View source for British Rail Classes 445 and 446

{{Short description|Prototype British electric multiple unit trainsets}}
{{Use dmy dates|date=December 2016}}
{{Use British English|date=December 2016}}
{{More citations needed|date=December 2009}}
{{Infobox train
| background = #012545;color:white
| name = British Rail Class 445 and 446
| image = 4-PEP-4002.jpg
| imagealt = 
| imagesize = 300px
| caption = 4PEP unit No.4002 in the sidings at Wimbledon depot
| interiorimage = 
| interiorimagealt = 
| interiorcaption = 
| service = 1971-1980
| manufacturer = [[British Rail Engineering Limited|BREL]]
| ordernumber = {{ubl|30818 ({{abbr|DMSO|Driving Motor Second Open}}, 445, 446)|30819 ({{abbr|MSO|Motor Second Open}}, 445)<ref name=Longworth2015>{{harvnb|Longworth|2015|pp=40, 45, 142, 144}}</ref>}}
| factory = [[BREL York]]
| family = 1972 design ({{abbr|PEP|Prototype Electro-Pneumatic}})<ref>{{cite web|url=https://api.parliament.uk/historic-hansard/commons/1973/oct/23/prototype-electro-pneumatic-train|title=PROTOTYPE ELECTRO PNEUMATIC TRAIN: HC Deb 23 October 1973 vol 861 cc1217-24|work=[[Hansard|Parliamentary Debates (Hansard)]]|date=23 October 1973|access-date=21 February 2016}}</ref>
| replaced = 
| yearconstruction = 1971
| yearservice = 1973<ref name=Longworth2015 />
| refurbishment = 
| yearscrapped = 
| numberconstruction = 
| numberbuilt = {{ubl|2 × 4-car (445)|1 × 2-car (446)}}
| numberservice = 
| numberpreserved = 
| numberscrapped = All
| formation = 2/4 cars per trainset:{{ubl|DMSO+MSO+MSO+DMSO (445)|DMSO+DMSO (446)}}
| diagram = {{ubl|861 (DMSO, 445, 446)|862 (MSO, 445)<ref name=Longworth2015 />}}
| code = {{ubl|PEP}}
| fleetnumbers = {{ubl|4001-4002 (445, set)|2001 (446, set)|64300-64305 (DMSO, 445, 446)|62426-62429 (MSO, 445)}}
| capacity = {{ubl|280 (445)|136 (446)|68S (DMSO)|72S (MSO)<ref name=Longworth2015 />}}
| operator = [[British Rail]]
| depots = 
| lines = 
| carbody = 
| trainlength = {{ubl|{{convert|264|ft|10|in|abbr=on}} (445)|{{convert|132|ft|5|in|abbr=on}} (446)}}
| carlength = {{ubl|{{convert|64|ft|11+1/2|in|abbr=on}} (DMSO)|{{convert|65|ft|4+1/4|in|abbr=on}} (MSO)<ref name=Longworth2015 />}}
| width = {{convert|9|ft|3|in|abbr=on}}<ref name=Longworth2015 />
| height = {{convert|11|ft|6+1/2|in|abbr=on}}
| floorheight = 
| platformheight = 
| entrylevelorstep = 
| doors = Bi-parting sliding
| wheeldiameter = 
| wheelbase = 
| maxspeed = {{convert|75|mph|abbr=on}}
| weight = {{ubl|{{convert|31|LT|6|Lcwt|abbr=on}} (DMSO, 64305)|{{convert|35|LT|7|Lcwt|abbr=on}} (DMSO, others)|{{convert|34|LT|6|Lcwt|abbr=on}} (MSO)<ref name=Longworth2015 />}}
| axleload = 
| traction = 
| traction motors = 4 × [[General Electric Company plc|GEC]]<ref name=Longworth2015 /> (per car)
| poweroutput = 4 x {{convert|100|hp|abbr=on}} (per car) {{ubl|{{convert|1600|hp|abbr=on}} (445, total)|{{convert|800|hp|abbr=on}} (446, total)}}
| tractiveeffort = 
| transmission = 
| acceleration = 
| deceleration = 
| aux = 
| powersupply = 
| hvac = 
| electricsystem = 750 V DC [[third rail]]
| collectionmethod = [[Current collector#Contact shoe|Contact shoe]]
| uicclass = 
| aarwheels = 
| bogies = {{ubl|BREL BP8 (2001)<ref>{{cite journal |last1=Bull |first1=J. T. |last2=Cronin |first2=J. E. |title=Introducing GN Electrics |journal=Proceedings of the Institution of Mechanical Engineers |date=1978 |volume=192 |issue=1 |page=72 |doi=10.1243/PIME_PROC_1978_192_008_02 |issn=0020-3483}}</ref>|BREL BT5 (4001)|Mk6 (4002, 446)|F-type (64305)<ref name=Longworth2015 />}}
| brakes = {{ubl|[[Railway airbrake|Air]] [[Electropneumatic brake|EP]]/[[rheostatic brake|rheostatic]] (445)|Air, rheostatic (446)}}
| safety = 
| coupling = {{ubl|[[Scharfenberg coupler|Scharfenberg]] (outer)|[[Drawbar (haulage)|Bar]] (inner)}}
| multipleworking = Within type only
| light = 
| gauge = {{Track gauge|sg|allk=on}}
| notes = 
}}

