process, as these had been the cause of damage to carriage washing plants; the 1974 builds emerged in blue and grey livery from new. Surviving REPs saw an application of Network SouthEast flashes from 1986 onwards, while the Class 442 "Wessex Electrics" were being built. The REPs were good performers in service, their maximum permitted speed of being easily exceeded even with a full load of two additional 4TC trailer sets. They were however classified as locomotives by the operating department so when running by themselves (which was rare, but not unknown, in passenger service) they were limited to like a light locomotive. During the late 1970s, speed tests were carried out between Woking and Basingstoke with a view to upgrading the permitted maximum to but this was never undertaken mainly due to the increased braking performance required. On occasion, 9 trailer cars were hauled, when the General Manager's Saloon DB975025 was added to a 4-REP/8-TC formation. During 1971 the London-end cabs of units 3001 to 3011 were equipped with an experimental form of cab signalling (SRAWS - Signal Repeating AWS) which was being trialled in the up-direction between Raynes Park and Surbiton as well as in the New Forest area. The cab layout showed the driver the aspect of the next signal and the one that the train had just passed. The buffet restaurant cars of all REP units carried names, in a very decorative etched-glass panel behind the buffet counter. Accidents and incidents On 12 December 1988, a train comprising 4REP unit 2003 coupled to 4TC units 8015 and 8027 formed the 06:14 - Waterloo service, which ran into the rear of the 07:18 - Waterloo train, comprising 4VEP units 3033, 3119 and 3005 at . The two trains derailed and collided with a third train formed of 4VEP units 3004 and 3425 running in the opposite direction on an adjacent line. Thirty-five people were killed, nearly 500 were injured. Replacement In the mid 1980s, the decision came to replace the Weymouth line stock – not only because finance had become available to electrify the line between Bournemouth and Weymouth using new low-cost technology but also because the unpowered REP and TC cars were converted from Mark 1 coaching stock originally built in the early 1950s thus, by the late 1980s, British Rail was looking to replace them. However, the long-established Southern practice of re-using equipment took place