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British Rail Class 460
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| British Rail Class 460 Juniper | |
|---|---|
_06_(6390145959)_adjusted.jpg) Class 460 at Clapham Junction in June 2008, showing the DMLFO vehicle's luggage compartment | |
 Standard-class interior of a Class 460 unit | |
| In service | 2000–September 2012 |
| Manufacturer | Alstom |
| Built at | Washwood Heath, Birmingham |
| Family name | Coradia Juniper |
| Replaced | |
| Constructed | 1999–2001 |
| Number built | 8 |
| Number preserved |
|
| Successor | Class 442 |
| Formation |
|
| Design code | 8-GAT[1] |
| Fleet numbers | 460001–460008 |
| Capacity | 366 seats[2] |
| Owners | Porterbrook |
| Operators | Gatwick Express |
| Depots | Stewarts Lane (London) |
| Specifications | |
| Car body construction | Steel[3] |
| Car length |
|
| Width | 2.80 m (9 ft 2 in) |
| Height | 3.77 m (12 ft 4 in) |
| Doors | Dual-leaf sliding plug |
| Maximum speed | 100 mph (161 km/h) |
| Traction motors | 10 × Alstom T3517 three-phase AC[3] (2 per motor car) |
| Power output | 2,704 kW (3,626 hp)[3] |
| Electric system(s) | 750 V DC third rail |
| Current collection | Contact shoe |
| Bogies | Alstom ACR[3] |
| Safety system(s) | |
| Coupling system |
|
| Multiple working | Not fitted |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in) standard gauge |
The British Rail Class 460 Juniper (8-GAT) was a class of electric multiple-unit passenger trains built by Alstom at Washwood Heath between 1999 and 2001. They were part of Alstom's Coradia Juniper family, which also includes Classes 334 and 458.
For the entirety of their service life they operated Gatwick Express services between London Victoria and Gatwick Airport. Following their withdrawal by Gatwick Express in 2012, the fleet was merged with the mechanically similar Class 458 fleet and extensively rebuilt to form a fleet of 36 units—designated Class 458/5—that are now used by South Western Railway.
History
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National Express (NX) began operating the Gatwick Express franchise in April 1996, having been awarded a 15-year contract to do so by the Director of Passenger Rail Franchising as part of the privatisation of British Rail. The company was required as part of the award to replace the existing Gatwick Express rolling stock, which had already been in service for more than 12 years when National Express had inherited it from British Rail.[2] Accordingly, NX and rolling stock lessor Porterbrook placed an order with Alstom for the construction and delivery of eight eight-car units, enough to run services at 15-minute intervals at peak times.[2][5]
All eight units, numbered 460001–460008, were manufactured at the former Metro-Cammell works at Washwood Heath in Birmingham, which Alstom had acquired in 1989. Each unit was formed of two motor cars with driver's cabs, three intermediate motor cars, and three intermediate trailer cars. One driving car, coded DMLFO and usually kept at the London end of the train, consisted of a large luggage compartment and a small section of first-class seating, while the other driving car was fitted with standard-class seating throughout.[5][6] The fibreglass nosecones—which earned the class the nickname Darth Vaders among some rail enthusiasts—concealed the anti-climbers and an emergency coupler.[7] One bogie on each motor car was fitted with traction motors.