The '''PEP''' ('''Prototype Electro Pneumatic Train''') Stock were prototype [[electric multiple unit]]s used on [[British Rail]]'s [[Southern Region of British Railways|Southern]] and [[Scottish Region of British Railways|Scottish Regions]] during the  1970s and early 1980s. They were forerunners of the [[British Rail]] ''[[List of British Rail electric multiple unit classes#Second generation|Second Generation]]'' electric multiple unit fleet. Three units were built, one two-car unit (2001), and two four-car units (4001/4002). Under [[TOPS]], the driving cars were originally classified as '''Class 461''' with the non-driving motor cars as '''Class 462'''.<ref name=Longworth2015 /> They were later reclassified as '''Class 445''' (4PEP) and '''Class 446''' (2PEP).

Internal layout was for commuter services; low-backed, bus-style 2+2 seating in open saloons, wide [[Corridor connection|gangways]] with [[hanging strap]]s, and no lavatory facilities. They were the first electric multiple units designed by British Rail with electric sliding doors,<ref>{{cite web|url=http://www.traintesting.com/PEP_stock.htm|title=High Density PEP stock on Southern Region|work=Testing Times|access-date=21 February 2016|url-status=dead|archive-url=https://web.archive.org/web/20160312043635/http://www.traintesting.com/PEP_stock.htm|archive-date=12 March 2016|df=dmy-all}}</ref> outside the [[Scottish Region of British Railways|Scottish Region]]. They were unable to operate with any other stock due to their new coupling system.<ref name=sremg>{{cite web |url=https://sremg.org.uk/emu/2-4pep.shtml |title=2-Pep and 4-Pep |work=Southern Railway E-mail Group |access-date=21 February 2016}}</ref> Externally, 2001 was finished in unpainted aluminium, while 4001/4002 were painted in all-over [[Rail Blue]].<ref>{{cite web|url=http://www.traintesting.com/images/PEP_stock_leaflet.jpg|title=PEP: The commuter train of the future|work=Testing Times|access-date=21 February 2016|url-status=dead|archive-url=https://web.archive.org/web/20161220140816/http://www.traintesting.com/images/PEP_stock_leaflet.jpg|archive-date=20 December 2016|df=dmy-all}}</ref> In passenger use, they normally operated together as a ten-car formation.

==Design==
On the '''4-PEP units''' the non-driving cars were powered, similar to London Underground practice at the time, but a departure from previous British Railways designs where there had not been any 4-car units with all axles powered.<ref name=World>{{cite magazine| author =<!--Staff writer(s); no by-line.--> | title = SR high-capacity prototype train on trial| magazine = Railway World| location = Shepperton
| publisher = Ian Allan| publication-date = November 1971| volume = 32| issue = 378| pages = 498–499}}</ref> Also introduced for the first time was rheostatic braking with cam-controlled analogue logic, and fluorescent lighting working at 50&nbsp;Hz. Interior design was open saloons with 2+2 seating, although this was not considered to be finalised until after trial running, and also included communicating doors between coaches and between units, with the driving cars having 2 pairs of sliding doors each and 3 pairs on the non-driving coaches.<ref name=World />

==Passenger use==
[[File:BR prototype 4-PEP Class 445 4001 (36690419280).jpg|thumb|left|4001 at London Waterloo in July 1975]]
All three units were initially assigned to the South Western Division of the [[Southern Region of British Railways|Southern Region]], based at Wimbledon Park and Strawberry Hill. Upon arrival, they were used under an extensive testing programme prior to entering full passenger service in June 1973, on services from [[London Waterloo station|Waterloo]] to {{stnlnk|Chessington South}}, {{stnlnk|Hampton Court}} and {{stnlnk|Shepperton}}. In August 1973, all three units were moved to the South Eastern Division, where they worked services from [[Cannon Street station|Cannon Street]]/{{stnlnk|Charing Cross}} to {{stnlnk|Bromley North}}, {{stnlnk|Dartford}} and {{stnlnk|Sevenoaks}}. Although capable of being used as a single 10-car formation on the SED, a number of failures saw them returned to the SWD after a month.

==Departmental use==
After the units were withdrawn from passenger service, they continued to be used by the Research department for further tests.<ref>{{harvnb|Marsden|1984|p=118}}</ref> For this purpose, the units and individual carriages were all renumbered into the departmental series. The two Class 446 power cars were teamed with a newly built pantograph trailer and became [[TOPS]] Class 920, number 920001.<ref name=sremg /> This was then used for the development of Classes 313–315.<ref>{{cite magazine|title=Time for a PEP talk|magazine=Rail Express|date=September 2011|pages=21–25|issue=184|issn=1362-234X}}</ref> The two Class 445 four car sets became [[TOPS]] Class 935, numbered 056 and 057 in the Southern Region departmental (non-revenue earning) unit series. 056 saw little use, being stored at Wimbledon Park until June 1980, when it was transferred to the [[Railway Technical Centre]] at [[Derby]].

