BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood Custard Blood and Custard

 

www.BloodandCustard.com

Class 442 5 WES Wessex Pig EMU

British Rail (Southern Region)

5 WES (Class 442)
‘Wessex Pig’ Electric Stock

 

442413 & 442406 Eastbourne 23May2010 s.jpg

Units 442413 & 4422406 at Eastbourne 23rd May 2010

© BloodandCustard

 

During the early nineteen-eighties the Southern Region began to investigate the possibilities of upgrading the electric trains working on the Waterloo ‑ Bournemouth line, the REP /TC stock provided for the electrification of the route during 1967 no longer providing the levels of comfort now commonly found on other parts of the BR network. The REP /TC stock was essentially a combination of 1950's loco-hauled Mark 1 coaches thoroughly overhauled and modified for use as electric trains interspersed with new build Mk1 vehicles.

As with the 1967 scheme, the provision of through trains onwards over the non‑electrified section to Weymouth was a constraint, as was the fact that much of the traction equipment on the existing fleet of trains was performing satisfactorily and still had many years of life left in it. A further major rebuild of the existing 4 REP (powered) and 4 TC trailer units was considered but as the investment case for electrification of the line from Branksome to Weymouth looked brighter plans changed towards providing a fleet of new trains utilising the proven Mark 3 coach bodyshells. With all units powered as there would no longer be a requirement to work beyond the electrified area.

British Rail’s businesses had been divided into sectors during 1982, the former Southern Region becoming part of the London & South East (LSE) sector; this was further rebranded as Network South East (NSE) from November 1985 and it was this organisation then overseeing the development of the proposed new Bournemouth line stock. NSE was successful in persuading the BRB and Department of Transport that the electrification of the line from Branksome to Weymouth was justified; this was authorised on 28th January 1986 at a cost of £43.5 million of which £37m was for provision of new rolling stock.

Plans were settled on a fleet of twenty-four five-car units based on the 23m long Mark 3 coach bodyshell and fitted with full air conditioning and plug doors, an innovation on BR. These would be Class 442 units, later known on the BR(S) as 5 WES (Wessex) units.

October 1986 for publicity purposes a 442 mock-up vehicle was placed in Poole Yard. This used a former East Coast Main Line Mk3 coach TRUK 40416 (which was later rebuilt into RFB 10207).

 

Tendering

Tenders were invited still with two options; one of which included the complete rebuilding of the 4 REP motor coaches, the other being all new construction. However, both options included the re-use of much of the traction equipment from the 4 REP units. Timescales were tight with a December 1987 target date for introduction of the first of the new trains through to Weymouth with the full electrification timetable being introduced in May 1988.

 

5 WES 442 2411 @Bournemouth Central copyright BlookandCustard.JPG 

Units 442 2411 leaving Bournemouth Central shortly after introduction

© BloodandCustard

 

Construction by BREL

BREL were awarded the train building contract with construction of the stock taking place at Derby’s Litchurch Lane works (where much Mark 3 coach construction had been previously undertaken) rather than the now traditional York site for BR(S) stock.

Some changes to specification were agreed to simplify matters and speed up the delivery time, in particular the two trailer standard intermediate vehicles were made virtually identical. The standard Mark 3b all-steel loco-hauled trailer coach provided the basic vehicle for the four trailer coaches of the unit, the door specification being altered from sliding plug to swing plug as a number of Mark 3 coaches had been constructed for CIE (Irish Railways) to this design (although the actual door mechanisms were different on the 442 units).

No Mark 3 vehicles had been previously constructed as a high-power electric motor coach, but once again a design of vehicle supplied to CIE as Generator Vans was found to be suitable having the required increased mechanical strength to accommodate the weight of the traction equipment; these vehicles being approx 15 tonnes heavier than the trailer coaches.

The design specification also called for the units to be capable of being hauled off the electrified network by suitably equipped diesel locos to allow for engineering works diversions via the Laverstock loop and Romsey and between Havant and St Denys though this latter route was also soon to be electrified. This meant that cab ends had to be provided with buckeye couplers, side buffers, 27-way jumper cables and standard BR ETH train heating sockets. All these requirements were drawn together in a revised tender from BREL in May 1986 which meant that only two years remained to get the trains built and into service.

 

Final Design

The final design accepted was for five coach units formed as driving trailer composite (DTC) with a standard class saloon at the cab end and six first class compartments, a trailer standard (TS), a motor buffet luggage standard (MBLS) with a standard class saloon /luggage compartment /conductor’s office /further luggage compartment and buffet area, a further trailer standard (TS[W]) virtually identical to the other but with a wheelchair area and one toilet suitable for wheelchair access and a driving trailer standard (DTS).

All coaches were fully air-conditioned and all the exterior passenger doors were power operated swing plug type; these being provided at both ends of the three intermediate coaches and the inner ends of the driving trailers. Grab rails were provided at the vehicle end side of each plug door with a passenger door control mounted immediately above.

Trailers were mounted on T3‑7 bogies and the motor coach on P7‑3, these being the updated designations of the former BT13 and BP20 bogies already proven under various classes of modern BR EMUs. All wheels were monobloc with disc braking throughout.

A new design of seat was provided throughout the train, this type having been developed for the experimental BREL ‘International Train’. Seat coverings were the latest style ‘Network Blue Blaze’ and each seat had hinged armrests each side to ease access, first class seats also having a reclining facility.

Cab ends were provided with a stylish curved design which incorporated the nose end gangway, buffing gear and an air dam below buffer level, these being formed by three pieces of glass-reinforced-plastic moulding. Jumper and brake pipes were hidden in their recess by vertically hinged covers, painted yellow to match the remainder of the lower cab front and improve the appearance. Internal sliding doors within the train had catch activated power assistance.

The cab windows were of a wraparound type reminiscent of the Clacton emu and Swindon dmu types. However, unlike these units the cab windows came ready-fitted fitted in a metal frame which made changing the glass simpler and prevented leaks.

Toilets discharged onto the track as in earlier stock designs. Each coach had an orange door indicator light mounted at mid-window level at the centre of each coach bodyside to indicate a coach where the doors were open or the passenger emergency alarm had been activated.

Head & tail lights were built into the cab at the bottom of the curved windscreens, no headcode provision was made but a small dot matrix destination indicator was provided at the top of the gangway connection on the cab end.

 

Reclaimed Equipment

Cabs were equipped with standard BR AWS, a vigilance device and ‘1963 type’ power and three position brake valves with a changeover switch from auto air to EP.

Other equipment reclaimed from older stock was the driver’s brake controllers, some EP brake control equipment, which proved very difficult to squeeze into the new driver’s desks, and underframe brake chests. Some control cases were also reused and although the EE546 traction motors were used again they were overhauled and fitted with new gears. Resistor grids, both starting and field divert, were new items. About half the units were built with FM2A brake controllers and LD3 EP brake units recovered from withdrawn REP and TC stock, but not enough were available so other units were new with F2A (five position) brake controllers and L1 brake units recovered from withdrawn HAP units.

Once further REP and TC stock was withdrawn enough of the FM2A and LD3 equipment became available and units were fitted with this at Eastleigh the same time as the retention toilet tanks were being fitted. Standard Westinghouse DH25 air compressors were fitted to the units, again many reclaimed from older stock withdrawn, some of these had parts dating back to the 1920’s. Later modifications to these compressors affecting the valve arrangement made them specific to the 5 WES units.

 

Exterior Finish

All coaches were double glazed and finished in a ‘softened’ NSE livery with the 2nd style darker blue area along the window line, upswept red stripes at cab ends from waist level and joining another at cantrail level, the grey areas being much lighter than hitherto, almost a white shade, this also being carried over onto the roofs of all vehicles.

 

Interior Finish

All vehicles were carpeted throughout, which also assisted with noise reduction. Coach end murals were provided to the latest NSE standards on partitions at vehicle ends by Edward Pond, depicting places of interest along the route such as Durdle Door, Lulworth Cove and Chesil Beach.

 

LOT Numbers

LOT numbers, vehicle details, dates of order and design codes for these units were as follows:-

 

Coaches

Type

Lot No.

Date

SR Code

BR Code

77382-77405

DTF*

31030

2-Feb-87

FD

EE370.0A*

EE160.0A

77406-77429

DTS

31031

2-Feb-87

FE

EE273.0A

71818-71841

TSO

31032

2-Feb-87

BV

EH288.0A

71842-71865

TSO[W]

31033

2-Feb-87

BV-1A

EH289.0A

62937-62960

MBLS

31034

2-Feb-87

EC

ED265.0A

Notes:

* Coaches 77382-77388 were delivered as DTC and altered to DTF soon after, altering the BR design code.

 

Construction of the first steel bodyshells took place at Derby during the latter part of 1986 with fitting out taking up most of 1987. The first unit, 2401, was ready for a ceremonial handover to NSE director Chris Green at Litchurch Lane on 18th December 1987, though it was not quite finished internally. This unit was delivered loco-hauled to Bournemouth depot on 29th January 1988 where the commissioning of the whole fleet of 24 was carried out. 2401 made its first run under its own power on 11th February 1988 and was partly commissioned to enable a programme of staff training to commence.

The units arrived at Bournemouth as follows:

 

2401

29-Jan-88

2402

22-Feb-88

2403

10-Mar-88

2404

8-Apr-88

2405

13-Apr-88

2406

3-May-88

2407

7-May-88

2408

12-May-88

2409

13-May-88

2410

17-May-88

2411

18-Jun-88

2412

23-Jun-88

2413

9-Jul-88

2414

21-Jul-88

2415

4-Aug-88

2416

23-Aug-88

2417

26-Aug-88

2418

7-Sep-88

2419

20-Sep-88

2420

28-Sep-99

2421

25-Oct-88

2422

19-Nov-88

2423

22-Dec-88

2424

11-Feb-88

 

Units 2402 & 2403 were delivered without seating (intended to be fitted later at Bournemouth during commissioning) this being to enable the staff training programmes to be progressed as quickly as possible. Seating was available for one unit from late March and 2403 was fitted out over the next few weeks.

 

Waterloo to Weymouth

A high speed charity trip Waterloo to Weymouth ran on 14th April 1988 using 2401 & 2403, this being the first public use of the new units. A time of 1hr 59mins 24 sec was achieved with a maximum speed of 109mph. Passengers were conveyed in unit 2401 only as fitting out of 2403 was incomplete, unit 2401 having previously been exhibited at the ‘Stewarts Lane 125’ open day on 10th April 1988. This has been claimed as the fastest 3rd rail train in the world but unrecorded test brake-test runs of 4 REP units (with double brake cylinders) between Woking and Basingstoke had already unofficially exceeded this.

It was originally planned to start the new through Weymouth electric timetable from 15th May 1988 but only four units were by then available for passenger use (2404-7) and only two ten-car diagrams were possible. These were concentrated on two morning and evening peak hour trips with (virtually) all trains beyond Bournemouth to Weymouth being formed of 4 VEP, 4 CIG & 4 REP/4 TC units; many services requiring passengers to change trains at Bournemouth.

Service reliability on the Bournemouth line fell to a low ebb as by now quite a number of 4 REP units had been withdrawn to enable their traction equipment to be recovered for the new 5 WES units under construction. Many trains were powered by Class 73 EDL locomotives as a stopgap.

 

Initial Problems

Initial experience with the 5 WES units in service highlighted a number of problems; there were technical problems with the plug doors, the cab end jumper cable covers and working in multiple with diesel locomotives. In addition, also there was insufficient first class accommodation and too much luggage space provision. As a result, units delivered from 2408 upwards had the DTC arranged as a DTF, the 14 seat saloon behind the cab being fitted out to full first class standards (although still with two & two aside seating). The first seven units were soon altered to match, the yellow cantrail band being extended along the whole coach length.

Buckeye couplers and 27-way jumpers were fitted to enable multiple working with other BR(S) stock although only Class 33, 37, 47 & 50 locomotives could provide an ETH supply for full air-conditioning. Accordingly class 73 electro-diesel locomotives (JBs) were only suitable for short distance moves and with no heat/light. Only the class 33/1 locomotives could work push-pull and it was later found not to work satisfactorily pushing.

The dot matrix destination indicators in the nose end gangway were found to be too small to be of use and were removed during 1991 /1992 leaving units with no destination or headcode equipment at all.

 

Train Doors

The most serious problems concerned the external passenger doors which could be controlled from either both cab vestibules and the conductor’s office in the MBLS. A key switch selected left /right opening and prevented release until the train was moving at less than 2MPH.

Selective door opening options allowed front or rear three coaches of a single unit train, and only one unit of a ten-car train to operate. Doors could be closed by the driver from the cab for DOO ECS trips. The passenger ‘door open’ buttons in vestibules caused problems and from 13th June 1988 all door opening came under control of the conductor.

Passenger ‘door open’ facilities were restored in January 1989 after modifications and the ‘three coach’ opening option was abandoned to simplify the system, platforms at Moreton station being extended to accommodate a 5-car train.

 

Nose-end Jumpers

The nose end covers over jumper & brake pipes were soon removed after a number of staff accidents and not replaced with a new design for over two years. This required the now exposed jumper recess to be painted yellow.

 

Train Toilets

Toilets as fitted discharged onto the track, these were subsequently modified to retention type commencing during late 1989 during the unit’s first C4 overhauls at Eastleigh. This followed a number of passenger complaints in respect of ‘ripe’ odours entering the air-conditioning.

Bournemouth depot had a toilet apron installed to accommodate retention toilets enabling the depot to also service similarly-equipped Mark 3 sleepers.

 

Interior Changes

The pull-down tables on seat backs of face to back seating areas had modified catches fitted as the originals were not robust enough.

The over provision of luggage space (at the original insistence of the parcels sector) was also addressed and a major late change to the specification led to units from 2413 upwards being delivered with the luggage area between the buffet and the conductors office now fitted out as a small passenger saloon eating  /drinking area with perimeter seating and tables. This involved redesigning the bodysides to eliminate the double doors each side and some electrical alterations.

The first twelve units were subsequently returned to Derby for modifications to bring them into line with the later build ones, this new seating area being commonly referred to as ‘the snug’.

Unit 2402 was sent back to Derby for modifications and fitting out 24th June 1988 but returned without the snug modification 8th August 1988.

Unit 2401 was sent to Derby 3rd August 1988 where the first snug modification was carried out.

As further units were delivered during the summer of 1988 and staff became more familiar with them, reliability improved allowing many trains to run right through to Weymouth with 5 WES units from the winter timetable in September 1988.

The final unit was delivered early in 1989, though at this time some of the earlier ones were being modified with the snug area being incorporated into their MBLS coaches; some of these vehicles being swapped between units and remaining out of number sequence. Units for modification were hauled to Derby, usually early on a Saturday and the MBLS exchanged with a previously modified vehicle, the unit then returning to Bournemouth in time to take up duties again on the Monday morning.

At this time the MBLS of 2411 (which was at Derby for collision damage repairs) formed a ‘float’ and MBLSs under modification were nominally allocated as part of unit 2411 whilst at Derby. The two units with collision damage also reduced availability at this time and the full 21 diagram 5 WES service was still not introduced with the Summer timetable in May 1989 with only a maximum of 19 diagrams being reliably covered.