Delivery of the new units began in 2000, but their entry into service was delayed by a number of defects – particularly concerning the braking systems, air-conditioning, and Train Management System (TMS) software. Only after an extensive program of repairs and modifications by Alstom did the fleet's reliability reach a level sufficient to allow full withdrawal of the ex-BR stock in 2005.[2]
On 22 June 2008 the lease for the Class 460 fleet was transferred to Southern when the standalone Gatwick Express franchise was merged into the Southern-operated South Central franchise, as part of a plan to use Gatwick Express services to provide extra capacity on the Brighton Main Line south of Gatwick Airport.[8][9] Because the Class 460 fleet was too small to support both the extension to Brighton and the existing 15-minute frequency, Southern leased and refurbished a number of Class 442 units to work alongside the Junipers when the extended timetable took effect in December 2008.[10]
Following the June 2009 renewal of their contract to operate the South Central franchise, Southern leased and refurbished the remainder of the Class 442 fleet for use on Gatwick Express services.[11] This enabled the gradual withdrawal of the Class 460 fleet, which began in 2010 and was completed by September 2012.[7][12]
Conversion to Class 458/5
[edit]South West Trains, operator of the South Western franchise from 1996 to 2017, had been experiencing a considerable shortage of passenger capacity on many of its suburban routes in the years immediately prior to 2012, which it attributed primarily to the fact that passenger numbers had increased dramatically without a corresponding increase in the size of their fleet.[7] The company had suggested to the Department for Transport on at least three occasions that their fleet of Class 450 units should be enlarged, but had been turned down each time.[13]
Rolling stock lessors Porterbrook, owners of the Class 460 fleet, also owned the Class 458/0 fleet of Alstom Juniper units that had been in use with South West Trains since February 2000. As an alternative to ordering new trains for SWT, Porterbrook proposed to enlarge the Class 458 fleet and reconfigure it for suburban services by using vehicles from the now-redundant Class 460 fleet.[7][14] The process, budgeted at £42 million, would use 30 of the 48 Class 460 intermediate cars to extend each of the original 30 Class 458 units to five cars each, leaving six Class 460 units that had been reduced to five cars each. These would be comprehensively rebuilt to match the extended Class 458 units, for a total fleet of 36 five-car units that would be designated Class 458/5.[15][16] The units of this "new" fleet would be used—either individually or in pairs of ten cars—to provide extra peak-time capacity on suburban services to and from London Waterloo.[17][18]
The Department for Transport announced in December 2011 that it had accepted the proposal,[7] and an agreement between Porterbrook and South West Trains was signed in January 2012.[19] SWT's fleet director noted that while the project was "much more complicated ... than buying new trains", it was also "significantly cheaper", and industry observers suggested that Porterbrook also benefited significantly in that it wasn't left with the burden of having to find a new user for, or scrapping, the Class 460 fleet.[7][13]
The primary contract for delivering the project was awarded to Alstom, who appointed Wabtec to perform the conversion work on their behalf.[7] In the first phase of the project, all 48 Class 460 intermediate vehicles were sent to Wabtec's Doncaster Works to be rebuilt and refitted. Various items of electrical and mechanical equipment such as compressors and traction motors were rearranged as required depending on whether the vehicle was one of the 30 to be inserted into original Class 458 units, or one of the 18 that would remain in the six Class 460 formations.[20]
At the same time, 12 of the 16 driving vehicles from the Class 460 fleet (all eight DMSOs and four of the eight DMLFOs) were rebuilt by Wabtec subsidiary Brush Traction at their workshops in Loughborough, where their original driver's cabs were replaced with newly-fabricated versions that included gangways and Voith automatic couplers of the same types used on Class 444 and 450 units.[7][20][21] The four selected DMLFO vehicles had their luggage compartments converted to additional passenger saloon space, and their roller-shutter external doors were replaced with power-operated plug doors taken from the other four DMLFO vehicles.[22]
_crop.jpg)
Additional modifications included re-gearing the traction motors to reduce the train's maximum speed from 100 mph (161 km/h) to 75 mph (121 km/h), both to reduce the likelihood of overheating when making frequent stops and starts, and because the higher speed was unnecessary on suburban services in any case.[13] New Train Management System (TMS) software was developed to be compatible across the entire Class 458/5 fleet, simplifying maintenance and improving reliability.[7] An Automatic Selective Door Opening (ASDO) system was installed for use at a small number of stations where it was impractical to lengthen platforms.[16] The vehicle interiors were refurbished and reconfigured as standard-class only, with 4-abreast seating and a wider aisle throughout.[7][16] The units were also repainted into SWT's blue livery, matching the Class 450 fleet.
