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British Rail Southern Region

5 WES
(Class 442 units nos.2401-2424)

Units nos.442413 & 442406 at Eastbourne 23^rd May 2010

© BloodandCustard

Class 442 Electric Stock

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 28^th 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).

Key Dates

The following dates are included in this unit history but are provided here as an oversight.

18-Dec-87	Ceremonial handover of unit at [Litchurch Lane, Derby]	2401
29-Jan-87	First unit delivered to Bournemouth Depot [loco-hauled]	2401
11-Feb-88	First run under own power [Out and back from Bournemouth Depot]	2401
4-Apr-88	First BR (SWD) passenger use [Charity Special WAT – WEY]	2401 & 2403
?	First BR (SWD) sch. passenger service [details ?]	?
3-Feb-07	Last SWT sch. passenger service [21.05 WAT – POO]	2412
	< Units off-lease >
9-Dec-08	First Govia sch. passenger service [09.50 GAT – VIC]	2412 & 2414
10-Mar-17	Last in Govia sch. passenger service [17.57 LBG - BTN]	2413 & 2410
12-Mar-17	Last in Govia passenger service [Southern Class 442 Farewell Tour]	2402 & 2408
	< Units off-lease >
10-Jun-19	First in SWR sch. passenger service [06.28 SOA – WAT]	2410 & 2420
18-Mar-20	Last in SWR sch. passenger service [21.05 WAT – POO]	2408 & 2411
22-Apr-20	First scrapping of a class 442 vehicle [Eastleigh off-lease MBLC 62944]	MBLC (2405)
4/5-Dec-20	Only AC test movements under possession [Bournemouth Depot & WEY] Possible last 442 moves under own power.	2419
31-May-21	SWR internal notification of fleet withdrawal (Units no longer used)	All SWR units
28-Jul-21	Last two units hauled from Bournemouth Depot (AC-unit no.2415 stabled with no.2420 arriving /departing in consist to provide brake force).	2415 & 2420
Date to be Advised	DTS 77382 removed to NRM care [Eastleigh to ?]	(2401)

Since the AC test there have been some ecs mainline movement under own power from Fratton to Bournemouth depot with no mainline class 442 movements under power following the notification of withdrawal from 31^st May 2021.

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.

Unit no.442411 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 2^nd 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 18^th December 1987, though it was not quite finished internally. This unit was delivered loco-hauled to Bournemouth depot on 29^th January 1988 where the commissioning of the whole fleet of 24 was carried out. 2401 made its first run under its own power on 11^th 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-88
2421	25-Oct-88	2422	19-Nov-88	2423	22-Dec-88	2424	11-Feb-88

Units 2402 & 2403 were delivered without full 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. [The editor boarded no.2402 at Staines on its delivery run and was ‘greeted’ by a crew from Derby bolting seats into place].

Unit no.442411 upon arrival at Bournemouth Central with
73 105 & 73 126 hauling TC units on an Up Waterloo service

© BloodandCustard

Waterloo to Weymouth

A high speed charity trip Waterloo to Weymouth ran on 14^th 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 10^th April 1988. This has been claimed as the fastest 3^rd 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 15^th 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 13^th 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 24^th June 1988 but returned without the snug modification 8^th August 1988.

Unit 2401 was sent to Derby 3^rd 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.

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 4^th September 1989 once all of the earlier units had received the ‘snug’ modifications at Derby.

Plastic Pigs /Wessex Pigs

During late 1988 or early 1989 some drivers had started referring to the units as ‘Plastic Pigs’ and 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 ‘Plastic Pigs’ and ‘Wessex Pigs’; the latter possibly viewed as being slightly more acceptable if management overheard.

Blacking by Train Crews

Many units were refused by traincrews on Saturday 9^th 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 9^th 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 7^th 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 27^th April 1992.

A 12 CEP formation (1588 + 1597 + 1606) was loaned to Bournemouth depot between 10^th February 1992 and 10^th 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 1^st 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 5^th 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.

Unit nos.442406 alongside numberless
377 414 at Eastbourne 23^rd 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.

Minus a window trim, unidentified 5 WES unit passes Purley Training School on Tuesday, 21^st June 2011

© Pat O’Neill

5 WES Units

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.

Unit no.442412 on the Down Fast at Purley on Wednesday, 8th September 2010

© Pat o’Neill

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 17^th 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 13^th 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 3^rd 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 West Trains)

Unit	Notes
2401	After delivery unit initially ran with interior incomplete and test instrumentation fitted. During its delivery run from Derby, there was a report of step-boards clipping the platform at Addlestone. This resulted in the RA&G section travelling down with unit no.2402 (between Staines at Woking) in order to investigate the report. 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 without full seating fitted (there was a crew on-board fitting seats as it was being delivered from Derby). This was to at least get them into use 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 unit no.2408 prior to being hauled to Wolverton 26‑Jun‑08 for interior reconfiguring.
2403	Initially unit ran with no seating fitted (to at least get them into use 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 62941 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 unit no.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	Name	Location of naming
2401	62937	30‑Jun‑89	Beaulieu	Brockenhurst
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

Unit no.442406 on a special at Hove 23^rd 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 22^nd June 2008 with the proposed new timetable planned to be introduced from 15^th 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 31^st August 2007, running with EDL 73136 attached to the rear. This unit moved to Lovers Walk 15^th 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 8^th February 2008 and unit 2419 on 29^th February 2008.

31^st August 2007 and unit no.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 3^rd 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 17^th 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.

Against the backdrop of Battersea Power Station units nos.442413 & 442406 running ecs on the Battersea Reversible 23^rd May 2010. The high-geared 442 units sometimes struggled here due to poor railhead conditions.

© BloodandCustard

Driver Training

The first driver training trips began running from Lovers Walk on Monday 9^th 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 25^th 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 8^th July 2008. Unit 2405 was repaired by 19^th August 2008 and 2407 went into use from 30^th September 2008, this unit coupled to 2405 being the first Class 442 train to visit Victoria on 2^nd October 2008. These four units were then the driver training fleet for most of the remainder of 2008 although 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 14^th November 2008) and 2412 (from 5^th 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 25^th November 2008 and 2412 on 6^th 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.

First class in the MBC 62949 unit no.442413 on 23^rd 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 interior seating of 77394 unit no.442413 on 23^rd 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 luggage racks 77394 unit no.442413 on 23^rd May 2010

© BloodandCustard

Into Service

It was clear that nowhere near enough units would be ready for the timetable changes from 12^th 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 17^th November 2008 and 2424 ex Wolverton 1^st 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 9^th 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 13^th 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 14^th December 2008.

Monday 15^th 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 un-refurbished 442 units in traffic for a week was quickly abandoned. Only 2402 had been delivered until 2417 arrived 16^th December 2008 and both needed some internal work so this pair did not enter traffic until 5^th January 2009 (though both were in use on test /driver training trips from 31^st December 2008).

In the event 2405 & 2413 continued in service until Friday 20^th 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 14^th 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.

A scene that can never be repeated; units 442413 (front) & 442406 (rear)
under the trainshed at London Bridge 23^rd 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 30^th 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 30^th April 2009 when a number were diverted via Lewes due to a signalling fault at Keymer Junction.

Unit 442413 at Eastbourne 23^rd 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 13^th 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 22^nd 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 26^th March 2009 and unit 2418 on 6^th 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.

Unit no.319430 alongside 442413 at Brighton 23^rd 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 29^th January 2009 with units 2416, 2423 and 2423 was then sent to Wolverton on 18^th February 2009. This was repeated on 20^th February 2009 with 2418 & 2420 running to Basingstoke and 2418 then going to Wolverton soon afterwards on 25^th 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 23^rd 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 23^rd May 2010 to celebrate the 40^th 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 27^th 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 21^st January 2013 with 2424 the last completed by 7^th March 2013.

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 77406	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 77414	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.

New Year’s Day 2014 at Gatwick Airport

© BloodandCustard

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. This exchange reverted back c.19-Nov-14 prior to unit going to Selhurst for C4 overhaul.
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‑11 and 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. This exchange reverted back c.19-Nov-14.
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	Trip	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

Unit no.442406 leading no.442410 on the Up Slow at Purley on 2nd September 2010

© Pat O’Neill

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

Leaving GTR
(2016)

In January 2016 the future of the class 442 units was uncertain. Govia Thameslink Railway Limited (GTR) took over Southern and Gatwick Express on 26^th 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 were expecting to start using its new class 700 units in April 2017 and with class 387 stock being introduced and the 319 units being phased out many changes to train diagrams took 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.

