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Southern Electric Fleet Review Summer 2004 The Mark 3 stock: Classes 455, 456, 319, 325 and 442 Although over 200 units, ac, dc and dual system, of similar design to class 508 were built for service around London, Liverpool and Glasgow during the 1970s, the following decade saw large numbers of multiple units to a quite different design enter service. Diesel, ac, dc and dual system units were all built in considerable quantity. The principal difference was reversion to all-steel construction, with the bodywork based on the Mark 3 design. Earlier Mark 3 vehicles had all been built for long distance, express services, and featured sealed windows, air conditioning and hinged doors at the vehicle ends. The multiple-unit version lacked air conditioning and all vehicles had two pairs of sliding doors each side, plus a single leaf door to give access to the lobby behind the driver's cab. The first batch, class 317, was an ac version for the Bedford line, and made maximum use of parts from the locomotive-hauled vehicles. The same sealed windows were used, but with metal flaps above to provide ventilation. The boxy cab end barely deserved to be called designed. This ugly arrangement was repeated for the first 455 units, but subsequent lots, ac and dc, had a much more pleasing cab end. It was later decided that units did not require unit end gangways, thereby allowing a completely new cab design to be introduced for the final batches. Units have air-suspension and all those working on the Southern have P7 and T3 bogies. Class 455 This is the dc suburban version of the Mark 3 multiple unit. All were built at York and are formed of two driving trailers flanking a trailer and a motor coach. Unlike the ac types, which were all new, class 455 made use of reconditioned EE507 traction motors and DH25 compressors from withdrawn 4Sub and 2Hap units. Class 455 has Tightlock couplings, but without automatic brake pipe and electrical connections. Waist level jumpers and brake hoses are fitted, so with the initial poorly-designed cab end, the first batch of 455s look quite a mess. However, unlike the first 317s, they do have a bespoke window design that incorporates hopper ventilators. As built, all seating was 2+3 with low seat backs. Maximum speed is 75 mph, but re-use of old traction equipment means that the power to weight ratio and acceleration is poorer than on other suburban units. Most South West Trains units are in SWT white, orange, red and blue striped livery, though several have all-over advertisements. Many of those used by Southern are still in Network South East livery, but some are finished in Connex yellow and white or pale grey. Units that have been repainted into Southern livery show the full six-figure unit number, but others have just the last four digits on cab ends. Class 455/8 was the first Southern Region batch, built in 1982/83, with the original square cab end.
Class 455/7 was built in 1984 and was the first type to have the improved cab end with gangway. Otherwise they are similar to class 455/8, save that their trailer coaches are those that were removed from the class 508 units. As a result the units look somewhat odd, with one vehicle completely different from the other three.
Class 455/9 was built in 1985 and is similar to 455/7, save for having a standard steel trailer coach. The earlier units have pressure heating and ventilation, but class 455/9 has convection heating. A significant step forward was equipping units 455916 to 455920 with chopper control. The trailer coach in unit 455912 is converted from a vehicle originally in experimental diesel unit 210001.
A refurbishment programme started in 2004. All units receive a heavy overhaul, but are finished to two quite different specifications. South West Trains units have 2+2 seating, the intention being to provide sufficient seats for off-peak traffic, but better conditions for standees during the peaks. Seats are high-backed and to the same design as those in class 450. Additional grab rails are installed and there is space for wheelchairs, prams and bicycles in all driving trailers. There is some longitudinal seating at the opposite end of each driving trailer, in order to provide additional standing room. More standing space is provided in the door areas, by setting back the draught screens, which include perch seats. CCTV is being fitted in the passenger saloons, but as this was a late addition to the specification, the first ten units will be equipped after re-entering service. As built class 455 sliding doors did not open right back into the door pockets. They are adjusted so that they do so, thereby giving a wider door opening. The driver's cab is completely re-equipped and electrical modifications include new contactors and relays. Refurbished units are being painted in a new red livery, with blue doors.
Southern units are not being so drastically modified. The most obvious external change is that the gangways at the unit ends are removed. Internally, new high-backed seats are fitted, but the 3+2 layout is retained. Standard Southern livery is applied.
Class 456 This is a two-coach version of class 455/9, with thyristor control, built at York in 1990/91. Being newer than class 455, units have the final version of the Mark 3 multiple unit cab, with no gangway. They have high-backed seats and a toilet, which is in the driving trailer and discharges onto the track. The driving motor coach has a single motor bogie at the non-driving end. All units remain in Network South East livery, except 456024 which is in Connex yellow and white.