SWT expected to receive the first two converted Class 460 units in May 2013—in time for them to enter service the following November—but due to delays in production the initial delivery didn't take place until October.[21][22] Following testing and staff training, entry into passenger service was achieved in March 2014.[14][18] Once the first four ex-460 units had been delivered and accepted for service, SWT were able to start sending original Class 458/0 units for rebuilding.[20] These units received the same modifications as the Class 460 conversions, leaving SWT and Porterbrook with a single mechanically-homogenous Class 458/5 fleet.
Following the conclusion of the conversion project the four Class 460 DMLFO vehicles that had not been rebuilt were stripped for spare parts and later scrapped.[23]
Fleet details
[edit]| Class | Status | No. Built | Year built | Cars per Set | Unit nos. |
|---|---|---|---|---|---|
| 460 | Converted to 458/5 | 8 | 1999–2001 | 8 | 460001–460008 |
Illustration
[edit]
Notes
[edit]References
[edit]- ^ "Alstom 'Juniper' Platform". Modern Locomotives Illustrated. No. 223. February 2016. pp. 49–59.
- ^ a b c d "Project > Gatwick Express". Railway Technology. 21 November 2001. Retrieved 6 February 2022.
- ^ a b c d e Marsden, C. J. (2007). Traction Recognition. Hersham: Ian Allan Publishing. pp. 236–237. ISBN 978-0-7110-3277-4. OCLC 230804946. OL 16902750M.
- ^ System Data for Mechanical and Electrical Coupling of Rail Vehicles in support of GM/RT2190 (PDF). London: Rail Safety and Standards Board. 22 June 2011. p. 4. SD001. Archived from the original (PDF) on 1 April 2012. Retrieved 22 November 2022.
- ^ a b "Class 460 "Gatwick Express". sremg.org.uk. Archived from the original on 28 April 2021. Retrieved 28 April 2021.
- ^ "Other Juniper EMUs". Southern Electric Group. Archived from the original on 14 April 2016. Retrieved 26 December 2010.
- ^ a b c d e f g h i j "Unwanted, unreliable – but these trains are the answer". Railnews. 20 April 2013. Archived from the original on 30 March 2019. Retrieved 1 February 2022.
- ^ "Gatwick Express service to remain". BBC News. British Broadcasting Corporation. 4 April 2007. Retrieved 31 December 2009.
- ^ "Agreement to Amend the Gatwick Express and Southern Franchises". Go-Ahead Group. 19 June 2007. Archived from the original on 23 November 2012. Retrieved 7 February 2022.
- ^ "Gatwick service benefits Brighton". BBC News. British Broadcasting Corporation. 14 December 2008. Retrieved 7 February 2022.
- ^ "Retention of South Central Franchise". Go-Ahead Group. 9 June 2009. Archived from the original on 24 October 2011. Retrieved 7 February 2022.
- ^ Foster, Stefanie (18 November 2014). "'Catch the train and you've caught the plane'". Rail Magazine. Bauer Consumer Media Ltd. Retrieved 7 February 2022.
- ^ a b c Ashley, Kate (1 July 2013). "Making the best use of rolling stock". Rail Technology Magazine. Cognitive Publishing Ltd. Retrieved 30 January 2022.
- ^ a b Clinnick, Richard (25 January 2012). "Class 460 driving vehicles made redundant". Rail Magazine. Peterborough. p. 28.
- ^ "'A first of a kind engineering project' – SWT's new Class 458-5s". Rail Technology Magazine. Cognitive Publishing Ltd. 26 February 2014. Retrieved 30 January 2022.
- ^ a b c Walmsley, Ian (February 2012). "Junipers United: Darth Vader goes suburban". Modern Railways. London. p. 40.
- ^ "£42m for longer Waterloo trains". Rail Magazine. Peterborough. 11 January 2012. p. 7.
