 28‑Jan‑87 and 60714 29‑Jan-87. Both MBS vehicles to St Leonards for stripping 15‑Aug‑87. MBS 60028 to Chart Leacon for bogie recovery (date?) then moved to Tonbridge for store. Forward to Mayer Newman, Snailwell for scrapping 2‑Oct‑87, arriving 16‑Nov‑87 and burnt 23‑Dec‑87. After stripping at St Leonards MBS 60029 moved to Chart Leacon for bogie recovery, later moving to Paddock Wood for store 24‑Aug‑88. It was scrapped at Mayer Newman, Snailwell, moving from Paddock Wood to Willesden yard 13‑Sep‑88 and forward to Snailwell 26‑Apr‑89. It was burnt 11‑May‑89.
1019	Unit in collision with buffers in St Leonards West Marina depot 13‑Jun‑63 and MBS 60031 gangway damaged. Both MBSs 60030 & 60031 sent to Eastleigh for repair (arriving 21‑Jun‑63 /released 3‑Jul‑63) and unit then reformed back to normal at St Leonards. MBS 60031 temporarily replaced by 60039 (ex no.1034) during Aug‑70 (1034 out of use at this time) and also replaced by 60037 (ex 3R no.1206) Apr‑83 to Aug‑83 (1206 also out of use at this time). Unit sent to Eastleigh for overhaul about Aug-84 but deemed to be beyond economical repair so unit withdrawn from Oct—84; returned to St Leonards for component recovery and reforming with other units with vehicles in worse condition. MBS 60031 to no.1014, TSO 60546 to 6S no.1004 from Jan‑85. Remaining cars stored at Ore until moved to Mountfield 15‑Oct‑85. Forward to Temple Mills 11‑Nov‑85 and on to Mayer Newman, Snailwell for scrapping 28‑Nov‑85, 60715 being burnt that day and 60545 & 60547 the following day. MBS 60030 stripped at St Leonards and sent to Mountfield for store 14‑Sep‑85. It was taken to Chart Leacon for bogie recovery 17‑Jul‑87 then moved to Tonbridge for store. Forward to Mayer Newman, Snailwell for scrapping 2‑Oct‑87, arriving 16‑Nov‑87 and burnt 15‑Jan‑88.
203001	See no.1011
202001	See no.1013

6B unit no.1037 arrives at Charing Cross (11^th April 1982)
© Tony Watson

6B Units nos.1031 to 1037

The final seven 6-car ‘Hastings’ units entered service from mid‑1958 and were the 6B units (numbered 1031 – 1037) all being ready for the introduction of the full diesel timetable from 9^th June 1958. These units, built on long underframes had five vehicles identical to those in the 6L sets, the remaining vehicle being the trailer buffet which was marshalled towards the centre of the unit adjacent to the trailer first. This car was to the standard 6L length of 64' 6" and weighed 35 tons and had seating for twenty-one passengers in unclassified seats (all loose chairs).

The final three of these vehicles had their bodyshells fitted out at Lancing works due to pressure of work at Eastleigh. The three un-numbered shells arrived at Lancing on 19^th February 1958, 28^th February 1958 and 11^th March 1958. All three were ready as cars 60754 – 60756 and released from the works on 23^rd May 1958 back to Eastleigh.

6B Buffet car (possibly unit no.1035) at Stonegate.

© Tony Watson

When new, the buffet cars were to diagram 18 in the BR ‘catering’ series, but all were amended to 678 officially from 2ns September 1961 in the SR multiple unit series of diagrams.

At each end, the car was entered from the adjacent vehicle through a pair of in-swinging gangway doors into a passenger saloon, that towards the centre of the unit adjacent to the trailer first having three bays, that at the opposite end having only one bay. Seating in both these saloons was in loose chairs at tables mounted below the windows, the larger saloon having seating one & two aside each side of the gangway seating eighteen, the smaller saloon had only two tables, one each side with seating one & one across the gangway and seated only four. This gave a larger circulating area at the bar end of the buffet area and there was a central column‑mounted table in this saloon for drinkers.

The kitchen /bar area was in the centre of the car with the bar end and servery towards the small saloon. Cooking was by propane gas and there were electrically powered fridges, bottle coolers and a boiler. The gas bottles were stored below underframe level with access from within the car and the car also had its own battery box to supply the fridge when the engines were shut down. A 120-gallon tank below the underframe supplied water to the sinks and staff lavatory. There were no external access doors for passenger use, but there were three on each side of the car for staff access, each side having one pair of double opening doors at the centre of the vehicle for loading of stores etc. Three extractor fans were fitted in the car roof.

An unidentified 6B unit passes south through Grove Junction.

© Tony Watson

The 6B units therefore seated fourty-eight first, one-hundred & eighty second-class and tenty-one unclassified buffet seats. Weighing 236 tons 12 cwt these were the same length as the 6L units at 397' 9¼".

Lot Numbers for these units was as follows: MBS 30391, TSO 30394, TFK 30392, TB 30393, these again being ordered on 13^th December 1956 as part of the authority under HOO 4278. The units were delivered fitted with express gear ratio motors. However, this proved unsatisfactory and suburban gear ratio was soon substituted, bringing them into line with the 6S & 6L units.

Formed of two 6B units with 1037 at the rear, the Saturdays Only Brighton to Exeter service departs Salisbury in June 1974.

© Tony Watson

Prior to delivery, some vehicles were stored at Micheldever awaiting completion of the buffet cars and as a result, the trailers were not formed into units in numerical sequence. Also, at this time, a programme to uprate the engines fitted in the 2H ‘Hampshire’ units to 600bhp, involving the replacement of the Napier MS100 turbocharger with the MS200 type and modification to the fuel delivery system was being carried out at Eastleigh. In order to minimise the time these units were out of service, engines in the stored 6B (and some 6L) motorcoaches had their new engines modified and these were then exchanged with 500bhp engines from 2H units, prior to delivery from Eastleigh to St Leonards.

There were also minor detail differences between these vehicles and the earlier batches; the window arrangement being changed with the glass rubber mounted instead of the earlier mastic arrangement. Initially the buffet cars were manned by two attendants. However, but a reduction in the level of catering on Hastings line trains from January 1964 saw this reduced to one attendant and at this time two of the cars were removed from unit nos.1031 & 1032 and stored.

Unit no.1031 was reformed as a standard 6L, but no.1032 operated for many years with a non‑standard formation including short frame trailers. However, both were reclassified as 6L from January 1964. The two surplus buffet cars were initially stored at Micheldever on accommodation bogies, later returning to St Leonards late in 1964 for stripping of spare parts, before returning to Micheldever. Neither ever ran in traffic again and both were subsequently rebuilt for departmental use; 60750 in 1974 and 60755 in 1969.

Units entered service in all‑over green livery and received small yellow warning panels on cab ends from about 1964. Unit no.1037 was outshopped from overhaul at Lancing in May 1962 and was the first to run with roof mounted air horns and also had the red UIC cantrail stripe along the buffet car, but not the yellow UIC band along the TFK. Unit no.1033 was repainted all‑over blue with blue ends and small yellow panel in August 1966, whilst no.1036 was painted all‑over blue with full yellow ends in March 1967 and no.1037 received full yellow ends whilst still in green livery during a revarnish about June 1968. All units eventually were painted blue /grey with full yellow ends, the last green one being no.1037 painted in February 1970. The BR class designation was Class 203.

Unit no.1031 was the unit selected to run with a buffet car in the event of a 6B unit being out of service for any length of time with defects, running as 6B from June 1970 to January 1971 covering no.1034 damaged in a derailment, and from January 1979 to June 1979 covering no.1034 then no.1035 away for protracted overhauls at Swindon works, the displaced TSO vehicle being used in 3R units at this time. As with the 6L units, two compartments in the TFK were downgraded to second early in 1980, seating totals now being thirty-six first, one-hundred & ninety-two second-class and twenty-one buffet. The SR Code was unaltered but the BR Code was revised to DH3.04.0A.

Due to problems maintaining the buffet cars to meet current health requirements, all catering facilities were withdrawn from Hastings line trains from 12^th May 1980, though the buffet cars remained in the units for most of 1980; these eventually being removed and the units reclassified as 5L (still Class 203). The displaced buffet cars were all officially withdrawn from 5^th January 1981. They now seated thirty-six first, one-hundred & ninety-two second-class and were 322' 6" long. The BR design codes were revised to those of the 6L units.

One motorcoach of no.1033 was written off in a derailment at Appledore in March 1980, and the unit was disbanded in October 1980. Unit no.1036 was reduced to 4L in September 1985 to work Tonbridge to Tunbridge Wells Central shuttles, the surplus trailer going into unit no.1035 to restore this unit to 6L. Unit no.1037 was disbanded in November 1985 and one trailer from this unit used to make up the only remaining 5L unit (no.1034) to 6L again. All units were withdrawn during April & May 1986 and stored prior to disposal for scrapping. Unit formations were as follows, ‘week ending’ dates of release from Eastleigh works being shown below the unit number, though those for the buffet cars were later (see footnotes).

Five-car ex.6B no.1036 (now 5L) at Tonbridge
© Colin Watts

Unit	MBS	TSO	TFK	TB	TSO	MBS	Notes
Diag. No.	651	671	661	678	671	651
Code	MA-1A	SB-1A	SA-1A	SC	SB-1A	MA-1A
1031 22-Mar-58 ^1	60033	60548	60716 60722	60551 ^2 60754 60753 60754 60752 60551 ^3	60549 60547 60549	60032
1032 12-Apr-58 ^4	60034 60035	60551 60519 ^5 60701 ^6 60506 ^7 60555	60717	60750 60518 ^8 60702 ^9 60518 ^10 60751 60552 ^11	60552 60554	60035 60034
1033 19-Apr-58 ^12	60036 60026	60554	60718	60751 60702 ^13	60555	60037
1034 3-May-58 ^14	60039	60550	60719	60754 60560 ^15	60557	60038
1035 10-May-58 ^16	60040	60556	60720	60752 60559 ^17	60553	60041 60045 60012 ^18 60041
1036 17-May-58 ^19	60043	60559 60510 ^20	60721	60756 60546 ^21	60558	60042
1037 31-May-58 ^22	60044 60013 ^23 60044	60561	60722	60753	60560	60045 60041 60045

Notes
1	Buffet car dated 24-May-58.
2	TSO vehicle, diagram 671, code SB-1A.
3	TSO vehicle, diagram 671, code SB-1A.
4	Buffet car dated 10-May-58.
5	Short frame TSO, diagram 670, code SB.
6	Downgraded short frame TFK now TSK, diagram 660 (modified), code SA.
7	Short frame TSO, diagram 670, code SB.
8	Short frame TSO, diagram 670, code SB.
9	Downgraded short frame TFK now TSK, diagram 660 (modified), code SA.
10	Short frame TSO, diagram 670, code SB.
11	TSO vehicle, diagram 671, code SB-1A.
12	Buffet car dated 17-May-58.
13	Downgraded short frame TFK now TSK, diagram 660 (modified), code SD.
14	Buffet car dated 24-May-58, TSO 60550 dated 22-Mar-58.
15	TSO vehicle, diagram 671, code SB-1A.
16	Various release dates, 3 cars 10-May-58, TSO 60553 12-Apr-58, TSO 60556 19-Apr-58 and buffet 31-May-58.
17	TSO vehicle, diagram 671, code SB‑1A.
18	Short frame MBS, diagram 650, code MA.
19	Various release dates, 3 cars 17-May-58, TSO 60558 3-May-58, TSO 60559 10-May-58 and buffet 24-May-58.
20	Short frame TSO, diagram 670, code SB.
21	TSO vehicle, diagram 671, code SB-1A.
22	Various release dates, 3 cars 31-May-58, TSO 60560 10-May-58, TSO 60561 30-May-58 and buffet 7-Jun-58.
23	Short frame MBS, diagram 650, code MA.

