Class 465/466 ''Networker''

The first two Networker units were formally handed over to the departing Network SouthEast Director Chris Green (whom would subsequently join the InterCity sector) on 19th December 1991. BREL unveiled unit No. 465001 at York, whilst GEC Alsthom rolled out unit No. 465201 at Birmingham. The first batch of units from each manufacturer were envisaged to enter revenue earning service in May 1992, once they had been thoroughly tested. The first unit of the BREL York batch, No. 465001, was delivered to Strawberry Hill Depot on 19th January 1992 after having testing equipment installed at Derby, and made its first test run between Strawberry Hill and Shepperton on 30th January 1992. Further test runs were made between Strawberry Hill and Eastleigh by the rest of the BREL batch.

No. 465201 of Metro-Cammell was delivered to Derby from Birmingham on 31st January 1992, for testing over an approximated period of three weeks. Checking of the 750V DC power supply to the Networkers could, however, only be undertaken at Strawberry Hill, where third rail was installed. Interestingly, at the time of the Class 465 / 466's deployment onto the Kent suburban lines, it had been reported that on various sections of their intended routes - the North Kent Line in particular - they were out of gauge. The rumour led to speculation about what tunnels in Kent would have to be enlarged to accept the then new breed, but BR sector Network SouthEast claimed that the exceeding of the loading gauge had been accounted for at the design stage. Subsequently, alterations were made to track beds and a modest amount of modification came to sixteen tunnels in the Networker operating area, work being completed in June 1992. The ''Kent Link Networkers'' were officially launched into passenger service in front of an audience at Cannon Street station, on 1st December 1992. Nos. 465007 and 465213 formed an eight-vehicle Cannon Street round trip service for the railway press - ''celebrity'' 4 EPB No. 5001 was also in attendance at the terminus.

The last EPB units were withdrawn on 31st March 1995 and although all Networker units had been delivered by the manufacturers, it would still be a few months before all were deployed into revenue-earning service (reliability being a serious issue). As a stop-gap to cover for the shortfall, 4 Ceps were diagrammed on a number of principally suburban workings - slam door operation had not completely disappeared from Kent commuter lines yet! By the end of 1995, all units were in service and on paper, allocated to Slade Green Depot. From the outset, there was an initial ban on Networkers operating east of Gillingham, because of initial concerns over stepping distances between the units and platforms. Furthermore, the signalling beyond Gillingham had not been made ''immune'' from the interference caused by the the on-board regenerative braking system, work of which the whole project's budget was unable to cover. It was later decreed that the Class no longer had a safety case for regenerative braking and consequently, the system was isolated, allowing units to travel further into Kent. In light of the Networkers' troubles during deployment, the type were branded with the amusing nickname ''Notworkers''!

When the Summer 1997 timetable came into effect, the sixteen Class 365 Kent Coast Networkers were deployed. For this, Connex had ordered a number of yellow vinyl sets to apply to the type, allowing the January 1996-formed franchise holder to launch the trains in the then new corporate colours. These vinyl sets were produced on the guarantee of a minimum production run, resulting in surplus strips being applied on the first twenty BREL Class 465 units. The original Network SouthEast livery had been applied using two-pack paint, with a minimum life expectancy of ten years. A second livery change came to the suburban units in 2001, concurrent with the deployment of the first Class 375 ''Electrostars'' on main line services: a combination of white and black vinyl was applied (see pictures), and doors were treated in yellow to meet with the latest disability criteria. Initially, however, it was only GEC-built Class 465 / 466 units which received the latest livery - by 2006 only two BREL Class 465s had received the most recent colours (now under ''South Eastern Trains''), and apart from their number, could be distinguished by their white window frames.

The London Victoria service along the North Kent Line terminates at Dartford, virtually always

at platform 3. A clean No. 465004 has just formed this service, and is seen trundling into Dartford

on 10th November 2004, with a second Class 465, the latter in the first livery the units received after

privatisation. As the picture shows, the curvature of the lines at Dartford is severe, and the platform

4 line (on the right) is subject to a 25 MPH speed limit. The traditional canopy seen in the background,

and its associated platform, are the sole remnants of the original Dartford station, which succumbed in 1972.

Nos. 465005 and 465172 are seen stabled at Plumstead in this Dartford-bound view from 23rd

March 2006. No. 465172 was stopped here for some time at a red signal, due to a backlog of

trains up the line, caused by a broken down train beyond Woolwich Arsenal. David Glasspool

No. 465006 was depicted at Gravesend on 23rd January 2006, sitting in platform 2 forming a

stopping service to Charing Cross via Sidcup. Trailing on the rear is No. 466038. David Glasspool