==Production classes==
The production-run classes which are most visibly similar to the prototype Stock are the dual voltage 750 V DC / 25 kV AC [[British Rail Class 313|Class 313]], the 25 kV AC Classes [[British Rail Class 314|314]] and [[British Rail Class 315|315]], and the 750 V DC Classes [[British Rail Class 507|507]] and [[British Rail Class 508|508]]. It was also planned that the rolling stock for the services through the proposed [[Picc-Vic tunnel]], intended as [[British Rail Class 316 (Picc-Vic)|Class 316]], would have formed part of the PEP family.<ref>{{cite book |last1=Brook |first1=Richard |last2=Dodge |first2=Martin |title=Infra_MANC |url=http://personalpages.manchester.ac.uk/staff/m.dodge/Infra_MANC_catalogue.pdf |publisher=CUBE Gallery |pages=144–145 |date= 2012|access-date=19 January 2016}}</ref> However, subsequent builds have also drawn heavily on the experience gained by this stock.

The PEP units had three sets of sliding doors on each of the non-driving cars for handling dense inner-suburban traffic. However, the Class 313 and all subsequent builds, including later Mark 3-based units, have only had two sets of doors per car.

==Disposal==
[[File:Experimental Railway Coach - geograph.org.uk - 696159.jpg|thumb|PEP coach on the scrapline at Long Marston in 1986]]
All three units were finally taken out of use in the mid-1980s. None of the cars have survived; 920001 was scrapped in 1987, 056 in 1986 and 057 in 1990.

==Formations==
The unit formations in passenger and departmental service were:

{| class="wikitable"
!Unit No.
!Class
!Unit Type
!DMSO
!MSO (*PTSO)
!MSO
!DMSO
|-
|colspan=7 align=center|'''Formations in Passenger Use'''
|-
|align=center|2001
|align=center|446
|align=center|2PEP
|align=center|64300
|align=center|-
|align=center|-
|align=center|64305
|-
|align=center|4001
|align=center|445
|align=center|4PEP
|align=center|64301
|align=center|62427
|align=center|62428
|align=center|64302
|-
|align=center|4002
|align=center|445
|align=center|4PEP
|align=center|64303
|align=center|62426
|align=center|62429
|align=center|64304
|-
|colspan=7 align=center|'''Formations in Departmental Use'''
|-
|align=center|920001<ref name=Marsden1984-114>{{harvnb|Marsden|1984|p=114}}</ref>
|align=center|920
|align=center|3PEP
|align=center|ADB975430
<small>(ex. 64300)</small>
|align=center|ADB975431<br><small>New-build trailer</small>
|align=center|-
|align=center|ADB975432
<small>(ex. 64301)</small>
|-
|align=center|(935) 056<ref name=Marsden1984-114 />
|align=center|935
|align=center|4PEP
|align=center|ADB975848
<small>(ex. 64303)</small>
|align=center|ADB975845
<small>(ex. 62427)</small>
|align=center|ADB975846
<small>(ex. 62428)</small>
|align=center|ADB975847
<small>(ex. 64302)</small>
|-
|align=center|(935) 057<ref name=Marsden1984-114 />
|align=center|935
|align=center|4PEP
|align=center|ADB975844
<small>(ex. 64305)</small>
|align=center|ADB975849
<small>(ex. 62426)</small>
|align=center|ADB975850
<small>(ex. 62429)</small>
|align=center|ADB975851
<small>(ex. 64304)</small>
|}

==References==
{{Reflist|30em}}

===Sources===
*{{cite book|title=British Railways Electric Multiple Units to 1975|first=Hugh|last=Longworth|publisher=Oxford Publishing Co.|year=2015|isbn=9780860936688|oclc=923205678}}
*{{cite book|title=Departmental Stock|first=Colin J.|last=Marsden|series=Rolling stock recognition|volume=3|publisher=Ian Allan|year=1984|isbn=9780711014466|oclc=15107222}}

==Further reading==
*{{cite journal |last1=Ball |first1=N. D. |title=The BR High-Density Prototype Electric Multiple Unit Stock |journal=Railway Engineering Journal |date=1972 |volume=1 |issue=1 |pages=21–37 |publisher=the Institution of Mechanical Engineers |location=London |issn=0048-6515 |oclc=1559754}}
*{{cite book|title=EMUs|first=Colin J.|last=Marsden|series=Motive Power Recognition|volume=2|publisher=Ian Allan|year=1982|pages=134–136|isbn=9780711011656|oclc=16537600}}

==External links==
*{{commons category-inline}}

{{BR 1972 design}}
{{Network Rail Departmental Multiple Unit Classes}}
{{British Rail EMU}}

{{DEFAULTSORT:British Rail Class 445}}
[[Category:British Rail electric multiple units|445]]
[[Category:BREL products|445]]
[[Category:British Rail Departmental Units]]
[[Category:Train-related introductions in 1971]]
[[Category:750 V DC multiple units]]