The 6 Pan express corridor units, built as 2021-37 and renumbered 3021-37 at the beginning of 1937, were constructed in 1935 for the Eastbourne and Hastings ( Ore) electrification scheme.  Like the Brighton 6 Pul stock they were six-coach units with gangway connections within units but not between one unit and another. 

Each unit comprised two driving motor saloon thirds, two trailer corridor thirds, a trailer corridor first and a pantry corridor first.

The motor coaches were built by Metropolitan Cammell and Birmingham Railway Carriage and Wagon Co. Limited and were all-steel.  They were of the same overall design as the 6 Pul motor coaches but, in common with the SR's contemporary steam stock, the earlier louvres and drop-lights were replaced by fixed windows with "Airstream" sliding glass ventilators.

Electrical equipment was supplied by Metropolitan Vickers but the traction motors, although of the same type as the British Thompson-Houston ones fitted to the Pul units, were supplied by English Electric.

6 Pan units could operate in multiple with each other, with 6Pul, 6 Cit and 5 Bel fleets and with the later 4 Cor family of units.

The Pullman Car Company had the contract for providing catering on the Southern's "Central" (ex LBSCR) routes and had built Pullman cars for inclusion in the 6 Pul fleet built for the Brighton line electrification as well as three 5 Bel. all-Pullman units for the Brighton Belle service.  This heavy expenditure had stretched the company's finances so the catering vehicles for this further build of express units were provided by, and owned by, the Southern Railway and manned by a Pullman steward.

The pantry cars contained a kitchenette and counter and provided only a limited range of light refreshments.  A transverse vestibule with external doors each side separated the pantry area from five first class compartments, which had a total of 30 seats linked by a side corridor, a lavatory and an end vestibule.  Unlike the other trailer coaches the compartments in the pantry car had large windows with "airstream" ventilators similar to those of the motor coaches.

The two trailer thirds in each unit were similar to those in the 6 Pul units and the trailer first was similar to those in the 6 Cit. fleet.  However the Pan trailers were fitted with standard SR bogies instead of the equalising beam type of the Pul/Cit/Bel fleets.

In service

Although the capital investment for the 6 Pan units was linked to the extension of electrification to Eastbourne and Hastings, the units were not dedicated to this route and typically operated in multiple with 6 Pul units so that the principal services on both the Brighton/Worthing-Littlehampton and the Eastbourne-Hastings routes offered the option of at-seat Pullman service.

In common with other Pullman and restaurant services the pantry facilities were taken out of use from 27 May 1942 but the cars remained in their units to provide passenger seating.

Unit 3030 suffered war damage, Trailer Third 10039 being destroyed by a landmine at Brighton in May 1943 (2 Bil. no 2014 was also involved in this incident).  A new 10039 was built as a complete replacement in 1946.

The pantry cars were reopened on the restoration of catering services on 7 January 1946 but did not survive long, being out of use again by the early 1950s.  Because the Pul and Pan fleets did not have inter-unit gangways, passengers in the Pan section of a Pul/Pan formation no longer had access to on-board catering.

Unit 3032 suffered minor damage in the Eastbourne collision on 25 August 1958 and was subsequently disbanded, some of its coaches being used to restore the leading unit in the accident, 6 Pul 3014.

The Pan units were taken out of service from January 1964 as they were progressively replaced by new "CIG" units on Brighton line express services.

6 Cor

Between November 1965 and April 1966 the best of the Pul and Pan vehicles were put together as ten 6 Cor. units, numbered 3041-3050 and formed motor brake second, trailer second, trailer composite, trailer first, trailer second and motor brake second.  Initially they were spare on the Central Division but were all transferred to the South Eastern Division in July 1967 for use on rush hour and excursion services. The trailer composites were then downgraded to all second class. Their working life on the South Eastern lasted only a few months and the units were put into semi-retirement at the end of the year. They were all withdrawn and scrapped between 1968 and 1971.