- ^ a b "London commuters to benefit from longer peak time trains" (Press release). South West Trains. 23 December 2011. Archived from the original on 17 January 2012. Retrieved 30 December 2011.
- ^ "Porterbrook signs agreement for the future of Class 458s" (Press release). Porterbrook. 3 January 2012. Archived from the original on 19 February 2012.
- ^ a b c Wordsworth, Nigel (15 May 2013). "Transforming 460s". Rail Engineer. Retrieved 30 January 2022.
- ^ a b "South West Trains prepares to introduce longer trains". Railway Gazette International. London. 23 October 2013. Archived from the original on 1 February 2014.
- ^ a b "Improving Your Railway – Longer Trains". South West Trains. Archived from the original on 9 November 2013. Retrieved 11 March 2014.
- ^ "Redundant Class 460s moved to Booths for scrapping". Rail Magazine. No. 7 May 2016. p. 27. Retrieved 30 January 2022.
Further reading
[edit]
- West, Lee (2–15 December 1998). "'Darth Vader' look as Alstom's first Gatwick Juniper vehicle is unveiled". Rail Magazine. No. 345. EMAP Apex Publications. p. 14. ISSN 0953-4563. OCLC 49953699.
British Rail Class 460
View on GrokipediaDesign and Construction
Background and Ordering
In April 1996, National Express Group was awarded the 15-year franchise to operate the Gatwick Express service following the privatisation of British Rail, with a key condition requiring the replacement of the existing aging fleet to improve reliability and service quality.[9] The inherited rolling stock consisted of Class 73/2 electro-diesel locomotives hauling slam-door Mark 2 coaches and dedicated Class 489 luggage vans, which dated back to the 1960s and 1970s and were prone to reliability issues on the intensive airport shuttle route.[10] To fulfill this commitment and extend the initial seven-year franchise term to 15 years, National Express, in partnership with rolling stock leasing company Porterbrook, placed an order in April 1997 for eight new electric multiple units from GEC Alstom (later Alstom) at its Metro-Cammell plant in Washwood Heath, Birmingham.[10] Valued at £100 million, the procurement represented a significant investment aimed at modernizing the fleet for peak-hour demands on the non-stop London Victoria to Gatwick Airport service.[10] These Class 460 units formed part of Alstom's Juniper family of modular electric multiple units, designed with specific requirements including eight-car formations for high-capacity airport transfers, a top speed of 100 mph (160 km/h), and compatibility with the 750 V DC third-rail electrification system on the Brighton Main Line.[11] The ordering process faced minor delays from the franchise transition and efforts to standardize new rolling stock designs under the oversight of infrastructure manager Railtrack, ensuring alignment with network-wide operational needs.[10] Porterbrook took ownership of the fleet upon delivery, leasing it back to National Express for operation under a standard industry maintenance and operating lease agreement.[12]Build Process and Technical Specifications
The British Rail Class 460 electric multiple units were constructed by Alstom at its Washwood Heath facility in Birmingham, United Kingdom, between 1999 and 2001.[11] A total of eight units were produced, numbered 460001 to 460008, as part of Alstom's Juniper family of trains specifically tailored for high-capacity airport services.[12] The build process involved assembling fixed eight-car formations to meet the demands of peak-hour passenger volumes, with construction emphasizing modular design for efficiency in manufacturing and maintenance.[13] Each unit featured an eight-car configuration consisting of a Driving Motor First (DMF) car at one end and a Driving Motor Standard (DMS) car at the other, flanked by six intermediate vehicles including motor standard opens (MSO), trailer first opens (TFO), trailer composites (TCO), and trailer standard opens (TSO).[14] The formation provided a total seating capacity of 342 passengers (43 first-class and 299 standard-class), distributed across first-class and standard accommodations to accommodate a mix of business and leisure travelers.[11][15] Powered by 750 V DC collected via third-rail equipment, the trains achieved a maximum speed of 100 mph (160 km/h), with an approximate weight of 319 tonnes per unit to ensure stability on the dedicated airport route.