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British Rail Southern
Region design
4 PEP & 2 PEP
(4001 & 4002)
Unit no.2001
at Waterloo on 28th May 1974
© Chris Wilson
2 & 4 Car Experimental Units
During 1970 British Railways decided to design a new type of
suburban train with many modern design features and ten vehicles were ordered
from York works and constructed there from late 1970 until early 1972, these
eventually being formed into two 4-car and one 2-car unit. In June 1973 they
were delivered to the Southern Region for extensive testing prior to
introduction to passenger service.
Vehicle
Design
Vehicles were constructed with aluminium bodies to an integral
design with no separate underframe; these coaches being an entirely different
shape to earlier vehicles. The bodysides curved out from floor level to give
maximum width at waist height, then tapered inwards slightly to form the
bodysides and ending with a much flatter roofline than hitherto.
All vehicles were motor coaches with small 100hp motors mounted
on each axle, though not all vehicles were equipped with driving cabs. These
vehicles were mounted on two types of experimental bogies, the D.O.C. 1 type
designed for minimum weight and maintenance and an Air‑Flexicoil type
with air bags supporting the coach bodies directly onto the bogie frames.
Three sub-types of vehicle were constructed, type A having a
driving cab at one end and fitted with a compressor, type B again having a
driving cab at one end and fitted with a motor alternator (MA) set and
batteries to supply 110v for lighting and control purposes, and type C fitted
with a compressor but no driving position.
Vehicles were coupled together by a solid bar coupling within
units and a Scharfenberg automatic coupler was provided at driving cab ends to
join units mechanically, electrically and pneumatically. As a
consequence, the cab ends of the units had an uncluttered design as they
did not carry the typical BR(S) separate jumper or air hose connections
provided at the end of the units.
The cab ends were of an entirely new design with the cab front
sloping gently backwards from waist height with the driver and second man’s
observation lights being separated by an emergency end door recessed into this
sloping end; this door being equipped with the standard SR type two position
route indicator box.
All buffing loads at unit ends were taken by the Scharfenberg
coupler, no side buffers being fitted. Coaches provided with driving cabs had
this cab located in a cubicle in the nearside corner of a lobby with a single
leaf sliding door located on each side, and there were two further pairs of
double leaf sliding doors positioned along the bodysides. Non-driving vehicles
had three pairs of double leaf doors on each side. All vehicles had sealed
double glazed windows, though ventilation problems meant that these were soon
altered and provided with sliding ventilators in the top third of the window
opening prior to public service commencing in June 1973.
These vehicles were ordered to LOT 30818 [one type A
and five type B coaches with driving cabs and numbered 64300 (A) and 64301‑5
(B)], and LOT 30819 (four type C non-driving coaches numbered 62426‑29).
These vehicles were formed into pairs, electrically wired together with a type
A + B car for the 2-car unit and pairs of B + C cars to
make up each 2-car unit.
There were no power jumpers at the end of these vehicle pairs
but a shoebeam was provided each side at both ends,
meaning that the 4-car units had shoebeams in the
conventional positions on each side at unit ends and two further sets each side
on the centremost bogies of the unit. Traction motors were an EE‑AEI
100hp design mounted on each axle giving the 2-car unit 800hp and the 2-car
sets 1600hp.
All coaches were equipped with rheostatic and air operated disc
brakes, the air brake, a 7 step EP, being used to bring the units to a
stop from about 15 MPH, above that speed the rheostatic brake being
effective, energy generated by this form of braking being used to feed the
heating circuits in cold weather, these working at line voltage, otherwise this
energy was dissipated through resistors. The electric brake was ‘Westcode’ with an energise to release feature to ensure a
fail-safe mode. Control and auxiliary circuits operated at 110v supplied from
the MA sets on each unit, these also supplying the fluorescent lighting.
Gangway connections were provided at all vehicle
ends where no driving cab was located, giving access throughout the 4-car units
and within the 2-car set also, but passenger access between adjacent units was
not possible despite each cab end having a central door. Seating was arranged
2x2 each side of the central gangway and in bays between the glazed draught
screens by the sliding door openings, driving coaches seating 68 and
intermediate coaches seating 72. The lobby at cab ends could be used by
passengers when the cab was not in use, this area being separated from the rest
of the coach by a sliding door. No separate guard's compartment was provided,
the guard using the rearmost driving cab, where door controls were provided.