GTR units retained after introduction of new Class 387/2 fleet during late 2015 /early 2016 were nos.2402, 2406, 2408, 2410, 2413 and 2419.

The last day for Class 442 rostered to work on Gatwick Express was Friday 16^th September 2016. Final working from Victoria was unit no.2413 on 00.02 Victoria to Gatwick and 00.50 return trip in early hours of Saturday 17^th September 2016.

Unit no.2410 made two return evening trips on the ‘Gatwick Express’ 12^th October 2016 (RMT dispute that day).

Running ecs units 442413 (leading) & 442406 special stop at
Three Bridges to pick up the photographer 23^rd May 2010

© C.Watts

Units Off-lease
(2016)

In 2016 Angel Trains were well aware some of all of the fleet may soon become surplus to requirements and options for disposal were already under consideration. Following use with GTR nearly all the 442 units were placed into open store at Papworth Sidings, Ely with their future remaining uncertain.

Subsequently First MTR South Western Trains Limited (trading as South Western Railway - SWR) took over the South West rail passenger franchise on 20^th August 2017 and took on the lease of eighteen class 442 units. This left six units off-lease; these being nos.2401, 2405, 2407, 2412, 2421 & 2424.

Stripping and scrapping of the six off-lease commenced in 2020 with the motorcoaches; unit no.2421 being the first complete unit to be scrapped. This was followed by unit no.2401 whose DTS was set aside for preservation by the National Railway Museum.

Individual Unit Notes
(Six-number off-lease units)

Unit	Notes
2401	Unit stored at Streatham Hill from 7-May-16 but moved back to Stewarts Lane 3-Jun-16 and back in traffic 4-Jun-16. Last use by GTR on 00.06 Gatwick Airport to Victoria 8-Sep-16. Moved from Stewarts Lane to Eastbourne for store 9-Sep-16. Moved to Three Bridge (Tilgate) 26-Sep-16. Hauled to Eastleigh 1-Dec-16 and to Ely Papworth 9-Dec-16. Unit to be stripped for spares and hauled (by 20 314+20 311) to Eastleigh 24-Mar-20. As of 1-May-2020 unit at Eastleigh. Component recovery by owner Arlington Fleet Services with all trailer coaches stripped by 14-Aug-20. However, there are credible reports from several sources indicating that DTS 77382 has been earmarked for preservation by the NRM and so is still extant. Other vehicles cut were as follows: TSO 71818 10-Sep-20, MBLC 62937 16-Sep-20, TSO 71842 23-Sep-20 and DTS 77406 29-Sep-20. Second 5 WES unit to be completely scrapped (albeit with DTS earmarked for NRM).
2405	Last GTR working 20.50 Victoria to Brighton 14-Sep-16. Stored at Lovers Walk until moving from Brighton to Eastleigh 4-Oct-16. Hauled to Ely Papworth 21-Oct-16. Initially one of six units to be leased by Alliance Rail for use on open-access Southampton to Waterloo services but this application rejected and unit passed to SWR as source of spares. Hauled to Eastleigh Diesel depot 5-Jan-18. Component recovery by owner Arlington Fleet Services. MBLC 62944 cut-up 22-Apr-20.
2407	Last use by GTR on 21.49 Brighton to Victoria 9-Jun-16. Moved from Stewarts Lane to Three Bridges Down Thameslink Sidings 11-Jun-16. Hauled to Eastleigh 2-Aug-16 then to Ely Papworth Sidings 10-Aug-16. Hauled (by 66 710) Ely Papworth Sidings to Eastleigh 30-Apr-20 (5Q42) – last to leave Ely. As of 1-May-2020 unit at Eastleigh. MBLC 62943 cut-up by Raxstar at Eastleigh 9-Nov-20. DTS 77412 cut by August 2021.
2412	Last use by GTR on 23.07 Victoria to Brighton 31-May-16. Moved from Lovers Walk to Stewarts Lane 1-Jun-16 then to Three Bridges Down Sidings for store 4-Jun-16. Moved to Stewarts Lane 6-Sep-16. Hauled Eastleigh 17-Sep-16 then to Ely 23-Sep-16. Hauled (by 47 813) to Eastleigh 12-Mar-20. MBLC 62947 cut-up by Raxstar at Eastleigh 28-Oct-20.
2421	Last use by GTR on 17.57 London Bridge to Brighton 19-Sep-16. Moved from Lovers Walk to Selhurst 24-Sep-16, then Stewarts Lane 28-Sep-16. Hauled to Eastleigh 1-Nov-16 then to Ely Papworth 2-Dec-16. Hauled (by 57 301) to Eastleigh 5-Mar-20. Component recovery by owner Arlington Fleet Services with vehicles now scrapped by Raxstar as follows: DTS 77426 cut 11-Aug-20, TS 71862 cut 18-Aug-20, MBLC 62957 cut 21-Aug-20, TSO 71838 cut 26-Aug-20 and DTS 77402 cut 8-Sep-20. First 5 WES unit to be completely scrapped.
2424	Unit moved to Eastbourne Sidings for store 20-May-16 but then moved back to Stewarts Lane 11-Jun-16 and return to traffic 15-Jun-16. Last use by GTR 00.50 Gatwick Airport to Victoria 16-Sep-16. Hauled from Stewarts Lane to Eastleigh 6-Oct--16 then to Ely Papworth 12-Oct--16. Initially one of six units to be leased by Alliance Rail for use on open-access Southampton to Waterloo services but this application rejected and unit passed to SWR as source of spares. Hauled to Eastleigh Diesel depot 5-Jan-17. Component recovery by owner Arlington Fleet Services. MBLC 62960 scrapped Eastleigh on 7-May-20 by contractor Raxstar.

Alliance Rail Holdings Ltd
(2016-2018)

In November 2016 open access operator Alliance Rail Holdings Ltd (a subsidiary of Arriva) had applied to operate nine trains each way per day to Southampton under the Grand Southern Railway brand (seven off-peak and two peak services); these would have called at Wimbledon, Hook, Basingstoke, Winchester and Eastleigh. Alliance Rail Holdings Ltd were looking to use a number of 442 units for this service. It was indicated that SWT objected to the Basingstoke stop and that Hook was chosen due to its proximity to junction 5 of the M3.

However, on 1^st August 2018 ORR rejected Alliance Rail Holdings Ltd application stating that class 442 units which Alliance Rail Holdings Ltd had hoped to use were no longer available and the would-be operator had no developed proposal for alternative stock which would enable it to launch the service if the application were approved. In addition, Alliance Rail Holdings Ltd proposal would note generate sufficient new revenue for each pound abstracted from the incumbent operators; this did not reach the required threshold and so failed the ‘not primarily abstractive’ test.

As SWR unit no.442415 passes Basingstoke on its 12^th November 2020 return from Woverton, the external ‘AC traction’ modifications to MBS 62951 are noticeable.

© Chris Wilson

South Western Railway
(2017)

First MTR South Western Trains Limited trading as South Western Railway (SWR) took over the South West rail passenger franchise on Sunday 20^th August 2017 and took on the lease of eighteen class 442 units.

Refurbishment and AC Traction Package

In October 2017 SWR entered into a £45 million contract with Kiepe Electric which covered both the refurbishment and re-tractioning of the 18 SWR Class 442 units. The plan was to refurbish all 18 units at Eastleigh (including relocation of First-class) by spring 2019 before the fitting of the new AC traction equipment (three at a time) commenced in the second half of 2019, with the project to be completed by December 2019.

At that time Kiepe Electric was part of Knorr-Bremse but in November 2018 Knorr-Bremse sold its UK interest in Kiepe Electric to the Gemini Rail Group and Kiepe Electric became Gemini Rail Technology UK Ltd.

However, the new AC traction equipment (including the motors) for the class 442 units (similar to that used on 317 & 455 classes) was still supplied by Kiepe Electric in Dusseldorf. Furthermore, Knorr-Bremse’s UK division (in Melksham) was supplying new regenerative braking equipment for the class 442 fleet.

In addition to the work carried out by Gemini Rail Technology at Wolverton, SWR was carrying out C6 overhauls and repainting of the ‘442s’ at Bournemouth depot with the majority of the units going first to Bournemouth for C6 overhaul and repaint. Notwithstanding, three units had their interior upgrade undertaken before C6 overhaul and repaint.

The first completed unit (no.442403) left Eastleigh for Bournemouth on 29^th November 2018 thence replaced by unit no.442408 (which had undergone its C6 overhaul and repainting). Two other units (nos.442417 & 442420) were also undergoing work at the Eastleigh site on 30^th November 2018. One unit (no.442402) was used as a trial unit for the new traction equipment, with its motorcoach stripped down and tested at Eastleigh.

