4-CEP / 4-BEP |
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During the mid '70's, it was decided to Refurbish the 4-CEP/BEP units
as there were no finances available to replace the units with new
trains. In 1975, 4-CEP unit No.7153 was chosen as the prototype unit for refurbishing and was sent to the Southern Region's Eastleigh Works. The new coach layout's were revised extensively. Click here for details. The interiors were fitted with new plastic laminate panels replacing the old varnished wood or painted ones. New false ceiling panels with flourescent lighting were fitted in saloon coaches, new InterCity 70 seats were fitted throughout and a Public Address system was also fitted. Unit No.7153 emerged from works late 1975 in resplendent condition, painted in traditional Blue/Grey livery and was shown off at many locations around the region. 1979 saw the authorisation to refurbish the rest of the 4-CEP/BEP units. The Western Region's Swindon Works recieved the contract to do the refurbishing because Eastleigh Works could not cope with the demand. Units would travel to the Southern Region's Strawberry Hill depot where all traction equipment would get removed, a locomotive would then haul a unit to Swindon Works, sometimes two units on one trip. The locomotive would then return to Strawberry Hill with one or two refurbished units, the reconditioned traction equipment would then be refitted. The rest of the units were refurbished in the same way as prototype refurbished unit no.7153 was except for laminate panel colour differences and flatter false ceiling panels. The biggest and most noticable difference was the fitting of new hopper style windows replacing the old sliding style ones. During refurbishment units would stay at Swindon Works for about 3 months (between 6 and 8 units at any one time) and on completion of refurbishment each unit would be reclassified and renumbered. For renumbering details Click Here! 4-CEP The refurbishment of the 4-CEP units included the removal of the Guards compartment and Brake Van from the two Driving Motor coaches (now DMSO) and resituating them into the Trailer Composite coach (now TBCK). Accommodation on the new Driving Motor coaches (DMSO) now were 1 one bay open saloon (where the Guards compartment and Brake Van used to be), 1 four bay open saloon and 1 three bay open saloon for 64 second class passengers (8 seats per bay). Accommodation on the new Trailer Brake Composite coach (TBCK) now were 4 first class compartments each seating 6 passengers, a Guards compartment and Brake Van (where the 2 inner of the 3 second class compartments used to be), 1 second class compartment seating 6 passengers and two toilets (one at each end), all still accessed by a side corridor running the full length of the coach. The Trailer Second coach (TSK) saw the removal of the compartments to make it open plan (now TSO). Accommodation on the new Trailer Second coach (TSO) now were 2 four bay open saloons for 64 second class passengers (8 seats per bay). The two toilets (both at one end with a centre vestibule for access) were also retained. Units were renumbered (41) 1501 to 1621. For full refurbishment details Click Here! For coach diagrams Click Here! 4-BEP The refurbishment of the 4-BEP units were identical to the 4-CEP units except for the Trailer Restaurant Buffet (TRB). 15 units out of the original 22 were converted to 4-CEP units by the removal of their Trailer Restaurant Buffet coaches and being replaced by Mk 1 Loco hauled Trailer Second coaches (TSO). These coaches were refurbished in the same manner as the 4-CEP's Trailer Second coaches (TSO) now bringing the total of refurbished 4-CEP units much higher than before. The redundant Trailer Restaurant Buffet coaches were eventually withdrawn. The remaining 7 out of the original 22 4-BEP units had their Trailer Restaurant Buffet coaches (TRB) completely rebuilt and renumbered. Accommodation on the new Trailer Restaurant Buffet coach (TRB) now were 1 one bay open saloon and 1 two bay open saloon for 24 second class passengers (8 seats per bay), also a new buffet area for passengers buying food and drinks and a small kitchen area for staff were provided. Units were renumbered (41) 2301 to 2307. For full refurbishment details Click Here! For coach diagrams Click Here! Allocations The 4-CEP units that had been refurbished (7153,1501-1621) were ALL allocated to Ramsgate depot for use on the Southern Region's South Eastern Division and by early 1981, the handful of early unrefurbished 4-CEP units that were allocated to the Central Division were ALL reallocated to Ramsgate depot for use on the South Eastern Division. The 4-BEP units that had been refurbished (2301-2307) were ALL allocated to Fratton depot for use on the Southern Region's South Western Division. Any unrefurbished 4-BEP units from 1981 that were allocated to the South Eastern Division were soon reallocated to Brighton depot for use on the Central Division. Buffet services had ceased on all London to Kent Coast trains from 1981. |
Original 4-CEP units - 111
Original 4-BEP units - 22 +
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Total = 133
Withdrawn/disbanded units - 4 - (7102,7149,7181,7204)
Refurbished 4-CEP units - 122 - (7153, 1501-1621)
Refurbished 4-BEP units - 7 - (2301-2307)
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Total = 0 |