For a long time in the 1970s the BR Board was aware of the need for a rapid, frequent and reliable service between Gatwick Airport and London Victoria . During the early 1970s, as a stop-gap measure, a fleet of 12 VEP units was altered internally to accommodate passenger luggage on this rail-air link, classified 427.
In the early 1980s, financial assistance was sought and granted for a totally new service, which culminated in the introduction of the 'Gatwick Express' service from May 14, 1984. Stock for this service was not new but was adapted for its 'new', passenger accommodation being provided in rebuilt Mk IlF air conditioned coaches, coupled in semi-permanent two and three car formations, classified as 488/2 and 488/3; each train was formed of two 488/3 three-car sets and one 488/2 two-coach set. The 488/2 sets are rebuilds of Mk IlF FO and TSO cars, bar-coupled together, with high level air and multiple control jumpers mounted on the set ends. The FO car, reclassified as Trailer First Handbrake (TFH), seated 41 passengers and has a toilet, additional luggage space was provided in the former second toilet position; a handbrake system has also been fitted. The second class coach, formerly a TSO, re-classified as Trailer Second Handbrake (TSH) seated 56 with revised luggage accommodation as in TFH cars; handbrake equipment was again supplied. The three car sets, classified 488/3, were formed of three converted TSO vehicles, the two outer cars being the same as TSH vehicles in the Class 488/2 sets, with a TSO in the centre which is bar-coupled to both outer vehicles. The total passenger accommodation for a train formed of one Class 488/2 and two Class 488/3 sets was 433. All vehicles were renumbered in the SR electric multiple unit range and allocated numbers 8201-8210 (488/2), and 8301-8319 (488/3).
Power for the 'Gatwick Express' service was provided by Class 73 electro-diesel locomotives marshalled at the country (Gatwick) end of formations, whilst at the London end is a specially built GLV (Gatwick luggage van), a rebuild from a 2HAP MBSO car, this major rebuild work was undertaken at BREL Eastleigh. All former seating was removed and a luggage storage area constructed together with a guard's office; driving cabs were also been brought up to the latest standard.
The 10 GLVs were allocated numbers 9101-9110 and all 'Gatwick Express' stock was painted in the then latest executive colour scheme, and allocated to Stewarts Lane Depot. The 'Gatwick Express' service when launched ran every 15 minutes from 06.00 until 22.00 each day, taking just 30 minutes for the journey.
The Gatwick Express service was an immediate success and remained in operation through the 1980s and 1900s. Upon privatisation of the UK rail industry, the Gatwick Express operation became a separate franchise and was 'won' by a division of the National Express Group. New stock was ordered around privatisation and consisted of eight-car hi-specification electric multiple units, these entered service between 1999-2002, when the Class 488, 489 and Class 73 formations were gradually withdrawn. However due to on-going problems with the new Class 460 stock, several rakes of Class 488, 489 stock and a small number of Class 73s have been retained and in early 2002 were still seen at work on the airport link most days.