On 31^st March 2021 South Western Railways’ Engineering Director put out an internal notification that their class 442 fleet would be withdrawn. Since the announcement no further movements have taken place and by April 2021 units were already being put over pit-roads at Bournemouth with stripping ongoing. The current thoughts are towards all SWR units being gone by December 2021.

Last 442 Passenger Workings
(COVID 19 Pandemic)

The Corona Virus (COVID 19) pandemic had a huge impact on railway services with a significant drop in passenger numbers following the United Kingdom Prime Minister’s ‘lockdown’ announcement of the country on 16^th March 2020 which effectively barred all but essential travel. Accordingly, SWR decided to remove their class 442 fleet from passenger service; the last passenger workings being on 18^th March 2020.

From w/e 18^th July 2020 some SWR units had been undertaking driver knowledge-retention trips between Bournemouth - Poole – Brockenhurst – Bournemouth.

The last passenger workings were as follows with the status of the other units also listed for this 1^st May 2020 snap-shot in time (off-lease non-SWR units in italics).

Last SWR passenger service	Other SWR units
	(442401 off-lease - not a SWR unit)
	442402 SWR three-phase traction Bournemouth
442403 off 9B95 18.48 WAT-POO 17-Mar-20 (with 442411)
442404 off 9P53 17.00 WAT-PMH 13-Mar-20 (with 422406)
	(442405 off-lease - not a SWR unit)
442406 off 9P53 17.00 WAT-PMH 13-Mar-20 (with 442404)
	(442407 off-lease - not a SWR unit)
442408 off 9B69 21.05 WAT-POO 18-Mar-20 (with 442411)
	442409 leased to SWR at Eastleigh
442410 off 9B95 18.48 WAT-POO 18-Mar-20 (with 442413)
442411 off 9B69 21.05 WAT-POO 18-Mar-20 (with 442408)
	(442412 off-lease - not a SWR unit)
442413 off 9B95 18.48 WAT-POO 18-Mar-20 (with 442410)
442414 off 9G53 17.15 WAT-PMS 18-Mar-20 (with 442420 to Bournemouth 23-Mar-20)
	442415 SWR three-phase conversion Wolverton
	442416 leased to SWR at Bournemouth
442417 off 9P53 17.30 WAT-PMH 18-Mar-20 (with 442423)
	442418 SWR three-phase traction Bournemouth
	442419 SWR three-phase traction Bournemouth
442420 off 9G53 17.15 WAT-PMS 18-Mar-20 (with 442414 to Bournemouth 23-Mar-20)
	(442421 off-lease - not a SWR unit)
	442422 SWR three-phase conversion Wolverton
442423 off 9P53 17.30 WAT-PMH 18-Mar-20 (with 442417)
	(442424 off-lease - not a SWR unit)

Out-of-passenger use, unit no.442404 parked up at Fratton Traincare on 8^th May 2020 during the COVID 19 pandemic.

© Andrew Cooper

Individual Unit Notes
(Eighteen-number SWR Units)

