Below are a couple of shots taken in 2008 when the unit was in the shed at Cricklade being restored
One of the forgotten units is 1302 or better known as 207203 as it was known later in life
It is a regular performer on the Swindon & Cricklade Railway and is out most weekends.
It is famous for being one of the 3 which was converted to run with a former CEP centre car, part of the conversion was to give the unit corridor connections enabelin passengers and Gaurd to walk through the train.
These images were taken at the Not The Last Thump Event in 2014 by Amy Adams
DEMU 1302 was one of 19 units to be produced at the Eastleigh works in 1962, and were the first to have received design advice from the British Transport Commission. Designated as 3D units and popularly knows as “Oxted “or “East Sussex” units, their front end appearance bore a striking resemblance to the 4CIG (4 carriage- Corridor - Intermediate Guard) and 4VEP (4 carriage -Vestibuled - Electro Pneumatic braked), Southern region electric units that were common at the time. With steel reinforced fibreglass, rounded ends with two recesses housing the jumper cables, they were very distinctive from the earlier Hampshire Units.
However, internally they were very similar to the older units, although there were some differences to the heating; the suspension was softer and the engine was mounted on a 4 point mounting with the clutch fan also being rubber mounted ( to reduce vibration and noise from the engine in the DMBSO carriage).
The Units were also built to a slightly narrower width (8 feet 6 inches), to allow use between Tunbridge Wells West station and Tonbridge where there were width restrictions due to narrow tunnel clearances. This meant that the seating bays were 2 seats abreast as opposed to the 2 on one side – 3 on the other side that was afforded by the Hampshire units’ wider bodies. This layout obviously reduced the passenger numbers.
British rail and Southern railway had a long working relationship with English Electric Company, so inevitably, The English Electric Company were tasked to produce a diesel engine for these new units, having been tried and tested with the earlier Hampshire units. The English electric 4srkt diesel engine (4 cylinder, supercharged, RK engine designed for Traction as opposed to marine use)was subsequently fitted which powered 2 English electric EE507 motors that provided the drive to the bogie at the inner end of the DMBSO (Driving Motor Braked standard open). It was fitted with a suburban gearbox. The engine produced 600hp with the Napier MS200 model supercharger. The “Burgess” straight through exhaust silencer was fitted as standard.
These units were fitted with an automated warning system from new, although they were isolated from use until around 1981.
The 3 car units consisted of a Driving Motor Braked standard open carriage, which carried the engine, a driving cab and guard compartment. The second carriage was a Trailer Composite with both First and Second class seating. The rear carriage was a Driving Trailer Second Open (DTSO), which had a driving cab and 2 separate second class cabins. Together the 3 carriages were 199 feet, 6 inches long and accommodated 160 second class and 24 first class seats. A breakdown of each carriage is now discussed.
The DMBSO – carriage no s60127 consisted of a full width drivers cab – and was fitted with 2 EE507 motors with suburban gear ratios, and behind the engine was a guard’s compartment 8 feet 2 and a half inches wide. There was access from the guard’s compartment to the engine room, but no access to the rest of the passenger compartment. The passenger compartment consisted of 42 seats, located within 4 bays consisting of 2 seats abreast on each side of a central gangway. Smoking was not allowed in this compartment. The carriage was 64 foot long – weighed 56 tons (split 32 tons on leader bogie, 24 tons on motor bogie) and was fitted with a buckeye coupler with rubbing plates, as opposed to the central buffer and 3 chain arrangement used on the 2HAP units mentioned earlier. Underneath and between the bogies were fuel tanks and battery boxes. These units were released from April 1962 and all were in service from the start of the winter timetable in September 1962.
The Trailer Composite (coach number s60601) consisted of 42 second class seats in two separate compartments located at each end of the carriage. Smoking was permitted in the larger cabin. In the middle was the First class accommodation located in 4 separate cabins. The single lavatory was located adjacent to the First class accommodation.
The Driving trailer second open ( coach number 60901) consisted of 76 second class seats located in two separate bays, one of which was allocated as non- smoking and also consisting of a luggage and driving compartment .
Originally released in Green, they were repainted into BR Blue in the late 1960’s and then repainted into Blue/Grey in the 1980s; being repainted into Network South East colours after 1982 before ending up in Connex yellow and white after 1998.
In the great cull of 1987, this unit survived as it had previously had its blue asbestos insulation removed. 12 other units were not so lucky and were scrapped. All the units were renumbered under the Tops scheme in mid 1986, with this unit becoming 207002.
In 1991 this unit was renumbered as Unit 207103 following extensive modification for use as a two carriage unit with a conductor / guard operation, for use on the Ashford – Hastings service. The modification included a gangway between the coaches; a door being fitted from the guards compartment into the second class compartment and the removal of the DTS’s partition between the two second class compartments. This reduced the unit to just a total of 113 second class seats and no first class. A subsequent visit to Eastleigh saw the units emerge with fluorescent lighting and a PA system.
In 1994 this unit was allocated to the BR leasing company “Porterbrook”
In 1995 this unit was again reformed into a 3 carriage set for use on the Ashford to Brighton service; a second hand CEP coach being inserted to facilitate this. The unit was subsequently renumbered as 207203. The units were maintained at Selhurst at this time. This unit missed out on a naming ceremony in 1995.
During 1998, the unit was again reformed into a 2 coach unit, but this time was not renumbered. This unit suffered a serious engine fire in 2002 but was quickly put back into service. It emerged from St Leonards as the first Network South Central unit to be fitted with Train protection and warning system.
The Unit was eventually withdrawn from service in August 2004 after completing 42 years service. It has now been restored by the Swindon and Cricklade Railway in Wiltshire.
http://www.southernelectric.org.uk/features/stockdir.html (accessed 07/08/2012)
http://www.hsups.org/ Hampshire & Sussex Units Preservation Society (accessed 07/08/2012)
http://www.semgonline.com/proto/emudes.html Southern Electric Group (accessed 07/08/2012)
http://en.wikipedia.org/wiki/Class_207 (accessed 10/08/2012)
http://en.wikipedia.org/wiki/English_Electric_diesel_engines (accessed 07/08/2012)
Welch, Michael, 2005 “Southern DEMUs” Capital Transport Publishing ISBN 1854142879.
Welch, Michael, 2005 “Slam doors on the Southern” Capital Transport Publishing ISBN 1854142968