6B unit no.1036 leaving Tonbridge for Charing Cross
© Colin Watts

Individual Unit Notes (6B)

Unit	Notes
1031	TB 60755 removed from unit 5‑Feb‑64 and stored at Micheldever and replaced by TSO 60551 (ex.1032). Unit now reclassified as 6L to standard formation. Stored 60755 moved to Eastleigh for some repair work early 1968 and returned to Micheldever 12‑Feb‑68. 60755 moved back to Eastleigh early in 1969 then moved to Stewarts Lane 14‑Feb‑69 where it was rebuilt as an Inspection Saloon and renumbered TDB 975025 (released 1‑Nov‑69). It was officially withdrawn as a traffic vehicle 9‑Aug‑69. Unit no.1031 reverted temporarily to 6B from Jun‑70 to Jan‑71 with TB 60754 (ex-damaged no.1034) and TSO 60551 spare. Also ran as 6B from Oct‑74 to Dec‑74 with TB 60753 (ex.1037) and 60551 spare again. Ran as 6B from Jul‑78 to Apr‑79 with TB 60754 (ex.1034) and Apr‑79 to Jun‑79 with 60752 (ex.1035), the remainder of both these units being away at works for protracted C1 overhauls. TSO 60551 used in 3R units no.1202 then no.1204 during this period. Unit reduced to 5L from Apr‑84 to Jan‑85 and TSO 60549 to 6S no.1004 at this time. TCK 60716 withdrawn due to poor condition Nov‑85 and moved to Mountfield for store 11‑Feb‑86. Coach taken to Chart Leacon for bogie recovery 27‑Nov‑87, then to Sevenoaks for store 11‑Jan‑88. Moved to Mayer Newman, Snailwell for scrapping 11‑Mar‑88 arriving there 14‑Mar‑88 and burnt 17‑Mar‑88. Replaced by 60722 (ex-disbanded no.1037). Unit withdrawn 25‑Apr‑86 (last working believed to be 18.45 Charing Cross to Hastings 21‑Apr‑86) and moved to Sevenoaks for store the next day. MBS 60033 returned to Hastings yard 16‑Aug‑86 then to St Leonards for stripping. Five cars at Sevenoaks moved to Chart Leacon for bogie recovery c.11‑Jul‑87 then to Tonbridge for store. Moved to Mayer Newman, Snailwell for scrapping c.18‑Aug‑87, arriving there 14‑Sep‑87 and cars burnt as follows: 60549 23‑Sep‑87, 60551 24‑Sep‑87, 60548 & 60722 both 25‑Sep‑87 and 60032 20‑Nov‑87. After stripping at St Leonards MBS 60033 taken to Ore for store 23‑Oct‑86. It moved to Chart Leacon for bogie recovery (date?), later moving to Paddock Wood for store 24‑Aug‑88. It was scrapped at Mayer Newman, Snailwell, moving from Paddock Wood to Willesden yard 13‑Sep‑88 and forward to Snailwell 26‑Apr‑89. It was burnt 17‑May‑89. Inspection Saloon TBD 975025 sold by NSE during 1996 to VSOE Ltd, though car not used by them and resold to Railtrack /Network Rail c.2002 and back to Derby RTC for use as an inspection saloon once again. Coach later painted into Southern green livery and named ‘Caroline’.
1032	Unit nos.1032 - 1035 all stored at Micheldever as 5-car sets without buffet cars c.Apr‑58. Unit reformed 5‑Feb‑64 and TB 60750 stored at Micheldever, though it moved to Eastleigh for a while early in 1968, returning to Micheldever 12‑Feb‑68. Condemned Dec‑73 and sent to Derby Feb‑74 and converted into an APT tilt‑test vehicle (known as Laboratory 4) named ‘Hastings’ and renumbered RDB 975386 in Oct-74. Also, from 5‑Feb‑64 TSO 60551 to no.1031, these two then replaced by 'short' TSOs 60518 & 60519 (both ex.1007) and unit reclassified as 6L though non‑standard seating capacity of 42 first and 224 second. Unit reduced to 5L from Dec‑67 and TSO 60518 to no.1017, now seating 42 first and 172 second. Unit to Eastleigh as 5-car 10‑May‑68 for C3 overhaul and back to 6-car there by inclusion of downgraded 'short' TSK 60702 (ex-store from no.1003) seating 42 second, unit now seating 42 first and 214 second. Unit released 31‑May‑68 now in blue/grey livery. TSK 60702 to 6S no.1007 from Aug‑68 and replaced by 'short' TSO 60518 again (ex.1017) and unit back to 224 second class seats. Both 'short' TSOs 60518 & 60519 exchanged with downgraded 42 seat TSKs 60701 & 60702 (ex.1007) Oct‑69 and unit now seated 42 first and 204 second. Unit mounted buffer stops at Charing Cross 11‑Jan‑79 and out of use whilst damaged 60035 & 60701 repaired. Unit ran temporarily in Jan‑79 with 60002 & 60503 (both ex 3R no.1201) but then out of use and TSK 60701 removed for reconversion to TFK for ‘new’ no.1002 and replaced by ‘short’ TSO 60506 (ex 3R no.1204). Unit back to traffic Jun‑79 seating 214 second. Unit temporarily reverted to 6B from Aug‑80 to Oct‑80 with TB 60751 (ex-damaged no.1033) replacing TSK 60702, this vehicle in works being converted to TCK for ‘new’ 3R no.1206 (though buffet car not in use as such and withdrawn c.28‑Oct‑80) so unit reverted to 5-car again. Planned to further reform unit from 6‑Oct‑80 and ‘short’ TSK 60702 to ‘new’ 3R no.1206, ‘short’ TSO 60506 to ‘new’ 6S no.1004, being replaced by TSOs 60554 & 60555 (both ex disbanded no.1033); this reform actually took place Jan‑81 and unit at last to standard 6L formation, now seating 36 first and 252 second. Unit temporarily reduced to 5L in February and March 1984, TSO 60554 going into 6S no.1004. Unit reduced to 4L Jul‑85 by removal of 60552 & 60555 for shuttle service between Tonbridge & Tunbridge Wells during electrification work but reverted to 6L again from Aug‑85. Unit withdrawn 12‑May‑86 (last working 22.45 Charing Cross to Hastings 11‑May‑86) and stored at Ore. Both MBSs 60034 & 60035 taken to St Leonards depot for engine recovery 13‑Aug‑86 and returned to Ore 23‑Oct‑86. Five cars later moved to Chart Leacon for bogie recovery (date?), then to Tonbridge for store. These five then to Sevenoaks and hauled to Mayer Newman, Snailwell for scrapping 10‑Oct‑88, arriving there 17‑Oct‑88 and burnt as follows: 60555 17‑Oct‑88, 60554 & 60552 both on 18‑Oct‑88, 60717 19‑Oct‑88 and 60035 1‑Nov‑88. MBS 60034 remained at Ore until hauled to Mayer Newman, Snailwell for scrapping 15‑Feb‑89, arriving there 22‑Feb‑89 and burnt 8‑May‑89. RDB 975386 withdrawn Jul‑89 and sold for preservation to Hastings Diesels at St Leonards in 1991 for possible conversion as a buffet car once again. Coach not suitable for restoration to main line standards and sold in March 2003 to the ’Hastings 60750 group’ and moved by road to ‘The Pump House Steam & Transport Museum’ at Walthamstow 3‑Apr‑03. It was intended to partly restore the car and use it as a tea-room. However, the car was sold again on 22‑Apr‑11 to the ‘APT-E Support and Conservation Group’ and moved again (by road) 22‑Sep‑11 to Coventry Railway Museum where further restoration is planned.
1033	Unit nos.1032 - 1035 all stored at Micheldever as 5-car sets without buffet cars c.Apr‑58. Both MBSs 60036 & 60037, with MBSs of no.1001 & TSO 60541 of no.1017 derailed at Appledore 14‑3‑80 whilst en route from St Leonards to Chart Leacon for workshop attention, and 60036 overturned and severely damaged and condemned 19‑Apr‑80, being scrapped at Chart Leacon 3‑82. Unit temporarily reformed with MBSs 60026 & 60027 (both ex.1017) during March 1980, these being replaced by spare MBSs 60003 & 60004 (1003) from 27‑Mar‑80. TB 60751 transferred to no.1032 from Aug‑80, being replaced in theory by TSK 60702 (ex.1032) though this vehicle in works. Unit disbanded from 6‑Oct‑80. MBS 60037 to ‘new’ 3R no.1206, TSOs 60554 & 60555 both to no.1032, TFK 60718 to 6S no.1004 and TB 60751 stored from c.28‑Oct‑80 until withdrawn 6‑Oct‑81. Coach moved for store to Basingstoke, then to Mayer Newman, Snailwell for scrapping 4‑Aug‑82, and burnt 14‑Oct‑82.
1034	Unit nos.1032 - 1035 all stored at Micheldever as 5-car sets without buffet cars c.Apr‑58. MBS 60038 repainted early 1960 (possible accident damage?). MBS 60038 derailed at Godstone 10‑Jun‑70 demolishing a P.W. Hut and unit disbanded until Jan‑71 whilst 60038 repaired at Slade Green, moving from Godstone 1‑Aug‑70. MBS 60039 used in both nos.1013 & 1019 during Aug-70 and TB 60754 transferred to 6L no.1031 (running as 6B) until unit reinstated from Jan‑71, other vehicles spare at this time. Unit to Eastleigh 15‑May‑78 for C1 overhaul and not released until 13‑Mar‑79, though TB 60754 ready from 7‑Jul‑78 and used again in no.1031 as 6B. TB 60754 removed from unit Nov‑80 during overhaul at Eastleigh, stored until withdrawn 6‑Oct‑81 and unit reduced to 5L. 60754 later moved to Basingstoke then to Mayer Newman, Snailwell for scrapping 4‑Aug‑82 and burnt 13‑Oct‑82. Unit made up to 6L from Nov‑85 with TSO 60560 (ex-disbanded no.1037). Unit withdrawn 27‑Apr‑86 (last working believed 15.45 Charing Cross to Hastings 25‑Apr‑86), and stored in Hastings yard until 10‑Nov‑86 when moved to Ore. TFK 60719 removed from unit with defect and remaining five cars taken from Ore to Mayer Newman, Snailwell for scrapping 2‑Dec‑86 (arriving 18‑Dec‑86) but both MBSs returned to SR for stripping. Trailers burnt as follows: 60550 23‑Jan‑87, 60557 30‑Jan‑87 and 60560 2‑Feb‑87. TFK 60719 to Chart Leacon for bogie recovery (date?) then moved to Tonbridge for store. Forward to Mayer Newman, Snailwell for scrapping 2‑Oct‑87, arriving 16‑Nov‑87 and burnt 3‑Dec‑87. MBS vehicles 60038 & 60039 returned to Hastings yard from Snailwell by 19‑Jan‑87 to St Leonards for engine stripping by 25‑Feb‑87 and returned to Hastings yard Apr‑87, later moving to Ore. Both moved to Chart Leacon for bogie recovery 21‑Apr‑88, then to Tonbridge for store in early July, thence to Paddock Wood 13‑Jul‑88. Both cars moved from Paddock Wood to Sevenoaks and forward to Harlow Mill 11‑Oct‑88, thence to Mayer Newman, Snailwell for scrapping 14‑Jun‑89. Cars burnt as follows: 60039 4‑Jun‑90 and 60038 11‑Jun‑90.
1035	Unit nos.1032 - 1035 all stored at Micheldever as 5-car sets without buffet cars c.Apr‑58. Unit in collision with no.1017 at Tunbridge Wells Central 22‑Dec‑58; MBS 60040 badly damaged and required new cab at Eastleigh works. Unit in collision with no.1037 at St Leonards depot 25‑May‑75 and TS 60553 damaged. MBS 60041 temporarily exchanged with damaged 60045 (ex.1037) May‑75 to Jun‑75. MBS 60041 damaged by fire at St Leonards Warrior Square 29‑Jun‑76 and temporarily replaced with 60012 (ex 6S no.1007) whilst 60041 repaired at Selhurst, reverting back Jan‑77. In the meantime, remaining 5 cars of unit sent to Eastleigh 19‑Jul‑76 for C3 overhaul, released 27‑Aug‑76 and ran again with 60012 until 60041 repaired; this car itself visiting Eastleigh between 29‑Nov‑76 and 6‑Jan‑77 for C3 overhaul after release from Selhurst. Unit to Swindon for overhaul Apr‑79 and not back to traffic until Aug‑79. TB 60752 used in no.1031 (as 6B) Apr‑79 to Jun‑79. Unit reduced to 5L from Oct‑80 and TB 60752 stored at Basingstoke until withdrawn 6‑Oct‑81 and moved to Mayer Newman, Snailwell for scrapping 4‑Aug‑82 and burnt 15‑Oct‑82. Unit made up to 6L from Sep‑85 with TSO 60559 (ex.1036). Unit withdrawn 12‑May‑86 (last working 18.45 Charing Cross to Hastings) and stored at Ore. Both MBS cars 60040 & 60041 to St Leonards for stripping Sep‑87. After stripping at St Leonards both MBS vehicles moved to Chart Leacon for bogie recovery, later moving to Paddock Wood for store 24‑Aug‑88. They was scrapped at Mayer Newman, Snailwell, moving from Paddock Wood to Willesden yard 13‑Sep‑88, forward to Snailwell 26‑Apr‑89 and both burnt 12‑May‑89. Trailers 60553 + 60720 + 60556 + 60559 remained stored at Ore and 60553 & 60720 damaged by fire 29‑Apr‑89 and disposed of by road to V. Berry, Leicester 6‑Jul‑89. 60556 & 60559 moved from Ore to Chart Leacon for bogie recovery (date?) then taken to Sevenoaks for store and moved for scrapping to V. Berry, Leicester 30‑Oct‑89.
1036	Unit reduced to 5L from c.4‑Nov‑80 and TB 60756 stored at Basingstoke until withdrawn 6‑Oct‑81 moved to Mayer Newman, Snailwell for scrapping 4‑Aug‑82 and burnt 16‑Oct‑82. Unit further reduced to 4L from Sep‑85 for Tonbridge to Tunbridge Wells shuttles during electrification works and TSO 60559 to no.1035. Unit made up to 6L again early Apr-86 with TSO cars 60510 (short) & 60546 (ex-disbanded no.1004), but withdrawn from 27‑Apr‑86 (last working 17.36 Cannon Street to Hastings on 25-Apr-86 with unit no.1003). Five cars (60042, 60546, 60721, 60558 & 60510) moved to Tonbridge for store 27‑Apr‑86, all later being taken to Chart Leacon for bogie recovery prior to being moved to Mayer Newman, Snailwell 30‑Jun‑87 (arriving 2‑Jul‑87). The cars were burnt as follows: 60721 3‑Jul‑87, 60558 6‑Jul‑87, 60546 13‑Jul‑87, 60510 14‑Jul‑87 and 60042 21‑Oct‑87. MBS 60043 stored at Hastings yard from May‑86 until moved to Ore in early December then stripped at St Leonards depot Jul‑87. MBS 60043 to Chart Leacon for bogie recovery (date?) then moved to Tonbridge for store. Forward to Mayer Newman, Snailwell for scrapping 2‑Oct‑87, arriving 16‑Nov‑87 and burnt ??‑Dec‑87.
1037	Unit in collision with no.1035 at St Leonards depot 25‑May‑75 and MBS 60045 damaged and temporarily exchanged with 60041 (ex,1035) May‑75 & Jun‑75. MBS 60044 similarly exchanged with 'short' MBS 60013 (ex 6S no.1007) Oct‑76 to Nov‑76. Unit reduced to 5L from Jan‑81 and TB 60753 stored at Basingstoke until withdrawn 6‑Oct‑81; moved to Mayer Newman, Snailwell for scrapping 4‑Aug‑82 and burnt 17‑Oct‑82. Unit disbanded 18‑Nov‑85. MBS 60044 to 3D no.1319, TSO 60560 to 5L no.1034 (made-up to 6L), TCK 60722 to no.1031, MBS 60045 to 3D no.1309 from Dec‑85, TSO 60561 spare and stored in Hastings yard until used in 3H no.1107 from Apr‑86 (along with 60044 ex 3D no.1319 and spare from 25‑Mar‑86).