Unit	Notes
2402	Last GTR working 07.32 Brighton to London Bridge 10-Mar-17 then used on the ‘Farewell Tour’ 12-Mar-17. Stored at Stewarts Lane. Moved to Lovers Walk 6-Apr-17, to Eastbourne 2-May-17 then to Stewarts Lane 4-May-17. Hauled (by 73202) back to Eastbourne 17-May-17 then to Three Bridges and back to Eastbourne 1-Jun-17. Moved to Stewarts Lane 22-Jun-17, to Lovers Walk 17-Jul-17, to Eastbourne 10-Aug-17, to Stewarts Lane 25-Aug-17. Departed for Brighton Lovers Walk but train defective at Thornton Heath and stabled at Selhurst from 11-Sep-17. Hauled (by 73202) to Eastleigh Arlington 4-Oct-17. MBLS 62938 removed at Eastleigh for AC conversion and unit hauled in 4-car formation to Bournemouth 25-Oct-18. Admitted to paint shop 1-Nov-18. Hauled back to Eastleigh 16-Sep-19. From 16-May-20 unit was on site at Wolverton (SWR livery unit with GatEx livery MBLS?). Unit hauled Eastleigh (sch. 07†45hrs) to Wolverton hauled by 37 800 running as 5Q77. Unit returned to Bournemouth depot on 10-Jul-20 as 5Q86 (sch.10†30 Wolverton works (with run-round at Poole) hauled by 57 312 (with barrier vehicles). Locomotive returned to Wolverton next day with unit no.2413. The motorcoach was re-liveried at Bournemouth from GatEx livery into SWR livery between 20 & 29-Jul-20. Unit hauled (with unit no.2420) as 5Y97 Bournemouth Depot (sch. 22.52) to Eastleigh East Yard sandwiched between 73 212 & 73 213 on 27/28-May-21 by ‘Biffa-liveried’ GBRf 66 783 (was this an ironic choice by GBRf?). Consist then went forward as 5Q81 Eastleigh East Yard (sch.05†28) to Wolverton. Unit scrapped Sims Metal Management UK Ltd (Newport) week commencing 28-Jun-21.
2403	Last GTR working 20.48 Brighton to Victoria on 9-Jun-16. Moved from Stewarts Lane to Three Bridges DN Sidings 11-Jun-16. Back to Stewarts Lane 5-Aug-16. Hauled to Eastleigh 12-Aug-16. ‘Warm Store’ trip Eastleigh to Basingstoke and back 17-Aug-16. Unit ran ‘Warm Store’ trip Eastleigh – Woking – Havant – Eastleigh on 24-Aug-16. Unit hauled to Ely Papworth 28-Oct-16. Unit identified for use by South Western Railway and hauled to Bournemouth 22-Sep-17. Unit outshopped in all-over grey livery and hauled (by no.2406) to Eastleigh 14-May-18. First unit to be fitted out internally with new SWR interior and back to Bournemouth 29-Nov-18. Test running between Bournemouth and Woking 5-Apr-19. Unit used for driver training between Bournemouth and Fratton 8-Apr-19, 9-Apr-19, 10-Apr-19, 11-Apr-19 and 12-Apr-19. Used for Guard training between Bournemouth and Fareham 16-Apr-19, 17-Apr-19, 18-Apr-19, 24-Apr-19, 25-Apr-19, 30-Apr-19, 1-May-19, 2-May-19, 3-May-19, 8-May-19, 9-May-19 and 10-May-19. Unit to Eastleigh 13-May-19 back to Bournemouth 14-May-19. Used for crew training 15-May-19 then 10-Jun-19 to 14-Jun-19. In service with SWR 24-Jun-19 on 9B88 06.28 Southampton Airport Parkway to Waterloo. Unit hauled by 57 303 (with barrier vehicles) on 13-Nov-20 as 5Q70 (08†00) Bournemouth depot to Wolverton, returning on 23-Feb-21 as 5Q86 (c.09†30 to Bournemouth) hauled by 57 312 (with barrier vehicles). With 2409, unit hauled by GBRf 66 703 (with 73 119 & 73 201 as barrier vehicles) on 14-Jun-21 as 5Q81 (sch.04†22) Bournemouth Depot to Wolverton. Unit scrapped Sims Metal Management UK Ltd (Newport) week commencing 5-Jul-21.
2404	Unit out of use at Lovers Walk from 20-May-16. Moved to Stewarts Lane 23-May-16 then to Three Bridges (Tilgate) 24-May-16. Sent back to Stewarts Lane 19-Jun-16 and back in traffic 20-Jun-16. Last use by GTR on 21.20 Victoria to Brighton 9-Sep-16. Moved from Lovers Walk to Three Bridges (Tilgate) 10-Sep-16 for store. Hauled to Eastleigh 3-Nov-16 then to Ely Papworth 9-Nov-16. Unit to be returned to service with SWR and hauled (by 47 815) to Bournemouth 7-Sep-17. Unit out-shopped in plain base SWR grey-livery. Test running to Winchester/Portsmouth between 9-Oct-18 and 11-Oct-18 then moved to Fratton for driver training 13-Oct-18. Back to Bournemouth 20-Oct-18 then Fratton 26-Oct-18 and driver training 31-Oct-18 and 2-Nov-18. Bournemouth to Eastleigh & back 1-Jan-19. Moved to Wimbledon for lathe work between 4-Feb-19 and 7-Feb-19. Bournemouth to Eastleigh 28-Feb-19; Eastleigh to Bournemouth 4-Mar-19; Driver training between Bournemouth and Fratton 18-Mar-19; Bournemouth to Eastleigh and back (taxi) 18-Apr-19; moved Bournemouth to Eastleigh 13-May-19; Eastleigh to Bournemouth 2-Aug-19. In service with SWR 26-Feb-20 first working 9B92 06.51 Southampton Airport Parkway to Waterloo. Unit hauled by 57 312 (with barrier vehicles 977087 & 975875 and ex. Mk1 coaches now translator pairs 6346 & 6344 and 6378 & 6379) on 15-Dec-20 as 5Q70 (time tba) to Wolverton. Confirmation awaited if this was from Eastleigh or Bournemouth depot. Unit returned to Bournemouth depot on 5-Mar-21 as 5Q86 (sch.09†42) Wolverton works with run-round at Poole. Hauled by 37 611 with three translator / barrier vehicles each end. ‘Brake Force’ unit no.2420 arrived at Bournemouth Depot with two EDLS and a GBRf 66 on 17-Jun-21. This train was then reformed with 2404 inserted between GBRf 66 708 + 73 119 and 2420 + 73 201. Train then ran as 5Y97 Bournemouth (sch.21†30) to Eastleigh East Yard. Formation (inc. no.2404) then hauled next-day (18-Jun-21) as 5Q81 Eastleigh East Yard (sch. 05†55) to Wolverton. Unit scrapped Sims Metal Management UK Ltd (Newport) week commencing 19-Jul-21.
2406	Last GTR working 1823 London Bridge to Eastbourne which started from Three Bridges at 18.57 24-Feb-17. Stored at Eastbourne Carriage Sidings but suffered graffiti attack and moved to Brighton for cleaning 20-Mar-17. Back to Eastbourne 23-Mar-17. Moved to Stewarts Lane 6-Apr-17, to Lovers Walk 4-May-17, to Stewarts Lane 1-Jun-17, to Lovers Walk 22-Jun-17, and to Eastbourne 17-Jul-17. Hauled (by 73 202) to Stewarts Lane 1-Aug-17, moved to Lovers Walk 25-Aug-17, and to Eastbourne 11-Sep-17. Hauled (by 73 202) to Stewarts Lane 3-Oct-17. Moved to Bournemouth 12-Oct-17. Unit painted in SWR grey livery without blue cab ends. Test run (with 2410) to Poole and Brockenhurst 1-May-18 but train defective and returned to Bournemouth depot. Further test run to Brockenhurst 2-May-18. Used to haul 2403 to Eastleigh 14-May-18 and to haul to 2408 back to Bournemouth 16-May-18. Used to taxi another unit to Eastleigh and back 25-Jun-18. Used for driver training between Bournemouth and Fratton 1-Jul-18, 2-Jul-18, 3-Jul-17, 25-Jul-18, 26-Jul-18. Used for Guard training between Bournemouth and Fareham 30-Aug-18. Further driver training runs 19-Sep-18, 20-Sep-18, 21-Sep-18; 26-Sep-18; 27-Sep-18; 28-Sep-18; 13-Oct-18; 17-Oct-18; 18-Oct-18; 19-Oct-18 and 20-Oct-18. Unit admitted to paint shop for livery modifications 10-Nov-18. Moved to Eastleigh for internal refit 5-Feb-19 and back to Bournemouth 12-Apr-19. Used for Guard training 8-May-19, 10-May-19, 11-May-19, 13-May-19. Driver training 14-May-19, 15-May-19, 16-May-19. Test running between Bournemouth and Basingstoke daily from 20-May-19 to 24-May-19. Moved to Wimbledon for wheel lathe work between 3-Jun-19 and 6-Jun-19. Further driver training 3-Jul-19, 4-Jul-19; 5-Jul-19, 8-Jul-19, 9-Jul-19, 10-Jul-19, 11-Jul-19, 12-Jul-19, 15-Jul-19, 18-Jul-19, 19-Jul-19, 23-Jul-19, 24-Jul-19, 25-Jul-19 and 26-Jul-19. In service with SWR 29-Jul-19 first working 9B88 06†28 Southampton Airport Parkway to Waterloo. Unit hauled by 37 608 (leading from Poole) + 37 611 with translator & barrier vehicles 6378, 6379, 975875 (unit no.2408 between the two translator vehicles) 977087, 6346 & 6344 on 8-Feb-21. Train running as 5Q70 (sch.19†06) Bournemouth depot to Eastleigh via Poole. Train went forward from Eastleigh (sch. 13†05) to Wolverton on 9-Feb-21. Complete unit now reported as scrapped by Sims Metal Management UK Ltd (Newport) (four coaches by week ending Sunday, 6^th June 2021 with the fifth by 13^th June 2021).
