Rolling stock of Network SouthEast
List of rolling stock
Stock is shown in ascending order of class number, as assigned by the TOPS classification scheme. Some classes of rolling stock used during the NSE era are still in use by the privatised train operating companies which succeeded it.

Rolling stock of Network SouthEast

Section Title: List of rolling stock
Table Section Text: Stock is shown in ascending order of class number, as assigned by the TOPS classification scheme. Some classes of rolling stock used during the NSE era are still in use by the privatised train operating companies which succeeded it.

Class	Type	Image	Built	Notes	Refs

101	DMU	-	1956	These units were cascaded to southeast England in the 1980s from other parts of the BR network. With two doors on each side per carriage, the boarding and alighting of large numbers of passengers was inconvenient.

104	DMU	-	1957	By 1990, "particularly poor" seating in "dingy saloons" meant these Birmingham-built trains had a short life. NSE inherited 20 vehicles (formed into ten two-coach sets) and had halved their number by 1994.

108	DMU	-	1958	Nine of these two-coach units survived until after 1990 on the Marston Vale Line (Bedford–Bletchley) and on the short-lived extension to Kettering and Corby.

115	DMU	-	1960	Throughout their working life—which ended in 1991, apart from occasional journeys, when Class 165 units were introduced—these trains were used solely on the Chiltern Line from Marylebone.

117	DMU	-	1959	These were used almost exclusively on routes out of London Paddington. By the NSE era, 30 three-coach units survived; all remained in service until Class 165 stock was brought in on these routes during 1992.

119	DMU	-	1959	"Particularly sumptuous seating" in a spacious layout and "vast [van] space" characterised these three-coach units, eight of which were used on North Downs Line services until just before the end of the NSE era: their luggage capacity made them ideal for Gatwick Airport traffic on that route.

121	DMU	-	1959	These were similar to Class 117 stock in many ways: the same builder (Pressed Steel Co., Linwood), same appearance, same area of operation and same fate (replaced by Class 165 units).

159 ()	DMU	-	1990	The locomotives used on the West of England Main Line services between London Waterloo and Exeter were life-expired and unreliable by the early 1990s.

165 ()	DMU	165119 at Didcot Parkway.JPG	1991	The diesel version of the Networker concept was launched on the Thames and Chiltern routes (from Paddington and Marylebone) from 1991.

166 ()	DMU	-	1992

201	DEMU	-	1957	A small number of units in this fleet survived until the start of the NSE era, serving the Hastings Line. This had been electrified with effect from 27 April 1986, just before Network SouthEast was launched, and EMUs eventually replaced all of these narrow-bodied diesel-electric units.

202	DEMU	-	1957	Like the Class 201 units, these had six coaches and were built in 1957 for the Hastings Line, which had narrow tunnels necessitating special narrow-bodied stock.

203	DEMU	BR SR Thumper 4L 203001 and 6L1001 DEMUs - Uckfield Line 09.JPG	1957	Four of these five-coach units, which apart from their length were identical to Class 201 and 202 stock, were still in use on the Hastings Line when Network SouthEast was launched, but electric multiple units soon supplanted them after the route was electrified in spring 1986.

204	DEMU	-	1957	As with the other "Hastings Units", a small number of vehicles survived for a short time at the start of the NSE era.

205	DEMU	-	1957	Known as "Thumpers" because of the noise of their English Electric four-cylinder engines, these 75 mph trains were introduced to lines in Hampshire but were later used all over southeast England, including occasionally on long-distance services for which they were poorly suited.

206	DEMU	-	1957	The so-called "Tadpole" units were nicknamed for the different widths of their ex-Class 201 driving cars and the narrower two-coach driving trailers taken from Class 416 stock.

207	DEMU	-	1962	By 1990 there were only eight of these three-coach units left; 19 were built originally. They were designed for services in the Kent and East Sussex area which needed to use the Three Bridges to Tunbridge Wells Central Line, which had a narrow tunnel; accordingly they had narrower bodies and fewer seats.

302	EMU	-	1956	These were built for the London, Tilbury & Southend route at Doncaster and York and received midlife refurbishments before the NSE era, including the retrofitting of gangways.

305	EMU	-	1960	Two sub-classes were built in 1960: 305/1 for inner suburban services from Liverpool Street station, and 305/2 for longer-distance traffic. Both were capable of 75 mph, had "attractive low-backed seating" and a distinctive driving cab, and lacked gangway connections.

307	EMU	-	1956	NSE inherited a stock of 32 four-coach Class 307 units, which were used exclusively on the Great Eastern route out of Liverpool Street, and got rid of all of them by 1990.

308	EMU	-	1959	NSE had 33 of these units, each of four coaches. They were the same as the Class 305/2 stock and were also used for longer-distance suburban work, although during the NSE era they worked out of Fenchurch Street on the London Tilbury & Southend route.

309	EMU	-	1962	British Rail's first 100 mph EMUs were used on the main lines out of Liverpool Street to places such as Harwich, Norwich and Clacton-on-Sea.

310	EMU	-	1965	Described as "the AC version of the ubiquitous Class 423 units", which ran on third rail (Direct current) electrified lines south of London, this fleet of 38 four-coach units were used on London Euston—Northampton services until 1988, when NSE transferred them to the routes from Liverpool Street to Essex.

312	EMU	-	1975	A later date of manufacture, flat windscreens and a top speed of 90 mph distinguished these trains from the 75 mph Class 310 trains, to which they were otherwise identical.

313 ()	EMU	-	1976	When the Great Northern suburban routes to Kings Cross and Moorgate were electrified in the late 1970s, this batch of 64 three-coach units was built to work them.