Unit no.1035 (leading) with no.1013 (trailing) on a Charing Cross to Hastings service photographed by a member of railway staff (standing clear whilst on duty) between Sevenoaks and Hildenborough in April 1986.

© Stephen Godden

Initial Test Running of Hastings units

The following lists are some of the known test runs made by Hastings units following their construction at Eastleigh works, and also some of the crew training and other test trips made on the Eastern Section prior to their introduction to service.

Unit no.1001
17-Jan-57	Eastleigh - Fareham (4 trips).
18-Jan-57	Eastleigh to Basingstoke (2 trips) + Basingstoke - Andover trip.
20-Jan-57	Eastleigh to Basingstoke (2 trips).
21-Jan-57	Eastleigh - Weymouth (via Basingstoke).
23-Jan-57	Eastleigh - Basingstoke.
25-Jan-57	Eastleigh - Southampton Terminus - Alton - Eastleigh - Andover Jct - Eastleigh.
29-Jan-57	Eastleigh - Southampton Terminus - Eastleigh (fuel pump trouble).
30-Jan-57	Eastleigh - Southampton Central - Portsmouth - Southampton Central - Eastleigh.
6-Feb-57	Eastleigh - Basingstoke - Wimbledon - East Putney - Clapham Jct - Bickley - Swanley - Maidstone East - Ashford.
From 18-Feb-57	Training trips Ashford to Tunbridge Wells Central Goods via Hastings calling at all stations.
Unit no.1002
7-Feb-57	Eastleigh - Fareham.
8-Feb-57	Eastleigh - Ringwood - Bournemouth West.
19-Feb-57	Eastleigh - Tonbridge (via East Putney).
Unit no.1003
25-Feb-57	Waterloo - Bournemouth West (demonstration trip for General Manager), failed at Bournemouth with overheated motor bearing and back to Eastleigh.
27-Feb-57	Eastleigh - Bexhill West (via East Putney).
Unit no.1004
12-Mar-57	Eastleigh - Bexhill West (via East Putney).
Unit no.1005
15-Mar-57	Eastleigh - Fareham (4 trips).
18-Mar-57	Eastleigh - Basingstoke (2 trips).
	Unit then used for crew training for Hampshire Diesel Scheme. Several daily trips Eastleigh - Romsey then onto Andover line to either Stockbridge or Fullerton.
27-May-57	Eastleigh - St Leonards depot (returned to works?)
6-Apr-57	Eastleigh - St Leonards depot (via Brighton). (re-delivery?)
Unit no.1006
W/E 13-Apr-57	Test runs to Fareham and Basingstoke.
6-May-57	Into traffic.
Unit no.1007
c.4-May-57	Delivered Eastleigh - St Leonards depot (via Brighton). Trailers 60706 & 60518 detached at Brighton for test runs on Brighton line between 2 EPB units 5717 /5718 and no.1007 on to St Leonards as 4-car unit. Returned to Brighton 10-May-57 to collect those trailers.
Unit no.1011
W/E 11-May-57	Test runs to Fareham and Basingstoke.
14-May-57	Delivered Eastleigh - Bexhill West.
Unit no.1014
14-Jan-58	Eastleigh - Fareham.
15-Jan-58	Eastleigh - Basingstoke.
First week in Feb-58	Unit in traffic.
Unit no.1015
First week in Feb-58	Unit in traffic.
Unit no.1016
W/E 22-Feb-58	Trials with unit no.1114 (first Hampshire with uprated 600hp engine).
By 27-Feb-58	Unit in traffic.
Unit no.1017
Mid-Mar-58	In traffic.
Unit no.1018
By 12-Apr-58	In traffic.
Unit no.1019
17-Apr-58	Into traffic.
Unit no.1031
c.Apr-58	Completed without buffet car.
Unit no.1032
14-May-58	Test run to Weymouth.