As delivered each door had buttons mounted adjacent on the
draught screens for passenger door control, but these were removed before units
entered passenger service and replaced by vertical handles fitted on the doors
themselves, operation of the door being initiated by passengers starting to
slide the doors open (or closed) using these handles, whence the power door
equipment took over to complete the door operation. Any doors left open could
be closed by the guard prior to starting the train, an orange door indicator
light mounted at roof level on the side of each vehicle extinguished when all
doors were closed and electrically locked on that vehicle. This light also
served to indicate a vehicle where the passenger emergency alarm had been
activated.
Seating in the units was also of a new type with cushions
mounted into a plastic seating unit, the cushions being removable for easy
cleaning or replacement, though these seats had low backs and proved unpopular
with passengers and two vehicles were later fitted with a higher backed design.
The 4 PEP units were 267' 2" long and weighed
140 tons and seated 280 second, the 2-car set being 133' 0"
long, weighing 70 tons and seating 136. Each vehicle weighed
35 tons. The first completed vehicles of each type
(64300 and 62426, both finished late in 1970) were despatched from
York to Derby for extensive technical evaluation, resulting in coaches not
being allocated to units in numerical order, and the two 4-car units were
turned out in all-blue livery whilst those of the 2-car unit were left unpainted
with coach numbers and BR logo in red instead of the usual white. All units had
yellow cab ends, though with an area of black around each cab window, and the
units were delivered to the BR(S) as 4001 and 4002 (4 PEP) in blue livery and
2001 (2 PEP) in unpainted silver.
It was intended to classify these units as PER (Prototype
Electro Rheostatic) but this was soon changed to
‘PEP’ probably for public relations reasons. However, this soon drew the
nickname Pack ‘Em Perpendicular.
Interior of
a PEP driving coach
© BloodandCustard
Delivery
& Testing
Both 4-car units were delivered direct from York, the 2-car from
Derby after testing had been completed, and went to
the South Western division based at Strawberry Hill and Wimbledon Park depots,
the first unit arriving at Wimbledon Park on 7-Jul-71. Unit 4001 ran empty
to Selhurst 13‑Sep‑71 and was used for a press launch at Charing
Cross the following day before returning to the SWD and test running began in
August.
Unit 4001 was
in use on the SWD for platform clearance tests in May 1972 and ran similar
tests on the Central division commencing 18‑Jul‑72. It visited
Eastleigh for modifications between 14‑Aug‑72 and 14‑Sep‑72.
Unit 4002 was
delivered from York to Stratford by 4‑Nov‑71 and arrived at
Wimbledon Park 11‑Nov‑71. It too visited Eastleigh between 5‑Oct‑72
and 3‑Nov‑72 for modification, possibly the fitting of opening
windows in the passenger saloons.
Unit 2001 made
a similar trip to Eastleigh between 20‑Nov‑72 and 12‑Dec‑72,
also for modifications.
An extensive testing programme was then completed prior to the
units entering passenger service from 4-Jun-73 (4001) and 4002 was in service
from 18‑Jun-73 following a further visit to Eastleigh between 17‑May‑73
and 8‑Jun‑73. On the first day (Monday 4th June)
unit 4001 worked the 11.43 Hampton Court to Waterloo, from Tuesday it also
worked the 10.56 from Waterloo to Hampton Court and this was increased to three
trips per day from the next week.
Routes cleared for use by these units were from Waterloo to
Shepperton, Hampton Court and Chessington South also the route via East Putney
to Wimbledon Park depot. Units worked in combinations of four, six or eight
coaches on the SWD. A full day’s diagram was introduced from 2-Jul-73
consisting of:
|
|
xx†xx |
Wimbledon Park |
Waterloo |
07.06 |
Waterloo |
Chessington South |
|
|
07.47 |
Chessington South |
Waterloo |
08.26 |
Waterloo |
Hampton Court |
|
|
09.13 |
Hampton Court |
Waterloo |
10.04 |
Waterloo |
Shepperton |
|
|
10.56 |
Shepperton |
Waterloo |
11.56 |
Waterloo |
Hampton Court |
|
|
12.43 |
Hampton Court |
Waterloo |
13.34 |
Waterloo |
Shepperton |
|
|
14.26 |
Shepperton |
Waterloo |
15.26 |
Waterloo |
Hampton Court |
|
|
17.23 |
Hampton Court |
Waterloo |
18.04 |
Waterloo |
Shepperton |
|
|
18.56 |
Shepperton |
Waterloo |
19.56 |
Waterloo |
Hampton Court |
|
|
20.43 |
Hampton Court |
Waterloo |
21.34 |
Waterloo |
Shepperton |
|
|
22.26 |
Shepperton |
Waterloo |
xx†xx |
Waterloo |
Wimbledon Park |
Following a
further visit to Eastleigh for modifications for unit 2001 between 11‑Jun‑73
and 25‑Jun‑73, all three units were transferred briefly to the SED
from 13-Aug-73 until 17‑Sep‑73 and the following routes were passed
for their operation: Charing Cross /Cannon Street to Sevenoaks and Bromley
North also to Dartford via Sidcup & Bexleyheath. Whilst on the SED the
train operated normally as a 10-car formation, this not being possible in
passenger service on the SWD due to platform lengths.