[11][15] Key design features included full air-conditioning throughout the passenger saloon for comfort during extended journeys, and the Train Protection and Warning System (TPWS) for enhanced safety by preventing signals passed at danger.[11] The units incorporated controversial sloping cab ends at the driving positions, intended to improve aerodynamic efficiency and reduce drag at higher speeds, though this styling drew criticism for its unconventional appearance.[15] During the build and initial testing phases, several defects emerged, including faults in the braking systems that affected reliability, failures in the air-conditioning units leading to inconsistent performance, and issues with the Train Management System (TMS) software that delayed certification and entry into revenue service.[11][16] These problems necessitated an extensive modification program by Alstom to resolve software glitches and hardware shortcomings before full fleet acceptance.[11]Operational History
Introduction to Service
The British Rail Class 460 electric multiple units underwent an extensive testing phase beginning in 2000, with the first unit, 460001, entering trials on the Brighton Main Line to evaluate performance under operational conditions. These trials focused on integration with the existing infrastructure and addressed initial build defects identified during factory acceptance. The testing process included rigorous safety and reliability assessments.[11] Persistent build defects such as software glitches affecting control systems and HVAC malfunctions that impacted passenger comfort arose from the complex Juniper design and required comprehensive modifications by Alstom, including updates to braking and electrical systems. Despite these challenges, the first unit, 460004, entered limited passenger service on the Gatwick Express routes on 22 September 2000, operating initial diagrams between London Victoria and Gatwick Airport. The full fleet was in service by December 2001.[11][14] Early operations were hampered by reliability concerns, including temporary withdrawals for safety checks on the automatic warning system and inconsistent performance of electrical components, which limited the deployment to fewer than the full eight units. This restricted the Class 460 to partial timetables on the core Gatwick shuttle, preventing broader integration until mid-2000s upgrades enhanced dependability and enabled the complete phase-out of older rolling stock.[11][17]Gatwick Express Operations
The Class 460 units served as the backbone of the Gatwick Express, providing dedicated non-stop shuttle services between London Victoria and Gatwick Airport over a 26.75-mile (43 km) route, with a journey time of 30 minutes designed to prioritize speed and convenience for air travelers.[12][11] These eight-car electric multiple units operated at 15-minute intervals for much of the day, delivering 160 services daily across 364 days a year to support high passenger volumes associated with the airport.[12][11] By 2001, the full fleet of eight Class 460 Juniper trains, built by Alstom between 1999 and 2001 and owned by Porterbrook, had been fully deployed, replacing older rolling stock and enabling the operator to diagram seven units daily with one spare for maintenance.[12][11] This configuration allowed for peak-hour capacity to handle increased demand, with the trains' design emphasizing reliability for frequent turnarounds despite early teething problems like initial service delays upon introduction.[11] Passenger amenities were specifically tailored for airport transfers, featuring low-density seating arrangements for enhanced comfort, extensive dedicated luggage spaces in the leading vehicles capable of accommodating standard airline containers, bicycle racks, and ski storage, as well as under-seat and overhead options throughout.[12][11] First-class sections offered added luxury with at-seat catering services, while accessibility features included multilingual announcements, wheelchair spaces, and dedicated toilets for disabled passengers; each train had a capacity of 366 seats to balance space for baggage and comfort.[12][11] Performance metrics reflected steady improvements following an extensive modification program addressing early reliability issues with braking systems, software, and air-conditioning.[12][11] The units proved reliable enough for sustained airport shuttle duties through the late 2000s, supporting Gatwick's role as a key transport link with punctuality levels that met franchise targets.[18]Route Extensions and Challenges