2408	Last use by GTR on 07.32 Brighton to London Bridge 10-Mar-17 then used on the ‘Farewell Tour’ 12-Mar-17. Stored at Stewarts Lane. Moved to Lovers Walk 6-Apr-17, to Eastbourne Sidings 11-Apr-17, to Stewarts Lane 4-May-17. Hauled (by 73 202) back to Eastbourne 17-May-17, moved to Three Bridges, back to Eastbourne 1-Jun-17, to Stewarts Lane 22-Jun-17, to Lovers Walk 17-Jul-17, to Eastbourne 10-Aug-17, to Stewarts Lane 25-Aug-17. Departed for Brighton Lovers Walk but train failed at Thornton Heath and stabled at Selhurst from 11-Sep-17. Hauled (by 73 202) to Eastleigh Arlington 4-Oct-17. Hauled (by 2406) to Bournemouth 16-May-18. Unit then painted in SWR livery. Hauled to Eastleigh 26-Oct-18 for internal refit. Reported 19-Nov-18 back to Bournemouth? Used for driver training between Bournemouth and Fratton 22-Mar-19, 25-Mar-19, 27-Mar-19, 28-Mar-19 and 29-Mar-19. Test run to Woking 5-Apr-19. Further driver training runs 8-Apr-19, 9-Apr-19, 10-Apr-19, 11-Apr-19 and 12-Apr-19. Test running between Fratton and Waterloo 23-Apr-19 and 24-Apr-19. Further guards training runs 24-Apr-19, 25-Apr-19 and 30-Apr-19. Further driver training runs 1-May-19, 14-May-19, 15-May-19 and 16-May-19. Used as taxi unit for move between Bournemouth and Eastleigh 4-Jun-19. Driver training 10-Jun-19, 11-Jun-19, 12-Jun-19 and 13-Jun-19. In service with SWR 24-Jun-19 first working 9B88 06†28 Southampton Airport Parkway to Waterloo. Unit hauled by 57 310 (with barrier vehicles) on 8-Oct-20 as 5Q77 (06†35?) Bournemouth depot to Wolverton. Unit returned to Bournemouth depot on 8-Feb-21 as 5Q70 (sch.09†42) Wolverton works (with run-round at Poole. Hauled by 37 611 (leading from Wolverton) + 37 608 with translator & barrier vehicles 6344, 6346, 977087 (unit no.2408 between the two translator vehicles) 975875, 6379 & 6378 in rear. ‘Brake Force’ unit no.2420 arrived at Bournemouth Depot with two EDLS and a GBRf 66 on 20-Jun-21. This train was then reformed with 2408 inserted between GBRf 66 703 + 73 119 and 2420 + 73 201. Train then ran as 5Y97 Bournemouth (sch.21†38) to Eastleigh East Yard. Formation (inc. no.2408) then hauled next-day (21-Jun-21) as 5Q81 Eastleigh East Yard (sch. 05†55) to Wolverton.
2409	Unit stored at Streatham Hill between 26-Feb-16 and 6-Mar-16. Back in traffic but stored at Streatham Hill again from 7-May-16. Moved back to Stewarts Lane 3-Jun-16 and back in traffic. Last use by GTR on 23.35 Gatwick Airport to Victoria 10-Jun-16. Moved from Stewarts Lane to Three Bridges Down Thameslink Sidings 11-Jun-16. Hauled to Eastleigh Works 20-Sep-16, then to Ely Papworth 7-Oct-16. Unit to return to use with South Western Railway and hauled (by 47815) to Bournemouth 7-Sep-17. Hauled (by 2423) to Eastleigh 2-Aug-19. As of 1-May-2020 unit at Eastleigh. With 2403, unit hauled by GBRf 66 703 (with 73 119 & 73 201 as barrier vehicles) on 14-Jun-21 as 5Q81 (sch.04†22) Bournemouth Depot to Wolverton where one axle of a driving car (leading bogie /inner axle) promptly derailed [which vehicle number?].
2410	Last GTR use on 17.57 London Bridge to Brighton 10-Mar-17 then moved to Gatwick Sidings for store that evening. Unit moved Gatwick to Lovers Walk 12-Mar-17 but returned to Gatwick that evening. Back to Lovers Walk 23-Mar-17. Due to move to Eastbourne 6-Apr-17 but defective and move cancelled. Test run to Three Bridges 7-Apr-17 and moved to Eastbourne 11-Apr-17. Back to Lovers Walk 2-May-17 and back to Eastbourne 4-May-17. Hauled (by 73 202) to Stewarts Lane 17-May-17 then moved to Lovers Walk 1-Jun-17, to Eastbourne 22-Jun-17, and to Stewarts Lane 17-Jul-17. Hauled (by 73 202) from Stewarts Lane to Eastbourne 1-Aug-17, moved to Lovers Walk 10-Aug-17, to Eastbourne 25-Aug-17, to Stewarts Lane 11-Sep-17 and to Lovers Walk 3-Oct-17. Transferred from Brighton to Eastleigh 10-Oct-17. Moved to Bournemouth 1-Feb-18. Moved to Eastleigh 4-Mar-18. Back to Bournemouth date? Test run (with no.2406) to Poole and Brockenhurst 1-May-18 but train defective and returned to Bournemouth depot. Further test run to Brockenhurst 2-May-18. Used for driver training 23-May-18, 1-Jul-18, 2-Jul-18, 3-Jul-18, 6-Jul-18, 25-Jul-18, 26-Jul-18 and 27-Jul-18. Guard training 30-Aug-18. Driver training 19-Sep-18, 20-Sep-18, 21-Sep-18, 26-Sep-18, 27-Sep-18, 28-Sep-18, 9-Oct-18 and 10-Oct-18. Moved to Fratton 24-Nov-18 and driver training 28-Nov-18, 29-Nov-18, 1-Dec-18, 5-Dec-18, 6-Dec-18, 7-Dec-18, 12-Dec-18, 13-Dec-18, 14-Dec-18, 19-Dec-18, 20-Dec-18, 21-Dec-18. Moved Fratton to Bournemouth 3-Jan-19. Moved to Fratton 7-Jan-19, 10-Jan-19, 11-Jan-19, 16-Jan-19, 17-Jan-19, 18-Jan-19, 23-Jan-19 and 24-Jan-19. Moved to Bournemouth 25-Jan-19. Moved to Fratton 28-Jan-19. Driver training 30-Jan-19, 31-Mar-19, 1-Feb-19, 6-Feb-19, 7-Feb-19 and 8-Feb-19. Moved Fratton to Bournemouth 22-Feb-19. Used to haul 2404 to Eastleigh 28-Feb-19. Guard training 16-May-19, 19-May-19, 28-May-19, 29-May-19, 30-May-19 and 31-May-19. Driver training 3-Jun-19, 4-Jun-19, 5-Jun-19, 6-Jun-19 and 7-Jun-19. In service with SWR 10-Jun-19 first working 9B88 0628 Southampton Airport Parkway to Waterloo (with 2420 first in service with SWR). Unit was moved under own power (along with no.2420) from Fratton yard (sch.13†30) to Bournemouth via Poole sidings as 5Q33 on 4-Feb-21. Unit hauled (with unit no.2419) as 5Y97 Bournemouth Depot (sch.22.52) to Eastleigh East Yard sandwiched between 73 212 & 73 213 on 25/26-May-21 by GBRf 66 759. Consist then went forward as 5Q85 Eastleigh East Yard (sch.05.28) to Wolverton.
2411	Last use by GTR on 21.20 Victoria to Brighton 9-Sep-16. Moved from Lovers Walk to Three Bridges (Tilgate) 10-Sep-16 for store. Hauled to Eastleigh Works 9-Nov-16 then to Ely Papworth Sidings 18-Nov-16. Unit to return to service with South Western Railway and hauled to Bournemouth 12-Sep-17. Moved to Wimbledon for wheel lathe work between 4-Feb-19 and 7-Feb-19. Moved to Fratton 14-Mar-19. Used for traincrew training between 20-Mar-19 and 3-May-19. Hauled to Eastleigh date? Hauled to Bournemouth 1-Jul-19. First working (unknown) SWR 17-Mar-20. Unit hauled by 47 815 (with barrier vehicles) on 29-Jun-20 as 5Q70 (sch.06†35) Bournemouth depot to Wolverton. Unit returned to Bournemouth depot on 7-Oct-20 as 5Q60 10†30 Wolverton works (with run-round at Poole) hauled by 57 310 (with barrier vehicles). ‘Brake Force’ unit no.2420 arrived at Bournemouth Depot with two EDLS and a GBRf 66 on 22-Jun-21. This train was then reformed with no.2411 inserted between 66 711 + 73 141 and 2420 + 73 201. Train then ran as 5Y97 Bournemouth (sch.22†05) to Eastleigh East Yard. Formation (inc. no.2411) then hauled next-day (23-Jun-21) as 5Q81 Eastleigh East Yard (sch.04†22) to Wolverton. Unit scrapped Sims Metal Management UK Ltd (Newport) week commencing 12-Jul-21.
2413	Last GTR use on 17.57 London Bridge to Brighton 10-Mar-17 then moved to Gatwick Sidings for store that evening. Unit moved Gatwick to Lovers Walk 12-Mar-17 but returned to Gatwick that evening. Back to Lovers Walk 23-Mar-17. Due to move to Eastbourne 6-Apr-17 but defective and move cancelled. Test run to Three Bridges 7-Apr-17 and moved to Eastbourne 11-Apr-17. Back to Lovers Walk 2-May-17 and back to Eastbourne 4-May-17. Hauled (by 73 202) to Stewarts Lane 17-May-17 then moved to Lovers Walk 1-Jun-17, to Eastbourne 22-Jun-17, and to Stewarts Lane 17-Jul-17. Hauled (by 73 202) from Stewarts Lane to Eastbourne 1-Aug-17, moved to Lovers Walk 10-Aug-17, to Eastbourne 25-Aug-17, to Stewarts Lane 11-Sep-17 and to Lovers Walk 3-Oct-17. Transferred from Brighton to Eastleigh 9-Oct-17. Reported move to Bournemouth 25-Jun-18. Painted in SWR livery. Moved to Fratton for crew training 24-Nov-18. Driver training runs 28-Nov-18 and 29-Nov-18. Unit sustained minor damage in tree strike near Bursledon 29-Nov-18, repaired at Bournemouth. Driver training runs 1-Dec-18, 5-Dec-18, 6- Dec-18; 7- Dec-18; 12- Dec-18; 13- Dec-18; 14-Dec-18; 19-Dec-18; 20-Dec-18; 21-Dec-18; Fratton-Bournemouth 3-Jan-19; Bournemouth-Fratton 7-Jan-18; 9-Jan-18; 10-Jan-18; 11-Jan-18; 16-Jan-18; 17-Jan-18; 18-Jan-18; 23-Jan-18; 24-Jan-18; 25-Jan-18; 28-Jan-18; 30-Jan-18; 1-Feb-18; 6-Feb-18; 7-Feb-18; 8-Feb-18; 22-Feb-18; 25-Feb-18; 27-Feb-18; 28-Feb-18; 1-Mar-18; 6-Mar-18; 7-Mar-18 & 14-Mar-18. Unit to Eastleigh for internal refit 15-Mar-19. Back to Bournemouth 14-May-19. Used for driver training runs 1-Aug-19 and 2-Aug-19. In service with SWR 19-Aug-19, first working 9B88 06.28 Southampton Airport Parkway to Waterloo. Unit hauled by 57 312 (with barrier vehicles) on 11-Jul-20 as 5Q70 (sch.06†35) Bournemouth depot to Wolverton. Unit returned to Bournemouth depot on 14-Dec-20 as 5Q86 Wolverton works (with run-round at Poole) hauled by 57 312 (with barrier vehicles). ‘Brake Force’ unit no.2420 arrived at Bournemouth Depot with two EDLS and a GBRf 66 on 5-Jul-21. This train was then reformed with no.2413 inserted between 66 713 + 73 201 and 2420 + 73 141. Train then ran as 5Q81 Bournemouth to Wolverton 7-July-21.