 

5 WES 442 2411, 73105 & 73126 @ Bournemouth copyright BloodandCustard.JPG 

Unit 442 2411 upon arrival at Bournemouth Central with
73 105 & 73 126 hauling TC units on an Up Waterloo service

© BloodandCustard

 

 

 

Into Full Service

Efforts were made to keep the DTF on the London end of units so to be at the barrier when units arrived at Waterloo. The full 21-unit diagram service (only 20 units required Monday ‑ Thursday) was finally diagrammed from 4th September 1989 once all of the earlier units had received the ‘snug’ modifications at Derby.

 

Wessex Pigs

During late 1988 or early 1989 some drivers had started referring to the units as ‘Wessex Pigs’ until management picked up on the nickname and threatened a member of staff with a ‘Form One’ disciplinary. That sealed the nickname as a significant majority of South Western staff immediately started referring to them as ‘Wessex Pigs’.

 

Blacking by Train Crews

Many units were refused by traincrews on Saturday 9th September 1989 due to a batch of brake pads wrongly labelled as containing asbestos. This problem was quickly overcome by the following Monday.

 

Working to Portsmouth & Southsea

The first 5 WES unit to work to Portsmouth was 2402 which conveyed the BRB chairman, Transport Secretary and other officials to the new station at Hedge End between Eastleigh and Botley for the inauguration of the ‘South Hampshire Electrification’ scheme on 9th May 1990.

The unit continued to Portsmouth & Southsea and back to Fareham but due to a defect returned ECS to Bournemouth and 2409 worked the return trip later that day.

 

In Service Issues

Fleet availability was hit in February 1991 following severe weather with fine powdered snow affecting motors and door gear of the units, along with a spate of wheel bearing defects. Units began to be refitted with jumper recess covers to a new design during spring 1991. Unit 2413 worked a railtour on the Brighton line on 7th December 1991.

 

Waterloo to Portsmouth

From early February 1992 driver training commenced on the Waterloo ‑ Portsmouth line in readiness for the use of 5 WES units on this route for the May 1992 timetable change and unit 2409 was berthed at Fratton where fitter training also took place. The first passenger workings over this route commenced on 27th April 1992.

A 12 CEP formation (1588 + 1597 + 1606) was loaned to Bournemouth depot between 10th February 1992 and 10th May 1992 to cover these additional requirements.

Units encountered adhesion problems on the Portsmouth direct route each autumn and a number of their diagrams were temporarily altered each year to reduce their use on this route in the affected period, units being deployed instead on the easier gradients on the Bournemouth line.

 

Angel Trains

Under the BR Privatisation arrangements from 1st April 1994 the 5 WES units were all allocated to the ownership of the Angel Train Contracts leasco.

 

South West Trains

Unit 2402 was painted into Stagecoach livery early in 1995 and used for a launch train for the new franchise on 5th February 1996, this mainly being the addition of an orange stripe along the bodysides. Unit 2402 was the only unit so treated.

Early in 1998, the first unit (2416) to receive further modifications to the MBLS vehicle was released for service wearing a new SWT livery.


442406 & numberless 377414 Eastbourne 23May2010 s.jpg

Units 4422406alonside numberless
377414 at Eastbourne 23rd May 2010

© BloodandCustard

 

UNIT DESCRIPTION

Each 5 WES vehicle was 23m long over gangways, being 22.15m long over headstocks and 22.57m over body. They were 2.74m wide and overall height was 3.81m. Floor height was set at 1.3m.

Each vehicle had the familiar ribbing along the coach roofs of all Mark 3 vehicles and there were hatchways on the roofs above all toilet compartments where these had been inserted as complete modules during construction.

Trailer bogies had a wheelbase of 2.6m at 16m bogie centres with 840mm wheels and primary suspension was by rubber chevrons. Motor bogies had a wheelbase of 2.71m with 1016mm wheelsets with coil spring primary suspension.

All braking was by wheel mounted discs operated by an auto air system overlaying the electro-pneumatic brake. Wheelslide protection was provided by Oerlikon equipment monitoring each axle whilst a standard BR/Girling system monitored each wheelset on a bogie, giving a much higher standard of wheel/rail adhesion than hitherto. Secondary suspension on all vehicles was by air bags.

Auxiliary power supplies were provided from static inverters mounted on the two trailer standards, able to deliver 415v ac supplies for auxiliaries either from the 750v dc third rail supply or via the unit’s ETH jumpers from a locomotive, rendering the heavy MG or MA sets of earlier EMU designs redundant. All underfloor equipment was concealed behind the usual Mark 3 skirt between the bogies, the skirt being painted black.

Air conditioning through the train, an innovation on multiple unit stock also made use for the first time of heat pump technology with equipment manufactured by Stone International Ltd. This equipment was able to heat a train from cold in approximately 20 minutes and gave energy savings of about 30‑40% over earlier designs. The ducting followed the pattern of loco-hauled Mark 3 coaches, though the driving trailer first with its compartments was more complex and each compartment was a separate zone with individual passenger controls.

All windows were tinted double glazed units with no opening sections, each trailer vehicle having eight long windows 1.76m in length along each bodyside, with smaller ones at the ends inboard of entrance vestibules.

 

Driving Trailer First

The driving trailer first (DTF) compised  cab with wraparound curved windscreens and a small side droplight, driver’s entrance vestibule which had a sliding plug door each side for access, a two bay 14 seat saloon, this area having two & two aside seating each side of the gangway, with one bay of eight the other of six to allow for the sliding door giving access into the side corridor past the first class compartments. This corridor was offside when this driving trailer was leading. This saloon was fitted out as standard class on the first eight units completed, but with the seating recovered in first class trim was altered to first class soon after delivery.

Six first class compartments (each seating six) were provided; the partition into the corridor having a sliding door. A further transverse sliding door divided the corridor from the vestibule at the coach end, this vestibule also containing a toilet compartment against the coach side and a telephone compartment adjacent. All seats had a brown & orange diagonal stripe pattern seat covering.

Shoegear was fitted on the outermost bogie. The nose end gangway had a pair of concertina type folding doors which retract when two units are coupled. This vehicle weighed 39.06 tonnes and seated 50 first. The batteries to supply power to the auxiliary equipment were mounted beneath this coach.

 

Trailer Standard

The trailer standard (TS) comprised vestibule with plug doors each side, lavatory, 80 seat saloon with mixture of facing and face-to-back seating, lavatory, vestibule again with plug doors each side. When this coach second in direction of travel, both lavatories were on the nearside and all the seating along the offside of the gangway was face to face with ten bays of four seats.

Seating on the nearside was mostly face to back with eight rows facing inwards from each end and only two bays of face to face seats at the centre of the coach. A glazed partition about one seat width wide divided the coach in the centre. All face to face seating bays were provided with tables (12 in this coach) and face to back seats had a pull down table on the back of the seat ahead. Shoegear was fitted on the bogie adjacent to the MBLS. This vehicle weighed 35.26 tonnes and seated 80 standard.

 

Motor Buffet Luggage Standard

The motor buffet luggage standard (MBLS) comprised vestibule with plug doors each side leading into a gangway past the buffet counter, a luggage compartment 5.201m wide with a pair of conventional outward opening hinged doors each side for access and a pair of sliding doors in the corridor partition. A transverse sliding door divided the corridor from the conductor’s office; this having the Southern Region standard inwards opening door each side. A further identical luggage area then followed with another transverse sliding door across the corridor dividing this from the two bay standard class saloon.

The seating was arranged with one bay of face to face seating centrally placed with a row of four face to back seats facing inwards against the vestibule partition and two face to back seats facing outwards against the luggage van partition. This saloon seated 14 standard.

Finally came the remaining entrance vestibule with plug doors each side and a sliding door dividing it from the seating saloon. Access to the buffet area for staff was by a sliding door in the first vestibule. This coach was marshalled so the corridor side was on the same side as the corridor in the DTF vehicle of the unit.

 

Motor Coach Design Changes

Only the first twelve units were built with two luggage areas, the area between the buffet and the conductor’s office being redesigned as a seating area on the final twelve units. These had a low partition to seat back height along the corridor side and perimeter seating was provided around the compartment with seats for 12. Two circular coffee tables were provided, one near each end and two larger square tables, one against the bodyside, the other in the corner against the buffet/corridor partition. End partitions were provided with large mirrors and blue curtains. On these vehicles the double outward opening doors were replaced two small windows each side.

One small and one normal length window were located along the corridor by the buffet counter and the passenger saloon at the other end had a similar arrangement each side with the small window adjacent to the vestibule. The bodyside was blank behind the buffet counter, which was marshalled against the TS. Two microwave ovens were provided for provision of hot snacks.

The ‘Snug’ modification involved redesigning part of the coach with structural and electrical modifications. With the snug provided, these vehicles weighed 54.10 tonnes and seated 26 standard.

This coach also provided all the traction power for the unit and each axle was fitted with an EE546 motor rated at 400hp. These motors were recovered from the 4 REP units and overhauled, the original suspension tubes also being retained though new gear wheels and pinions were fitted, again to the original 61/19 ratio.

The original camshaft control equipment was also overhauled and retained, though the starting resistance grids were replaced by new with a higher thermal performance in view of the gradients found west of Bournemouth. There was no shoegear provided on this vehicle.

An air conditioning unit, linebreaker switches and camshaft units were also mounted below this coach which (unlike the four trailer vehicles) was not provided with a ‘skirt’ to ease access for maintenance.

 

Trailer Standard (Wheelchair)

The trailer standard (wheelchair) TS[W] was virtually identical in layout to the TS and differed only in that the toilet compartment at the end adjacent to the MBLS was larger to accommodate wheelchair access and had a sliding door rather the a swing door on all remaining toilets in the unit. The seating layout was also different, with two tip‑up seats at the disabled toilet end on the bodysides, these folding up to give space for a wheelchair.

When the TS[W] was second in direction of travel both toilets were on the nearside and the seating on this side of the gangway was arranged as eight rows of face to back seats facing inwards from the wheelchair end, five bays of face to face seats and one final row of face to back seats against the end partition. The glazed central partition divided the face to face seating into one and four bays respectively.

The other side of the gangway had eight rows of face to back seating facing outwards towards the wheelchair end, the central glazed partition, one bay of face to face seats and nine rows of face to back seats, again facing the wheelchair end of the coach.

This coach weighed 35.36 tonnes and seated 78 standard (including the two tip‑up seats). It was provided with shoegear on the bogie at the MBLS end of the coach.

 

Driving Trailer Standard

The driving trailer standard (DTS) comprised (from the cab end), driver’s cab and vestibule, one row of face to back seats against the end partition, five bays of face to face seats and eight rows of face to back seats facing the cab end of the coach. This layout was the same each side of the gangway except that there was a ninth row of face to back seats on the offside opposite the toilet compartment which was nearside when this coach was leading. This coach weighed 39.06 tonnes and seated 78 standard and shoegear was fitted on the outermost bogie.

 

5 WES Unit

Each 5 WES unit was 114.57m long, weighed 202.84 tonnes and seated 50 first and 262 standard. In their original form with DTC and no ‘snug’ they seated 36 first and 264 standard. Maximum speed was 100mph.

All units were allocated to Bournemouth depot for routine maintenance which as with all disc braked stock was initially carried out on a days-elapsed basis with units receiving an ‘A’ exam every seven days, a ‘B’ exam every 42 days and a ‘C’ exam every 168 days.

All underfloor equipment requiring maintenance was mounted in cradles capable of being extracted by fork lift truck, the depot at Bournemouth being updated and provided with side pits and raised tracks to facilitate this.

Running gear and bogie overhauls were carried out both Bournemouth depot and Eastleigh works after about 280,000 miles at approximately 11 month intervals. Units were hauled to Derby for damage repairs and major modifications.

The retention of resistance control on these units (as opposed to the current ‘solid state’ thyristor/chopper arrangement fitted to the contemporary Class 319 units being built) was justified as the 5 WES sets worked mostly on diagrams with long distances between stops, frequent stop /starting being the areas with the greatest efficiency gains for the newer style stock.

 

Clearance Issues

During delivery via Old Kew Junction, Staines and Woking a report was received by the Southern Region’s Route Availability and Gauging Section (RA&G) at Southern House (Croydon) that the unit has almost caught the station platform at Chertsey. According the decision was made to ride with unit 2402 (or 2403?) when it was delivered to the Southern Region.

Although it had been arranged for the RA&G to join the train at Staines the driver had not been informed; fortunately a signal stop meant the RA&G could join the train. Observations were made as the train passed through both Chertsey and Addlestone stations with no clearance issues found.

As the unit returned to Bournemouth a crew from Derby works were still on board busily bolting in the seats on the journey down.

 

Route Restrictions

Due to the greater length of the Class 442 coaches there were a number of route restrictions on their use. They were cleared to run between Waterloo & Weymouth including the diversionary route via Chertsey & Staines. In addition they were cleared between Worting Junction and Southampton via the Laverstock Loop and Romsey to Eastleigh /Southampton albeit loco-hauled over this non-electrified section. Some platforms at Waterloo were not available due to clearance or length restrictions.

Following the electrification of the Portsmouth ‑ Southampton route in May 1990, the route from Woking via Havant was also cleared for diversionary purposes.

 

cw May 2010 095 a.jpg

Running ecs units 442413 & 4422406 stop at
Three Bridges to pick up the photographer 23rd May 2010

© BloodandCustard

 

DOO Operation

During 1991 units began to be fitted with DOO radios to allow the operation of DOO empty stock workings in the London area and ‘Data Recorders’ which monitored various unit functions such as speed, braking settings, power settings, AWS & vigilance operations and door releases; this being recorded onto magnetic tape with a capacity of about 24hrs before information stored was overwritten. Unit 2401 was the first repainted at Eastleigh August 1993 and 2423 the first fitted with onboard recorded announcements during mid 1997.

 

Modifications to the Motor Buffet Luggage Standard

Late in 1997 a contract was let with Adtranz at Crewe to modify the MBLS vehicles on all the 5 WES units, further reducing the amount of luggage space by increasing the size of the original passenger saloon into the remaining luggage van. Bicycle racks were also installed in the conductor’s van section with space for five bikes, which was enlarged to accommodate these by removing the partition with the luggage area. A new partition with side corridor access past it was provided at the inner end of the enlarged passenger saloon which now seated 30 standard.

Seating was now arranged with (from the vehicle end) a row of two aside seats facing the back of a bay of face to face seats with intermediate tables, a set of back to back seats, each facing the back of a tabled bay, a further tabled bay of eight and a final pair of two seats against the partition. A sliding door gave access to the existing side corridor past the conductor’s office/cycle store.

This new arrangement was not popular with conductors and some now rode in the rearmost cab of units in service, and the reduced luggage capacity of the units sometimes caused problems and delays on busy trains.

Whilst at Crewe, the whole unit was given a repaint into a new style SWT livery. This used the existing colours but in a more streamlined style at unit ends with a red cab end sweeping up from buffer to roof level above the second bodyside window.

The cab end had yellow areas below the observation lights but the end door was also red above the yellow panel. A thin orange band was applied below the red, this spreading in width and also sweeping up to roof level about halfway along the coach. A white area spread out from low down at the front of the unit and became the main bodyside colour for the whole unit, with dark blue window surrounds and along the lower part of the bodyside, this lower blue area also having a thin orange band along the top edge. Doors along the whole unit were red above the lower blue area.