Class 319 Introduction of through services between Bedford, Luton and Southern destinations via Farringdon in 1988 required construction of dual system multiple units. The first 60 units, built in 1987/88, were standard class only, but a further 26, which entered service in 1990/91, included some first class accommodation. All were built at York Works. The bodyshell is similar to that for the later batches of class 317 and 455, but a unique cab design was developed for class 319. There is no end gangway, but an emergency door is provided to give access between units. The end result is arguably the best proportioned cab end of any Mark 3 unit. Passenger accommodation was increased by eliminating the vestibule behind the driver's cab, found on all earlier Mark 3 units, and fitting sliding doors that give direct access from platform to cab. Units are formed driving trailer, motor, trailer, driving trailer. The Brecknell-Willis pantograph is mounted on the motor coach. The intermediate trailer carries the motor alternator and battery. Units have GTO chopper control and four GEC G315BZ 268kW dc traction motors. Maximum speed is 100 mph. Tightlock couplers, including brake and control circuit connections, as on class 317, are fitted. Passenger seating is mostly 2+3 in standard class. First class seating, where provided, is 2+1. The driving trailers are designated A and B. The seating area adjacent to the cab of the B vehicles includes tip up seats and could be locked out of use for carriage of mail and parcels. It is now designated as the space for bicycles. There are two toilets in the intermediate trailer. Due to the tunnel sections and extensive use on concrete slab track in central London, the toilets discharge into retention tanks which are emptied at depots. The fleet is now split into four subgroups. Units were originally numbered 319001 to 319060 (standard class only) and 319161 to 319186 (composite). When units have been renumbered into different subgroups, the last two digits of the running number have remained unchanged. All units now work for Thameslink. Class 319/0 units are the only ones to retain their original seating layout. All are in Connex livery. 319008 and 319009 worked a special passenger train through the Channel Tunnel to Calais on 10 December 1993 and carry plaques to commemorate the trip. Class 319/2 units were completely refurbished in 1997 for use on Connex' Brighton Express services between London and Brighton. The pantograph and other equipment only needed for 25kV operation were removed or isolated. However, dual-system capability was restored when the units were displaced by class 375 and started being used on services to Watford Junction. The B driving trailer was converted to composite and a bar area was fitted under the pantograph well in the motor coach. Units have 2+2 standard class seating. Units are in Connex livery or carry all-over advertising. Class 319/3 units normally work on Thameslink CityMetro services between Luton and Sutton. Although many units have had first class accommodation added, these are the original composite ones, which were converted to standard class only between 1997 and 1999. Seating in the space adjacent to the cab in the A driving trailer is 2+2. All in Thameslink's dark blue and yellow livery. Class 319/4 units were originally standard class only, but have had first class accommodation added to the A driving trailer. The seating in the centre of each coach has been changed to 2+2. The units work almost exclusively on Thameslink CityFlier services between Bedford and Brighton. All in Thameslink's dark blue and yellow livery. Seating capacity is:
Class 325 Post Office units These 16 units were not built until 1995, but are technically similar to class 319. Built at Derby, they were designed to carry mail traffic and all vehicles are vans with roller shutter doors, but no windows, finished in Post Office red livery. A motor coach, with pantograph, and a trailer are flanked by driving trailers. Cab bodywork is to the 'Networker' design, as used on classes 465 and 466. Units have a drop-head buckeye coupler at cabs ends, as on locomotive-hauled stock, and are equipped to allow diesel haulage. They were used principally on mail trains between London, the North of England and Scotland, but had some workings between Willesden and Tonbridge. When the Post Office terminated its mail contract with English, Welsh & Scottish Railway, the units were stored out of use. However, they have recently been used for limited mail services b y GB Railfreight, but locomotive-hauled.
Class 442 Wessex Electrics These units were built at Derby in 1987/88 in connection with electrification of the line to Weymouth and they are widely regarded as the finest electric multiple-units built for British Rail. Vehicles are directly based on the Mark 3 InterCity coach, but the version built for Iarnrod Éireann rather than home use. The Irish version featured power-operated plug doors and the structure of the class 442 motor coach is to a similar design to that of the IR generator vans. As with the locomotive-hauled vehicles, class 442 is air-conditioned. Units are formed driving trailer first, trailer, motor brake buffet, trailer, driving trailer. As designed, the motor coaches originally had a parcels van and most were built as such. During construction it was decided to replace the van with a seating area for bar customers. Vehicles in units 2401 to 2415 were built with a van and converted later; the remainder were built new to the revised design. Conversion resulted in many of the motor coaches being reformed in units out of sequence. More van space was converted to seating accommodation when the units were overhauled from 1998 onwards, providing an additional 16 seats in the passenger saloon. Extra seats were fitting in the bar area, in place of tables. Toilets are located in the driving trailer and trailer coaches. As built, these discharged onto the track, but were altered to retention type. Single leaf plug doors are at the ends of each carriage. The traction motors (EE546 rated at 300kW) and other equipment recovered from 4Rep units were re-used in class 442. They are the last Southern units to have been built with the tried and tested camshaft control system, but 442409 has been experimentally fitted with an electronically actuated version. The others are to be similarly modified. Motor bogies are type P7 and unpowered ones are T3. There are collector shoes on the trailer coach bogies adjacent to the motor coach, as well as at the unit ends. Units have buckeye couplings and air-operated disc brakes. Jumpers and brake hoses are in recesses in the cab front. All units are in South West Trains white and blue express livery. Maximum speed is 100 mph. The driving trailer first is remarkable, in that most accommodation is in compartments off a side corridor. There is also a small saloon at the cab end, originally intended to be standard class. The first seven units were delivered with this area as standard. These vehicles are the only corridor coaches to Mark 3 design and from 2005 will be the only ones in regular use anywhere on the national railway system. The units are to be refurbished, with an interior similar to class 444, so it is possible that the vehicles will be converted to saloons.
Depots | Pre-WW2 | Mk1 | Class 508 | Gatwick Express Mk1&2 | Networker | Eurostar | Juniper | Electrostar | Desiro FEATURES INDEX | SLAM DOOR SUNSET INDEX |
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This page updated
21st April 2006 by Colin Duff. |
