In service 1987 – present Constructed 1987–88, 1990 | Manufacturer BREL York | |
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Order no. 319/0:
31022 (77291-381, DTSO, odd nos.)
31038 (77431-457, DTSO, odd nos.)
31023 (62891-936, MSO)
31039 (62961-974, MSO)
31024 (71772-817, TSOL)
31040 (71866-879, TSOL)
31025 (77290-380, DTSO, even nos.)
31041 (77430-456, DTSO, even nos.)
319/1:
31063 (DTCO)
31064 (MSO)
31065 (TSOL)
31066 (DTSO) Built at Holgate Road carriage works Family name BR Second Generation (Mark 3) | ||
The British Rail Class 319 is a dual-voltage electric multiple unit train capable of operating on 25 kV AC from overhead wires or 750 V DC from a third rail. They were built by BREL York for use on north-south cross-London services.
Contents
- Description
- Class 3190
- Class 3191
- Class 3192
- Class 3193
- Class 3194
- Current operations
- Thameslink
- Northern
- Bi mode units Class 319 Flex
- London Midland
- Southern
- Notable units
- Other liveries
- Named units
- Accidents
- References
Built in two batches in 1987–88 and 1990, the units were primarily used on the then-new Thameslink service operating from Bedford to Brighton and various other destinations south of London. The majority of the fleet remained in use on the Thameslink route after its reshaping and privatisation in 1997. Some of the fleet was also used on various other services operating out of London Victoria, including flagship expresses to Brighton.
Since delivery of new rolling stock for Thameslink services commenced in 2015, a number of Class 319 units have been redeployed for use on other operators' services, including in the North West of England.
Description
In the 1980s, there were plans for a rail service that would link Bedford and Brighton. These services would cross London in a north-south direction, and thus became the first passenger route for many years to cross London from north to south. These services were branded Thameslink by Network SouthEast, which operated the services.
As the Thameslink service was to use a route with 25 kV AC OHLE north of Farringdon and along the branch to Moorgate, and 750 V DC third-rail electrification south of Farringdon, the Class 319 trains were built with dual-voltage capabilities, making them very versatile. They were also the first British Rail units to use modern thyristor control in place of a camshaft and resistor bank.
The body shape of the Class 319 is slightly different from contemporary electric units due to restrictions in the loading gauge in Kings Cross tunnel, which meant that other dual-voltage units were not suitable. They were also required to have emergency end doors in the cabs, due to the twin single-bore layout of Smithfield tunnel preventing normal train evacuation.
Two sub-classes of Class 319 units, 60 Class 319/0s and 26 Class 319/1s, were originally built. Over the years, units have been refurbished, creating five sub-classes, of which four still exist.
Class 321 passenger units and Class 325 postal units were developed from the Class 319 design, using similar traction equipment and the same steel body design, with revised cab designs.
Class 319/0
The first batch of 60 units, built in 1987–88, was classified as Class 319/0. Units were numbered in the range 319001–060 and had a maximum speed of 100 mph (161 km/h). Each unit consisted of four steel carriages: two outer driving trailers, an intermediate motor with a roof-mounted Stone Faiveley AMBR pantograph and four DC GEC G315BZ traction motors (two per bogie), and an intermediate trailer housing a compressor, motor alternator and two toilets. Seating was standard-class only, in 2+3 layout.
The technical description of the unit formation is DTSO(A)+MSO+TSO+DTSO(B). Individual vehicles were numbered as follows:
Vehicles were numbered in two ranges, corresponding to units 319001–046 and 319047–060. The gaps in the number series (e.g. 77382–77429) were filled by the Class 442 units, built around the same period.
DTSO(B) originally featured a lockable sliding door between the driving cab and the first set of power doors and tip-up longitudinal seating to enable parcels to be carried securely. This facility was rarely used and the sliding door has since been removed - but the tip-up seat area has been retained for carrying bicycles and wheelchairs.
Units 319001–319013 are the remaining members of the 319/0 subclass; all others were converted to Class 319/2 or Class 319/4 in the late 1990s.
Class 319/1
Built in 1990, this second batch of 26 units was numbered in the range 319161–186. The formation of the second batch of sets was similar to that of the earlier units, with the addition of first-class seating at one end of the train for use on longer-distance Bedford to Brighton services. Like the first batch, standard-class seating was of a 2+3 layout in standard class. First-class seating was in 2+2 layout.
Units were formed in the arrangement DTCO+MSO+TSO+DTSO. Individual vehicles were numbered as follows:
Vehicles were numbered in two ranges, corresponding to units 319161–180 and 319181–186. A more modern Brecknell Willis high speed pantograph was also fitted.