Overall the MBLS now seated 42 standard (12 in the snug area) giving a revised unit capacity of 50 first and 278 standard. The design code was amended from ED2.65.0A to ED2.68.0A.

Once the programme was underway units were hauled from Bournemouth to Crewe on a Saturday; the locomotive bringing a completed unit from Crewe on a Friday evening and returning with the next for treatment.

The first unit completed (2416) returned to Bournemouth in March 1997 but did not enter traffic until April whilst a number of problems were rectified, including the provision of modified grab rails to allow staff access to the MBLS from track level and the painting of the whole of the cab nose end gangway door yellow. The locks on the conductor’s office doors also had to be changed to a standard type.

 

Internal Refurbishment

A further programme of internal refurbishment commenced during the summer of 1999. This work was carried out at Eastleigh works and units received new red coloured seating covers throughout whilst the Eddie Pond murals at coach ends were replaced. Seat backs were slightly modified with a different style of grab handle, carpets renewed and the units repainted into the latest SWT style with the upswept colours at unit ends.

Once again the ‘snug’ area in the MBLS was altered and a further five seats were added at a bench seat; these coaches now seating 47 (17 in the ‘snug‘) with an overall unit capacity of 50 first and 283 standard.

Each unit was away for about three weeks for refurbishment; unit 2401 was the first completed in July 1999, the last completed being 2417 in March 2001.

The covers over the jumper cables were again removed from all units in November 1999, although unit 2423 had a further new type refitted in about June 2001 and others followed slowly. All units were fitted with sanding gear during 2001 in readiness for the autumn leaf-fall season.

 

The Desiros

SWT ordered two large batches of ‘Desiro’ units to replace their slam‑door fleets. This comprised 110-number 4-car Class 450 outer suburban units (later increased by a further 17 units) and 45-number 5-car Class 444 ‘Arkwright’ express units; these being generally similar in concept to the 5 WES units.

This new stock was delivered during 2004 /2005 to replace all the slam door stock with the Class 444 units being used to displace the 5 WES units off the Portsmouth line. This resulted in the 5 WES workings once again being concentrated on the Waterloo ‑ Weymouth route.

A further round of ‘C6’ overhauls began early in 2006; this time contracted to Ilford depot. Initial plans involved further modifications to the MBLS vehicles to remove the ‘snug’ area and eliminate the two remaining inwards opening slam doors as well as the possible removal of the compartments in the DTF. However, these alterations were not proceeded with and the units were just given a thorough overhaul and repaint. The livery was basically unchanged, though the vestibule door behind the cab was painted orange to stand-out better. Units were loco‑hauled from /to Bournemouth.

 

SWT Franchise Renewal

The award of a further franchise term from February 2007 for Stagecoach saw a change in subsidy levels and a revised rolling stock fleet strategy.

The Class 458 Juniper units were originally to be dispensed with. However, a deal was struck for their retention and with Angel Trains’ apparent unwillingness to negotiate more favourable leasing terms (the elderly 442 units being no cheaper than the relatively new class 444 units) it was proposed to take the Class 442 units off lease instead during January and February 2007.

Things moved quite quickly and from 17th October 2006 a pair of 442 diagrams were turned-over to Class 444 and the overhaul programme at Ilford was stopped after only 15 units had been completed, the last four units to be sent (2402, 2414, 2421 & 2424) did not run again for South West Trains. Three of these were outshopped in a mostly plain white with just a lower grey band and red doors.

On return to Bournemouth units 2402, 2414 & 2421 were sent to Eastleigh for store (2414 and 2421 in ‘plain’ livery) and the final one released (2424) was sent directly to store at Stewarts Lane. These four units had been sent to Ilford between November 2006 and January 2007.

Other units began to be taken out of traffic by South West Trains during January 2007 with only 2405, 2410 & 2412 working into the first few days of February. The last scheduled day of SWT operation should have been 13th January 2007 with the last scheduled working expected to be unit 2411 until it failed at Waterloo on arrival from Fratton with an overheating bearing on its MBLS (it was removed to Clapham Yard). Units 2405 and 2411 were then expected to operate the last scheduled service. However, class 442 operations continued each day (except Sundays) right up to 3rd February 2007 (units 2405, 2412 & 2412) and the end of the lease to SWT.

Units were soon moved, mostly in pairs from Bournemouth depot to Eastleigh works under their own power and stored in the open in the sidings there.

With virtually all the units now stored in the open at Eastleigh works, the ROSCO Porterbrook made arrangements for fairly regular trips from Eastleigh to Basingstoke and back using Freightliner drivers working 10-car formations to keep the units in working order.

 

Unit

DTC*
DTF

TSO

MBLS

TSO

DTS

Last SWT use

SR Code

FD

BV

EC

BV-1A

FE

 

BR Code

EE3700A*
EE1600A

EH2880A

ED2650A
ED2680A

ED2680B

EH2890A

EE2730A

 

2401

20‑Nov‑88

 

 

77382*

77395

77382

71818

62937

71842

77406

17-Jan-07

2402

14‑Aug‑88

 

 

77383*

71819

62938

62947

62938

71843

77407

4-Nov-06

2403

16‑Apr‑88

 

 

77384*

71820

62939

62942

62941

71844

77408

13-Jan-07

2404

21‑Apr‑88

 

77385*

71821

62940

62939

71845

77409

12-Jan-07

2405

13‑May‑88

 

77386*

71822

62941

62944

71846

77410

3-Feb-07

2406

15‑May‑88

 

 

77387*

77389

71823

62942

62941

62942

71847

77411

11-Jan-07

2407

15‑May‑88

 

 

77388*

71824

62943

62938

62943

71848

77412

13-Jan-07

2408

19‑May‑88

 

77389

77387

71825

62944

62945

71849

77413

12-Jan-07

2409

22-May‑88

 

77390

71826

62945

62946

 

71850

77414

12-Jan-07

2410

5‑Jun‑88

77391

71827

62946

62948

 

71851

77415

3-Feb-07

2411

1‑Jul‑88

 

 

 

 

 

 

 

 

 

 

77392

71828

62947

62938

62943

62948

62946

62945

62944

62941

62942

62939

62940

71852

71858

77416

77422

13-Jan-07

2412

5‑Jul‑88

 

 

 

77393

71829

62948

62943

62938

62947

71853

77417

3-Feb-07

2413

17‑Jul‑88

 

 

77394

71830

62949

62957

62949

71854

77418

77423

77418

31-Jan-07

2414

22‑Jul‑88

 

 

77395

77382

77395

71831

62950

71855

74197

2-Jan-07

2415

10‑Aug‑88

 

77396

71832

62951

71856

77420

10-Nov-06

2416

29‑Aug‑88

 

77397

71833

62952

71857

77421

1-Jan-07

2417

4‑Sep‑88

 

77398

71834

62953

71858

71852

77422

77416

13-Jan-07

2418

17‑Sep‑88

 

 

77399

71835

62954

71859

77423

77418

77423

10-Dec-06

2419

30‑Sep‑88

 

77400

71836

62955

71860

77424

2-Feb-07

2420

2‑Oct‑88

 

77401

71837

62956

71861

77425

12-Jan-07

2421

7‑Nov‑88

 

 

77402

71838

62957

62949

62957

 

71862

77426

2-Dec-06

2422

6‑Dec‑88

 

77403

71839

62958

71863

77427

12-Jan-07

2423

13‑Jan‑89

 

77404

71840

62959

71864

77428

7-Jan-07

2424

25‑Feb‑89

77405

71841

62960

71865

77429

18-Jan-07

                                                                           

                                                 

 


 

INDIVIDUAL UNIT NOTES
(SOUTH WESTERN)

 

Unit

Notes

2401

After delivery unit initially ran with interior incomplete and test instrumentation fitted. Used for driver training and tests and was used in passenger service 14‑Apr‑88 on high speed test run to Weymouth.

Unit returned to Derby for completion 3‑Aug‑88 where MBLS had ‘snug’ modification carried out. DTF 77382 exchanged with 77395 (ex 2414) 11‑Oct‑88. Reverted by Nov‑88. Unit not fully commissioned for service until 20‑Nov‑88.

MBLS 62937 named ‘Beaulieu’ at Brockenhurst 30‑Jun‑89.

Unit to Crewe for MBLS modifications 19‑Dec‑98, released 15‑Jan‑99. Unit refurbished at Eastleigh and released 16‑Jul‑99.

Unit the first to be given ‘C6’ overhaul at Ilford 4‑Jan‑06 and was released 16‑Feb‑06 going back into traffic from 1‑Mar‑06.

Unit last worked for SWT on 15.35 Waterloo – Bournemouth 17‑Jan‑07 and sent for storage at Eastleigh works 22‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 18‑Oct‑07, 28‑Nov‑07, 22‑Feb‑08, 14‑May‑08 and was hauled to Lovers Walk by EDL 73107 on 11‑Jun-08 for inspection (returning to Eastleigh 1‑Jul‑08 with 2407). It then ran to Chart Leacon 9‑Jul‑08 for overhaul before being hauled to Wolverton 11‑Aug‑08 for interior reconfiguring.

2402

Initially unit ran with no seating fitted for driver training returning to Derby 24‑June‑88 for fitting out.

The unit had been returned without modification to MBLS and was fully commissioned 14‑Aug‑88.

Unit back to Derby 28‑Jan‑89 and MBLS 62938 exchanged with modified 62947 (ex.2411). MBLS 62947 to 2412 and replaced with ‘own’ 62938 (ex 2412) c.1‑Apr‑89 and unit back to original formation.

MBLS 62938 named ‘County of Hampshire’ at Eastleigh 7‑Apr‑89.

Unit to Crewe for MBLS modifications 17‑Oct‑98, released 20‑Nov‑98. Unit refurbished at Eastleigh and released 14‑Jul‑00.

Unit last worked for SWT on 19.05 Waterloo – Poole 4‑Nov‑06 and sent to Ilford for C6 overhaul 13‑Nov‑06. It was released 30‑Nov‑06 and returned to Bournemouth but not used again prior to being sent for storage at Eastleigh works 16‑Feb‑07.

Unit made ‘warm store’ test trips to Basingstoke on 14‑Aug‑07, 18‑Oct‑07, 21‑Nov‑07, 5‑Dec‑07, 9‑Jan‑08, 30‑Jan‑08 and ran to Lovers Walk with 2406 12‑Feb‑08 for inspection. It returned to Eastleigh 20‑May‑08 with 2410 and then ran to Winchester that day with 2408 prior to being hauled to Wolverton 26‑Jun‑08 for interior reconfiguring.

2403

Initially unit ran with no seating fitted for driver training. This fitted at Bournemouth early in Apr-88 and unit fully commissioned from 16‑Apr‑88.

DTC 77384 derailed at Clapham Jct. 25‑Apr‑88 and slightly damaged. Unit to Derby 20‑May‑89 and MBLS 62939 exchanged with modified 62942 (ex.2411). MBLS 62942 exchanged with 62941 (ex.2406) c.Dec‑89.

MBLS 62942 named ‘The New Forest’ at Brockenhurst 22‑Apr‑91.

Unit to Crewe 6‑Jun‑98 for MBLS modifications and released 26‑Jun‑98. Unit refurbished at Eastleigh and released 30‑Nov‑99.

Unit to Ilford for C6 overhaul 12‑Jun‑06, released 30‑Jun‑06 and back to traffic c.4‑Jul‑06.

Unit last worked for SWT on 07.00 Weymouth – Bournemouth 13‑Jan‑07 and sent for storage at Eastleigh works 17‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 3‑Oct‑07, 19‑Dec‑07, 30‑Jan‑08, 27‑Feb‑08, 17‑Mar‑08 (two trips), 19‑Mar‑08, 14‑May‑08 and ran to Lovers Walk with unit 2404 4‑Jul‑08 for inspection.

It returned to Eastleigh 11‑Jul‑08 but returned to Lovers Walk again 5‑Sep‑08 and ran to Chart Leacon for overhaul 17‑Sep‑08, going back to Lovers Walk 6‑Oct‑08 where it was then used for driver training trips until being sent to Stewarts Lane 10‑Nov‑08 before being hauled to Wolverton 3‑Dec‑08 for interior reconfiguring.

2404

Unit to Derby 17‑Jun‑89 and MBLS 62940 modified with ‘snug’ area, unit back to Southern Region 1‑Jul‑89. MBLS 62940 exchanged with 62939 (ex.2411) Nov‑89.

MBLS 62939 named ‘Borough of Woking’ at Woking 10‑Nov‑95.

Unit to Crewe 11‑Apr‑98 for MBLS modifications; released 13‑May‑98. Unit refurbished at Eastleigh and released 18‑Nov‑99.

Unit to Ilford for C6 overhaul 3‑Jul‑06 and released 20‑Jul‑06 and back to traffic c.24‑Jul‑06.

Unit last worked for SWT on 16.35 Waterloo – Bournemouth 12‑Jan‑07 and sent for storage at Eastleigh works 15‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 18‑Oct‑07, 31‑Oct‑07, 5‑Dec‑07, 19‑Feb‑08 and was hauled to Chart Leacon by EDL number 73204 (with 2411) 1‑Apr‑08.

After some overhaul work with was hauled back to Eastleigh by EDL numbers 73205 & 73209 28‑Apr‑08 and made a further ‘warm store’ run to Basingstoke 14‑May‑08 before going to Lovers Walk with EDL 27‑May‑08 for inspection and being taken back to Eastleigh by EDL 73208 17‑Jun‑08.

Unit returned to Lovers Walk again (with 2403) 4‑Jul‑08 and was then used for driver training trips until moved again to Chart Leacon 16‑Aug‑08, going back to Lovers Walk 3‑Sep‑08. To Chart Leacon once again 13‑Sep‑08 and loco-hauled from there to Wolverton 2‑Oct‑08 for interior reconfiguring.

2405

Unit to Derby 22‑Apr‑89 and MBLS 62941 exchanged with modified 62944 (ex.2411).

MBLS 62944 named ‘City of Portsmouth’ at Portsmouth 14‑Aug‑92.

Unit to Crewe 23‑May‑98 for MBLS modifications, released 12‑Jun‑98. Unit refurbished at Eastleigh and released 13‑Sep‑99.

Unit to Ilford for C6 overhaul 3‑Apr‑06 and released 4‑May‑06 and back to traffic 9‑May‑06.

Unit last worked for SWT on 19.05 Waterloo – Poole 3‑Feb‑07 and sent for storage at Eastleigh works 15‑Feb‑07. Unit made ‘warm store’ test trips to Basingstoke on 17‑May‑07, 21‑Aug‑07, 19‑Dec‑07, 22‑Feb‑08, 27‑Feb‑08, 17‑Mar‑08 (two trips), 19‑Mar‑08 and ran to Lovers Walk 15‑Apr‑08.

Unit commenced driver training and test runs (with 2406) from 9‑Jun‑08, the first units in use with ‘Southern’. Unit sent to Chart Leacon 3‑Nov‑08 breaking new ground running via Redhill – Tonbridge route and after some overhaul work, moved to Stewarts Lane 27‑Nov‑08 and on to Selhurst 7‑Dec‑11 and to Lovers Walk 12‑Dec‑11 for final preparation for passenger use. Unit (with 2413) into service from 15‑Dec‑12 in unbranded ex SWT condition and remained in such use until hauled from Lovers Walk to Wolverton 14‑Apr‑09 for interior reconfiguring.