2414	Last use by GTR on 07.12 Eastbourne to London Bridge on 16-Sep-16. Stored at Stewarts Lane. Hauled (by 47 812) to Eastleigh Works 6-Oct-16. Hauled (by 47 812) to Ely Papworth 10-Jan-17. Unit to return to use with South Western Railway and hauled (by 47 815) to Bournemouth 14-Sep-17. Unit out-shopped in full SWR blue/grey livery. Used for traincrew training between 13-Oct-18 and 16-Nov-18. Driver training runs 24-Oct-18, 25-Oct-18, 26-Oct-18, 31-Oct-18, 1-Nov-18, 2-Nov-18, 7-Nov-18, 8-Nov-18, 9-Nov-18, 14-Nov-18, 15-Nov-18 and 16-Nov-18. Sent to Eastleigh to collect first refit unit. Bournemouth to Eastleigh return 7-Dec-18. Unit received internal refit at Eastleigh between 7-Jan-19 and 12-Apr-19. Moved to Wimbledon for lathe work between 3-Jun-19 and 6-Jun-19. Used for traincrew training between 14-Jun-19 and 26-Jul-19. In service with SWR 29-Jul-19 first working 9B88 06.28 Southampton Airport Parkway to Waterloo. As of 5-Jun-2020 unit at Wolverton having travelled up same-day as 5Q77 11†40 Bournemouth to Wolverton hauled by 47 813. Unit returned to Bournemouth depot on 27-Nov-20 as 5Q86 (sch.09†28) Wolverton works hauled by 47 813 with 57 310 on the rear to enable reversal at Branksome (rather than a run-round at Poole). This is the first top & tailed 442 ‘AC traction’ move between Wolverton and Bournemouth. ‘Brake Force’ unit no.2420 arrived at Bournemouth Depot with two EDLS and a GBRf 66 on 7-Jul-21. This train was then reformed with no.2414 inserted between 66 713 + 73 201 and 2420 + 73 141. Train then ran as 5Q81 (sch.22†00) Bournemouth to Wolverton 7-July-21 (arriving 8-Jul-21 with 66 776 substituted during overnight recess at Eastleigh East Yard).
2415	Last use by GTR on 22.05 Gatwick Airport to Victoria 10-Jun-16. Moved from Stewarts Lane to Three Bridges DN Thameslink Sidings 19-Jun-16. Hauled to Eastleigh for store 5-Jul-16. Two ‘Warm Store’ trips Eastleigh to Basingstoke & back 9-Aug-16. ‘Warm Store’ trip Eastleigh to Basingstoke and back 17-Aug-16. Unit ran ‘Warm Store’ trip Eastleigh – Woking – Havant – Eastleigh on 24-Aug-16. Used on Rail Operations Group rail tour from Waterloo to Poole 29-Aug-16, returning as 15.25 Poole to Waterloo. Hauled (by 47 815) from Eastleigh to Ely Papworth Sidings 14-Sep-16. Identified for use with South Western Railway and hauled (by 47 812) to Bournemouth 19-Sep-17. Hauled to Eastleigh 27-Sep-19 for internal refit. AC Traction programme ran into difficulties and unit hauled (by 57 305+47 815) to Wolverton 7-Feb-20. Unit returned to Bournemouth depot on 12-Nov-20 as 5Q86 (sch.07†13) Wolverton works (with run-round at Poole) hauled by 57 303 (with barrier vehicles). Unit planned to be moved to Wolverton on 9-Jul-21. However, unit actually left on 28-Jul-21 formation 66722 + 73128 + 2415 + 2420 + 73107 running as 5Q81 (sch.22†00) Bournemouth depot to Wolverton with overnight recess at Eastleigh East Yard. These were the last 442 units to leave Bournemouth Depot.
2416	Last GTR working 00.06 Gatwick Airport to Victoria 2-Jun-16. Moved from Stewarts Lane to Three Bridges DN Thameslink Sidings 4-Jun-16 for store. Back to Stewarts Lane 6-Sep-16 then hauled (by 47 812) to Eastleigh Works 7-Sep-16. Hauled (by 47 815) to Ely Papworth Sidings 14-Sep-16. Unit to return to use with South Western Railway and hauled (by 47 812) to Bournemouth 5-Sep-17. Bournemouth to Eastleigh 1-Jul-19. Eastleigh to Bournemouth 21-Aug-18. Unit hauled up main line by 37 601 tailed by 57 305 (with barrier vehicles) on 18-Jan-21 as 5Q70 (sch.19†35) Bournemouth depot to Wolverton booked via Poole. Complete unit now reported as scrapped by Sims Metal Management UK Ltd (Newport) by week ending Sunday, 13^th June 2021.
2417	Last use by GTR on 19.15 Brighton to Victoria 8-Sep-16. Moved from Stewarts Lane to Eastbourne Carriage Sidings for store 9-Sep-16. Moved to Three Bridge (Tilgate) 26-Sep-16. Hauled to Eastleigh 5-Dec-16 and to Ely Papworth 9-Dec-16. Unit identified for use by South Western Railway and hauled (by 47 812) to Bournemouth 12-Sep-17. Unit painted in SWR livery whilst at Bournemouth then moved to Eastleigh for internal refit between 25-Jun-18 and 7-Jan-19. Driver Training 1-Aug-19. In service with SWR 19-Aug-19 first working 9B88 06.28 Southampton Airport Parkway to Waterloo. Unit hauled Bournemouth (sch.18†00hrs to Wolverton (possibly as 5Q70) hauled by 57 312 (with barrier vehicles) on 23-Feb-21.
2418	Unit moved to Eastbourne Sidings for store 20-May-16 but then moved back to Stewarts Lane 11-Jun-16 and return to traffic 13-Jun-16. Last use by GTR on 23.50 Gatwick Airport to Victoria 14-Jun-16. Moved from Stewarts Lane to Three Bridges DN Thameslink 19-Jun-16. Hauled to Eastleigh 5-Jul-16. ‘Warm Store’ trip Eastleigh to Basingstoke and back 27-Jul-16. Two ‘Warm Store’ trips Eastleigh to Basingstoke & back 9-Aug-16. ‘Warm Store’ trip Eastleigh to Basingstoke and back 17-Aug-16. Used for Rail Operations Group rail tour from Waterloo to Poole 29-Aug-16 returning as 15.25 Poole to Waterloo. Hauled to Ely Papworth Sidings 28-Sep-16. Back to Eastleigh 18-Oct-16 possibly for ETH mods? then back to Ely 18-Nov-16. Unit identified for use by South Western Railway and hauled (by 47 815) to Bournemouth 14-Sep-17. Eastleigh - Bournemouth 15-Sep-19. Unit hauled Bournemouth (sch.18:10hrs) to Wolverton 14-May-20 (by 47 813 as 5Q77). Unit returned to Bournemouth depot on 18-Aug-20 as 5Q86 (sch.10†30) Wolverton works (with run-round at Poole) hauled by 47 812 (with barrier vehicles). On 27-Jul-21 formation 66722 + 73128 + 2418 + 2420 + 73107 ran as 5Q81 (sch.22†00) Bournemouth depot to Wolverton with overnight recess at Eastleigh East Yard.
2419	Last GTR working 18.23 London Bridge to Eastbourne which started from Three Bridges at 18.57 24-Feb-17. Stored at Eastbourne Carriage Sidings but suffered graffiti attack and moved to Brighton for cleaning 20-Mar-17. Back to Eastbourne 23-Mar-17. Moved to Stewarts Lane 6-Apr-17, to Lovers Walk 4-May-17, to Stewarts Lane 1-Jun-17, to Lovers Walk 22-Jun-17, and to Eastbourne 17-Jul-17. Hauled (by 73 202) to Stewarts Lane 1-Aug-17, moved to Lovers Walk 25-Aug-17 and to Eastbourne 11-Sep-17. Hauled (by 73 202) to Stewarts Lane 3-Oct-17. Moved to Bournemouth 12-Oct-17. Moved to Eastleigh for AC traction fitment evaluation 1-Feb-18. MBLS 62955 removed at Eastleigh unit hauled back to Bournemouth in 4-car formation 25-Oct-18. Unit admitted to paint shop 1-Nov-18. Out-shopped in SWR livery. Unit hauled in 4-car formation to Eastleigh 18-Jan-19. 4-Car SWR livery with MBLS in GatEx livery. Moved Eastleigh to Bournemouth 2-Sep-19. Unit hauled Bournemouth to Wolverton 28-Apr-20. Following re-traction work (three-phase motors) and MBSL into SWR livery, unit no.2419 returned to Bournemouth as 5Q86 (sch.16:53hrs) from Wolverton hauled (with run-round at Poole) by 47 815 (with barrier vehicles). After a last-minute documentation issue, unit undertook a return test-trip to Weymouth and back returning in the early hours of 4-Dec-20. Unit returned to Weymouth on Monday, 4-Jan-21 and undertook night-time return trips (most nights under possession) between Weymouth and Wareham. During these tests a 455 unit sat at Dorchester South as a static load (the 455 unit number changes). These return test trips took place on the following nights: 4-Jan-21, 5-Jan-21, 9-Jan-21, 13-Jan-21, 8-Feb-21, 9-Feb-21, 22-27-Feb-21 (incl.), 14-Mar-21 & 15-Mar-21. Unit no.2419 then returned to Bournemouth on 17-Mar-21. Unit no.2419 was the first and only ‘AC’ motored class 442 unit to run under own power on the ‘Southern’. Unit hauled (with unit no.2410) as 5Y97 Bournemouth Depot (sch. 22.52) to Eastleigh East Yard sandwiched between 73 212 & 73 213 on 25/26-May-21 by GBRf 66 759. Consist then went forward as 5Q85 Eastleigh East Yard (sch.05.28) to Wolverton.