During their
first week on the SED the train was booked to work:
|
|
xx†xx |
Slade Green |
Dartford |
10.52 |
Dartford |
Charing Cross (via SU) |
|
|
11.43 |
Charing Cross |
Dartford (via SU) |
12.32 |
Dartford |
Cannon Street (via SU) |
|
|
13.26 |
Cannon Street |
Dartford (via SU) |
xx†xx |
Dartford |
Slade Green |
From Wednesday 15-Aug-73 for the rest of that week two earlier
trips were added at 09.12 ex Dartford to Charing Cross and 10.03 Charing Cross
back to Dartford (both again via Sidcup).
A fuller day’s diagram was then devised
from 20-Aug-73 as follows:
|
|
xx†xx |
Slade Green |
Dartford |
06.32 |
Dartford |
Cannon Street (via BX) |
|
|
07.22 |
Cannon Street |
Barnehurst |
xx†xx |
Barnehurst |
Crayford |
|
|
08.05 |
Crayford |
Cannon Street (via SU) |
08.57 |
Cannon Street |
Bromley North |
|
|
09.28 |
Bromley North |
Charing Cross |
10.03 |
Charing Cross |
Dartford (via SU) |
|
|
10.52 |
Dartford |
Charing Cross (via SU) |
11.43 |
Charing Cross |
Dartford (via SU) |
|
|
12.32 |
Dartford |
Cannon Street (via SU) |
13.43 |
Cannon Street |
Bromley North |
|
|
14.19 |
Bromley North |
Cannon Street |
15.26 |
Cannon Street |
Dartford (via SU) |
|
|
xx†xx |
Dartford |
Charing Cross |
17.08 |
Charing Cross |
Dartford (via BX) |
|
|
18.24 |
Dartford |
Charing Cross (via BX) |
19.19 |
Charing Cross |
Sevenoaks |
|
|
20.31 |
Sevenoaks |
Charing Cross |
21.23 |
Charing Cross |
Dartford (via SU) |
|
|
22.12 |
Dartford |
Charing Cross (via SU) |
23.24 |
Charing Cross |
Dartford (via BX) |
|
|
xx†xx |
Dartford |
Slade Green |
|
|
|
However the units only stayed on the SED for about a month as
number of failures, (some of which blocked the line for considerable periods)
led to them being banished back to the SWD; the worst at
Eltham Well Hall on 23‑Aug‑73 whilst working the 06.32 ex.Dartford. The train was also in trouble during the
evening of 28-Aug-73 and suffered brake trouble during the morning of 31-Aug-73
leading to late running.
Units occasionally worked empty over other routes under special
arrangements.
TOPS
BR TOPS class for these units were 445
(4 PEP) and 446 (2 PEP).
Eastleigh
1974
The units were all out of use from 18‑Feb‑74 until
late April whilst bogie problems were rectified at Eastleigh. Two coaches of
unit 4001 (nos. 64302 & 62428) arrived at Eastleigh 25‑Feb‑74
and were not released until 22‑Jul‑74 whilst the remaining two
(nos. 62427 & 64301) arrived 25‑Jul‑74 and were released 15‑Aug‑74.
Out of
Service & Withdrawal
These units remained in passenger
service until 1977, though not diagrammed after 2‑Aug‑76, though
the 2-car unit was taken out of traffic from Aug‑74. There was some
swapping of vehicles between units resulting in both 4-car units operating for
a while with a silver coach formerly in 2001.
Both 4-car units returned from the SR to
Derby 13‑Jun‑76 but were back on the SR again from 10‑Jul‑76
though they both then went back to Derby again from 22‑Jul‑76 for
further modifications before returning to the SR.