Unit no.203 001 at London Bridge
© Colin Duff

Special Workings

Unit no.1014 on the Southern Electric Group
(SEG) Devonian DEMU railtour 30^th March 1983

Photo stop at Yeovil Junction
© Colin Duff

Enthusiasts disembark at Meldon Quarry
© Colin Duff

Arrival back at Waterloo
© Colin Duff

Excursions

The following special workings of Hastings units are known to have taken place, though there were certainly many others which were not recorded.

Date	Units	Journey	Notes
5-Nov-60	1002 & 1013	Brighton - Eastbourne shuttles	Lewes flooding emergency
20-May-62	1001 & 1005	East Croydon - ? (via Oxted)	Ramblers Excursion
5-Dec-64	Two units	Gillingham - Luton	Football Special
30-Jan-65	Two units	Norwood Jct – Southampton (Ran 06.43 Eastbourne - London Bridge via Cuckoo line to position stock).	Football Special
3-Apr-65	1016	Hastings - Wembley Stadium (Unit ECS to /from Marylebone for servicing)	Football Special
12-Mar-66	1033	Gillingham? – Watford?	Football Special
20-Oct-68	1034	Brighton - Victoria & vv.	Engineering Diversions
16-Nov-68	Two units	Sturry - Swindon	Football Special
7-Dec-68	1034	Dartford - Kettering	Football Special
11-Jun-69	????	Eastbourne - Minster	Conference Special
12-Jun-69	1017 & 1015	Southampton Docks - Pevensey	QE2 educational Special
13-Sep-69	????	Ramsgate? - Wembley	Speedway Special
15-Oct-69	1007 & 1016	Southampton Docks - ?	QE2 excursion
8-Nov-69	1005	London area lines	LCGB Railtour
21-Mar-70	1033 & 2H	Southfleet /Grain Branch /Merton Abbey	RCTS Railtour
25-Jul-70	Two 6B units	Waterloo - Weymouth	10.57 service train.
26-Jul-70	Two 6B units	Weymouth - Folkestone	Troop Special
16-Aug-70	1013	Brighton - Salisbury	Excursion
30-Aug-70	1033 & 1035	East Croydon - Weston-super-Mare	Mystery Excursion
12-Sep-70	1007	London Terminals	RCTS Railtour
19-Sep-70	1033 & 1037	Rye - Salisbury	Excursion
22-May-71	1035 & 1037	Eastbourne - Westbury	Excursion
19-Jun-71	Two units	Hastings - Leighton Buzzard	Excursion
26-Jun-71	One unit	Gillingham - Leighton Buzzard	Excursion
3-Jul-71	1034 & 1037	Bexhill - Westbury	Excursion
10-Jul-71	Two units	Eastbourne - Clacton	Mystery Excursion
25-Jul-71	1012 & 1016	Bletchley - Hastings	Excursion
7-Aug-71	Two 6B units	Hastings - Westbury	Excursion
28-Aug-71	1036 & 1037	Eastbourne - Lowestoft	Excursion
18-Sep-71	1033 & 1036	Bexhill - Westbury	Excursion
19-Sep-71	Two 6B units	East Croydon - Westbury	Excursion
20-Nov-71	1033 & 1035	Bexhill - Bristol	Excursion
1-Jan-72	1019	Hampshire lines /Swanage	‘Purbeck Piper’ Railtour
1-Apr-72	Two units	Hastings - Bournemouth	Two Football Specials
8-Apr-72	?	Bexhill - Worcester	Mystery Excursion
29-Apr-72	1036 & 1037	Hastings - Spalding	Bulbfields Special
25-Jun-72	1035 & 1037	Hastings – Norwich /Diss	Excursion
2-Jul-72	1035 & 1036	Hastings – Norwich /Diss	Repeat Excursion
30-Jul-72	1034 & 1037	Hastings – Bath /Bristol	Excursion
5-Aug-72	1034 & 1036	Hastings – Bath /Bristol	Repeat Excursion
16-Sep-72	Two 6B units	Eastbourne - Westbury	Excursion
23-Sep-72	1034 & 1036	Hastings - Weymouth	Special
30-Sep-72	Two units	Hastings - Weymouth	Repeat Special
7-Oct-72	1036 & 1037	Hastings - Exeter	Excursion
21-Oct-72	1012 & 1018	Bexhill - Bletchley	Special
4-Nov-72	1033 & 1037	Hastings - Clacton	Special
30-Dec-72	1034 & 1036	Hastings - Wembley Hill	Exhibition Special
20-Jan-73	1019	Dover - Bedford	Football Special
20-Jan-73	1035 & 1036	Hastings - Paignton	Holiday Preview Special
3-Feb-73	Two 6B units	Hastings - Weymouth	Special
10-Feb-73	1033 & 1037	Hastings - Wembley	Extra
17-Feb-73	Two 6B units	Hastings - Weston-super-Mare	Holiday Preview Special
8-Apr-73	1018	Victoria - Wateringbury	Ramblers Excursion
14-Apr-73	1033 & 1037	Hastings - Evesham	Excursion
2-Jun-73	1034 & 1035	? - Cardiff	?
12-May-73	1033 & 1036	Hastings - Spalding	Bulbfields Special
16-Jun-73	1033 & 1036	Hastings - Spalding	Bulbfields Special
29-Jul-73	1034 & 1037	Hastings - Bristol	Special
5-Aug-73	1037	? - Windsor	?
19-Aug-73	1033 & 1034	Hastings ? – Diss /Norwich	Excursion
26-Aug-73	Two units	Hastings - Hampton Court	Excursion
8-Sep-73	1035	Brighton - Melton Mowbray /Leicester	Excursion
20-Oct-73	1035 & 1037	Hastings - Westbury	Excursion
30-Mar-74	1037	Bricklayers Arms /Tilmanstone Coll.	RCTS Railtour
13-Apr-74	1036 & 1037	? - Bristol	Excursion
27-Apr-74	1033 & 1035	Bognor - Spalding	Bulbfields Special
c.6-74	?	? - Worcester	?
23-Jun-74	1034 & 1035	SR – Diss /Norwich?	Special
27-Jul-74	1037	Wareham - Hastings	Excursion
28-Sep-74	1033 & 1036	Hastings - Derby	Mystery Excursion
5-Oct-74	1033 & 1035	Hastings - Paignton	Excursion
26-Oct-74	1034 & 1036	Gravesend - Oxford	Pleasure Seeker Excursion
10-May-75	1033 & 1036	Hastings - Spalding	Bulbfields Special
14-Jun-75	1037	SR - Norwich?	Pleasure Seeker Excursion
19-Jul-75	1034 & 1036	Hastings - Weymouth	Excursion
27-Jul-75	1034 & 1036	Hastings - Norwich	Excursion
8-Nov-75	1035 & 1037	Hastings - Bristol	Excursion
10-Apr-76	1018	? – Richborough /Dover Ferry	BLS Railtour
1-May-76	1034	Ardingly	‘Sunny South Express’ Railtour
8-May-76	1036 & 1037	Hastings - Spalding	Bulbfields Special
31-Jul-76	1034	Tilmanstone Colliery	’Sunny South Express’ Railtour
16-Oct-77	1035	Hastings - Lowestoft	Excursion
12-Dec-80	1011	Charing Cross - Grain	Railtour
5-Jun-82	1012	Kent lines	‘Invicta Invader’ Railtour
19-Mar-83	1017 & 1032	Watford Jct – Ludgershall /Weymouth	Railtour
30-Mar-83	1014	Waterloo – Yeovil - Meldon	SEG Devonian DEMU railtour.
30-Apr-83	1014	London - Heathfield (Devon)	Railtour
17-Sep-83	1031	Oxted lines	BLS Railtour
14-Jan-84	1031	Watford Jct - Broad Street	Railtour
11-Feb-84	1031	Thames & Graveney	Railtour
13-Oct-84	1032	Eastbourne - Kidderminster	Railtour
5-Jan-85	1017 & 1032	Watford Jct - Aberdare	‘Cymru Demu’ Railtour
19-Jan-85	1015	? to Dungeness	Railtour
20-Apr-85	1006 & 1304	Watford Jct - Dungeness	‘Dungeness Dynamo’ Railtour
27-Apr-85	1031	Hastings - Penge West	Girl Guides 75^th anniversary spl.
8-Jun-85	1017 & 1032	Bracknell - Weymouth	Charter
20-Jul-85	1013	London – Alresford /Southampton	‘Hampshire Hog’ Railtour
5-Oct-85	1035	Luton & Liverpool St.	BLS ‘London Jcts No.2’ Railtour.
12-Oct-85	1017	Watford Jct - Severn Beach	‘Somerset & Avon’ Railtour.
21-Dec-85	1032	Plymouth /Gunnislake	‘Gunnislake Goliath’ Railtour
25-Jan-86	1016	London suburban lines	‘Capital Carousel’ Railtour.
8-Mar-86	1005 & 1007	London - Whatley Quarry	BLS ‘Bedlam Belle’ Railtour
12-Apr-86	1032, 1011 & 1001 (MBS only)	Victoria - Carlisle	‘Long Thin Drag’ Railtour
11-May-86	1002 & 1032	Hastings - London area	‘Hastings DEMU Farewell’ tour

Last Day of Scheduled Services
Sunday, 11^th May 1986

The day started around 06.00 at West Marina Carriage Shed!

“L-R 1002/1032 (ready for the tour), 1011, 1111 & 1113”

Driver Kevin Auger ©

Sunday 11^th May 1986 saw the last scheduled day of Hastings six-car diesel services on the Charing Cross to Hastings route. These units served the route well for twenty-nine years and it is sobering to think they have been gone for so much longer.

Seldom can the withdrawal of a fleet of trains be recorded in such detail; in the case of the six-car Hastings units these were a dedicated fleet on a specific route with a set day for end-of-use. This section records those last few days including comments from railwaymen present on the day.

Awaiting departure for Tunbridge Wells, 2 HAP unit no.6013 in platform 1 at Tonbridge on 7^th April 1986.

© John Atkinson

Electrification (1986)

Electrification and route clearances works led to the use of Restriction ‘4’ (C1) electric stock with the first passenger electric train running on 4^th April 1986 (unit no.1532 on the 17.16 CST to HGS albeit short-turned at Tunbridge Wells Central) and on 6^th April 1986 unit no.6013 (a 2 HAP on its first day on the route) undertook a Tunbridge Wells Central shuttle following a points failure at Strawberry Hill tunnel.