2420	Last GTR working 00.06 Gatwick Airport to Victoria 11-Jun-16. Moved from Stewarts Lane to Three Bridges DN Thameslink Sidings 11-Jun-16. Hauled to Eastleigh 4-Aug-16 then to Ely Papworth 31-Aug-16. Unit back to Eastleigh 18-Oct-16 (possibly for ETH modifications) and back to Ely 4-Nov-16. Unit identified for use with South Western Railway and hauled to Bournemouth 22-Sep-17. Moved to Eastleigh for interior refurbishment between 9-Jul-18 and 1-Feb-19. Used for traincrew training between 16-Apr-19 and 7-Jun-19. Guard’s training 16-Apr-19; 17-Apr-19; 18-Apr-19; 24-Apr-19; 25-Apr-19, 30-Apr-19, 1-May-19; 2- May-19, 3-May-19, 8-May-19; 9-May-19; 10-May-19; 19-May-19. Driver training 28-May-19; 29-May-19; 30-May-19; 31-May-19; 3-Jun-19; 4-Jun-19; 5-Jun-19; 6-Jun-19 & 7-Jun-19. In service with SWR 10-Jun-19 first working 9B88 06.28 Southampton Airport Parkway to Waterloo (with 2410 first in service with SWR). Unit was moved under own power (along with 2410) from Fratton yard (sch. dep.13†30 act. dep.13†27) to Bournemouth (sch. arr.17†16 act. arr.17†10) via Poole sidings (arr.15†42 sch. dep.17†05 act. dep.16†55) as 5Q33 on 4-Feb-21. Unit hauled (with no.2402) as 5Y97 Bournemouth Depot (sch. dep.22†52) to Eastleigh East Yard (sch. arr.00†03) sandwiched between 73 212 & 73 213 on 27/28-May-21 by ‘Biffa-liveried’ GBRf 66 783 (was this an ironic choice by GBRf?). Consist then went forward as 5Q81 Eastleigh East Yard (sch. dep.05†28 – on time) to Wolverton (sch. arr.10†39 /act. arr.10†36). Unit no.2420 was included in the consist to provide Brake Force. On 14-Jun-21 unit moved to Eastleigh behind GBRf 66 703 (with 73 201 & 73 119 as barrier vehicles) as 5Q85 from Wolverton (sch. dep. 11†30 /act. dep. 12†12) to Eastleigh East Yard (sch. arr. 14†47 /act. arr. 16†11). Unit returned to Bournemouth Depot on 17-Jun-21 hauled by EDL no.73 201 with 73 119 and GBRf 66 708 on the rear as 5W94 from Eastleigh (sch.17†59) to Bournemouth. The train was then reformed with 2404 inserted between 73 119 and 2420. Train then ran as 5Y97 Bournemouth (sch.21†30) to Eastleigh East Yard. Formation (inc. no.2404) then hauled next-day as 5Q81 Eastleigh East Yard (sch.05†55) to Wolverton sandwiched between 73 119 (f) & 73 201 (r) on 18-Jun-21 by GBRf 66 708 ‘Jayne’. Unit no.2420 was included in the consist to provide Brake Force. Unit then travelled back same-day (18-Jun-21) to Eastleigh behind GBRf 66 703 (with 73 201 & 73 119 as barrier vehicles) as 5Q85 from Wolverton (sch.11†30) to Eastleigh East Yard. Unit returned to Bournemouth Depot on 20-Jun-21 hauled by EDL no.73 201 with 73 119 and GBRf 66 703 on the rear as 5W97 from Eastleigh (sch.17†59) to Bournemouth. The train was then reformed with 2408 inserted between 73 119 and 2420. Train then ran as 5Y97 Bournemouth (sch.21†38) to Eastleigh East Yard. Formation (inc. no.2408) then hauled next-day as 5Q81 Eastleigh East Yard (sch.05†55) to Wolverton sandwiched between 73 119 (f) & 73 201 (r) on 21-Jun-21 by GBRf 66 703. Unit no.2420 was included in the consist to provide Brake Force. Unit returned to Eastleigh behind GBRf 66 703 (with 73 201 & 73 119 as barrier vehicles) as 5Q85 from Wolverton (sch.13†02) to Eastleigh East. Unit returned to Bournemouth Depot on 22-Jun-21 hauled by EDL no.73 201 with 73 141 and GBRf 66 711 on the rear as 5W97 from Eastleigh (sch.18†37) to Bournemouth. The train was then reformed with 2411 inserted between 73 141 and 2420. Train then ran as 5Y97 Bournemouth (sch.22†05) to Eastleigh East Yard. Formation (inc. no.2411) then hauled next-day as 5Q81 Eastleigh East Yard (sch.04†22) to Wolverton sandwiched between 73 141 (f) & 73 201 (r) on 23-Jun-21 by GBRf 66 711. Unit no.2420 was included in the consist to provide Brake Force. The three locomotives returned light engine to Eastleigh same-day. Unit returned late to Bournemouth Depot on 5-Jul-21 hauled by GBRf 56 081 (sent from Leicester as the EDL locomotives had overheated that morning en-route to Wolverton) with no.73 201, 73 141 and no.2420 5Q81 from Wolverton (sch.12†24) to Bournemouth. Unit no.2420 then hauled as 5Q81 Bournemouth to Wolverton sandwiched between 73 201 (f) & no.2413 thence 73 141 (r) on 7-Jul-21 by GBRf 66 713. Unit no.2420 was included in the consist to provide Brake Force. Unit returned to Bournemouth Depot same-day hauled by GBRf 66 713 sandwiched 73 141 & 73 201 as 5Q85 from Wolverton (sch.12†24) to Bournemouth. Unit no.2420 then hauled as 5Q81 Bournemouth to Wolverton (with 6hr overnight recess in Eastleigh East Yard) sandwiched between 73 201 (f) & no.2414 thence 73 141 (r) on 7-Jul-21 by GBRf 66 713. However, formation left Eastleigh East Yard on 8-Jul-21 hauled by substituted GBRf 66 776. Unit no.2420 was included in the consist to provide Brake Force. The three locomotives returned light engine with the EDLs going to Tonbridge. 73107 + 73128 ran L/E Eastleigh to Wolverton 26-Jul-21 with 66722 put on the front during recess at Willesden (arrived L/E from Peterborough). 66722 + 73107 + 2420 + 73128 then left as 5Q85 (sch.11† 50) Wolverton to Eastleigh East Yard where the Class 66 was put onto the rear for onward journey to Bournemouth depot. Same- day (26-Jul-21) 66722 + 73128 + 2422 + 2420 + 73107 ran as 5Q81 (sch.22†00) Bournemouth depot to Wolverton with overnight recess at Eastleigh East Yard. On 27-Jul-21 66722 + 73107 + 2420 + 73128 departed Wolverton as 5Q85 (sch.11† 50) to Bournemouth depot. 66722 + 73128 + 2418 + 2420 + 73107 then ran as 5Q81 (sch.22†00) Bournemouth depot to Wolverton with overnight recess at Eastleigh East Yard. On 28-Jul-21 66722 + 73107 + 2420 + 73128 departed Wolverton as 5Q85 (sch.11† 50) to Bournemouth depot. 66722 + 73125 + 2418 + 2420 + 73107 then ran as 5Q81 (sch.22†00) Bournemouth depot to Wolverton with overnight recess at Eastleigh East Yard. These were the last 442 units to leave Bournemouth Depot.
2422	Last use by GTR on 01.35 Gatwick to Victoria 25-Mar-16. Stored at Stewarts Lane. Moved to Eastleigh 5-Apr-16 then hauled to Ely Papworth 3-Aug-16. Unit to be returned to service with South Western Railway and hauled to Bournemouth 28-Sep-17. Moved to Eastleigh for interior refurbishment 17-Sep-19. As of 21-May-2020 unit at Wolverton having travelled up same-day as 5Q77 13†44 Eastleigh to Wolverton hauled by 57 301. Unit returned south to Bournemouth depot on 20-Nov-20 as 5Q86 (sch.07†13) Wolverton works (with run-round at Poole) hauled by 37 884 (with barrier vehicles). Unit planned to be moved to Wolverton on 9-Jul-21 but movement took place on 26-Jul-21 with train formed as 66722 + 73128 + 2422 + 2420 + 73107 ran as 5Q81 (sch.22†00) Bournemouth depot to Wolverton with overnight recess at Eastleigh East Yard.
2423	Moved from Stewarts Lane to Three Bridges for store 24-May-16 but then moved back to Stewarts Lane 19-Jun-16 and returned to traffic 20-Jun-16. Only worked in service a few days and its final GTR working 20.48 Brighton to Victoria 22-Jun-16. Stored at Three Bridges (Tilgate) from 26-Jun-16. Hauled to Eastleigh 7-Jul-16 then to Ely Papworth 17-Aug-16. Unit returned to Eastleigh 4-Oct-16 (possibly for ETS mod), back to Ely 14-Oct-16. Hauled to Eastleigh again 10-Nov-16 for further works? and back to Ely 6-Jan-17. Unit to be used by South Western Railway and hauled to Bournemouth 19-Sep-17. Stopped for painting 2-Jan-19. Used for traincrew training between 25-Feb-19 and 20-Mar-19. Driver training 25- Feb-19; 27- Feb-19; 28- Feb-19; 1- Mar-19, 6- Mar-19; 7- Mar-19; 14- Mar-19; 18- Mar-19; 20- Mar-19. Unit at Eastleigh for internal refit between 18-Apr-19 and 4-Jun-19. Used to taxi another unit to Eastleigh and back 1-Jul-19 and again taxi unit for move 2-Aug-19. In service with SWR 14-Jan-20, first working 9B90 05.45 Poole to Waterloo. Unit hauled Bournemouth (sch.18:00) on 5-Mar-21 to Wolverton with reversal at Poole. Hauled by 37 611 as 5Q71 with six barrier /translator vehicles. Complete unit now reported as scrapped by Sims Metal Management UK Ltd (Newport) by week ending Sunday, 20^th June 2021.