315 ()	EMU	-	1980	These were introduced in 1980 to replace 1940s-built Class 306 units on the lines out of Liverpool Street. The 64-unit fleet had aluminium bodywork, sliding doors, a 75 mph top speed and a "modern appearance" which was similar to the Class 313.

317 ()	EMU	-	1981	This 100 mph, 72-unit fleet sat unused for two years because of a DOO dispute; and their design was criticised upon their introduction in the early 1980s.

319 ()	EMU	-	1987	Initially 46 four-coach units were ordered, but in May 1987 this was revised to 60 because passenger numbers on the London St Pancras–Bedford route were growing rapidly.

321 ()	EMU	-	1988	The contract for 46 units to replace life-expired stock on the Great Eastern Main Line was signed off in September 1987—one of NSE's first rolling stock orders.

322 ()	EMU	-	1990	Five units of four cars each were built for the Stansted Express service—a non-stop shuttle train between Liverpool Street and London Stansted Airport.

365 ()	EMU	365530 arriving at Cambridge.JPG	1994	The last new units to be delivered in the NSE era, these four-coach trains were high-speed "Express"-branded variants of the Networker concept, capable of 100 mph running.

411	EMU	-	1956	The Kent Coast lines were electrified by British Railways as part of the 1955 Modernisation Plan, and these units were built between 1956 and 1961 to operate services on them.

412	EMU	-	1956	These were built alongside the Class 411 units and were identical except for the inclusion of a buffet car. Until the early-1980s refit there were 22 4-coach units of this configuration, but 15 had their buffet facilities removed at that time and were reclassified as Class 411.

413	EMU	-	1958	These units (22 of which were in service at the start of the NSE era, with some scrapped in 1990) were classified with this number in 1979 when they were formed from pairs of Class 414 two-car units coupled end-on and slightly reconfigured internally.

414	EMU	-	1959	Built in the late 1950s and early 1960s for mainline duties in Kent, these 90 mph two-coach EMUs were outdated and "anachronistic" by the time Network SouthEast was formed, when they were used on the South Western Main Line from London Waterloo.

415	EMU	-	1950	These four-coach trains were also known as 4EPB units in reference to their electropneumatic brakes. As the first Southern Region units to be so equipped, they were "revolutionary"—but their appearance was old-fashioned, based on the pre-war 4SUB units, and bogies and some other parts were recycled from pre-war stock.

416	EMU	-	1954	These had two coaches but were otherwise identical to the four-car Class 415 units. Built at Eastleigh Works in two batches—100 units in 1954 and 34 in 1959—almost all survived well into the NSE era.

418	EMU	-	1976	This class was formed in 1974 and 1976 when certain Class 414 units of 1950s vintage had their First Class accommodation removed.

421	EMU	-	1964	The first units in this class were built in 1964 and they entered service the following year on the Brighton Main Line.

422	EMU	-	1964	This class consisted of 18 four-coach units which were identical to Class 421 vehicles except for the inclusion of a buffet car in the third coach.

423	EMU	-	1967	"The ubiquitous Class 423" was used on all parts of NSE's DC-traction (third rail) network. In 1990 there were 195 units in service, each of four coaches, with a maximum speed of 90 mph.

430	EMU	-	1967	NSE had 15 of these four-coach units for use on the South Western Main Line to Bournemouth prior to the electrification onward to Weymouth.

438	EMU	-	1967	These four-coach units, originally designated Class 491, ran in single- or double-set formation behind Class 430 units between London Waterloo and Bournemouth, then behind a locomotive as far as Weymouth (or, on occasion, Weymouth Quay—the town's dedicated boat train station).

442 ()	EMU	-	1988	NSE ordered 24 Class 442 "Wessex Electrics" units in 1988 for the South Western Main Line electrification scheme which was completed that year.

455 ()	EMU	-	1983	The mainstay of NSE's South Western Lines network are still used on the same routes out of London Waterloo as of 2017 by privatised operator South Western Railway.

456 ()	EMU	Southern456009-WandsworthRoad-20040927.JPG	1991	These were built at York Works in 1991 after the Class 319 and 321 construction programme finished. The bodies were based on those units, but the couplings were designed so that the 24 two-coach units could be coupled to Class 455 stock if required.

465 ()	EMU	465034 at Waterloo East.JPG	1991	NSE began the Networker tendering process in April 1988, Transport Secretary Cecil Parkinson authorised the first part of the order (built by British Rail Engineering Limited) in August 1989, and the earliest coaches entered service in 1991.

466 ()	EMU	-	1993	NSE was required to offer the Networker contract to more than one company, so Metro Cammell of Washwood Heath built the second set of Networkers which entered service in 1993 and 1994, just before NSE ceased to exist.

482 ()	EMU	-	1992	The "small size and specialised nature of the fleet" meant that the Class 487 units used on the Waterloo & City line were difficult to replace.

483 ()	EMU	-	1938	To replace the Class 485 units used on the Island Line since 1967, British Rail bought ten two-coach sets of redundant 1930s London Underground stock in October 1988.

485	EMU	-	1923	NSE inherited the Island Line—a detached branch line running between Ryde and Shanklin on the Isle of Wight—and its stock of ancient ex-London Underground trains.

487	EMU	-	1940	The Waterloo & City line, a deep-level tube, was operated by British Rail from its opening in 1900 until 1994, when it was transferred from Network SouthEast to London Underground.

Sentence(s)

The Class 365 were built in 1994 and its last units entered service in the NSE era.

final_sentence: The Class 365 were built in 1994 and its last units entered service in the NSE era.