2406

Unit to Derby 6‑May‑89 and MBLS 62942 exchanged with modified 62941 (ex.2411). MBLS 62941 exchanged with 62942 (ex.2403) c.Dec‑89 and unit back to original formation.

DTS 77411 damaged in collision with fallen tree in Winchester area 25‑Jan‑90. DTF 77387 exchanged with damaged 77389 (ex.2408) Jan‑90 and unit out of use for repairs.

MBLS 62942 named ‘Victory’ at Portsmouth 21‑Oct‑92.

Unit to Crewe 9‑May‑98 for MBLS modifications, released 6‑Jun‑98. Unit refurbished at Eastleigh and released Oct‑99.

Unit to Ilford for C6 overhaul 8‑May‑06 and released 1‑Jun‑06 and back to traffic 10‑Jun‑06.

Unit last worked for SWT on 18.05 Waterloo – Poole 11‑Jan‑07 and sent for storage at Eastleigh works 15‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 17‑May‑07, 21‑Aug‑07, 31‑Oct‑07, 21‑Nov‑07, 19‑Dec‑07, 9‑Jan‑08 then ran to Lovers Walk 12‑Feb‑08.

Unit commenced driver training and test runs (with 2405) from 9‑Jun‑08, the first units in use with ‘Southern’. Unit ran to Stewarts Lane 16‑Jul‑08 and hauled to Wolverton 21‑Jul‑08 for interior reconfiguring.

2407

Unit to Derby 11‑Feb‑89 and MBLS 62943 exchanged with modified 62938 (ex.2411). MBLS 62938 exchanged with ‘own’ 62943 (ex.2412) c.20‑Mar‑89.

Unit ran through buffer stops at Bournemouth depot 3‑Sep‑89 after ‘running away’ and three coaches ended up in adjacent roadway, and unit to Eastleigh for ‘C4’ repair. Back to traffic 13‑Feb‑90 after repairs.

MBLS 62943 named ‘Thomas Hardy’ at Dorchester South 5‑Jun‑90.

Unit to Crewe for 27‑Nov‑98 for MBLS modifications, released 8‑Jan‑99. Unit refurbished at Eastleigh Sep‑99.

Unit to Ilford for C6 overhaul 27‑Feb‑06 and released 29‑Mar‑06 and back to traffic 4‑Apr‑06.

Unit last worked for SWT on 23.10 Weymouth – Bournemouth 13‑Jan‑07 and sent for storage at Eastleigh works 22‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 3‑Oct‑07, 22‑Feb‑08, 19‑Mar‑08, 20‑Mar‑08 (two trips), 11‑Apr‑08, (this trip ran to Fareham, then to Bournemouth and back to Eastleigh running with 2410), 14‑May‑08 and moved to Lovers Walk 24‑Jun‑08 for inspection. It returned to Eastleigh 1‑Jul‑08 but back to Lovers Walk again 8‑Aug‑08 and on to Chart Leacon 30‑Aug‑08 for some overhaul work.

Unit returned to Lovers Walk 24‑Sep‑08 and commenced driver training trips from 30‑Sep‑08, used until sent to Stewarts Lane 26‑Nov‑08. Unit then hauled to Wolverton 13‑Jan‑09 for interior reconfiguring.

2408

Unit to Derby 8‑Apr‑89 and MBLS 62944 exchanged with modified 62945 (ex.2411).

DTF 77389 damaged in collision with fallen tree at Winchester 25‑Jan‑90 and exchanged with 77387 (ex.2406).

MBLS 62945 named ‘County of Dorset’ at Weymouth 5‑Oct‑90.

Unit to Crewe 1‑Aug‑98 for MBLS modifications, released 14‑Aug‑98. Unit refurbished at Eastleigh and released 23‑Dec‑99.

Unit to Ilford for C6 overhaul 31‑Jul‑06 and released 18‑Aug‑06 and back to traffic c.21‑Aug‑06. Unit last worked for SWT on 18.35 Waterloo – Poole 12‑Jan‑07 and sent for storage at Eastleigh works 17‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 21‑Aug‑07, 28‑Nov‑07, 30‑Jan‑08, 7‑Feb‑08 and 20‑May‑08. It was then hauled to Chart Leacon by 73206 31‑Jul-08 for overhaul. Unit to Lovers Walk 19‑Aug‑08 for inspection but returned to Chart Leacon 5‑Sep‑08. It was then hauled to Wolverton 24‑Oct‑08 for interior reconfiguring.

2409

Unit to Derby 25‑Mar‑89 and MBLS 62945 exchanged with modified 62946 (ex.2411).

MBLS 62946 named ‘Bournemouth Orchestras’ at Waterloo 22‑May‑92.

Unit to Crewe 5‑Dec‑98 for MBLS modifications, released 18‑Dec‑98. Unit refurbished at Eastleigh and released 24‑Aug‑00 when it was fitted with an experimental Alsthom ‘electronically operated camshaft’ system replacing the mechanical camshaft control equipment.

Unit last worked for SWT on 20.35 Waterloo - Weymouth 12‑Jan‑07 and sent for storage at Eastleigh works 29‑Jan‑07. Unit not moved again until hauled by 67006 to Chart Leacon 29‑Aug‑08 where unit extensively stripped of parts and coaches on stands with no bogies.

Unit not expected to run again, but when plans changed and all 24 Class 442 units needed by ‘Southern’ unit had to be put back together and overhauled. Unit able to move under own power within the yard at Chart Leacon from 5‑Jul‑10. It made a test run to Tonbridge (two trips) coupled to an EDL 23‑Jul‑10 and was then hauled direct to Wolverton 28‑Jul‑10 for interior reconfiguring.

2410

Unit to Derby 11‑Mar‑89 and MBLS 62946 exchanged with modified 62948 (ex.2411).

MBLS 62948 named 'Meridian Tonight' at ? on ?

Unit to Crewe 10‑Oct‑98 for MBLS modifications, released 23‑Oct‑98. Unit refurbished at Eastleigh and released 25‑Jan‑00.

Unit to Ilford for C6 overhaul 21‑Aug‑06 and released 7‑Sep‑06 and back to traffic 11‑Sep‑06.

Unit last worked for SWT on 18.05 Waterloo – Poole 3‑Feb‑07 and sent for storage at Eastleigh works 15‑Feb‑07. Unit made ‘warm store’ test trips to Basingstoke on 17‑May‑07, 14‑Aug‑07, 3‑Oct‑07, 28‑Nov‑07, 19‑Dec‑07 and 9‑Jan‑08. It was hauled to Lovers Walk by 73204 28‑Feb‑08 for inspection, returning to Eastleigh with 73136 17‑Mar‑08.

Further ‘warm store’ test runs to Basingstoke (two trips) took place 20‑Mar‑08. On 11‑Apr‑08, unit ran with 2407 to Fareham, then Bournemouth and back to Eastleigh, and unit then returned to Lovers Walk 15‑Apr‑08. Unit again returned to Eastleigh 20‑May‑08 and was hauled to Wolverton 26‑Jun‑08 for interior reconfiguring.

2411

Unit in sidescrape collision with 3070 at Wimbledon Park 28‑Nov‑88 and DTF 77392 damaged and unit to Derby for repair 8‑Dec‑88, reformed with damaged TS 71858 & DTS 77422 (ex.2417).

MBLS 62947 had ‘snug’ modification carried out, this then started a ‘float’ to allow the remaining outstanding vehicles to be modified, the donor unit’s MBLS then being allocated as part of ‘2411’ for approx two weeks whilst undergoing modifications.

62947 exchanged with 62938 (ex.2402) 28‑Jan‑89;

62938 exchanged with 62943 (ex 2407) 11‑Feb‑89;

62943 exchanged with 62948 (ex.2412) 25‑Feb‑89;

62948 exchanged with 62946 (ex 2410) 11‑Mar‑89;

62946 exchanged with 62945 (ex.2409) 25‑Mar‑89;

62945 exchanged with 62944 (ex.2408) 8‑Apr‑89;

62944 exchanged with 62941 (ex.2405) 22‑Apr‑89;

62941 exchanged with 62942 (ex 2406) 6‑May‑89;

62942 exchanged with 62939 (ex.2403) 20‑May‑89.

Damage repairs to trailers completed and unit returned to SR 23‑Sep‑89 formed with 62939 in formation. Unit still out of use and MBLS 62939 then exchanged with 62940 (ex.2404) Nov‑89 and unit back to traffic c.10‑Nov‑89.

Unit to Crewe 13‑Jun‑98 for MBLS modifications, released 17‑Jul‑98.

Unit refurbished at Eastleigh and released 14‑Feb‑00.

MBLS 62940 named ‘The Railway Children’ at Waterloo 30‑Jul‑03.

Unit to Ilford for C6 overhaul 2‑Oct‑06 and released 20‑Oct‑06 and back to traffic c.28‑Oct‑06.

Unit last worked for SWT on 09.20 Fratton – Waterloo 13‑Jan‑07 and sent for storage at Eastleigh works 29‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 21‑Nov‑07, 22‑Feb‑08, 27‑Feb‑08 and was then hauled to Chart Leacon 1‑Apr‑08 for overhaul. Unit ran to Stewarts Lane 5‑Nov‑08 and was hauled to Wolverton 3‑Dec‑08 for interior reconfiguring.

2412

Unit to Derby 25‑Feb‑89 and MBLS exchanged with modified 62943 (ex .2411). MBLS 62943 exchanged with 62938 (ex.2407) c.20‑Mar‑89 and further exchanged with 62947 (ex.2402) c1‑Apr‑89.

MBLS 62947 named ‘Special Olympics’ at Portsmouth & Southsea 12‑Jul‑97.

Unit to Crewe 15‑Aug‑98 for MBLS modifications, released 28‑Aug‑98. Unit refurbished at Eastleigh and released 17‑Jan‑00.

Unit to Ilford for C6 overhaul 11‑Sep‑06 and released 28‑Sep‑06 and back to traffic Oct‑06.

Unit last worked for SWT on 21.05 Waterloo – Poole 3‑Feb‑07, this being the very last SWT 5 WES working the unit having worked a staff special as 1Z42 11.32 Waterloo to Windsor, back to Staines, then Twickenham and down to Shepperton before returning to Waterloo.

Unit sent for storage at Eastleigh works 12‑Feb‑07. Unit made ‘warm store’ test trips to Basingstoke on 3‑Oct‑07 and 18‑Oct‑07 and was hauled to Wolverton (with 2414) 3‑Dec‑07 for interior reconfiguring, the first two units to arrive there for the major interior changes. MBLS 62947 taken by road to Derby early in Jan-08 for ‘sway testing’ and was returned by road to Wolverton by late February.

2413

MBLS 62949 exchanged with 62957 (ex.2421) Aug‑90. Reverted to normal late Oct‑90.

Unit to Crewe 7‑Mar‑98 for MBLS modifications, released 11‑Apr‑98. Unit refurbished at Eastleigh and released 21‑Feb‑00.

Unit to Ilford for C6 overhaul 23‑Oct‑06 and released 10‑Nov‑06 and back to traffic 13‑Nov‑06.

DTS 77418 broken windscreen c.15‑Dec‑06 and temporarily exchanged with 77423 (ex.2418) until reverted to normal c.24‑Jan‑07.

Unit last worked for SWT on 23.05 Waterloo – Bournemouth 31‑Jan‑07 and sent for storage at Eastleigh works 2‑Feb‑07. Unit made ‘warm store’ test trips to Basingstoke on 17‑May‑07, 19‑Feb‑08 and 19‑Mar‑08 and was hauled to Lovers Walk by 73205 /73209 13‑May‑08 for inspection.

Unit put into use on driver training trips from 15‑Jul‑08 until sent to Chart Leacon for overhaul 6‑Oct‑08 returning to Lovers Walk 21‑Oct‑08 and used again for driver training. Unit ran to Stewarts Lane 17‑Nov‑08 and on to Selhurst 26‑Nov‑08 in preparation for passenger use, returning to Lovers Walk 4‑Dec‑08 and further driver training trips.

Unit (with 2405) into service from 15‑Dec‑12 in unbranded ex SWT condition, and remained in such use until hauled from Lovers Walk to Wolverton 24‑Mar‑09 for interior reconfiguring.

2414

DTF 77395 exchanged with 77382 (ex.2401) 11‑Oct‑88. Reverted by Nov‑88.

DTS 77419 slightly damaged in collision with car at Holme level crossing near Wool 7‑Jan‑90.

Unit to Crewe 24‑Oct‑98 for MBLS modifications, released 6‑Nov‑98. Unit refurbished at Eastleigh and released 15‑Nov‑00.

Unit last worked for SWT on 08.35 Waterloo – Bournemouth 2‑Jan‑07 and sent to Ilford for C6 overhaul 3‑Jan‑06.

It was released 19‑Jan‑07 in ‘plain’ livery and returned to Bournemouth but not used again prior to being sent for storage at Eastleigh works 24‑Jan‑07.

Unit made ‘warm store’ test trips to Basingstoke on 31‑Oct‑07 and 28‑Nov‑07 and was hauled to Wolverton (with 2412) 3‑Dec‑07 for interior reconfiguring, the first two units to arrive there for the major interior changes. MBLS 62950 taken by road to Derby early in Jan-08 for ‘sway testing’ and was returned by road to Wolverton by late February.

2415

MBLS 62951 named ‘Mary Rose’ at Portsmouth & Southsea 1‑Jun‑92.

Unit to Crewe 21‑Nov‑98 for MBLS modifications, released 5‑Dec‑98. Unit refurbished at Eastleigh and released 9‑Oct‑00.

Unit last worked for SWT on 21.05 Waterloo – Poole 10‑Nov‑06 (the first unit to be taken out of service) and sent for storage at Eastleigh works 2‑Feb‑07. Unit made ‘warm store’ test trips to Basingstoke on 2‑Apr‑09 (two trips) and was then hauled to Chart Leacon for overhaul 8‑Jun‑09. It was then hauled to Wolverton 8‑Jan‑10 for interior reconfiguring.

2416

MBLS 62952 named ‘Mum in a million, Doreen Scanlon’ at Waterloo 10‑Mar‑97.

Unit to Crewe as prototype for luggage van modifications 3‑Jan‑98. Released 21‑Mar‑98 and also in a new version of SWT livery, but not back to traffic until 7-Apr-98 following resolution of a number of problems with the new layout in the MBLS.

Unit refurbished at Eastleigh and released 15‑Dec‑00.

Unit fitted with non-standard Liebherr air conditioning system. Problems with this led to unit ‘off lease’ 4‑Aug‑06 and stored at Bournemouth depot. However, repairs were then undertaken and unit restored to use from 11‑Aug‑06.