In SWR livery, no.442406 at Fratton 14^th May 2020

© Andrew Cooper

Withdrawal of 442 Units
(Inc. current disposition of SWR & off-lease stock)

On 31^st March 2021 South Western Railways’ Engineering Director put out an internal notification that their class 442 fleet would be withdrawn forthwith; intention to replace these at Bournemouth Depot with Porterbrook-owned 4-car class 458 units refurbished by Alstom (in a £25 million contract for 110mph medium and long distance services; the work being undertaken at Alstom’s Widnes site with the fifth ex.GatEx cars not being included). This SWR notification stated all their class 442 units will be disposed of following equipment recovery; this includes the ten newly AC-converted units and four undergoing conversion at Wolverton.

Unit	Status on 31^st March 2021	Location
442401	Unit scrapped^#	(Eastleigh)
442402	Leased to SWR but not used	Bournemouth
442403	SWR three-phase unit	Bournemouth
442404	SWR three-phase unit	Bournemouth
442405	Motorcoach scrapped	Eastleigh
442406	SWR three-phase conversion	Wolverton
442407	Motorcoach & DTS scrapped	Eastleigh
442408	SWR three-phase unit	Bournemouth
442409	Leased to SWR but not used	Eastleigh
442410	Had been used in SWR service	Bournemouth
442411	SWR three-phase unit	Bournemouth
442412	Motorcoach scrapped	Eastleigh
442413	SWR three-phase unit	Bournemouth
442414	SWR three-phase unit	Bournemouth
442415	SWR three-phase unit	Bournemouth
442416	SWR three-phase conversion	Wolverton
442417	SWR three-phase conversion	Wolverton
442418	SWR three-phase unit	Bournemouth
442419	SWR three-phase unit	Bournemouth
442420	Had been used in SWR service	Bournemouth
442421	Complete unit scrapped	Eastleigh
442422	SWR three-phase unit	Bournemouth
442423	SWR three-phase conversion	Wolverton
442424	Motorcoach scrapped	Eastleigh
Notes	Units in italics off-lease and being scrapped by Raxstar at Eastleigh
	^# DTS 77382 to NRM collection

The SWR class 442 fleet was in the ownership of Angel Train Contracts Ltd. However, there are indications that the units were transferred to SWR for disposal. Modified SWR class 442 units are now to be taken up to Wolverton for stripping of their new AC traction equipment only just fitted. Non-modified units are being scrapped.

The first move of two class 442 units from Bournemouth to Wolverton was scheduled to be on 24^th May 2021 but this was postponed. Operated by GBRf, it was quoted that two of DC units nos.2409 /2410 & 2420 would be moved sandwiched between two EDLs (73 212 & 73 213 to undertake braking conversions) hauled by GRf class 66 759. However, it is also reported that the class 442 units would be moved in pairs – one DC plus one AC and these moves would take place on Mondays /Wednesdays /Fridays with ‘Biffa liveried’ 66 783 pencilled in for the move on Friday, 28^th May 2021 (perhaps somebody had a sense of humour?).

In taking the AC-modified units from Bournemouth to Wolverton, unit no.2420 was regularly used to provide Brake Force instead of the two sets of Mk1 translator vehicles.

In happier times South West Trains unit no.2420 provides a connection onto the Lymington shuttle (unit no.2251) at Brockenhurst on Wednesday, 5^th May 1999. With all class 442 units being scrapped this a scene sadly never to be seen again.

Note the slightly opened fly-door on the secondman’s side; behind these there was a much heavier weather-proof door.

© John Atkinson

Of the units going to Wolverton, most AC units were accompanied by a non-modified DC unit with the latter providing the necessary brake-force for the journey; unit no.2420 having made multiple trips in this ‘brake-force’ capacity. There is no electrical equipment stripping of the non-modified DC units at Wolverton; Bournemouth have removed the 1^st class tables and USB sockets from each.

As far as BloodandCustard can ascertain the final disposition of 442 units is as follows. The six off-lease units /part units undergoing scrapping or been scrapped by Raxstar at Eastleigh. Of these one driving coach (DTS 77382 of unit 442 401) has been ‘claimed’ by the National Railway Museum.

The last of the eighteen ex.SWR units (both DC and three-phase AC conversions) were hauled away from Bournemouth Depot for stripping at Wolverton, thence taken by road (Allelys Heavy Haulage of Studley Common) to Sims Metal Management UK Ltd (Newport) for scrapping.

Summary of Disposal

Unit	Status	Disposal
442401	Off-lease (DC unit)	Unit scrapped^# Raxstar (Eastleigh)
442402	South Western Railway (AC units)	Rail-hauled to Wolverton for component recovery thence by road to Sims (Newport)
442403
442404
442405	Off-lease (DC unit)	Unit now partially-scrapped Raxstar (Eastleigh)
442406	South Western Railway (AC conversion not completed)	Rail-hauled to Wolverton for component recovery thence by road to Sims (Newport)
442407	Off-lease (DC unit)	Raxstar (Eastleigh) [Motorcoach only]
442408	South Western Railway (AC unit)	Rail-hauled to Wolverton for component recovery thence by road to Sims (Newport)
442409	South Western Railway (DC units)	Rail-hauled to Wolverton thence by road to Sims (Newport)
442410
442411	South Western Railway (AC unit)	Rail-hauled to Wolverton for component recovery thence by road to Sims (Newport)
442412	Off-lease (DC unit)	Raxstar (Eastleigh) [Motorcoach only]
442413	South Western Railway (AC units)	Rail-hauled to Wolverton for component recovery thence by road to Sims (Newport)
442414
442415
442416	South Western Railway (AC conversion not completed)
442417
442418	South Western Railway (AC units)
442419
442420	South Western Railway (DC unit)	Rail-hauled to Wolverton thence by road to Sims (Newport)
442421	Off-lease (DC unit)	Unit scrapped Raxstar (Eastleigh)
442422	South Western Railway (AC unit)	Rail-hauled to Wolverton for component recovery thence by road to Sims (Newport)
442423	South Western Railway (AC conversion not completed)
442424	Off-lease (DC unit)	Unit now believed completely scrapped by w/e 19 Sep-21 Raxstar (Eastleigh)
Note	^# DTS 77382 of unit 442 401 to NRM collection

Originally published on www.BloodandCustard.com^©, thanks go to research author John Atkinson, webpage author, editorial and additional information from C. Watts with contributions made by Nick Mason & Ashley Butlin along with the many photographers listed below their images.

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