Unit no.6013 was the only 2 HAP unit to ever be allocated to St Leonards West Marina Depot (7^th April 1986) but was ‘banished’ back to Wimbledon around 25^th April 1986; a rare example of a unit never physically attending the depot to which it was allocated to.

2 HAP unit no.6013 passes its replacement (4 CAP no.3309) just outside Tonbridge on 21^st April 1986.

© Colin Price

Proving inadequate for the school traffic between Tunbridge Wells Central and Tonbridge (with its the many schools and colleges), 2 HAP unit no.6013 was subsequently replaced with 4 CAP unit no.3309 of Ramsgate shed (arriving 14^th April 1986).

Approaching Vauxhall Lane overbridge, 4 CAP unit no.3309 is en-route to Tonbridge on 21^st April 1986.

© Colin Price

Due to a suspected broken rail at Berwick, on 24^th April 1986 South-Central’s 06.30 Eastbourne to London Bridge was diverted via Hastings. Formed of 4 CIG units nos.7364 & 7395, this was the first through electric train between Hastings and London via Battle. The electric-only service commenced sixteen days later on Monday, 12^th May 1986.

On the Friday morning of 9^th May 1986, unit no.1035 ran up to Cannon St before working the 10.03 Cannon St - Hastings via Rye (seen here passing Headcorn). With the exception of the Farewell tour this was probably the last unit routed this way.

“I had no idea this train was conveying John Atkinson!”

Colin Price ©

Friday, 9^th May 1986

The final Hastings Diesel service out of Cannon Street was the 18.00hrs on Friday, 9^th May 1986.

Unit no,1017 leads no.1018 in to Tonbridge working the last scheduled Hastings DEMU ‘headcode 33’ service up to Cannon Street – the 16.08 from Hastings on Friday, 9^th May 1986.

© Colin Price

With its ‘33’ headcode and ‘Farewell Hastings DEMU’ headboard in place, unit no.1018 (with no.1017 at its rear) readies to depart from Cannon Street with the 18.00 to Hastings on Friday, 9^th May 1986.

© Colin Price

Sunday, 11^th May 1986

The last day (Sunday, 11^th May 1986) saw ten diesel units at work on the Hastings line with 6L units paired up with either a 6S, 6L or (former) 6B unit. Four of these pairs worked regular passenger service trains between Charing Cross, Tonbridge and Hastings; these being units nos.1011 (6L) & 1017 (6L), nos.1016 (6L) & 1035 (ex.6B), nos. 1018 (6L) & 1013 (6L) and nos.1001 (6S) & 1012 (6L).

Nos.1002 (6S) & 1032 (ex.6B) were the fifth pair of units and initially worked an additional train (a stock move with passengers) from Hastings to Clapham Junction. Here these two units formed the ‘Hastings DEMU Farewell’ enthusiast’s excursion to Aylesbury (etc) before returning to Charing Cross albeit routed via Reading (rev), Redhill (rev), Tonbridge, Ashford, Rye thence ‘non-stop’ up from Hastings.

Following their arrival at Charing Cross, this fifth pair of units were then deployed on the very last passenger service train – the 22.45 off Charing Cross to Hastings – this being a one-off additional Sunday service.

Throughout the day, a number of electric services were also being operated on the Hastings Line (although these do not really feature here).

Photography

First photograph of the morning was by Driver Auger (c.06.00hrs at West Marina Depot) thence Colin Price and John Atkinson who spent the day chasing around saying their farewells to these trains.

The photographs are listed in order the trains’ departure time but our intrepid photographers were often boarding and alighting at intermediate stations towards the middle of the route. So, whilst our photographers may appear to have with accomplished time-travel, each was simply photographing trains at their local arrival time (which was not necessarily in order of each train’s departure from Charing Cross, Tonbridge or Hastings).

First Train of the Day
06.56 Hastings - Charing Cross

Driver Pete White on the first train of the day approaching Tonbridge unit no.1011 (& 1017 - 06.56 Hastings - Charing Cross).

“Just a twenty-minute morning stroll to my first photograph of the day!”

Colin Price ©

6L unit nos.1017 was at the rear of this pairing at it slowly descends around the long curve into Tonbridge station.

“About face!”

Colin Price ©

Train Running Information
Units nos.1011 & 1017

Sch. Time	From	To	Drivers & Crew Changes
	1011 solo
06†32	WMA	HGS	Pete White [WMA]
	1017 attached
06.56	HGS	CHX	Pete White [WMA]
08.45	CHX	HGS	Pete White [WMA] to TON Bill Ford [TON] from TON
10.43	HGS	CHX	Bill Ford [TON]^ꝋ1
12.45	CHX	HGS	Bill Ford [TON]^ꝋ1 to TON Ken Warren [WMA] ^ꝋ1
	1017 solo
Control move	HGS*	WMA	Dennis Kurse [WMA]
	1011 solo
14.43	HGS	CHX	Ken Warren [WMA] to WLD Stan Mepham [WMA]
16.45	CHX	HGS	Stan Mepham [WMA]
19.26	HGS	TON	Charlie Watson [WMA]
21.14	TON	HGS	Charlie Watson [WMA]
22†20	HGS	WMA	Charlie Watson [WMA]

Notes
1011	Unit at London-end after attachment at Hastings.
[WMA]	St Leonards WM Driver
[TON]	Tonbridge Driver
^ꝋ1	Guard Ken Palmer
†	ECS
^*	1017 classified as defective and detached at Hastings.

‘Hastings DEMU Farewell’ Stock
07.14 Hastings to Clapham Junction

From St. Leonards West Marina depot, the empty coaching stock (ecs) left Hastings (becoming the second up passenger train stopping at St. Leonards Warrior Square, Battle, Etchingham, Tunbridge Wells Central, Tonbridge, Sevenoaks, Orpington, Bromley South & Beckenham Junction). Departing Hastings at 07.14, it was booked via Streatham Hill to Clapham Junction (arriving late at 09.04) where the Southern Electric Group /LCGB ‘Hastings DEMU Farewell’ tour officially started.

Scheduled to leave Clapham Junction at 09.03 the tour departed 4½ minutes late for Aylesbury (arr.10.38) being routed via West London Line, Old Oak Common, Ealing Broadway and Princes Risborough. At Aylesbury the two units divided and made two identical sorties along LUL metals before recoupling at Marylebone.

With Driver Kevin Auger at the controls, the second train was units no.1002 & 1032 leaving Somerhill Tunnel running passenger with the outbound stock for the ‘Hastings DEMU Farewell’ tour.

© Colin Price

Having departed at 07.14 from Hastings, unit no.1032 (with no.1002 leading) heads to Clapham Jcn with the tour stock.

© Colin Price

After driving the ‘Hastings DEMU Farewell’ tour from Hastings (St. Leonards West Marina Depot) to High Wycombe, Driver Auger handed over control of the train and returned ‘pass’.

© Driver Kevin Auger

Train Running Information
Units nos.1002 & 1032

Sch. Time	From	To	Drivers & Crew Changes
06†49	WMA	HGS	Kevin Auger [WMA]
07.14	HGS	CLJ	Kevin Auger [WMA] ^ꝋ2
‘Hastings DEMU Farewell’ Outbound
09.03^#	CLJ	AYS^§	Kevin Auger [WMA] to HWY ^ꝋ2
London Transport tour section thence ‘Hastings DEMU Farewell’ Return
14.26^#	MYB^¶	RDG	N/R
15.53^#	RDG	RDH	N/R
17.03^#	RDH	HGS	Brian Shimmings [WMA]
19.18	HGS	CHX	John Baker [WMA]^ꝋ3
Additional Passenger Service 22.45 Charing Cross - Hastings
22.45	CHX	HGS^ø	John Baker [WMA]^ꝋ3
† - Service originally booked as ecs Passengers carried ad-hoc
00.33	HGS^ø	ORE	John Baker [WMA]^ꝋ3

Notes
1002	Unit started at London-end
1032	Unit finished at London-end
[WMA]	St Leonards WM Driver
N/R	Driver not recorded
^ꝋ2	Accompanied from Orpington (ORP) by Hither Green driver for Route Knowledge purposes
^ꝋ3	Guard was Jim Taylor
†	ECS
^#	Actual departure was later
^§	Split for runs on LT
^¶	Recoupled at Marylebone
^ø	Extended at HGS to ORE

Morning Service Trains

Following the first train of the day (06.56 ex.Hastings) and the (passenger-carrying) stock working to Clapham Junction for the Hastings DEMU Farewell tour, service trains were xx.43 Hastings - Charing Cross. The 07.43 Hastings was units nos.1035 & 1016, 08.43 was units no.1012 & 1001. However, units no.1018 & 1013 started out-of-berth from Tonbridge working 08.14 Tonbridge to Hastings, thence forming the 09.43 Hastings – Charing Cross.

This was followed by units nos.1011 & 1017 on the 10.43 Hastings – Charing Cross. Each pair of units then circulated round every four hours until units nos.1013 & 1018 came up on 17.43 from Hastings – Charing Cross (last through DEMU scheduled service to London).

The first Down train from Charing Cross was the 08.45 to Hastings (nos.1011 & 1017) then each hour thereafter repeating until 19.45. The last service was the Farewell tour pairing (nos.1032 & 1002) formed as the 22.45 Charing Cross - Hastings.

07.43 Hastings – Charing Cross

Platform 2 (Up Main) at Sevenoaks; unit no.1016 on the rear of 07.43 Hastings – Charing Cross being led by no.1035.

“Having earlier photographed the 06.56 Hastings – Charing Cross, the following ‘Hastings DEMU Farewell’ tour stock move thence the 08.14 Tonbridge – Hastings (all at Tonbridge), I had boarded the 07.43 (ex.Hastings) riding up to Sevenoaks”.

Colin Price ©

Train Running Information
Units nos.1016 & 1035

Sch. Time	From	To	Drivers & Crew Changes
07.43	HGS	CHX	Derek Duly [WMA]
09.45	CHX	HGS	Derek Duly [WMA] to TON Arthur Morris [WMA] from TON
11.43	HGS	CHX	Arthur Morris [WMA] to WLD Ken Warren [WMA] WLD to TON John Atherell [TON] from TON
13.45	CHX	HGS	John Atherell [TON] to TON Bill Ford [TON] from TON
15.43	HGS	CHX	Bill Ford [TON] to TON Dave Hulian [GRP] from TON
17.45	CHX	HGS	Dave Hulian [GRP] ORP to TON Reg Veness [WMA] from TON
19†40	HGS	WMA	Reg Veness [WMA]
20†10	WMA	HGS	Reg Veness [WMA]
20.26	HGS	TON	Trevor Mepham [WMA]
22.14	TON	HGS	Eddie Gates [WMA]
23†20	HGS	ORE	Eddie Gates [WMA]

Notes
1035	Unit at London-end. Train initially berthed in Hastings station platform 4.
[WMA]	St. Leonards WM Driver
[TON]	Tonbridge Driver
[GRP]	Grove Park Driver
†	ECS

08.14 Tonbridge to Hastings

Having spent the night berthed at Tonbridge’s Jubilee Sidings, unit no.1018 (with no.1013 at its rear) steadily climbs away from Tonbridge on the 08.14 Tonbridge to Hastings service.

