Britain Rail

Class 442

Wessex Electric

 

As previously hinted, BREL was awarded the contract to build the new fleet, which totalled twenty-four units of five vehicles each. Assembly began at Derby in 1987, by which time the project was under the ‘’Network SouthEast’’ banner, and 4 REP units were gradually withdrawn for their traction equipment. Class 73s were deployed with 4 TC units to cover for the absent motors of the 4 REP fleet, maintaining the timetabled service. The fact that the ‘’Wessex Electrics’’ were fitted with 4 REP traction equipment meant that they were able to work in multiple with other SR slam-door stock. Harmonious with inter-city type stock, doors were featured at the very ends of the carriages, but unlike those found on the HST 125, the Wessex Electrics boasted automatic sliding doors. Indeed, when working in multiple with slam-door EMUs in an emergency, the sliding doors could not be controlled from the Mk 1 unit. Also, in light of the formations receiving the powerful traction equipment from 4 REP stock, only two Wessex Electric units would be coupled and run together when feeding from the third rail ‘’juice’’. Each Class 442 boasts an output rating of 1,608 HP.


The first unit, No. 2401 ‘’Beaulieu’’, was delivered in Spring 1988, and it was soon deployed on a record-breaking run. On 11th April 1988, the unit covered the distance between Waterloo and Weymouth in 1 hour, 59 minutes, 24 seconds, setting a new third rail speed record of 109 MPH during the journey (faster ''unofficial'' records have been claimed!). A month later, on 16th May, the first Wessex Electrics entered revenue-earning service, although it would be a further three years until the type settled down to become a reliable fleet, allowing the disbanding of the remaining 4 REP units.

 

In 1989, when the last units of the batch of twenty-four were delivered, modifications were already afoot. The hatch covers protecting the jumper leads were removed due to their excessive weight; it was reported that a fitter at Bournemouth Depot had the misfortune of losing some fingers due to a cover suddenly dropping down. Lighter hatch cover variants were later installed on the fleet, but even these were later removed and then re-attached on various occasions. There had been incidents involving covers dropping down on coupled units during travel, and one instance saw a jumper lead severed. However, preceding even this, at a time before the units were officially released from Derby, seating rearrangements occurred. Originally, one of the driving trailers was to house six traditional First Class compartments comprising six seats each, in addition to fourteen open-plan 2 + 2 Standard Class seats. Prior to being deployed, this arrangement was modified: the ''open'' standard seats were re-classified to First Class. The remaining four vehicles comprised all Standard Class seats totalling 248, most of which were arranged in the 2 + 2 airline form.

 

Class 442 ''5-WES'' Formation

In 1992, the possibility of running Class 442s down to Portsmouth Harbour became a reality. In March of that year, crew route knowledge training began, and by May, ten vehicle formations were in regular service. It has been suggested that running two coupled units on the Portsmouth line alleviated the effect of the Wessex Electrics' 100 MPH gearing ratio. Whilst a single five-car unit may have struggled on gradients on the slower route, particularly during the Autumn leaf fall season, with a ten-vehicle formation the first unit would ''clear the way'' for the motor coach of the second set, aiding overall adhesion. In the year 2000 (by which time the rail services on the former South Western Division were operated by ''South West Trains''), the majority of Class 442 units were taken off the Portsmouth route. This coincided with the increasing of Waterloo to Southampton (and beyond) services to four per hour, where the Wessex Electrics were now required. Nevertheless, the type still survived on the route until December 2004, the date of which marked the commencement of the Winter timetable and the removal of all Class 442 Portsmouth Harbour diagrams. The Mk 3 units were not banished from the line forever, and during engineering works which closed sections of the trunk route between Woking and Southampton, the line via Guildford and Havant was used by diverted services.

 

Final Class 442 Portsmouth Diagrams: Year 2004

 

On 15th June 2004, No. 2419 ''BBC South Today'' was observed emerging from Clapham

Junction's carriage shed, complete with hatch covers over the jumper leads. David Glasspool

 

 

On 4th June 2005, Wessex Electric No. 2409 was depicted at the end of the line: Weymouth.

The station was completely rebuilt and the track layout altered in conjunction with the 1988

electrification. No. 2409 received the name ''Bournemouth Orchestras'' after privatisation.

David Glasspool

 

 

Also seen at Weymouth on 4th June 2005, but later on in the day, was No. 2403 ''The New

Forest'', one of the original NSE-named units. Unit Nos. 2404 and 2416 were the first of

the class to emerge from their overhaul at Crewe, being redeployed into service in June

1998. The pair were followed closely by No. 2403 in the same month. David Glasspool

 

 

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