In June 2008, the standalone Gatwick Express franchise was merged into the Southern franchise operated by Govia, transferring the lease for the Class 460 fleet to Southern and integrating its operations into the broader South Central network.[19] This change, prompted by the Brighton Main Line Route Utilisation Strategy, aimed to optimize capacity on the busy corridor by incorporating Gatwick Express services into Southern's timetable.[20] Following the merger, Class 460 units began supporting extended operations on the Brighton Main Line, including peak-hour Gatwick Express services that originated from Brighton and called at key intermediate stops such as Three Bridges, Gatwick Airport, East Croydon, and Redhill to enhance connectivity and relieve pressure on core shuttle routes.[21] These extensions, introduced from December 2008, allowed the fleet to contribute to Southern's integrated services while maintaining its primary role in airport transfers, though the small fleet size limited full coverage of the expanded duties.[22] Operational challenges emerged during this period, particularly with the Class 460's electrical systems, which suffered from unreliability that compounded issues in mixed-fleet environments under Southern.[22] The units occasionally integrated with other rolling stock, such as emergency coupling with compatible Scharfenberg-equipped vehicles during peak demands, though full multiple-working was not standard.[5] The 2008 franchise integration resulted in mixed-fleet operations across Southern's network, with Class 460 units operating alongside Classes 377 and 442, but the strategy also initiated planning for their phase-out to streamline resources and address capacity needs on the Brighton Main Line.[20] By late 2010, timetable changes began reducing their diagrams, reflecting the broader shift toward more versatile stock.[23]Withdrawal and Conversion
Withdrawal from Service
The withdrawal of the British Rail Class 460 units from Gatwick Express duties was initiated as part of the Southern franchise extension awarded to Govia by the Department for Transport in August 2009, which incorporated the Gatwick Express operations and committed to replacing the purpose-built Class 460 fleet with refurbished Class 442 "Wessex Electric" units to improve service quality and accessibility.[24] This process accelerated in late 2010 amid the merger of the franchises, with the Class 460s deemed redundant due to their aging Juniper design, escalating maintenance demands, and declining reliability as the units approached the end of their initial 12-year lease period.[16] By 2011, the fleet's performance had deteriorated further, prompting a phased handover to the incoming Class 442s, which were refurbished specifically for the route's high-speed, airport-focused demands. The high costs associated with maintaining the Juniper components, combined with the franchise's emphasis on modernizing rolling stock to meet passenger expectations for comfort and efficiency, sealed the Class 460's fate on the service.[1] The final revenue-earning run of a Class 460 unit occurred on 15 September 2012, operating a service from London Victoria to Gatwick Airport, marking the complete replacement by the Class 442 fleet. Following withdrawal, the eight units were stored initially at Stewarts Lane depot in London, with some later transferred to Eastleigh Works in Hampshire pending decisions on their future use.[25]Conversion to Class 458/5
The conversion project for the British Rail Class 460 units began in 2012, when South West Trains, in collaboration with rolling stock owner Porterbrook, initiated a major rebuilding effort to repurpose surplus Class 460 intermediate cars for integration with the existing Class 458 fleet. This involved selecting 30 intermediate cars to extend 30 four-car Class 458 sets into five-car configurations by mating them with the existing Class 458 driving cars. Additionally, 18 further intermediate cars and 12 driving cars (converted from the Class 460 fleet) were used to form six new five-car units, resulting in a total of 36 Class 458/5 units optimized for suburban services on the South Western Railway network. The project was contracted to Alstom with execution by Wabtec Rail in Doncaster for intermediate vehicle work and Brush Traction in Loughborough for driving vehicle modifications.