“Photographed Driver Bill Derrick just south of Tonbridge well before I caught the 07.43 coming up from Hastings!”

Colin Price ©

With unit no.1018 at the front, no.1013 is about to take the recently-singled track through Somerhill Tunnel.

“Unit was subsequently reinstated after 5-weeks from 23^rd June 1986 right through to 18^th April 1988; this became necessary because of a shortage of 3-car diesel units on the Oxted lines”.

Colin Price ©

Train Running Information
Units nos.1018 & 1013

Sch. Time	From	To	Drivers & Crew Changes
08.14	TON	HGS	Bill Derrick [TON]
09.43	HGS	CHX	Bill Derrick [TON] to TON Pete White [WMA] from TON
11.45	CHX	HGS	Pete White [WMA] to WLD Reg Veness [WMA] from WLD
13.43	HGS	CHX	Reg Veness [WMA]
15.45	CHX	HGS	Reg Veness [WMA] to TON John Hobden [TON]
17.43	HGS	CHX	John Hobden [TON] to TON^ꝋ4 Mick Macmillian [TON] fr. TON^ꝋ4
19.45	CHX	HGS	Mick Macmillian [TON] to TON^ꝋ4 Tony Blazier [WMA]^ꝋ4
21†40	HGS	ORE	Tony Blazier [WMA]

Notes
1013	Unit at London-end. Train initially berthed in Jubilee Sidings (Tonbridge).
[WMA]	St. Leonards WM Driver
[TON]	Tonbridge Driver
^ꝋ3	Guard Dick Wenham
†	ECS

08.45 Charing Cross – Hastings

Units nos.1017 & 1011 enter Sevenoaks station’s platform 3 on the 08.45 Charing Cross – Hastings service (Driver Pete White).

“At Sevenoaks I caught the 08.45 Charing Cross to Etchingham”

Colin Price ©

09.43 Hastings – Charing Cross

With the 09.43 Hastings – Charing Cross, unit no.1013 leads no.1018 over the level-crossing into Etchingham station.

“From Etchingham I picked up the 09.43 from Hastings (Driver Bill Derrick) which I travelled on to get back up to Sevenoaks”

Colin Price ©

10.45 Charing Cross to Hastings

Sevenoaks platform 3 - units nos.1001 & 1012 arrive with the 10.45 service from Charing Cross to Hastings (Driver Atherell).

“After waiting to photograph the 10.45 from Charing Cross, I made a return trip on this pair of units down to Hastings”

Colin Price ©

Train Running Information
Units nos.1001 & 1012

Sch. Time	From	To	Drivers & Crew Changes
08†38	ORE	HGS	Arthur Morris [WMA]
08.43	HGS	CHX	Arthur Morris [WMA] to TON John Atherell [TON] from TON
10.45	CHX	HGS	John Atherell [TON] to TON Derek Duly [WMA] from TON
12.43	HGS	CHX	Derek Duly [WMA] to WLD Dennis Russell [WMA] from WLD
14.45	CHX	HGS	Dennis Russell [WMA]
16.43	HGS	CHX	Eddie Gates [WMA]
18.45	CHX	HGS	Eddie Gates [WMA] to TON John Hobden [TON] from TON
20†40	HGS	WMA	John Hobden [TON]
21†10	WMA	HGS	John Hobden [TON]
21.26	HGS	TON	John Hobden [TON]
23.14	TON	HGS	Trevor Mepham [WMA]
00†20	HGS	ORE	Trevor Mepham [WMA]

Notes
1012	Unit at London-end
[WMA]	St. Leonards WM Driver
[TON]	Tonbridge Driver
†	ECS

11.43 Hastings – Charing Cross

Unit no.1035 (with no.1016) steadily chugging up the gradient at Hildenborough with the 11.43 Hastings – Charing Cross.

“Following my photographs of the 11.45 (ex.Charing Cross) at Dunton Green, I’d ridden my motorcycle to Hildenborough”

John Atkinson ©

11.45 Charing Cross – Hastings

Unit no.1018 at Dunton Green (11.45 Charing Cross – Hastings).

“This was my first photograph of the day!”

John Atkinson ©

Unit no.1013 at Dunton Green (11.45 Charing Cross – Hastings).

“Time was now pressing for the ride down to Hildenborough station and photograph the 11.43 Hastings – Charing Cross!”

John Atkinson ©

Afternoon Service Trains

Amongst the afternoon’s DEMU service (and the scheduled electrics) a 4 CEP unit undertook some additional passenger trains (under ‘control’ arrangements); these being 15.55, 16.55 & 17.55 off Tonbridge (returning from Tunbridge Wells at 16.16, 17.16 & 18.16). These being in addition to the scheduled electric services already running through to Hastings.

Mick Macmillian (of Tonbridge Depot) crewed the first two additional ‘control arrangement’ electric trains thence Fred Frewin (of West Marina Depot) crewed the last round-service before running the train ecs back into the Up Hastings Branch Siding ‘under the box’ at Tonbridge. In the evening (and at the end of his shift) Fred Frewin took the 21†00 to down Hastings (an 8 CEP formation running ecs).

12.43 Hastings to Charing Cross

In platform 4, unit no.1012 (with no.1001 at the rear) awaits the road for Charing Cross with the 12.43 from Hastings.

“At Hastings I caught this same pair of units back up to Sevenoaks”.

“However, for Driver Derek Duly it was his last diesel turn on the Hastings line for he was relieved minutes later at West St. Leonards by Driver Dennis Russell!”

Colin Price ©

Passing the new cabinets for the 11Kv feeder cables close to Vauxhall Lane overbridge, unit no.1012 (with no.1001 on the rear) is braking for the speed restriction into Somerhill Tunnel.

“Following the ‘drama’ with unit no.1017 I did not have long to wait for no.1012, Driver Russell and passenger Colin Price!”

John Atkinson ©

Just beyond Vauxhall Lane overbridge is the ‘new’ A21 Tonbridge by-pass and unit no.1001 (behind no.1012) is about to enter Somerhill Tunnel with the 12.43 from Hastings.

“Note the conductor rail is located in the sixfoot throughout; one feature of the Hastings line electrification scheme”.

John Atkinson ©

12.45 Charing Cross to Hastings
(Sad Demise of Unit no.1017)

Around 13.30hrs and after leaving Tonbridge on the 12.45 (from Charing Cross), unit no.1017 had a dragging brake and even with no.1011 at its rear, struggled with the climb up to Somerhill Tunnel under the control of West Marina Driver Ken Warren (who had just taken the train over at Tonbridge). Just beyond this recently singled tunnel, John Atkinson and his (film) camera was waiting atop the bridge that carries Vauxhall Lane over the railway.

The climb continues all the way through to Tunbridge Wells Tunnel Junction with further climbs up to Wadhurst, thence after the long downhill to Etchingham there is a further climb to Mountfield.

With clear line of sight through Somerhill Tunnel unit no.1017 (with no.1011 on the rear) is making hard work of the 1 in 48!

© John Atkinson

Now full of exhaust resulting in absolutely no visibility through its length, unit no.1017 slowly emerges from the tunnel.

© John Atkinson

Now travelling very slowly and almost coming to a stand, unit no.1017 appears to have to blown-out and released its brakes.

© John Atkinson

With all four engines working hard, unit no.1011 assists no.1017 on the continuing climb to Tunbridge Wells Tunnel Jcn.

© John Atkinson

Unit no.1017 was detached in Hastings’ station going straight to Ore shed, withdrawal and eventual scrapping.

This left no.1011 to work solo with the 14.43 Hastings to Charing Cross, returning on the 16.45 from Charing Cross, made a return trip to Tonbridge (19.26 Up /21.14 Down) thence upon arrival at Hastings, empty to depot to be reformed as a 4-car for use across the Marsh. Sadly, neither move was photographed by Messers Atkinson or Price.

13.45 Charing Cross to Hastings

Sevenoaks platform 3 and unit no.1016 arrives (with no.1035 on the rear) of the 13.45 Charing Cross to Hastings service.

“I picked up the 13.45 ex.Charing Cross at Sevenoaks, so for a 2^nd time I travelled all the way down from here to Hastings”.

Colin Price ©

On the 8^th May 1996 one motorcoach of unit no.1016 (60024) was substituted by 6S motorcoach 60007 (from unit no.1004).

Motorcoach 60007 was marshalled in the centre of the train so wasn’t immediately obvious. However, the St Leonards tradition (at variance to many other BR(S) depots) of ad-hoc formations was being maintained right up to the very end!

“My second visit to Hildenborough and Driver John Atherell spending his last five minutes at the controls of a Hastings DEMU (units nos.1016 & 1035) peaking at 84mph on the downhill through Hildenborough (13.45 ex.Charing Cross)”.

“At the time I had no idea this train was conveying Colin Price!”

John Atkinson ©

17.43 Hastings to Charing Cross

With unit no.1018 on the rear, no.1013 runs in at Tonbridge on the 17.43 from Hastings to Charing Cross. On the right is a class 119 Gloucester RC&W cross-country unit awaiting departure.

“From photographing units nos.1016 & 1035 from the footbridge at Pembury Grove (17.45 off Charing Cross) and the brisk walk back to Tonbridge station, I arrived just in time to catch the 18.44 up to Charing Cross (17.43 off Hastings)”.

“Ron Cook was ‘supervising’ Driver John Hobden [TON] who was about the be relieved by Driver Mick Macmillian [TON]”

Colin Price ©

17.45 Charing Cross to Hastings

On the 17.45 from Charing Cross units nos.1016 & 1035 on the curving climb following departure from Tonbridge station.

“From the footbridge bridge by Somerhill tunnel (Pembury Grove) I photographed the 17.45 Charing Cross going down.”

Colin Price ©

Unit no.1035 on the rear of the 17.45 from Charing Cross.

“It was now the brisk walk back to Tonbridge station in order to catch the 18.44 up to Charing Cross (17.43 off Hastings)”

Colin Price ©

Marshlink Service

Throughout the day unit no.1113 was used for the Marshlink services.

