Network SouthEast Railway Society

Network SouthEast inherited a widely varied range of rolling stock, some of which was approaching advanced age. This, together with the conceptual aftermath of various accidents regarding the 'telescoping' of non-integral stock on impact, in conjunction with the unfashionable and outmoded nature of slam doors, demanded the design of a new generation of rolling stock encompassing a revised set of principles.

Chris Green characteristically perceived this as a challenge, an opportunity to present an entirely fresh set of design ideals to BR's development team. Thus was instigated the emergence of the 'Networker' - an extended family of units based on a common theme. This was lauded as "The revolutionary Networker train for the south-east", a landmark achievement in terms of technical innovation - if not passenger accommodation! Featuring integral, welded aluminum construction and the then novel idea of AC traction motors, it was hailed as the lightweight, energy efficient train of the future.

The reality unhappily transpired a something rather different. BREL's ingenuity was seemingly extended beyond its limits, and what Chris Green had described as "our proudest moment" degenerated into a protracted battle against an apparently endless plethora of faults - with immensely disruptive effects on services.

Meanwhile, other NSE units of rather more conventional design, were becoming part of the scenery. These included the dual voltage 319s, built for the new Thameslink service - the first to cross central London since the first world war. Large numbers of similar, but single voltage units were build 321s for Great Eastern and Northampton Line, 322s for another new service - Stanstead Express, and the two car 456s South London Lines. All of these units had evolved from pre-NSE designs like the 455, but had rather more effort put into their appearance and featured high backed seats and toilets! Aside from the Networker, the other flagship units for the Southern were the class 442s, marketed as Wessex Electrics and commonly know as Pigs. Built for the Branksome - Weymouth electrification, these were the only full length Mk 3 based units constructed and were also the first to have air conditioning and plug doors; conversely they were the last built with a proper buffet and first class in compartments. The 442s had a heavily sculpted front end, with wrap around windscreens and were rightly seen as one of the best modern electric units. However, in true Southern tradition, they reused electrical equipment from their predecessors, the 4-Reps. As such they became the last units built with camshaft control, buckeye couplers and traditional EP/Westinghouse Automatic brakes.

The class 465 'Kent Link Networkers' gained a dual voltage relative in the 365 for Kent Coast and Great Northern, and a diesel alternative in the class 165 and 166 'Turbos'. These became a priority for Chiltern once closure threats were finally aborted, and later took over Thames services out of Paddington, in both cases replacing a variety of first generation DMUs. An express version in the 166 featured better accommodation and (less than reliable) air conditioning. A further derivative was planned for the Waterloo-Exeter service to replace loco hauled trains, but due to the pressing need for a rapid entry into service, 158s were diverted from Regional Railways, altered internally and classified class 159, becoming 'South Western Turbos' in publicity.

Whilst the more conventional electric units and the 'Turbos' in their various guises, settled down to become reliable day-to-day workhorses, it must be said that the Networkers have never lived up to expectations. As their design progressed, they became both heavier and more power hungry - requiring upgrades to the supply on the Southern and thus achieving the opposite of one of their original aims. They have also never proved to be particularly reliable. It was a brave attempt, but it could be said that their designers attempted to cram in too much new technology in one go. Passenger comfort was also an issue for this family, as it veered further from the practical and into the realms of the theoretical - the seats were ergonomically designed but lacking in padding and the hopper windows opened to create a significantly smaller aperture than preceding units. Train crew also suffered, the cabs on units of this era being best described as greenhouses. Older stock continued to soldier on alongside the new order, and unsurprisingly they had their advocates - although often as not, denouncers too. In the latter instance, the media became ever more vociferous, evidently believing that the panacea for all ills in railway terms lay in 'New Trains'. They appeared utterly blind to the realities engendered by ailing infrastructure and temperamental new trains, but the damage was done. On this basis both the public and media desired to accelerate the demise of all rolling stock upon which the gleam of youth had faded - an utterly impractical proposition borne of ignorance of both lead times for new stock and the intended longevity of existing stock. From heron the die was cast, both NSE and its successors had to weather a constant barrage of criticism for an aspect of railway operation both unassailable and inevitable - objects do not perforce remain 'new'.

Whatever the pros and cons, the NSE era initiated a thorough break with former standards of multiple unit design, a genuine attempt to create a new generation of rolling stock embracing the not always entirely compatible dual demands of passenger provision and operational requirements. The trains work on to tell the story - Networkers frequently still boldly wearing their NSE colours, some even with 'Network SouthEast' yet visible.......