Today we associate the term Networker only with classes 465, 466 and 365, however the Networker was conceived by Network SouthEast as a family of new electrical multiple units to cover all applications within their sector - inner suburban, outer suburban and long distance, 750v DC, 25kV overhead and dual voltage/pickup. This family would have provided all replacements for life expired EMU stock, and stock for the Thameslink 2000 and CrossRail projects. Network SouthEast management took the bold and imaginative decision to apply (the then) new advanced technology of welded aluminium construction and GTO thyristor controlled three phase ac drive traction motors. It was hoped that the economies of scale and the adaptability of the traction package (dual voltage capability can be achieved much more simply compared to the previous cumbersome engineering required) would provide large new fleets economically. However the prevailing financial strictures of the time, internal politics within BR, relationships with the government and rolling stock contractors, resulted in the promising Networker project failing to take off and the final death blow was the hiatus in new rolling stock orders caused by the privatisation process.

photograph by Michael Taylor

The class 465 was the first member of the Networker family to provide replacements for the ageing inner suburban mk1 EMUs on the Kent Link routes. Associated with this overall £800 million project was 25% of the total expenditure on infrastructure renewal - a high ratio for such work. This thorough infrastructure renewal consisted of upgrading track, lengthening of platforms, renewal of signalling and immunisation of signalling circuits from ac currents, increasing clearances, upgrading of power supplies, and provision of depot and berthing facilities.

photograph by David Overall

In April 1988 NSE invited tenders for 710 class 465 vehicles. At this point internal politics within BR came into play. NSE preferred the BREL (who became part of ABB) design but Metro-Cammel (who became part of GEC- Alsthom) offered better project management. Thus because a contractor could not build another contractor's design a typically British fudge was reached. A very detailed specification for the Networker unit based on the ABB design was devised (including mock-ups of interior and external styling) and both contractors were selected to build batches. This manoeuvring and delays in approval led to contracts not being signed until August 1989 with deliveries scheduled for two years later. Such was the tightness of the specification that units from both manufacturers look almost identical - the differences largely being in minor finishing details (such as air vents) and operating systems (such as the door operating mechanisms). Ultimately such dual sourcing has not proved beneficial since parts from each maker are not interchangeable so two distinct sets of spare parts have to be stocked. Nor are cars from one manufacturer compatible within a unit built by the other. The contracts were originally placed for a reduced number of vehicles with options for further batches. However financial constraints would delay orders for the quantity of units required to permit the introduction of twelve car services so as an interim measure an option was converted to build a small sub fleet of two car units (designated class 466) to make up ten car services.

photograph by Colin Duff

Visit the Crossrail website for further information on the present proposals and see on the maps which Southern lines are involved.