Working on the Marshlink that day was unit no.1113; in the background some withdrawn Hastings stock can be seen.

“Seem to recall that it was the 15.40 Hastings to Ashford and these were leaving Hastings on the odd hours and Ashford on the evens (around the same sort of time each hour). At this point I boarded the 15.43 off Hastings up as far as Tonbridge”.

Colin Price ©

Train Running Information
Unit no.1113

Sch. Time	Dep.	Arr.	Drivers
09†30	WMA	HGS	Tony Sturdey [WMA]
09.40	HGS	AFK	Tony Sturdey [WMA]
10.40	AFK	HGS	Tony Sturdey [WMA]
11.40	HGS	AFK	Dave Davis [WMA]
12.40	AFK	HGS	Dave Davis [WMA]
13.40	HGS	AFK	Tony Sturdey [WMA]
14.40	AFK	HGS	Tony Sturdey [WMA]
15.40	HGS	AFK	Charlie Watson [WMA]
16.40	AFK	HGS	Charlie Watson [WMA]
17.40	HGS	AFK	Trevor Mepham [WMA]
18.40	AFK	HGS	Trevor Mepham [WMA]
19.40	HGS	AFK	Stan Mepham [WMA]
20.40	AFK	HGS	Stan Mepham [WMA]
21†34	HGS	WMA	Stan Mepham [WMA]

Notes
[WMA]	St. Leonards WM Driver
†	ECS

‘Hastings DEMU Farewell’ Return
14.26 Marylebone to Hastings

Having recoupled the two Hastings units at Marylebone, the ‘Hastings DEMU Farewell’ tour officially departed at 14.26 running though Neasden, around the Greenford loop, Reading (reverse sch. dep.15.53), Guildford, Redhill (reverse sch. dep.1703 /act.17.11½) thence through Tonbridge (crew change dep.17.37), Headcorn (pathing stop), Ashford, Rye (pathing stop) and Hastings (arr.19.02) in preparation for its 19.18 departure running ‘non-stop’ to Charing Cross.

The wreath on the front of the ‘Hastings DEMU Farewell” tour unit no.1032 as it speeds through Edenbridge shaving 3-minutes off the 22-minute scheduled time between Redhill & Tonbridge.

© John Atkinson

On the rear of the ‘Hastings DEMU Farewell” tour unit no.1002 passes through Edenbridge en-route to Charing Cross routed via Tonbridge, Ashford, Rye, Tonbridge and Hastings.

“From Hildenborough (13.45 ex.Charing Cross) I rode across to Edenbridge, a brew with my parents thence the tour train”.

“Bought three years earlier in 1983, I still own my trusty red & white CBX 550 motorcycle parked in the car park – this has now been ‘in-service’ for longer than the Hastings DEMUS!”

John Atkinson ©

The excursion (units no.1032 & 1002) returns to Tonbridge alongside lines of stabled BR-type 4 CAP & 2 EPB units.

“Upon arrival at Tonbridge I walked round to the West yard bridge to see the Farewell tour come down the Redhill line; seem to recall they ran in about the same time as no.1011 working down on 16.45 Charing Cross to Hastings”.

Colin Price ©

With unit no.1002 at the rear, no.1032 enters Tonbridge.

“At this point I went home for some supper!”

Colin Price ©

19.18 Hastings to Charing Cross
(62½ miles in 80-minutes)

Departing Hastings at 19.18 for Charing Cross (via Tonbridge), the ‘Hastings DEMU Farewell’ tour train covered the route in 80 minutes (arr.20.39 CHX) under the expert control of West Marina Driver Johnny Baker (sadly now-passed) with Jim Taylor as guard. Supposedly non-stop, this ‘46 mph average speed’ train up the graded and curving Hastings line was unfortunately delayed at both Battle and London Bridge.

Timed as 19.18 from Hastings, units no.1032 & 1002 pass through Tonbridge at 20.03½ - with today’s modern electric stock this journey now only takes around an hour (cough)!

“Travelling non-stop through Tonbridge’s Up Fast is always an exhilarating feeling; particularly in a Hastings diesel unit!”

John Atkinson ©

The Southern Electric Group Live Rail magazine’s David Bosomworth & Bryan Rayner reported this ‘non-stop’ run as follows:

“After a 17-minute pause, the tour set off <from Hastings> for a record non-stop run to London. It was hoped to run the 62½ miles non-stop in 80-minutes, but unfortunately the train was held at Battle for engineering work and was five minutes late through Tunbridge Wells. However, once through Tonbridge there was no holding the special. 75-miles an hour through Dunton Green and again before Orpington where we had to come down to 55-miles per hour to take the Slow Line.

Speed reached a blood-curdling 84-miles an hour down Grove Park bank before some flange-wearing progress through the curves in the inner-suburban area. As if out of malice, London Bridge stopped us momentarily but by continuing enterprising running, Driver Baker was able to stop his train at Charing Cross less than a minute late at 20.38; a splendid effort in the spirit of the occasion.”

Upon arrival at Charing Cross the stock formed the 22.45 (additional) service to Hastings (486 miles later) which then ended-up running through to Ore.

With its red blinds promptly displayed, Guard Jim Taylor (left) and Driver John Baker (right) stand for photographs alongside ex.6B unit no.1032 at the ‘stops’ in Charing Cross platform 6.

© Mike Pannell

Evening Service Trains

The evening workings were the 18.26 (3H unit no.1111), 19.26 (no.1011), 20.26 (nos.1016 & 1035) & 21.26 (nos.1012 & 1001) from Hastings to Tonbridge, which then laid over at Tonbridge for 50 minutes before going back down as 20.14 (no.1111), 21.14 (unit no.1011). 22.14 (no.1035 & 1016) & 23.14 (nos.1001 & 1012) from Tonbridge to Hastings.

During the evening services there were two additional electric ecs movements. These being an 8 CEP positioning move (ready for Monday morning) driven from Tonbridge by Fred Frewin of West Marina Depot (21†00 dep Jubilee Sidings) to Hastings station platform 1 (berthed) and a 12 CEP from Ore Carriage Sheds (23†00) to Hastings station platform 4 (split & berthed) driven by Tony ‘Nuts & Raisins’ Blazier of West Marina Depot. This was in order to clear space for the incoming DEMU stock.

The last train was the 22.45 from Charing Cross to Hastings; this being an additional service for the Sunday using ‘tour’ units nos.1002 & 1032. Upon arrival at Hastings a decision was quickly made to permit passengers to be carried through to Ore as the unit was going into Ore sidings anyway. So, after the last service train to Hastings had officially terminated, there was this ‘final Hastings-line’ journey – a special one-way trip to Ore!

19.45 Charing Cross to Hastings

With Driver Macmillians' assistance, enthusiasts were permitted to photo-graph unit no. 1018 with its stick-on headboard awaiting 19.45 departure from Charing Cross (no.1013 at the rear).

“Travelled to Wadhurst on the 19.45 from Charing Cross, passing the ‘Hastings DEMU Farewell’ tour as it headed north between Polhill tunnel & Dunton Green”.

Colin Price ©

With its paper headboard, unit no.1018 (with 1013) departs from Etchingham with the 19.45 Charing Cross to Hastings.

“Having arrived from Tonbridge (on the 20.14 Tonbridge- Hastings) there was only a twenty-minute wait for this train.”

“Using a film camera without a tripod at night, rarely yields a clear photograph - but this was such an historic day!”

“There was sufficient time for a celebratory pint before riding in S60000 on the last train to Tonbridge (21.26 ex.Hastings).”

John Atkinson ©

20.14 Tonbridge to Hastings

3H unit no.1111 worked the 20.14 Tonbridge to Hastings having arrived as the 18.26 from Hastings. Displaying the short-working from Tonbridge headcode of 23, it awaits departure.

“After Edenbridge, my motorcycle was left at home thence a short walk to photograph the tour train (again!) this time on its way up from Hastings. This placed me at Tonbridge to ride on the first and only 3H unit ever rostered through to Hastings”.

“Ironically, this was my first train ride of the day; my second (and only ride on a Hastings unit) was with nos.1012 & 1001 on the 21.26 ex.Hastings from Etchingham to Tonbridge!”

John Atkinson ©

Train Running Information
Unit no.1111

Sch. Time	From	To	Driver
18†10	WMA	HGS	Dennis Kurse [WMA]
18.25	HGS	TON	Dennis Kurse [WMA]
20.14	TON	HGS	Dennis Kurse [WMA]
21†22	HGS	WMA	Dennis Kurse [WMA]

Notes
1111	3H ‘Hampshire’ unit
[WMA]	St. Leonards WM Driver
†	ECS

Last Service Train
22.45 Charing Cross to Hastings

Colin Price recalls:

“Having arrived at Wadhurst off the 19.45 from Charing Cross (units no.1018 & 1013) with a bit of time to kick my heels as (I seem to recall) it would have been quite tight at Etchingham (Stonegate was shut on Sundays). From Wadhurst I caught the 20.26 Hastings up to Tonbridge (units nos.1035 & 1016), thence by VEP to Charing Cross (arr. c.22.10) for the last Hastings DEMU service train, the 22.45 Charing Cross to Hastings!

I’d already arranged for my father (with much understanding from him) to kindly drive down to Hastings, meet and give me a lift home around 00.45! Unfortunately, this was before it was locally-announced that the ‘farewell’ train was now going to carry passengers through to Ore (it had been booked ecs). As I had no idea how to get to Ore (let alone communicate this to my father) I watched the train depart Hastings.

I recall my father told me there was a flurry of excitement when the train arrived at Hastings, I believe a coach was organised to take people back up and he said there was a burst of action as people came out and shouted "We're going to Ore, we're going to Ore" at the coach driver (with somebody trying to explain how to get there) before the participants dashed off to get back on the train for the last mile!”

With a passenger shaking the hand of Driver Baker in unit no.1002 at Tonbridge (23.30), the 22.45 was the last Charing Cross – Hastings (and eventually Ore) DEMU service.

“Cannot recall if the slight blurriness was lack of a tripod, basic excitement or the two pints enjoyed earlier at Etchingham……”

John Atkinson ©

Driver’s Diagrams
(Hastings Line & the Marsh)

Drivers would sign-on at West Marina depot with some travelling ‘pass’ (passenger) to Hastings (by train or taxi) or ‘walk’ to West St. Leonards (a twenty-five-minute walking time was allowed for this). On 17^th March 1991 the Driver’s depot at West Marina moved to Hastings.

Duties away from the Hastings line or the Marsh aren’t shewn in the tables below. Unless stated otherwise all duties as Hastings or Hampshire diesel units.