Both went back to Derby once again 7‑Jan‑77
but returned to the SR again 8‑Feb‑77, being stored at Wimbledon
Park from Mar‑77 and were officially withdrawn from May-77.
|
4 PEP
vehicles from unit no.057 (but still numbered 4002) in ‘APT’ livery outside
Derby Test Centre (probably October
1978 to October 1979 else June 1980 to September 1980). ©
BloodandCustard |
Production
Units
Due to the many design differences, the
PEPs were unable to run in multiple with any other type of SR unit, and their
very restricted route availability was a handicap, however the units yielded
much valuable information and were the basis of the design for subsequent
batches of suburban stock of similar general pattern, these being:
64 dual-voltage 3-car
units for the Great Northern Suburban electrification introduced in 1976 (Class
313).
33 DC 3-car units for
Merseyside introduced in 1978 (Class 507).
43 DC 4-car units for the
SWD of the Southern Region introduced in 1979 (Class 508).
16 AC 3-car units for the
Glasgow area introduced in 1979 (Class 314).
61 AC 4-car units for GE
suburban services introduced in 1980 (Class 315).
Unit
Formations
Unit formations were as follows with the completion date shown
below the unit number, delivery to SR date and coach type (letter code) being
shown below the number:
|
Unit |
DMS |
MS |
MS |
DMS |
To BR(S) |
Withdrawn |
|
Diag.
No. |
1601 |
1500 |
1500 |
1601 |
|
|
|
2001 |
64300* |
- |
- |
|
8-Jun-72 |
Aug-74 |
|
4001 |
|
62427 |
62428 |
64302 |
16-Jul-71 |
May-77 |
|
4002 |
64303 |
62426 |
62429 |
64304 |
5-Nov-71 |
May-77 |
|
*
= ‘Silver’ unpainted coach, all others being in blue livery. |
||||||
|
Silver BR-liveried 2 PEP test unit no.920001 coach
ex.64300 in the Derby Research Centre on Saturday, 21st July 1979. © Motorman Colin Whitbread |
|
Individual Unit Notes |
||
|
|
2001 |
Unit noted on test from Derby hauled by Co‑Bo S15705 3‑Jun‑72.
DMS 64305 exchanged with 64303 (ex.4002) 15‑Sep‑73. Unit returned
to Derby 12‑Nov‑73 but was back on the BR(S) again by 1‑Dec‑73.
Reverted to original formation from Apr‑74. 64305 then
exchanged with 64301 (ex.4001) Aug‑74 and unit to York from 30‑Aug‑74
and deleted from BR(S) stock during Sep‑74. |
|
|
4001 |
DMS 64301 exchanged with ‘silver’ 64305 (ex.2001) Aug‑74.
Unit withdrawn during 1977 and DMS 64305 exchanged with 64303
(ex.4002) and unit into departmental service, renumbered as 056 from May‑79.
All coaches renumbered into ADB97xxxx series (see below). |
|
|
4002 |
DMS 64303 exchanged with ‘silver’
64305 (ex.2001) 15‑Sep‑73. Reverted to original from Apr‑74.
Vehicles 64304 & 62429 both fitted with higher backed seating during
1975. Unit withdrawn during 1977 and DMS
64303 exchanged with ‘silver’ 64305 (ex.4001) and unit into departmental
service, officially numbered 057 though still displaying 4002 on cab ends.
These numbers were not altered until Oct‑79. All coaches renumbered into ADB97xxxx
series (see below). |
|
4 PEP unit no.4002 in Clapham Yard c.1988. © Mike Trodd |
PEP Units in Departmental
Service
All ten PEP vehicles were taken into departmental service
following their withdrawal from public traffic in Aug‑74 (2001) and
during May-77 (4001 & 4002).