Unit last worked for SWT on 11.51 Bournemouth – Waterloo 1‑Jan‑07 and sent for storage at Eastleigh works 3‑May‑07, the last Class 442 unit to leave Bournemouth depot. Unit made ‘warm store’ test trips to Basingstoke on 29‑Jan‑09, 2‑Apr‑09 and 7‑May‑09 (to Brockenhurst) before being hauled to Chart Leacon for assessment 15‑May‑09. Unit returned to Eastleigh 2‑Jun‑09 (via Waterloo) but went back to Chart Leacon 8‑Jul‑09 for overhaul and re-livery. Unit then ran two test trips to Tonbridge with EDL attached 5‑May‑10 and then to Stewarts Lane that day. It was hauled to Wolverton 27‑May‑10 for interior reconfiguring.

2417

Unit in collision with cement mixer on track at Parkstone 11‑Dec‑88 and DTS 77422 derailed and damaged, TS 71858 also slight damage. Unit to Derby for repair 22‑Dec‑88 and reformed with TS 71852 & DTS 77416 (ex.2411) and returned to SR 11‑Jan‑89.

Unit to Crewe 26‑Sep‑98 for MBLS modifications, released 9‑Oct‑98.

Unit refurbished at Eastleigh and released 16‑Mar‑01.

MBLS 62953 named ‘Woking Homes’ at Woking (date?).

Unit last worked for SWT on 18.35 Waterloo – Bournemouth 13‑Jan‑07 and sent for storage at Eastleigh works 19‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 21‑Nov‑07, the first of the units not overhauled at Ilford in 2005 to be so treated. Further ‘warm store’ trip to Basingstoke 9‑Jan‑08 before running to Chart Leacon 8‑Feb‑08 for overhaul and re-livery. Unit to Lovers Walk 8‑Jul‑08 for inspection and hauled to Wolverton 25‑Jul‑08 for interior reconfiguring.

2418

MBLS 62954 named ‘Wessex Cancer Trust’ at Southampton 2‑Mar‑95.

Unit to Crewe 7‑Nov‑98 for MBLS modifications, released 26‑Nov‑98. Unit refurbished at Eastleigh and released 16‑Feb‑01.

Unit last worked for SWT on 19.48 Weymouth – Bournemouth 10‑Dec‑06, ‘stopped’ with motor defects. DTS 77423 then temporarily exchanged with 77418 (ex.2413) with broken windscreen. Unit remained out of use whilst misformed and reverted to normal c.24‑Jan‑07.

Unit sent for storage at Eastleigh works 18‑Apr‑07. Unit made ‘warm store’ test trips, a shunt from the works to Eastleigh station and back 19‑Dec‑07 and then to Basingstoke on 20‑Feb‑09. It was then hauled to Wolverton 25‑Feb‑09 for a ‘light’ overhaul and returned to Lovers Walk 6‑Apr‑09 with interior left in ex.SWT condition.

Unit made some test and driver training runs from 15‑Apr‑09 and was then put into passenger traffic in unbranded SWT livery from 20‑Apr‑09.

Unit ran unrefurbished in traffic until failed between Hassocks and Burgess Hill with motor problems 11‑Sep‑09 and hauled to Stewarts Lane 14‑Sep‑09 where DTF 77399 removed and temporarily formed into refurbished 2408 (replacing a damaged DTS) 16‑Sep‑09, remainder of unit stored at Stewarts Lane. DTF 77399 reformed back into unit 4‑Dec‑09 and unit hauled to Chart Leacon 11‑Dec‑09 formed between two EDLs each end. Unit ran back to Stewarts Lane after overhaul and relivery 14‑Apr‑10 and was hauled to Wolverton 4‑May‑10 for interior reconfiguring.

2419

MBLS 62955 named ‘BBC South Today’ at Southampton 5‑Sep‑89.

Unit to Crewe 29‑Aug‑98 for MBLS modifications, released 11‑Sep‑98. Unit refurbished at Eastleigh Nov‑00.

Unit last worked for SWT on 19.05 Waterloo – Poole 2‑Feb‑07 and sent for storage at Eastleigh works 12‑Feb‑07. Unit made ‘warm store’ test trips to Basingstoke on 27‑Feb‑08 then ran to Chart Leacon 29‑Feb‑08 for overhaul and re-livery with 73204 on the rear. Unit ran to Lovers Walk for inspection 25‑Jul‑08 and hauled to Wolverton 13‑Aug‑08 for interior reconfiguring.

2420

MBLS 62956 named ‘City of Southampton’ at Southampton 6‑Dec‑94.

Unit to Crewe 5‑Sep‑98 for MBLS modifications, released 16‑Oct‑98.

TSO 71837 damaged by fire near Farnborough 30‑Nov‑98 and repaired at Bournemouth depot. Unit refurbished at Eastleigh and released 19‑Apr‑00.

Unit last worked for SWT on 23.05 Waterloo – Poole 12‑Jan‑07 and sent for storage at Eastleigh works 24‑Jan‑07. Unit made ‘warm store’ test trips to Basingstoke on 20‑Feb‑09 and to Brockenhurst 7‑May‑09 before running to Chart Leacon 15‑May‑09 for assessment.

Unit returned to Eastleigh 2‑Jun‑09 (via Waterloo) but went back to Chart Leacon 31‑Jul‑09 for overhaul. Unit hauled to Stewarts Lane by 2xEDL 29‑Jan‑10 and on to Wolverton 8‑Feb‑10 for interior reconfiguring.

2421

MBLS 62957 exchanged with 62949 (ex.2413) Aug‑90. Reverted to normal late Oct‑90.

Unit to Crewe 27‑Jun‑98 for MBLS modifications, released 31‑Jul‑98.

Unit refurbished at Eastleigh and released 14‑Mar‑00.

Unit last worked for SWT on 19.12 Winchester – Poole 2‑Dec‑06 and sent to Ilford for C6 overhaul 4‑Dec‑06. It was released 21‑Dec‑06 in ‘plain’ livery and returned to Bournemouth but not used again prior to being sent for storage at Eastleigh works 26‑Jan‑07.

Unit made ‘warm store’ test trips to Basingstoke on 21‑Aug‑07, 31‑Oct‑07, 30‑Jan‑08 and 7‑Feb‑08. It was hauled to Wolverton 17‑Apr‑08 for interior reconfiguring.

2422

MBLS 62958 named ‘Operation Overlord’ at Fareham 27‑May‑94.

Unit to Crewe 18‑Jul‑98 for MBLS modifications, released 4‑Sep‑98.

Unit refurbished at Eastleigh and released 1‑Jun‑00.

Unit last worked for SWT on 17.05 Waterloo - Weymouth 12‑Jan‑07 and sent for storage at Eastleigh works 19‑Jan‑07.

Unit hauled to Chart Leacon 8‑Jun‑09 for overhaul. It ran two test trips to Tonbridge with EDL on each end 2‑Mar‑10 and then moved to Stewarts Lane that day. Hauled to Wolverton 18‑Mar‑10 for interior reconfiguring.

2423

Unit fitted with experimental converter fault light in cab c.1994.

MBLS 62959 named ‘County of Surrey’ at Guildford 15‑Jul‑92.

Unit to Crewe 12‑Sep‑98 for MBLS modifications, released 25‑Sep‑98.

Unit refurbished at Eastleigh and released 5‑Apr‑00.

Unit last worked for SWT on 22.48 Weymouth – Poole 7‑Jan‑07 and sent for storage at Eastleigh works 18‑Apr‑07.

Unit made ‘warm store’ test trips to Basingstoke on 29‑Jan‑09 then hauled to Wolverton 18‑Feb‑09 for a ‘light’ overhaul and hauled to Lovers walk 26‑Mar‑09 with interior still in ex.SWT condition and put into use for driver training trips from 30‑Mar‑09. Unit put into passenger traffic 9‑Apr‑09 still in unrefurbished condition and ran until 10‑Aug‑09 and was then hauled from Lovers Walk to Wolverton 4‑Sep‑09 for interior reconfiguring.

2424

Unit to Crewe for MBLS modifications 8‑Jan‑99, released 23‑Jan‑99.

MBLS 62960 named ‘Gerry Newson’ at Bournemouth depot 14‑Nov‑00.

Unit refurbished at Eastleigh Jan‑01.

Unit last worked for SWT on 17.35 Waterloo – Bournemouth 18‑Jan‑07 and sent to Ilford for C6 overhaul 22‑Jan‑07. It was released in ‘plain’ livery 8‑Feb‑07 and sent directly to Stewarts Lane for storage.

Unit made a test run to Three Bridges with 73136 31‑Aug-07, this being the first use of a Class 442 on the Brighton line (with the exception of a one-off Railtour with 2413 7‑Dec‑91) and this test trip was repeated 13‑Sep-07 again with 73136 attached. Unit then ran to Lovers Walk 15‑Nov‑07 again with EDL attached for inspection before running to Eastleigh 12‑Feb‑08. 

It was hauled to Wolverton 17‑Apr‑08 for interior reconfiguring.

 

 

 

 

Summary of MBLS Names

 

Unit

MBLS

Date

Location

Name

2401

62937

30‑Jun‑89

Brockenhurst

Beaulieu

2402

62938

7‑Apr‑89

County of Hampshire

Eastleigh.

2403

62942

22‑Apr‑91

The New Forest

Brockenhurst

2404

62939

10‑Nov‑95

Borough of Woking

Woking

2405

62944

14‑Aug‑92

City of Portsmouth

Portsmouth

2406

62942

21‑Oct‑92

Victory

Portsmouth

2407

62943

5‑Jun‑90

Thomas Hardy

Dorchester South

2408

62945

5‑Oct‑90

County of Dorset

Weymouth

2409

62946

22‑May‑92

Bournemouth Orchestras

Waterloo

2410

62948

Date ?

Meridian Tonight

Location ?

2411

62940

30‑Jul‑03

The Railway Children

Waterloo

2412

62947

12‑Jul‑97

Special Olympics

Portsmouth & Southsea

2413

 

 

 

 

2414

 

 

 

 

2415

 

 

 

 

2416

62952

10‑Mar‑97

Mum in a million, Doreen Scanlon

Waterloo

2417

62953

Date ?

Woking Homes

Woking

2718

62954

2‑Mar‑95

Wessex Cancer Trust

Southampton

2419

62955

5‑Sep‑89

BBC South Today

Southampton

2420

62956

6‑Dec‑94

City of Southampton

Southampton

2421

 

 

 

 

2422

62958

27‑May‑94

Operation Overlord

Fareham

2423

62959

15‑Jul‑92

County of Surrey

Guildford

2424

62960

14‑Nov‑00

Gerry Newson

Bournemouth depot

 

 

cw May 2010 205 a.jpg

Unit 4422406 at Hove 23rd May 2010

© BloodandCustard

 

 

REFURBISHED GATWICK EXPRESS UNITS

 

In early May 2007 prospects for these units did not look good. Apart from the unit at Stewarts Lane under cover the whole Class 442 fleet were stored ‘off lease’ in the open at Eastleigh works.

Although only about 18 years old, the traction equipment of these units was dated in comparison with many more modern units introduced later to replace the large slam-door fleets on the former Southern Region. They lacked some now accepted features such as internal passenger information displays and the long coaches only with narrow end doors also caused some concerns regarding route restrictions as to where they might be used again.

However, they were a comfortable ‘main line’ unit suitable for long distance services with relatively few stops being made.

There was some criticism both from passengers and within the rail industry that this fleet of trains were no longer in service when overcrowding on some routes was growing, Portsmouth line passengers being particularly unhappy having lost most of their Class 444 units (which replaced the 5 WES units on the Bournemouth line) and gaining ‘suburban’ Class 450 units in their place; this having lead to a ‘Say No to 350’ campaign.

 

Gatwick Express and Southern

The ‘Department for Transport’ (DfT) now specified train operator franchises were looking to reduce the number of franchises and looked at plans to amalgamate the ‘Gatwick Express’ franchise with that of ‘Southern’. Following complaints that Gatwick Express trains were under-utilised during the peak periods this amalgamation included altering the Gatwick Express service to extend some peak-hours through to Brighton. These plans were consulted on by various industry players and Gatwick Express was absorbed into the Southern franchise from 02.00hrs on Sunday 22nd June 2008 with the proposed new timetable planned to be introduced from 15th December 2008 operated by 10-car trains of refurbished Class 442 units.

These ‘new’ trains seating around 660 passengers compared to the 360 in an 8-car Class 460 unit. In order to achieve this a fleet of 17 Class 442 units was required. These were to be based at Lovers Walk depot (Brighton) and would be of 10-car formations with no splitting /joining of units in service. This was at the insistence of Network Rail who (on the basis of SWT reliability) insisted units were not to be operated solo. However, as Southern improved the reliability of the units and occasional 5-car operation crept in without incident the 10-car requirement lapsed.

Discussions then took place between the ROSCO (Angel Train Contracts) and DfT /Southern regarding the overhaul and refurbishment of the trains, leasing arrangements and the necessary driver and staff training to enable them to operate on the Brighton main line.

Regular ‘warm store’ running-in trips started in May 2007 between Eastleigh and Basingstoke to keep the stored units in a serviceable condition, these using the 15 units which had been overhauled at Ilford in the last months of their SWT lease.

The final overhauled unit (2424) which had been stored at Stewarts Lane made the first test trip on the Brighton line as far as Three Bridges on 31st August 2007, running with EDL 73136 attached to the rear. This unit moved to Lovers Walk 15th November 2007 for detailed examination and assessment of staff training needs, whilst two units not overhauled at Ilford were selected from the remainder and ran to Chart Leacon for overhauls to be commenced, unit 2417 on 8th February 2008 and unit 2419 on 29th February 2008.

 

442.jpg

31st August 2007 and 2424 (with EDL 73136 attached to
the rear) approaches Gatwick Airport on the Down Fast

© BloodandCustard

 

 

Unit Overhauls

In the meantime, specifications had been drawn-up for the interior overhauls of the units which included the removal of all first class from the DTF and its conversion into an all-open saloon DTS matching the one at the other end of the unit. First class seating would be provided in the former MBLS vehicle, replacing the former ‘snug’ area.

Various other internal changes took place including widening of some vestibule doors and provision of extra luggage racks to make the units more suitable for airport traffic (for example passengers with heavy luggage). Internal passenger information screens were also to be provided and a similar ‘dot matrix’ scrolling destination indicator was provided inside the offside cab window to those already fitted to Southern’s Class 377 units.

The mobility-impaired area was updated with low level ‘call for aid’ buttons and the accessible toilet modified.

Units also now needed to be fitted with ‘On Train Monitoring and Recording equipment’ (OTMR) to meet the latest regulations. A contact for this work was let to Wolverton works and the first two units (2412 & 2414) were hauled there from Eastleigh on 3rd December 2007. Other units from store at Eastleigh began to visit Lovers Walk for assessment of their condition and more staff training.

A further two units (2421 & 2424) went to Wolverton for interior refurbishment 17th April 2008 so now all three of the ‘plain’ liveried ones done at the end of the Ilford programme were there.

The two units sent to Chart Leacon for overhaul (2417 & 2419) were both repainted there into a new ‘Gatwick Express’ livery being sent to Lovers Walk on release. However, neither were used for training prior to being sent to Wolverton for their interior upgrades.

By mid-September 2008 and with the exceptions of 2405 & 2413 in use for driver training from Brighton, all the remainder of the 17 units needed were either at Chart Leacon (2403 /2404 /2407/ 2408 /2411) or Wolverton (2401 /2402 /2406 /2410/ 2412 /2414 /2417 /2419 /2421 /2424) being overhauled and refurbished.