[1][18][26] The conversion process entailed the systematic dismantling of the selected Class 460 units, where driving cars were removed and either converted for the new units, retained as donor vehicles for spares, or scrapped. Four Class 460 driving vehicles not used in the rebuilds were stripped for spares and later scrapped. Key technical modifications included re-gearing the traction motors to reduce the maximum speed from 100 mph to 75 mph for suburban acceleration priorities, replacing the distinctive aerodynamic "Darth Vader" cab ends on repurposed driving cars with flatter designs for compatibility, and standardizing electrical and pneumatic systems such as compressors and traction equipment to ensure uniformity across the new fleet. Interiors were extensively updated to suit higher-density commuter operations, featuring increased standing room, reduced luggage space, and the addition of through corridor connections to enable flexible 10-car formations on routes like London Waterloo to Windsor. Retained elements from the Class 460 design included the Juniper-series aluminum bodyshells and air-conditioning systems, though door mechanisms and electrical interfaces were adapted for seamless integration with the 750 V DC third-rail infrastructure.[1][27][26] The first converted Class 458/5 units entered testing in late 2013, with passenger service commencing in March 2014 on Waterloo suburban routes, and the entire project reached completion by March 2016, delivering a homogeneous fleet capable of handling peak-hour demands with enhanced reliability.[28][29]Fleet Details
Unit List and Formations
The British Rail Class 460 fleet comprised eight 8-car electric multiple units, numbered 460001 to 460008, constructed by Alstom at its Washwood Heath facility between 1999 and 2001 for Gatwick Express services. Each unit featured a fixed asymmetric formation consisting of a driving motor luggage first open (DMLFO) vehicle at one end and a driving motor standard open (DMSO) vehicle at the other, three motor standard open (MSO) vehicles, one pantograph trailer open lavatory (PTOL) vehicle, one trailer first open (TFO) vehicle, one trailer composite open (TCO) vehicle, and two trailer standard open (TSO) vehicles. The vehicles were identified by TOPS codes in the 679xx (driving vehicles) and 744xx (trailers) series, with the driving cars providing traction and the trailers offering passenger accommodation.[30] The following table details the formations and fates of the individual units. The units were gradually withdrawn from service starting in December 2010, with the final units withdrawn in September 2012; their vehicles were subsequently repurposed through conversion to Class 458/5 units by Porterbrook between 2013 and 2016; the four unused DMLFO vehicles (67901, 67903, 67907, and 67908) were stripped for spares and scrapped at CF Booth in Rotherham during 2016. No units or vehicles were preserved, with all components either integrated into the Class 458/5 fleet or disposed of by 2016. As of 2025, the resulting 36 five-car Class 458/5 units continue in service with South Western Railway on suburban routes from London Waterloo, following a refurbishment programme completed in late 2024.[31][32][7]| Unit No. | Formation (Vehicle Numbers: DMLFO-MSO-PTOL-TSO-TFO-TCO-MSO-DMSO) | Fate |
|---|---|---|
| 460001 | 67901-74401-74411-74421-74431-74441-74451-67911 | DMLFO 67901 scrapped (2016); remaining vehicles converted to Class 458/5 (2014–2016). |
| 460002 | 67902-74402-74412-74422-74432-74442-74452-67912 | All vehicles converted to Class 458/5 (2013–2016); unit was the last to be moved for conversion on 10 January 2013.[3] |
| 460003 | 67903-74403-74413-74423-74433-74443-74453-67913 | DMLFO 67903 scrapped (2016); remaining vehicles converted to Class 458/5 (2014–2016). |
| 460004 | 67904-74404-74414-74424-74434-74444-74454-67914 | All vehicles converted to Class 458/5 (2013–2016). |
| 460005 | 67905-74405-74415-74425-74435-74445-74455-67915 | All vehicles converted to Class 458/5 (2013–2016). |
| 460006 | 67906-74406-74416-74426-74436-74446-74456-67916 | All vehicles converted to Class 458/5 (2013–2016). |
| 460007 | 67907-74407-74417-74427-74437-74447-74457-67917 | DMLFO 67907 scrapped (2016); remaining vehicles converted to Class 458/5 (2014–2016). |
| 460008 | 67908-74408-74418-74428-74438-74448-74458-67918 | DMLFO 67908 scrapped (2016); remaining vehicles converted to Class 458/5 (2014–2016). |