Unit formations are shown below with details of departmental use
shown in the further notes. All coach numbers were prefixed ADB.
|
Unit |
Formed |
DMS |
MS |
MS |
DMS |
Withdrawn |
|
920001 |
c.Apr-75 |
975430 |
975431 |
|
975432 |
Feb-87 |
|
056 |
c.1977 |
975848 |
975845 |
975846 |
975847 |
c.Apr-86 |
|
057 |
c.1977 |
975844 |
975849 |
975850 |
975851 |
c.Jun-90 |
|
Individual Departmental Unit Notes |
||||||
|
920001 |
The two vehicles taken out of use in 1974 (DMS 64300 &
64301) were both taken to York works and a new centre coach (built to
LOT 30880 & numbered ADB975431) was inserted; the two DMS also being
renumbered as ADB975430 (64300) and ADB975432 (64301). Both these
cars were re-fitted with prototype traction equipment, one by Brush, the
other by GEC (which was which?). The new centre coach was equipped with a pantograph and main
transformer for overhead 25kv AC power collection and this vehicle was
painted blue, (ADB975430 remained in ‘silver’ livery). It also differed from
the MS vehicles of the original PEP units in having only two pairs of double‑opening
sliding doors along the bodyside as opposed to three on the PEP coaches. It
also had a diesel generator to power the instrumentation during tests and was
just a bare shell and fitted out as a workshop. This 3-car unit was numbered as 920001 and was used as the
prototype Class 313 test bed. It returned to Clapham Jct from
York 18‑Apr‑75 where some modifications were carried out,
returning to Derby for further tests 12‑Jun‑75. The unit then moved to the Eastern Region based at Ilford from
Jul‑75 and ran trials on the GE section (usually between
Colchester and Clacton) until 31‑Jan‑76 when it was transferred
to the LT&S section until Mar‑76. Plans to introduce similar
units on the Glasgow suburban system led to the transfer of this unit from
LT&S to Hyndland Depot 17‑Mar‑76 as
a Class 314 prototype and the unit worked further tests in the Glasgow
area until returning to Ilford 28‑Aug‑76. The unit was hauled to Glasgow, but returned south under its own power. Further tests took place on the GE section 5‑Sep‑76
and LT&S 6‑Sep‑76 before the unit went back to Derby Research
where it remained for most of 1977; though it was running again in the
Glasgow area in the autumn of 1977. The unit was stored at Rugby during the first half of 1978,
being taken to York works 12‑May‑78 and ending at Derby Research
once again by Jul‑78. The unit saw little further use and was withdrawn
and sold from Derby RTC Feb‑87, both former PEP vehicles being scrapped
by V. Berry, Leicester (ADB975430 in Feb‑87 & ADB975432 in Apr‑87).
The remaining vehicle, ADB975431 was scrapped by C. F. Booth, Rotherham
during Nov‑87. This unit cleared the way for thyristor-controlled DC
converters to be used on production trains, and also
opened the way for Brush as a supplier of multiple unit propulsion equipment. |
|||||
|
056 |
Following withdrawal of 4001 during 1977, one DMS (‘silver’
64305) was exchanged with blue 64303 and all four coaches renumbered into the
departmental series. The unit however saw little departmental use, being
stored at Wimbledon Park until 26‑Jun‑80, when it was taken to
Derby Research. It was renumbered as 056 from May‑79. All four coaches
were sent from Derby to Birds, Long Marston for scrapping 22‑Apr‑86
and cut up Jul‑86. |
|||||
|
057 |
Following withdrawal of 4002 during 1977, one DMS (no.64303)
was exchanged with ‘silver’ 64305 and the unit taken from Wimbledon Park to
Derby 17‑Aug‑78. All four coaches were repainted into a similar
livery to the experimental APT units during October 1978. The unit returned to the BR(S) at Strawberry Hill 3‑Oct‑79
for testing of experimental ‘export’ bogies, returning once again to Derby 6‑Dec‑79.
Unit back to Strawberry Hill 17‑Mar‑80 and coaches
renumbered into departmental series during Apr‑80, though unit no. 4002
still displayed on cab ends. A further period at Derby from 26‑Jun‑80 and
return to the BR(S) 12‑Sep‑80 saw the unit used for testing BP25
air-sprung bogies until Mar‑81 when it was then stored at Wimbledon
Park until removed to Clapham Yard 22‑Feb‑83. Unit then stored
out of use until 5‑Jun‑90 when returned to Strawberry Hill for
stripping. Hauled to C. F. Booth, Rotherham 16‑Nov‑90 for
scrapping. |
|||||
|
Thanks go to research
author John Atkinson, webpage author, editorial and additional information
from C.Watts along with
the many photographers listed below their images. |
ALL TEXT AND PHOTOGRAPHS
ARE COPYRIGHT
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
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Milk Blood and Custard Blood & Custard Crimson & Cream Crimson and
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and Cream Plum and Spilt Milk Blood and Custard Blood & Custard Crimson
& Cream Crimson and Cream Plum and Spilt Milk Blood and Custard Blood &
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