 

Driver Training

The first driver training trips began running from Lovers Walk on Monday 9th June 2008, initially two trips to Three Bridges using units 2405 & 2406 both running in un-branded ex.SWT condition. By the end of June, the training trips were altered with one in the middle part of the day running between Three Bridges and Eastbourne.

Unit 2405 was slightly damaged 25th June 2008 by flying shoegear from a passing Class 377 unit in Clayton Tunnel and 2406 ran solo for a few days until joined by 2413 from 8th July 2008. Unit 2405 was repaired by 19th August 2008 and 2407 went into use from 30th September 2008, this unit coupled to 2405 being the first Class 442 train to visit Victoria on 2nd October 2008. These four units were then the driver training fleet for most of the remainder of 2008 though 2406 went to Wolverton in late July and was replaced by units 2403 and 2404.

Initially only drivers Brighton-based at were being trained on the Class 442 stock; this was taking a while as there were already a number of drivers who had not driven trains with separate power and brake controllers despite the withdrawal of the last slam-door stock with this style of controllers having been only three years earlier. Whilst drivers were trained to become conversant with the EP brake they were (surprisingly) not trained to run the trains on ‘auto brake’ (the fail-safe Westinghouse air brake) other than to apply the brake to stop the train in an emergency.

The arrival of refurbished units 2414 (followed by 2412) saw some more maintenance staff training to familiarise staff with the revised interior equipment. With the impending timetable launch in December getting close, both 2414 (from 14th November 2008) and 2412 (from 5th December 2008) were pressed into use on the driver training programme.

As part of the training for the use of Class 442 units on the Brighton line, the former Gatwick Express ‘rescue locomotive’ 73202 was retained by Southern and a training programme on it was run using Gatwick Express drivers to enable it to be available to rescue any failed Class 442 trains.

 

New External Livery

A significant stage was reached in returning the Class 442 fleet to service when the first two units were delivered from Wolverton to Lovers Walk with their revised interiors and new Gatwick Express livery; units 2414 arriving 25th November 2008 and 2412 on 6th November 2008.

This livery consisted of a thick red band along the bodysides at cantrail level. At cab ends of DTS vehicles this swept down diagonally to reach the lowest level of the bodyside and also covered part of the roof at the end of the coach (approx ⅓ the length of the coach). Within this red area on the body side was the crew door mostly grey with the lower third light blue. There was a second, narrower white band along the bodyside below the red one, then the window glazing area of the bodyside was all included in a wide dark blue band.

Below the windows the bodyside was white for about 50% of the remaining depth, with a dark grey band below that. The equipment skirts were painted black.

One the nose end the corridor door and two areas below the observation lights were yellow and once again there were yellow painted covers over the jumper/air hose receptacles. The remainder of the cab area, including roof dome was red.

 

MBC ciw222.JPG

First class in the MBC 23rd May 2010

© BloodandCustard

 

Layout Changes

Internally the units were changed quite significantly. With new seating throughout the layout in both TS coaches was similar to as before the refurbishing (as was the DTS) although all three of these vehicles had slightly fewer seats than when new.

The former DTF needed the most extensive work. Now consisting of one large open saloon for standard class it had the same seating layout as the DTS at the other end of the unit. Large scale alterations had to be made to the air conditioning trunking on this coach to change from the compartment layout to an open saloon.

First class seating was now to be found on the former MBLS, now reclassified MBLC. This comprised a 32-seat first class saloon on one side of the conductor’s office (replacing the former buffet area) and a 24-seat standard saloon the other. Further bodyside alterations were needed to move /place windows in the correct place, this being the fourth time that some of the coaches had been partially rebuilt since new.

Coach weights were also slightly amended with overall unit weight now 205.9t and seating capacity of 24 first and 324 second.

 

DTS cw239.jpg

DTS interior seating 23rd May 2010

© BloodandCustard

 

Seating

Throughout the unit new seats were provided, higher backed that the originals with white coloured seating shells; the seat covers were maroon. Many seats were now in ‘airline’ face-to-back configuration to increase capacity, and a grey coloured pull-down table was provided on seat backs where this was the case. Overall, two of the six toilets were removed (those in the DTS coaches) and replaced by luggage racks.

 

DTS cw240.jpg

DTS luggage racks 23rd May 2010

© BloodandCustard

 

 

Into Service

It was clear that nowhere near enough units would be ready for the timetable changes from 12th December 2008, so plans were temporarily revised with only three trains from Brighton onto the ‘extended Gatwick Express’ pathways planned to operate from the first day.

One pair of units (2412 & 2414) had spent time running on driver training trips. However, as the next pair (2421 ex Wolverton 17th November 2008 and 2424 ex Wolverton 1st December 2008) were still having a number of interior modifications and tests it was then decided to use the unrefurbished pair (2405 & 2413) for one week only (initially) as the third train needed for even this reduced introductory service.

The first passenger use of Class 442 stock with Southern on Gatwick Express trains took place on Tuesday 9th December 2008 when units 2412 & 2414 ran empty from Lovers Walk to Gatwick Airport and formed 1U40 09.50 Gatwick to Victoria. The train then made three round trips to Victoria (the displaced Class 460 berthing in Gatwick Sidings) before returning empty to Lovers Walk.

Saturday 13th December 2008 was another busy day for the new fleet. Units 2412 & 2414 were run from Lovers Walk to Stewarts Lane to position themselves for Monday; the driver returning to Lovers Walk with EDL 73202 hauling newly delivered 2402 to start it’s commissioning. Unit 2421 made some test runs and 2424 was having last minute work on interiors to make it ready for passenger service. 2424 did run some test trips on 14th December 2008.

Monday 15th December 2008 saw the commencement of Class 442 workings on Gatwick Express trains extended from /to Brighton. The reduced initial service saw trains leave Brighton for Victoria at 07.15 (2421 & 2424), 07.30 (2405 & 2413) and 07.45 (2412 & 2414). Return trips in the evening peak were 16.15 to Haywards Heath, 17.30 to Brighton, 17.45 to Brighton and 18.30 to Brighton.

Only one 10-car train ran all day on the Gatwick Express, the other two trains stabling between the peaks, one (the unrefurbished pair) at Stewarts Lane and the other at Three Bridges (but altered to run back to Lovers Walk).

Two other trains each way, the 06.30 and 06.40 from Brighton and 18.00 and 18.15 from Victoria were covered by 8-car Class 377 formations until more Class 442 units were available.

The initial intention to only use the unrefurbished 442 units in traffic for a week was quickly abandoned. Only 2402 had been delivered until 2417 arrived 16th December 2008 and both needed some internal work so this pair did not enter traffic until 5th January 2009 (though both were in use on test /driver training trips from 31st December 2008).

In the event 2405 & 2413 continued in service until Friday 20th March 2009 when 2413 was taken out of use and sent to Wolverton for refurbishing. 2405 continued in non-passenger use on the driver training programme, but was later pressed into service again running with a refurbished unit until just before it too was sent to Wolverton for refurbishing 14th April 2009.

Trains did run on occasions formed of just one 5-car unit when a failure occurred. Mixed refurbished/ unrefurbished class 442 units was frowned-upon as there were a few compatibility issues between the two types, mostly in connection with the PIS systems.

 

 

May 2010 150 w.jpg

A scene that can never be repeated; units 442413 & 4422406
under the trainshed at London Bridge 23rd May 2010

© BloodandCustard

 

Route Clearance

Routes cleared for use by Class 442 stock were initially quite restricted being basically the main line from Victoria or London Bridge to Brighton (via both Quarry and Redhill lines), Brighton /Preston Park to Hove as units berthed in the sidings there and Keymer Junction to Eastbourne (used initially only by driver training trips).

Access to Stewarts Lane depot was permitted from both Victoria (direct) and from Pouparts Junction.

There were some restrictions on which platforms could be used on the ‘Eastern Side’ at Victoria.

The Redhill – Tonbridge route was soon added to allow units better access to Chart Leacon depot (Ashford).

From Monday 30th March 2009 units commenced working 07.14 Eastbourne - London Bridge and returning with 18.22 London Bridge to Eastbourne, berthing during the day at Streatham Hill. Further routes cleared for their operation to facilitate this including Brighton to Lewes direct and via Crystal Palace to allow access to the depot at Streatham Hill. These trains did not call at Gatwick Airport making the ‘Gatwick Express’ branding on the units a bit misleading.

Further diversionary routes were later cleared for Class 442 enabling them to run via Tulse Hill and Herne Hill to Victoria /Stewarts Lane as required. The lines between Battersea Park Junction and Factory Junction were also cleared, this being used particularly over Christmas /New Year 2012 due to some engineering works diversion. The training of more Gatwick Express drivers enabled fuller use to be made of these diversionary routes.

From very early in their use on the Brighton line units were seen regularly in Selhurst depot making use of the wheel lathe there.

The line between Brighton and Lewes was used by passenger carrying Class 442 trains for the first time 30th April 2009 when a number were diverted via Lewes due to a signalling fault at Keymer Junction.

 

cw May 2010 174 a.jpg

Unit 442413 at Eastbourne 23rd May 2010

© BloodandCustard

 

 

DOO(P) Operation

Trains between Gatwick and London operate under DOO(P) conditions with no conductor rostered, though there are some train hosts who purely look after passenger needs. Conductors are provided south of Gatwick Airport.

 

Service Issues

Early experience with these units on the Brighton line was not trouble free, inevitable with a fleet of trains new to the staff and which had been ‘in store’ for quite a long period. Door interlock problems arose quite often, particularly with the sole remaining inwards opening ‘slam door’ by the conductor’s office. This was not supposed to be used by passengers and better signage and keeping them locked when staff not riding there helped cure this.

There were also problems with the newly fitted PIS (passenger information systems) and these went through a number of upgrades.

There were large numbers of failures of the air conditioning system leading to an extensive programme of HVAC overhauls at Stewarts Lane which involved lifting complete units out of the roof with a hired crane until a purpose-built area was established for this work.

These units also found various ‘weak spots’ in the electrification system, leading to burnt-off conductor rail cables and tripping of rectifiers in various substations along the line, particularly during the peak period when up to six 10-car trains could be in fairly close proximity along the route.

Once again, the covers over the jumper and air hoses caused problems and were progressively removed making the cab end view of a unit look more cluttered. From Saturday 13th June 2009 the Student Special train from Eastbourne to Victoria and back was diagrammed for Class 442.

 

Thameslink & FCC

A further development led by the DfT was some stock redeployment to cover part of the Thameslink project upgrade where new Class 377/5 units were late being delivered. Southern loaned eight of its fifteen dual-voltage Class 377/2 units to FCC and gained one 12-car Class 375 train on temporary loan from South Eastern. These changes commenced from 22nd March 2009.

There were also still seven Class 442 units stored ‘off lease’, one heavily stripped at Chart Leacon (2409) and six at Eastleigh works (2415/2416 /2418 /2420 /2422 /2423). The best pair of these were then sent direct from Eastleigh to Wolverton for a ‘light’ overhaul which did not include the interior refurbishment.

These two units were then released to Southern; unit 2423 from Wolverton 26th March 2009 and unit 2418 on 6th April 2009. Still in unbranded ex SWT livery these units were quickly put into service, 2423 pairing-up with the existing unrefurbished 2405 where possible and often used on the Eastbourne – London Bridge service which misses out the Gatwick stop to avoid the Gatwick Express branded units passing through without calling. Once 2418 went into traffic, 2405 was released for its refurbishment overhaul at Wolverton.

 

May 2010 188 a.jpg

 

cw May 2010 190 a.jpg

319430 alongside 442413 at Brighton 23rd May 2010

© BloodandCustard (both)

 

 

GoVia (Southern) Franchise

Southern’s existing franchise expired in September 2009 and the new franchise was awarded by DfT to the parent company GoVia from that date. Part of the Southern bid included the planned replacement of the Class 460 fleet on Gatwick Express by further Class 442 units which would now work the whole service. This gave a more ‘standard’ fleet for this service and the Class 460 units were expensive to lease.

To achieve this the final five ‘off lease’ Class 442 units were required back in traffic. These units needed quite extensive overhauls having been out of traffic for longest and not overhauled late in their SWT lives either, indeed unit 2409 was stored at Chart Leacon as a virtual shell with parts removed to keep other units going.

These final seven units to be leased became known as ‘tranche two’ units. The first ‘warm store’ test run took place from Eastleigh to Basingstoke on 29th January 2009 with units 2416, 2423 and 2423 was then sent to Wolverton on 18th February 2009. This was repeated on 20th February 2009 with 2418 & 2420 running to Basingstoke and 2418 then going to Wolverton soon afterwards on 25th February 2009.

To speed units into traffic (and as mentioned earlier) these two units were only given a ‘light’ running gear overhaul and sent to Lovers Walk in unrefurbished condition.

Units remaining at Eastleigh mostly had a ‘warm store’ run to Basingstoke before being hauled to Chart Leacon for assessment, the last two to depart being 2415 & 2422, unit 2422 not having moved for 2½ years. Three units, 2415, 2416 and (later) 2418 were painted into their new livery at Chart Leacon prior to going to Wolverton for their interior refurbishment. Chart Leacon also reliveried 2423 on return from Wolverton.

These ‘tranche two’ units also had a ‘C6X’ running gear overhaul incorporated into their return to service so their final commissioning took longer as they required 1500 miles of test running before being released to traffic.

Workings of Class 442 units expanded from the timetable change of 23rd May 2010 with more evening workings on Brighton express trains and increased operations on the Gatwick Express service. Units were also now passed to run in passenger service via Tulse Hill & Herne Hill to allow diversions at times of line blockage and disruption.

The SEG railtour ‘The Ruby Rover’ was run on 23rd May 2010 to celebrate the 40th anniversary of the SEG and used units 2413 and 2406. This took the units in passenger service into Hove Yard, through Selhurst depot from Selhurst to Norwood Junction, from Three Bridges to Crawley and between Redhill and Tonbridge.

 

‘Tranche two’ Rebranding

Part of Southern’s rolling stock bid for the new franchise saw Class 442 taking over the whole of the Gatwick Express service and also quite a number of fast Brighton – Victoria trains, which called at East Croydon but did not stop at Gatwick Airport itself. This made more of a nonsense of the ‘Gatwick Express’ branding on many units, already called into question when they began to be used on the Eastbourne – London Bridge service which also missed the airport. The policy was therefore changed resulting in the ‘tranche two’ units mostly being unbranded when released from repaint at Chart Leacon or Wolverton.

A few others, and some of the first batch after release from their first C6X overhauls at Wolverton were just branded ‘Express’, and over a period of time this became the standard livery for the whole fleet, units being altered on depot during routine exams.

Further drivers needed to be trained to run the additional trains planned for Class 442 operation and some drivers at Barnham and Selhurst were trained on the class.

