Class 442

Wessex Electric

The renaissance of the rail service on the ex-LSWR mainline to Weymouth was perhaps the most significant electrification scheme instigated by London & SouthEast. Indeed, the Business Sector’s successful endeavours in electrifying the Tonbridge to Hastings line on the South Eastern Division should not be forgotten, although the latter did not involve the procurement of new stock, merely cascaded Mk 1 EMUs.

First, a brief piece of history. As of 4th July 1937, third rail extended as far as Pirbright Junction, just west of Brookwood, where the Alton line diverged. Only the slow lines were electrified a short distance beyond the junction to the ‘’Sturt Lane Chord’’, for use by Ascot race traffic. Therefore, main line services beyond Woking remained exclusively steam-hauled until the modernisation programme begun by the Southern Region in Summer 1965. By this time, advancements in technology had provided cheaper aluminium conductors for use as high voltage cables to supply third rail, but economic measures were still to be taken. Finance was only available to fill the third rail breach between Woking and Branksome; thereafter, diesel haulage would be required. The electrification to Branksome, a short distance west of Bournemouth Central, would allow EMUs to visit a then new depot being constructed on the former site of the Bournemouth West approaches. The last day for steam haulage on the route was 9th July 1967. For over two decades the main line employed an interesting operational system to overcome the absence of third rail beyond Bournemouth. For the commencement of the full electric timetable on 10th July 1967, eleven four-vehicle EMUs were formed from modified redundant Mk 1 steam-hauled stock (some vehicles originated from the earliest Mk 1 construction batches, whilst the driving cars were wholly new builds). Each unit, classed ‘’4 REP’’ (Restaurant Electro Pneumatic), comprised eight English Electric 546 traction motors of 400 HP each, creating a combined output of 3,200 HP. Accompanying this fleet were thirty-four ‘’4 TC’’ (Trailer Control) units, which were similarly recycled locomotive-hauled stock. Superficially, the latter had the appearance of a conventional SR EMU, although significantly, they were powerless. The four-vehicle trailer units would be propelled from Waterloo by a 4 REP unit, and at Bournemouth, where third rail operation terminated, a Class 33/1 (modified to work in tandem with SR EMUs) would be attached to take the 4 TC unit(s) on to Weymouth. This worked on a push-pull system; at Weymouth a run-a-round by the locomotive was not required, the driver simply transferring to the London-facing cab of the trailer unit. Returning to Bournemouth, the reverse operation occurred, with the Class 33/1 being detached from the rear of the 4 TC and a 4 REP unit being coupled to the front for the journey to Waterloo. Seven years after electrification, an additional four 4 REP units emerged from British Rail Engineering Limited’s (BREL) York works.

We now fast-forward to 1985 when further advancements in technology, combined with a general rolling stock renewal and refurbishment programme, finally made it viable to electrify the remaining stretch of the ex-LSWR main line to Weymouth. A new form of conductor rail was now available, which could be produced comparatively cheaply: the electrification was priced at £13,600,000 (1986 prices). The traction packages and driving cars within the 4 REP fleet were all under twenty years old, but the centre vehicles, and those carriages which constituted the 4 TC fleet, were of 1950s vintage. The practice adopted by the London & SouthEast Business Sector mirrored that of the Southern Region’s which begun in 1965: the recycling of existing stock. Whilst the SR re-used complete carriages, the 1985 scheme instead outlined a whole build of brand new vehicles. However, in accordance with utilising components until their economic life had expired, the traction motors were to come second-hand from the existing 4 REP fleet. Finally, the Waterloo main line was to receive rolling stock which could be considered ‘’inter-city’’, in both style and comfort.

In January 1986 a mock-up of the proposed inter-city stock emerged, wearing the ‘’Jaffa Cake’’ livery which became synonymous with the South Eastern Division’s ‘’Hastings’’ line. The new breed of EMU was based on the 23 metre BR Mk 3 coach design successfully pioneered during the HST 125 construction programme. Five such vehicles, tailor-made to EMU format, would constitute a single formation. All traction equipment was to be housed in the centre carriage (which had also been earmarked as the buffet car), although this would be the only vehicle out of the five to lack third rail pick-up shoes. Up until this time there were no Mk 3 vehicles in evidence on the BR network which accommodated motors or engines. All were in trailer format and the existing Mk 3 design was deemed too weak to carry the traction equipment required. However, BREL drew on its previous experience of constructing Mk 3 generator vehicles for Iarnród Éireann (Irish Railways), these of which featured strengthened body shells to cope with the additional weight. Thus, the EMU motor coach could be similarly treated. Traction motors from all 4 REP units, except Nos. 2001, 2003, and 2007, were salvaged for re-use in the then new inter-city EMU, later known as ‘’Class 442’’, and one 4 REP formation provided the traction equipment for two ‘’Wessex Electrics’’.
 

The London Bridge Station Exhibition of 1988 provided Network SouthEast with the perfect

opportunity to display its then new inter-city Class 442 ''Wessex Electric''. On this occasion,

No. 2415 was brought round to the Central Division, and is seen at London Bridge on 27th

August 1988. This unit was later named ''Mary Rose''. Brand new in external appearance,

these EMUs were of course utilising traction equipment produced between 1966 and 1974.

Mike Glasspool

This second view from the same exhibition shows No. 2415 posing alongside a type which it

can work in multiple with: the Class 73. On this occasion, the latter is No. 73118 ''The Romney

Hythe and Dymchurch Railway''. The Class 33/1 can also undertake multiple working with the

Wessex Electrics, and any former British Rail locomotive with electric train heating can power

and heat the EMU. Mike Glasspool

The 1998 refurbishment at Crewe included a reupholstering of seats from Network SouthEast

blue to South West Trains red, and a complete external repaint into corporate colours. Seen

in the picture above from 27th February 2004 is unit No. 2408, which acquired the name ''County

of Dorset'' after the commencement of Portsmouth Harbour Class 442 diagrams in 1992.

David Glasspool

Next: the History Continues >>

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