Pete White (WMA)
Duty no.657

Sch. Time	From	To
06†32	WMA	HGS
06.56	HGS	CHX
08.45	CHX	TON
10.48	TON	CHX
11.45	CHX	WLD
Pass	WLD	Home

Kevin Auger (WMA)
Duty no.SPL1502

Sch. Time	From	To
06†49	WMA	HGS
07.14	HGS	CLJ
09.03	CLJ	HWY
Pass	HWY	Home
Notes
SPL	Special turn

Derek Duly (WMA)
Duty no.659

Sch. Time	From	To
Pass	WMA	HGS
07.43	HGS	CHX
09.45	CHX	TON
11.31	TON	HGS
12.43	HGS	WLD
Pass	WLD	Home

Bill Derrick (TON)
Duty no.501

Sch. Time	From	To
Off paper train duties w.33/2	HGS	TON
08.14	TON	HGS
09.43	HGS	TON

Arthur Morris (WMA)
Duty no.661

Sch. Time	From	To
Pass	WMA	ORE
08†38	ORE	HGS
08.43	HGS	TON
10.31	TON	HGS
11.43	HGS	WLD
Pass	WLD	Home

Bill Ford (TON)
Duty no.881

Sch. Time	From	To
09.30	TON	HGS
10.43	HGS	CHX
12.45	CHX	TON
14.31	TON	HGS
15.43	HGS	TON

Tony Sturdey (WMA)
Duty no.667

Sch. Time	From	To
09†30	WMA	HGS
09.40	HGS	AFK
10.40	AFK	HGS
13.40	HGS	AFK
14.40	AFK	HGS
Pass	HGS	Home

John Atherell (TON)
Duty no.SPL1510

Sch. Time	From	To
09.48	TON	CHX
10.45	CHX	TON
12.48	TON	CHX
13.45	CHX	TON
Notes
SPL	Special turn

Dave Davis (WMA)
Duty no.655

Sch. Time	From	To
EMU shunting	WMA
Pass	WMA	HGS
Attach no.1017 to 1011	HGS
11.40	HGS	AFK
12.40	AFK	HGS
Pass	HGS	Home

Ken Warren (WMA)
Duty no.669

Sch. Time	From	To
Walk	WMA	WLD
11.48	WLD	TON
13.30	TON	HGS
14.43	HGS	WLD
Walk	WLD	Home

Dennis Russell (WMA)
Duty no.652

Sch. Time	From	To
Walk	WMA	WLD
12.48	WLD	CHX
14.45	CHX	HGS
Pass	HGS	WMA

Reg Veness (WMA)
Duty no.658

Sch. Time	From	To
Walk	WMA	WLD
13.27	WLD	HGS
13.43	HGS	CHX
15.45	CHX	TON
18.31	TON	HGS
19†40	HGS	WMA
20†10	WMA	HGS
Pass	HGS	Home

Dennis Kurse (WMA)
Duty no.SPL1505

Sch. Time	From	To
14.00	WMA (Shunting)
Pass	WMA	HGS
Control Move c.15.00	HGS	ORE
Pass	ORE	WMA
18†10	WMA	HGS
18.26	HGS	TON
20.14	TON	HGS
21†22	HGS	WMA
Notes
SPL	Special turn

Stan Mepham (WMA)
Duty no.654

Sch. Time	From	To
Walk	WMA	WLD
14.48	WLD	CHX
16.45	CHX	HGS
19.40	HGS	AFK
20.40	AFK	HGS
21.34	HGS	WMA
Notes
Father of Trevor Mepham – ironically, whilst they did not pass each other driving on the day, Stan did relieve his son at HGS (unit no.1113 on the Marsh)!

Charlie Watson (WMA)
Duty no.660

Sch. Time	From	To
Pass	WMA	HGS
15.40	HGS	AFK
16.40	AFK	HGS
19.26	HGS	TON
21.14	TON	HGS
22†20	HGS	ORE
Pass	ORE	Home

Mick Macmillian (TON)
Duty no.SPL1511

Sch. Time	From	To
15.55	TON ^4 CEP	TWC
16.16	TWC ^4 CEP	TON
16.55	TON ^4 CEP	TWC
17.16	TWC ^4 CEP	TON
18.48	TON	CHX
19.45	CHX	TON
Notes
SPL	Special turn

John Hobden (TON)
Duty no.882

Sch. Time	From	To
16.31	TON	HGS
17.43	HGS	TON
19.31	TON	HGS
20†40	HGS	WMA
21†10	WMA	HGS
21.26	HGS	TON

Eddie Gates (WMA)
Duty no.662

Sch. Time	From	To
Pass	WMA	HGS
16.43	HGS	CHX
18.45	CHX	TON
22.14	TON	HGS
23†20	HGS	ORE
Pass	ORE	Home

Dave Hulian (GRP)
Duty no.SPL1501

Sch. Time	From	To
Pass	GRP	TON
16.48	TON	CHX
17.45	CHX	TON
Pass	TON	Home
Notes
SPL	Special turn
Change of Driver	Gary Leader [GRP] was originally booked for this turn.

Brian Shimmings (WMA)
Duty no.SPL1504

Sch. Time	From	To
Pass	WMA	RDH
17.03	RDH	HGS
Pass	HGS	Home
Notes
SPL	Special turn

Trevor Mepham (WMA)
Duty no.666

Sch. Time	From	To
Pass	WMA	HGS
17.40	HGS	AFK
18.40	AFK	HGS
20.26	HGS	TON
23.14	TON	HGS
00†20	HGS	ORE
Pass	ORE	Home
Notes
Son of Stan Mepham – ironically, whilst they did not pass driving on the day, Trevor was relieved by his father at HGS (unit no.1113 on the Marsh)!

Fred Frewin (WMA)
Duty no.SPL1506

Sch. Time	From	To
Pass	WMA	TON
17.55	TON ^4 CEP	TWC
18.16	TWC^4 CEP	TON
21†00	TON^8 CEP	HGS
Pass	HGS	Home
Notes
SPL	Special turn

John Baker (WMA)
Duty no.SPL1507

Sch. Time	From	To
Pass	WMA	HGS
19.18	HGS	CHX
22.45	CHX	HGS
00.33	HGS	ORE
Pass	ORE	Home
Notes
SPL	Special turn

Tony Blazier (WMA)
Duty no.SPL1508

Sch. Time	From	To
Pass	WMA	TON
20.31	TON	HGS
21†40	HGS	ORE
23†00	ORE ^12 CEP	HGS
Pass	HGS	Home
Notes
SPL	Special turn

Restriction ‘0’ to Hastings

Due to the tight construction of the tunnels along the route, there was a Restriction ‘0’ between Grove Junction and Battle on the Tonbridge to Hastings line. This led to narrow bodied passenger stock, including the 6-car Hastings DEMU sets; even the Type ‘JA’ & ‘JB’ Electro-diesels were built to this restriction along with the last of the Type 3 (KA-1A) ‘Crompton’ diesel locomotives.

The different body widths of Restriction ‘4’ (unidentified 3H), ‘1’ (3D unit no.1313) & ‘0’ (6S unit no.1005) can all be seen here on a twelve-car train at Oxted (Friday, 20^th October 1978).

“Only Restriction ‘4’ had a BR equivalent in the form of C1”.

John Atkinson ©

Between Grove Junction and Tonbridge (excl.) route Restriction ‘1’ applied; this gave rise to the narrow design of 3D ‘East Sussex’ units for services through to Tunbridge Wells West.

First Restriction ‘4’ Passenger Train

Electrification changed all that and just days after the clearance works had been completed on the Hastings line, the first Restriction ‘4’ (C1) gauge passenger train (eleven vacuum-braked ‘C1’ Mk1 coaches) to traverse the route between Tonbridge and Hastings was hauled by 50 025 ‘Invincible’.

This train was the Southern Electric Group /LCGB ‘Vulcan Van Train’ railtour on 15^th March 1986 and (with the Hastings line only just passed for to Restriction ‘4’ clearance) this was a very-much last-minute change to its original ‘via Ramgate’ itinerary; passengers only being given a hand-out of the revised timings on the day.

As the class 50 was too heavy for the Marsh, upon arrival at Hastings 33 206 took over going forward to a train-split at Ashford. First section had 73 003 coupled for the Folkestone Harbour branch (with 33 201 assisting just for the branch) whilst the second section looped around via Sandwich and Dover hauled by ‘Jaffa Cake’ MLV nos. 68001 & 68005 (both in vacuum brake mode).

Back at Ashford the motive power was swapped over with the first section now looping around Dover; the second section to Folkestone Harbour (behind the 73). Having caused considerable service disruption running light-engine back up the Hastings line to Tonbridge (a ‘control move’), 50 025 returned the entire train from Ashford to Paddington via Maidstone East.

The first Restriction 4 (C1) gauge passenger train to traverse the route was Mk1 stock hauled by 50 025 ‘Invincible’.

“This locomotive-hauled train was photographed from the public foot crossing just south of Wadhurst’s Up Siding”.

Colin Price ©

30^th Anniversary!

Hastings units still live on at St. Leonards West Marina Depot’s four-road /six-car long diesel maintenance shed and for the thirtieth anniversary three motorcoaches (all used on the last day of service) were pulled forward out of the shed for a photograph; from the left these being 60000 (from no.1001), 60019 and 60018 (both from no.1013). Even the original wreath survived from 11^th May 1986.

Out of shot, but with its engine idling at the other end of the 6-car unit in shed road 4 was motorcoach 60016 from no.1012.

Left to right

60000 (no.1001), 60019 & 60018 (both no.1013)

© John Atkinson

BloodandCustard is indebted to John Atkinson, Kevin Auger, Ron Cook, Colin Price & C. Watts along with all those (such as aficionado Mike Pannell) who made valuable contributions enabling this information to be ready for 11^th May 2021!

Preserved ‘unit’ no.1001 carrying a vertical warning panel (as used on no.1018) enters Collington on Saturday 7^th August 2021 with the 09.29 ex. Eastbourne ‘Kent & Sussex Explorer’ railtour (running between Eastbourne, Hastings and Tonbridge).

© Colin Watts

6-car Hastings Units in Model Form

In 4mm MTK used to produce aluminium & white metal kits of the 6-car Hastings units. DC Kits produced a kit of both the 6S & 6L units. However, it is understood obtaining these kits can be problematic (if at all available).

Thanks go to researchers John Atkinson & C. Watts (webpage author and editorial) along with the many photographers listed below their images.

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Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St 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& Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Hastings Diesels English Electric 6S 6L 6B St Leonards West Marina Charing Cross Tonbridge Battle Hastings Class 201 Class 202 Class 203