 

Maintenance at Stewart’s Lane

A further facet of the rolling stock plans of DfT and Southern with the second franchise was the use of refurbished class 313 units (displaced from London Overground) on the ‘Coastway’ routes from Brighton. With the impending loss of the Class 460 fleet from Stewarts Lane as they went ‘off lease’ it became sensible to transfer the maintenance of the 442s from Lovers Walk to Stewarts Lane as Lovers Walk needed the space to commission and run the Class 313 units and Stewarts Lane now had capacity to deal with the Class 442 maintenance, although it had already been involved in some work on these units since they first started running on Gatwick Express, particularly the HVAC aircon overhauls.

The Class 442 diagrams became SLxxx rather than BIxxx from the timetable change in December 2010 and from that date there were only two Class 460 diagrams, one of which took one of these units through to Brighton (this being needed as the last few Class 442 units were still being refurbished). These Class 460 diagrams were officially covered by 442 units from 27th April 2011 but in reality two (occasionally three) 460 units remained in use most days as unit 2409 was not yet commissioned for service. Units 460001/ 460002 /460007 were the three units retained for this work.

The units continued to undergo a series of modifications to improve reliability including bogie chevron changes (done at Selhurst Repair Shop), battery and stepboard overhauls, door rubber seals changed, starting grid replacement, door guide modifications, with a number of other programmes as well. Units were also fitted with some diagnostic equipment to warn of impending failures, a suspension tube over-temperature device for example giving warning of any overheated traction motors before they got too hot and seized-up.

A new GSMR radio system was being installed over the whole national system by Network Rail, and Southern decided to fit their units on a fleet-by-fleet basis, the Class 442 units being the second done (after the Class 171 diesel units) and unit 2410 was the first into service so fitted 21st January 2013 with 2424 the last completed by 7th March 2013.

 

The Future

At the time of finalising this history (January 2016) the future of the class 442 units is uncertain. Govia Thameslink Railway Limited (GTR) took over Southern and Gatwick Express on 26th July 2015; these becoming brands within GTR alongside Thameslink and Great Northern in a franchise that accounts for 22% of the UK’s mainline passenger journeys.

Thameslink are expecting to start using its new class 700 units in April 2017 and with class 387 stock being introduced /the 319 units being phased out many changes to train diagrams are taking place. None of these changes include the class 442 stock beyond 2018. Even then that would only include the retention of six sets for some Eastbourne rush-hour services and the operational viability of this is being questioned.

Angel Trains are well aware some of all of the fleet may soon become surplus to requirements and options for disposal are already under consideration.

However, irony may have the last laugh as a class 442 tour to Weymouth is planned to celebrate SWT’s operation; the 442 unit being ‘borrowed’ from GTR.

 


REFURBISHED UNIT FORMATIONS

 

Unit

DTS

TSO

MBLS

TSO

DTS

Into traffic

Seats

74S

76S

24F /32S

66S

74S

 

BR Code

EE2860A

EK2240A

ED3010A

EK2250A

EE2870A

 

Weight

38.5t

37.5t

55t

37.7t

37.2t

 

2401
(9)

 

77382

71818

62937

71842

77406
77414

16-Feb-09

2402
(5)

 

77383

71819

62938

71843

77407

5-Jan-09

2403
(13)

 

77384

71820

62941

71844

77408

23-Mar-09

2404
(11)

 

77385

71821

62939

71845

77409

12-Mar-09

2405*

 

77386

71822

62944

71846

77410

15-Dec-08

2405
(17)

 

77386

71822

62944

71846

77410

14-Aug-09

2406
(10)

 

77389

71823

62942

71847

77411

4-Mar-09

2407
(12)

 

77388

71824

62943

71848

77412

18-Mar-09

2408
(15)

 

 

77387

77399

77387

71825

62945

71849

77413

6-Apr-09

2409
(24)

 

77390

71826

62946

71850

77414

77406

 

13-May-11

2410
(8)

       

77391

71827

62948

71851

77415

27-Jan-09

2411
(14)

 

77392

71828

62940

71858

77422

30-Mar-09

2412
(2)

 

77393

71829

62947

71853

77417

9-Dec-08

2413*

 

77394

71830

62949

71854

77418

15-Dec-08

2413
(16)

 

77394

71830

62949

71854

77418

29-Jun-09

2414
(1)

 

77395

71831

62950

71855

77419

9-Dec-08

2415
(18)

 

77396

71832

62951

71856

77420

13-May-10

2416
(23)

 

77397

71833

62952

71857

77421

4-Nov-10

2417
(6)

 

77398

71834

62953

71852

77416

5-Jan-09

2418*

 

 

77399

77399

71835

62954

71859

77423

20-4-09

2418
(22)

 

77399

71835

62954

71859

77423

7-Oct-10

2419
(7)

 

77400

71836

62955

71860

77424

22-Jan-09

2420
(19)

       

77401

71837

62956

71861

77425

22-May-10

2421
(3)

 

77402

71838

62957

71862

77426

15-Dec-08

2422
(21)

       

77403

71839

62958

71863

77427

3-Sep-10

2423*

 

77404

71840

62959

71864

77428

9-4-09

2423
(20)

 

77404

71840

62959

71864

77428

7-Jul-10

2424
(4)

77405

71841

62960

71865

77429

15-Dec-09

Notes:

* Units ran in un-refurbished condition. Codes and vehicle classifications were different and are not shown here.

                                                                                                    

 


 

INDIVIDUAL UNIT NOTES
(GATWICK EXPRESS)

 

Unit

Notes

2401

Unit delivered to Stewarts Lane 27‑Jan‑09 and some initial testing there after shoegear refitted. Ran to Lovers Walk 11‑Feb‑09. Unit to Wolverton for C6X overhaul 9‑Nov‑10, released 13‑Dec‑10 and back to traffic 22‑Dec‑10.

DTS 77406 suffered an air conditioning equipment fire at Stewarts Lane 12‑Mar‑13. Damaged coach exchanged with DTS 77414 (ex stored 2409) c.19‑Mar‑13 and unit back to traffic 22‑Mar‑13.

2402

Unit delivered to Stewarts Lane 10‑Dec‑08 and hauled to Lovers Walk 13‑Dec‑08. In use for driver training from 31‑Dec‑08.

Unit to Wolverton for C6X overhaul 22‑Jul‑11, released 26‑Aug‑11and back to traffic 7‑Jul‑11.

2403

Unit delivered to Stewarts Lane 5‑Mar‑09 and ran to Lovers Walk 17‑Mar‑09 with a further test run that day.

Unit to Wolverton for C6X overhaul 12‑Aug‑10, released 16‑Sep‑10 and back to traffic 23‑Sep‑10.

2404

Unit delivered to Stewarts Lane 19‑Feb‑09 and some initial testing there after shoegear refitted. Test run 3‑Mar‑09 then to Lovers Walk 7‑Mar‑09 and a further test run 10‑Mar‑09. Unit to

Wolverton for C6X overhaul 17‑Sep‑10, released 21‑Oct‑10 and back to traffic 27‑Oct‑10.

2405

Unit delivered to Stewarts Lane 20‑Jul‑09 and ran to Lovers Walk 3‑Aug‑09.

Unit to Wolverton for C6X overhaul 16‑Mar‑10, released 18‑May‑10 and back to traffic c.24‑May‑10.

2406

Unit delivered to Stewarts Lane 10‑Feb‑09 and some initial testing there after shoegear refitted. Test run 21‑Feb‑09 and ran to Lovers Walk 25‑Feb‑09.

Unit to Wolverton for C6X overhaul 15‑Feb‑11, released 21‑Mar‑11 and back to traffic 2‑Apr‑11.

2407

Unit delivered to Stewarts Lane 27‑Feb‑09 and ran to Lovers Walk 12‑Mar‑09 with a further test run that day.

Unit to Wolverton for C6X overhaul 5‑Oct‑10, released 8‑Nov‑10 and back to traffic 17‑Nov‑10.

2408

Unit delivered to Stewarts Lane 20‑Mar‑09 and ran to Lovers Walk 1‑Apr‑09 with a further test run next day.

DTS 77387 damaged in sideswipe with Class 67 locomotive 67020 at Stewarts Lane 7‑Aug‑09. Coach by road to Wolverton 12‑Aug‑09. Unit reformed at Stewarts Lane 16‑Sep‑09 with unrefurbished DTF 77399 (ex.2418), this coach still seating 50 first and in unbranded ex SWT livery. The unit ran to Selhurst for some modification 21‑Sep‑09 and DTF 77399 downgraded to seat 50S whilst temporarily formed in unit 2408. Unit ran misformed until 29‑Nov‑09 and ran to Stewarts Lane for reforming again 2‑Dec‑09. DTS 77387 back from Wolverton to Stewarts Lane (by road) 30‑Nov‑09 and reformed into unit 4‑Dec‑09, unit back to Lovers Walk for traffic 10‑Dec‑09.

Unit to Wolverton for C6X overhaul 11‑Jan‑11, released 14‑Feb‑11 and back to traffic 24‑Feb‑11.

2409

Unit delivered to Stewarts Lane for commissioning 16‑Nov‑10 which commenced 3‑Feb‑11.

The non-standard Alsthom electronically controlled camshaft continued to give problems and the unit was out of use from 6‑Aug‑12. Attempts were made to repair the electronic kit which needed specialist attention and unit made some overnight test runs 4‑Dec‑12 which were not successful. It was then decided to strip-out the electronic kit and put unit back to the original mechanical arrangement, time consuming and expensive as some parts now needed to be specially made. Unit stored out of use at Stewarts Lane during this work.

DTC 77414 removed from unit c.19‑Mar‑13 and formed into unit 2401 whose own DTC was fire damaged. DTC 77406 (ex.2401) formed into unit c.13‑May‑13, still undergoing fire damage repairs.

Misformed unit to Selhurst 11‑Aug‑13 and back to Stewarts Lane 19‑Aug‑13. Test runs to Gatwick were made on 21 /22 /23‑Aug‑13 (with another unit) and unit back to passenger service from 28‑Aug‑13.

2410

Unit delivered to Lovers Walk 14‑Jan‑09. First test run 23‑Jan‑09.

Unit to Wolverton for C6X overhaul 9‑May‑11, released 16‑Jun‑11 and back to traffic 27‑Jun‑11.

2411

Unit delivered to Stewarts Lane 14‑Mar‑09 and ran to Lovers Walk 25‑Mar‑09 with a further test run that day.

Unit to Wolverton for C6X overhaul 23‑Oct‑10, released 25‑Nov‑10 and back to traffic 6‑Dec‑10

2412

Unit delivered to Lovers Walk 6‑Nov‑08 and in use for driver training 5‑Dec-08.

Unit to Wolverton for C6X overhaul 24‑May‑10, released 12‑Jul‑10 and back to traffic 19‑Jul‑10.

2413

Unit delivered to Stewarts Lane 22‑May‑09 and ran to Lovers Walk 8‑Jun‑09.

Unit to Wolverton for C6X overhaul 22‑Mar‑11, released 27‑Apr‑11 and back to traffic 3‑May‑11.

2414

Unit delivered to Lovers Walk 25‑Oct‑08 and in use for driver training from 14‑Nov‑08.

Unit to Wolverton for C6X overhaul 26‑Nov‑10, released 10‑Jan‑11 and back to traffic 27‑Jan‑11.

2415

Unit delivered to Stewarts Lane 29‑Mar‑10, after shoegear refitted ran to Chart Leacon 31‑Mar‑10 for finishing work on the re-livery. Unit back to Stewarts Lane for commissioning by mid Apr-10, ran to Lovers Walk 12‑May‑10.

2416

Unit delivered to Stewarts Lane 27‑Sep‑10 for commissioning which commenced 22‑Oct‑10.

2417

Unit delivered to Lovers Walk 16‑Dec‑08 and in use for driver training from 31‑Dec‑08.

Unit to Wolverton for C6X overhaul 31‑Aug‑10, released 4‑Oct‑10 and back to traffic 13‑Oct‑10.

2418

Unit delivered to Stewarts Lane 3‑Aug‑10 for commissioning which commenced 29‑Sep‑10.

2419

Unit delivered to Lovers Walk 23‑Dec‑08. First test run 15‑Jan‑09.

Unit to Wolverton for C6X overhaul 17‑Jun‑11, released 21‑Jul‑11 and back to traffic 1‑Aug‑11.

2420

Unit delivered to Stewarts Lane 30‑Apr‑10 for commissioning which commenced 13‑May‑10.

2421

Unit delivered to Lovers Walk 17‑Nov‑08 and in use for driver training /test runs from 12‑Dec‑08.

Unit to Wolverton for C6X overhaul 19‑Jul‑10, released 27‑Aug‑10 and back to traffic 3‑Sep‑10.

2422

Unit delivered to Stewarts Lane 28‑Jun‑10 for commissioning which commenced 16‑Aug‑10.

2423

Unit hauled direct from Wolverton to Chart Leacon 26‑Feb‑10 in rubbed-down SWT livery for further body attention. It returned to Stewarts Lane 31‑May‑10 for commissioning which commenced 18‑Jun‑10. Ran to Selhurst 2‑Jul‑10 for wheelset attention, then on to Lovers Walk 4‑Jul‑10.

2424

Unit delivered to Selhurst 25‑Oct‑08 for wheel turning, then on to Lovers Walk 4‑Dec‑08 and in use on test runs 14‑Dec‑08.

Unit to Wolverton for C6X overhaul 7‑Jul‑10, released 11‑Aug‑10 and back to traffic 20‑Aug‑10.

                       

               

Movements of stored units prior to return to traffic

 

The following is a list of all known Class 442 movements after they were ‘off lease’ from South West Trains until taking-up passenger duty for Southern. This excludes driver training trips.

 

Date

From

To

 

Train Formation

17-May-07

Eastleigh

Basingstoke

(Return)

2406

2410

 

17-May-07

Eastleigh

Basingstoke

(Return)

2405

2413

 

14-Aug-07

Eastleigh

Basingstoke

(Return)

2410

2402

 

21-Aug-07

Eastleigh

Basingstoke

(Return)

2406

2421

 

21-Aug-07

Eastleigh

Basingstoke

(Return)

2408

2405

 

31-Aug-07

Stewarts Lane

Three Bridges

(Return)

2424

73136

 

13-Sep-07

Stewarts Lane

Three Bridges

(Return)

2424

73136

 

3-Oct-07

Eastleigh

Basingstoke

(Return)

2403

2412

 

3-Oct-07

Eastleigh

Basingstoke

(Return)

2407

2410

 

18-Oct-07

Eastleigh

Basingstoke

(Return)

2401

2402

 

18-Oct-07

Eastleigh

Basingstoke

(Return)

2404

2412

 

31-Oct-07

Eastleigh

Basingstoke

(Return)

2404

2414

 

31-Oct-07

Eastleigh

Basingstoke

(Return)

2406

2421

 

15-Nov-07

Stewarts Lane

Lovers Walk

 

2424

EDL

 

21-Nov-07

Eastleigh

Basingstoke

(Return)

2406

2417

 

21-Nov-07

Eastleigh

Basingstoke

(Return)

2402

2411

 

28-Nov-07

Eastleigh

Basingstoke

(Return)

2401

2410

 

28-Nov-07

Eastleigh

Basingstoke

(Return)

2408

2414

 

3-Dec-07

Eastleigh

Wolverton

 

Loco

2412

2414

5-Dec-07

Eastleigh

Basingstoke

(Return)

2402

2404

 

19-Dec-07

Eastleigh

Basingstoke

(Return)

2403

2406

 

19-Dec-07

Eastleigh

Basingstoke

(Return)

2405

2410

 

19-Dec-07

Eastleigh shunt to

Eastleigh station

(Return)

2418

 

 

9-Jan-08

Eastleigh

Basingstoke

(Return)

2402

2406

 

9-Jan-08

Eastleigh

Basingstoke

(Return)

2410

2417

 

30-Jan-08

Eastleigh

Basingstoke

(Return)

2402

2403

 

30-Jan-08

Eastleigh

Basingstoke

(Return)

2408

2421

 

7-Feb-08

Eastleigh

Basingstoke

(Return)

2408

2421

 

8-Feb-08

Eastleigh

Chart Leacon

 

2417

 

 

12-Feb-08

Eastleigh

Lovers Walk

 

2402

2406

 

12-Feb-08

Lovers Walk

Eastleigh

 

2424

 

 

19-Feb-08

Eastleigh

Basingstoke

(Return)

2404

2413

 

22-Feb-07

Eastleigh

Basingstoke

(Return)

2407

2401

 

22-Feb-08

Eastleigh

Basingstoke

(Return)

2405

2411

 

27-Feb-08

Eastleigh

Basingstoke

(Return)

2405

2411

 

27-Feb-08

Eastleigh

Basingstoke

(Return)

2403

2419

 

28-Feb-08

Eastleigh

Lovers Walk

 

73204

2410

 

29-Feb-08

Eastleigh

Chart Leacon

 

2419

73204

 

17-Mar-08

Lovers Walk

Eastleigh

 

73136

2410

 

17-Mar-08

Eastleigh

Basingstoke

(Return)

2403

2405

 

17-Mar-08

Eastleigh

Basingstoke

(Return)

2403

2405

 

19-Mar-08

Eastleigh

Basingstoke

(Return)

2407

2413

 

19-Mar-08

Eastleigh

Basingstoke

(Return)

2403

2405

 

20-Mar-08

Eastleigh

Basingstoke

(Return)

2407

2410

 

20-Mar-08

Eastleigh

Basingstoke

(Return)

2407

2410

 

1-Apr-08

Eastleigh

Chart Leacon

 

73204

2404

2411

11-Apr-08

Eastleigh – Fareham – Bournemouth - Eastleigh

 

2407

2410

 

15-Apr-08

Eastleigh

Lovers Walk

 

2405

2410

 

17-Apr-08

Eastleigh

Wolverton

 

Loco

2421

2424

28-Apr-08

Chart Leacon

Eastleigh

 

73209

73205

2404

13-May-08

Eastleigh

Lovers Walk

 

73205

73209

2413

14-May-08

Eastleigh

Basingstoke

(Return)

2401

2403

 

14-May-08

Eastleigh

Basingstoke

(Return)

2404

2407

 

20-May-08

Lovers Walk

Eastleigh

 

2402

2410

 

20-May-08

Eastleigh

Winchester

(Return)

2402

2408

 

27-May-08

Eastleigh

Lovers Walk

 

2404

EDL

 

11-Jun-08

Eastleigh

Lovers Walk

 

2401

73107

 

17-Jun-08

Lovers Walk

Eastleigh

 

2404

73208

 

24-Jun-08

Eastleigh

Lovers Walk

 

2407

 

 

26-Jun-08

Eastleigh

Wolverton

 

66547

2402

2410

1-Jul-08

Lovers Walk

Eastleigh

 

2401

2407

 

8-Jul-08

Chart Leacon

Lovers Walk

 

2417

 

 

4-Jul-08

Eastleigh

Lovers Walk

 

2403

2404

 

9-Jul-08

Eastleigh

Chart Leacon

 

2401

 

 

11-Jul-08

Lovers Walk

Eastleigh

 

2403

 

 

16-Jul-08

Lovers Walk

Stewarts Lane

 

2406

 

 

21-Jul-08

Stewarts Lane

Wolverton

 

66547

2406

 

25-Jul-08

Lovers Walk

Wolverton

 

67025

2417

 

25-Jul-08

Chart Leacon

Lovers Walk

 

2419

 

 

31-Jul-08

Eastleigh

Chart Leacon

 

73206

2408

 

8-Aug-08

Eastleigh

Lovers Walk

 

2407

 

 

11-Aug-08

Chart Leacon

Wolverton

 

66715

2401

 

13-Aug-08

Lovers Walk

Wolverton

 

66715

2419

 

16-Aug-08

Lovers Walk

Chart Leacon

 

2404

 

 

19-Aug-08

Chart Leacon

Lovers Walk

 

2408

 

 

29-Aug-08

Eastleigh

Chart Leacon

 

67006

2409

 

30-Aug-08

Lovers Walk

Chart Leacon

 

2407

 

 

3-Sep-08

Chart Leacon

Lovers Walk

 

2404

 

 

5-Sep-08

Eastleigh

Lovers Walk

 

2403

 

 

5-Sep-08

Lovers Walk

Chart Leacon

 

2408

 

 

13-Sep-08

Lovers Walk

Chart Leacon

 

2404

 

 

17-Sep-08

Lovers Walk

Chart Leacon

 

2403

 

 

24-Sep-08

Chart Leacon

Lovers Walk

 

2407

 

 

2-Oct-08

Chart Leacon

Wolverton

 

66713

2404

 

6-Oct-08

Lovers Walk

Chart Leacon

 

2413

 

 

6-Oct-08

Chart Leacon

Lovers Walk

 

2403

 

 

21-Oct-08

Chart Leacon

Lovers Walk

 

2413

 

 

24-Oct-08

Chart Leacon

Wolverton

 

67028

2408

 

24-Oct-08

Wolverton

Wembley Yard

 

67028

2414

 

25-Oct-08

Wembley Yard

Lovers Walk

 

67028

2414

 

3-Nov-08

Lovers Walk

Chart Leacon

 

2405

 

 

5-Nov-08

Chart Leacon

Stewarts Lane

 

2411

 

 

6-Nov-08

Wolverton

Lovers Walk

 

66727

2412

 

10-Nov-08

Lovers Walk

Stewarts Lane

 

2403

 

 

17-Nov-08

Lovers Walk

Stewarts Lane

 

2413

 

 

17-Nov-08

Wolverton

Lovers Walk

 

67019

2421

 

24-Nov-08

Stewarts Lane

Selhurst

 

2413

 

 

26-Nov-08

Lovers Walk

Stewarts Lane

 

2407

 

 

27-Nov-08

Chart Leacon

Stewarts Lane

 

2405

 

 

1-Dec-08

Wolverton

Selhurst

 

67025

2424

 

3-Dec-08

Stewarts Lane

Wolverton

 

66713

2403

2411

4-Dec-08

Selhurst

Lovers Walk

 

2413

2424

 

7-Dec-08

Stewarts Lane

Selhurst

 

2405

 

 

10-Dec-08

Wolverton

Stewarts Lane

 

67017

2402

 

12-Dec-08

Selhurst

Lovers Walk

 

2405

 

 

13-Dec-08

Stewarts Lane

Lovers Walk

 

2402

73202

 

16-Dec-08

Wolverton

Lovers Walk

 

67006

2417

 

23-Dec-08

Wolverton

Lovers Walk

 

67006

2419

 

13-Jan-09

Stewarts Lane

Wolverton

 

66731

2407

 

14-Jan-09

Wolverton

Lovers Walk

 

67021

2410

 

27-Jan-09

Wolverton

Stewarts Lane

 

67021

2401

 

29-Jan-09

Eastleigh

Basingstoke

(Return)

2416

2423

 

10-Feb-09

Wolverton

Stewarts Lane

 

67003

2406

 

11-Feb-09

Stewarts Lane

Lovers Walk

 

2401

 

 

18-Feb-09

Eastleigh

Wolverton

 

67028

2423

 

19-Feb-09

Wolverton

Stewarts Lane

 

67028

2404

 

20-Feb-09

Eastleigh

Basingstoke

(Return)

2418

2420

 

25-Feb-09

Stewarts Lane

Lovers Walk

 

2406

 

 

25-Feb-09

Eastleigh

Wolverton

 

67026

2418

 

27-Feb-09

Wolverton

Stewarts Lane

 

67025

2407

 

5-Mar-09

Wolverton

Stewarts Lane

 

66715

2403

 

7-Mar-09

Stewarts Lane

Lovers Walk

 

2404

 

 

12-Mar-09

Stewarts Lane

Lovers Walk

 

2407

 

 

14-Mar-09

Wolverton

Stewarts Lane

 

Loco

2411

 

17-Mar-09

Stewarts Lane

Lovers Walk

 

2403

 

 

20-Mar-09

Wolverton

Stewarts Lane

 

67001

2408

 

24-Mar-09

Lovers Walk

Stewarts Lane

 

66075

2413

 

25-Mar-09

Stewarts Lane

Lovers Walk

 

2411

 

 

26-Mar-09

Wolverton

Lovers Walk

 

66096

2423

 

1-Apr-09

Stewarts Lane

Lovers Walk

 

2408

 

 

2-Apr-09

Eastleigh

Basingstoke

(Return)

2415

2416

 

6-Apr-09

Wolverton

Lovers Walk

 

67006

2418

 

14-Apr-09

Lovers Walk

Wolverton

 

Loco

2405

 

7-May-09

Eastleigh

Brockenhurst

(Return)

2416

2420

 

15-May-09

Eastleigh

Chart Leacon

 

2416

2420

 

22-May-09

Wolverton

Stewarts Lane

 

67019

2413

 

2-Jun-09

Chart Leacon

Eastleigh

 

2420

2416

 

8-Jun-09

Eastleigh

Chart Leacon

 

73204

73205

2415

2422

8-Jun-09

Stewarts Lane

Lovers Walk

 

2413

 

 

8-Jul-09

Eastleigh

Chart Leacon

 

2416

 

 

20-Jul-09

Wolverton

Stewarts Lane

 

67027

2405

 

31-Jul-09

Eastleigh

Chart Leacon

 

2420

 

 

3-Aug-09

Stewarts Lane

Lovers Walk

 

2405

 

 

4-Aug-09

Stewarts Lane

Wolverton

 

66730

2423

 

14-Sep-09

Lovers Walk

Stewarts Lane

 

73202

2418

 

11-Dec-09

Stewarts Lane

Chart Leacon

 

73121

73141

2418

73205

73213

8-Jan-10

Chart Leacon

Wolverton

 

66119

2415

 

29-Jan-10

Chart Leacon

Stewarts Lane

 

EDL

EDL

2420

8-Feb-10

Stewarts Lane

Wolverton

 

67026

2420

 

26-Feb-10

Wolverton

Chart Leacon

 

67026

2423

 

2-Mar-10

Chart Leacon

Tonbridge

(Return 1)

73212

2422

73204

2-Mar-10

Chart Leacon

Tonbridge

(Return 2)

73212

2422

73204

2-Mar-10

Chart Leacon

Stewarts Lane

 

73212

2422

73204

16-Mar-10

Lovers Walk

Wolverton

 

67003

2405

 

16-Mar-10

Stewarts Lane

Wolverton

 

67029

2422

 

18-Mar-10

Wolverton

Stewarts Lane

 

66087

2415

 

29-Mar-10

Wolverton

Stewarts Lane

 

66087

2415

 

31-Mar-10

Stewarts Lane

Chart Leacon

(Return)

2415

 

 

14-Apr-10

Chart Leacon

Stewarts Lane

 

2418

 

 

30-Apr-10

Wolverton

Stewarts Lane

 

Loco

2420

 

4-May-10

Stewarts Lane

Wolverton

 

66015

2418

 

5-May-10

Chart Leacon

Tonbridge

(Return 1)

EDL

2416

 

5-May-10

Chart Leacon

Tonbridge

(Return 2)

EDL

2416

 

5-May-10

Chart Leacon

Stewarts Lane

 

EDL

2416

 

12-May-10

Stewarts Lane

Lovers Walk

 

2415

 

 

18-May-10

Wolverton

Lovers Walk

 

67021

2405

 

24-May-10

Lovers Walk

Wolverton

 

66067

2412

 

27-May-10

Stewarts Lane

Wolverton

 

Loco

2416

 

31-May-10

Chart Leacon

Stewarts Lane

 

2423

 

 

28-Jun-10

Wolverton

Stewarts Lane

 

67029

2422

 

2-Jul-10

Stewarts Lane

Selhurst

 

2423

 

 

4-Jul-10

Selhurst

Lovers Walk

 

2423

 

 

23-Jul-10

Chart Leacon

Tonbridge

(Return 1)

EDL

2409

 

23-Jul-10

Chart Leacon

Tonbridge

(Return 2)

EDL

2409

 

28-Jul-10

Chart Leacon

Wolverton

 

66164

2409

 

3-Aug-10

Wolverton

Stewarts Lane

 

66146

2418

 

27-Sep-10

Wolverton

Stewarts Lane

 

67006

2416

 

16-Nov-10

Wolverton

Stewarts Lane

 

66843

2409

 

 

 

cw May 2010 117 a.jpg

Against the backdrop of Battersea Power Station
units 442413 & 4422406 on the
Battersea Reversible 23rd May 2010

© BloodandCustard

 

 

LIVERIES

The 5 WES units were introduced in NSE livery.

Subsequent liveries were:

First SWT livery

NSE with additional orange stripe

South West Trains (outer)

White /blue /red

ROSCO plain ‘off lease’ livery

Class 442 units mostly white, lower grey band and red doors

Gatwick Express

Class 442 version

 

Unit

First SWT livery

South West Trains

ROSCO ‘off lease’

Gatwick Express

2401

 

15-Jan-99

 

27-Jan-09

2402

Jan-95

20-Nov-98

 

10-Dec-08

2403

 

26-Jun-98

 

5-Mar-09

2404

 

13-May-98

 

19-Feb-09

2405

 

12-Jun-98

 

20-Jul-09

2406

 

6-Jun-98

 

10-Feb-09

2407

 

8-Jan-99

 

27-Feb-09

2408

 

14-Aug-98

 

20-Mar-09

2409

 

18-Dec-98

 

16-Nov-10

2410

 

23-Oct-98

 

14-Jan-09

2411

 

17-Jul-98

 

14-Mar-09

2412

 

28-Aug-98

 

6-Nov-08

2413

 

11-Apr-98

 

22-May-09

2414

 

6-Nov-98

19-Jan-07

24-Oct-08

2415

 

5-Dec-98

 

29-Mar-10

2416

 

21-Mar-98

 

5-May-10

2417

 

9-Oct-98

 

8-Jul-08

2418

 

26-Nov-98

 

14-Apr-10

2419

 

11-Sep-98

 

25-Jul-08

2420

 

16-Oct-98

 

30-Apr-10

2421

 

31-Jul-98

21-Dec-06

17-Nov-08

2422

 

4-Sep-98

 

28-Jun-10

2423

 

25-Sep-98

 

31-May-10

2424

 

23-Jan-99

8-Feb-07

1-Dec-08

 

 

 

­­Thanks go to author John Atkinson with additional text, contributions and editorial by C.Watts.

 

 

Home

ALL PHOTOGRAPHS ARE COPYRIGHT

Contact

 

 

 

 

 

 

Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and Cream Plum and Spilt Milk