All 319/1 units were converted to Class 319/3 in the late 1990s.
Class 319/2
In the late 1990s, seven of the Class 319/0 sets were converted especially for use on Connex South Central express services between London Victoria and Brighton. Work carried out at Railcare Wolverton included new, lower-density seating, a disabled toilet, and a special 'lounge' seating area in the saloon space below the pantograph in the MSO, where stowage for a refreshment trolley and a small serving counter were also fitted.
Units involved were renumbered from the series 319014–319020 to 319214–319220. They retain their low-density layout, but the lounge area has been replaced by standard seating since their return to use on Thameslink services.
Class 319/3
In the period 1997-99, Thameslink arranged for all of its 319/1 units to be converted at Eastleigh Works for use on the shorter-distance Luton to Sutton/Wimbledon services, then known as 'Thameslink CityMetro'. These units lost their first-class seating and were renumbered into the 319/3 series. They were painted in a navy-blue and yellow livery at this time.
Various refurbishments have taken place since 1999, including:
Class 319/4
Units 319021-319060 were refurbished for Thameslink at Railcare Wolverton in 1997/98. Work included the installation of a first-class compartment at one end, in the DTSO(A) vehicle and the removal of some seating in the centre of each vehicle to give 2+2 layout. Cosmetic improvements included new carpets and seat coverings, as well as application of the navy-blue Thameslink livery.
Upon completion, these units were renumbered as 319421-319460 and moved on to the Bedford to Brighton service, branded as 'Thameslink Cityflier'.
From 2003 to 2005, during the Thameslink blockade, some minor interior updating took place such as recovering seats with an updated Thameslink moquette. First-class compartments were refurbished with new carpet, retrimmed seats and chrome-plated heater panels, apart from unit 319444, which retained its 1997-designed interior.
A later refresh was unveiled by the then new operator First Capital Connect on 26 October 2006. Unit 319425 was renamed Transforming Travel for the occasion and showcased the following improvements:
The refresh took place at Railcare Wolverton works and also featured both a mechanical overhaul (under the solebar) and a full exterior relivery, again in vinyl. Some Class 319/4 units have had their Stone Faiveley AMBR air and spring pantograph replaced by the more modern Brecknell Willis High Speed air-only pantograph design.
Current operations
The majority of the fleet remains concentrated on the Thameslink route as of 2016. However, acquisition of new trains for this route has allowed for some to be transferred to newly electrified routes elsewhere and for others to provide extra capacity on suburban services.
Thameslink
The majority of Class 319 units have remained in use on the cross-London Thameslink route since their construction. Between 2006 and 2014, the then-operator of the route, First Capital Connect, also negotiated the phased return of the 20 units that had found use on other services operated by Southern.
In due course, Thameslink services will be entirely taken over by a new generation of purpose-built Class 700 trains, allowing the release of all Class 319 units currently used on Thameslink for use elsewhere. Some of the Class 319 fleet has already been released, with this being facilitated by the temporary use of Class 377 and 387 units in the interim.
Northern
Northern operates twenty Class 319/3 units along recently electrified routes in the North West of England. The first use of the fleet was on the Liverpool Lime Street to Manchester Airport via Chat Moss service on 5 March 2015. From 17 May 2015, services from Liverpool to Wigan North Western via Huyton followed suit. The first batch of units that transferred to Northern Rail underwent a light refurbishment at Wolverton and were repainted into a dedicated Northern Electrics livery. The 750 V direct current (DC) third rail equipment was also removed.
Other services now operated by Class 319s include Manchester Victoria to Liverpool via Earlestown, Liverpool to Warrington Bank Quay and Liverpool to Preston. A further 12 Class 319 units are due to be cascaded from Thameslink in 2017 - these units will be deployed on services to Blackpool North from both Liverpool and Manchester upon completion of the electrification of the Blackpool Branch Lines.
All of Northern's Class 319 units are based at Allerton depot.
Bi-mode units 'Class 319 Flex'
In December 2016, Northern and Porterbrook Leasing announced a plan to convert a number of Class 319 units from pure EMUs to electro-diesel units to allow their operation on non-electrified routes. These units, dubbed "Class 319 Flex", would utilise two diesel powered alternators, under each of the driving trailer vehicles, which will power the existing traction motors through the trains existing DC bus. The modifications carried out as part of 'Flex' will allow units to operate on un-electrified routes as well as electrified routes using both 25kV AC wires and 750V DC third rail. The first units are envisaged as entering service with Northern by spring 2018. Each generator set will comprise an MAN D2876 diesel engine driving an ABB alternator.
London Midland
Seven units have been transferred to London Midland to operate the Watford Junction to St Albans service and some peak West Coast Main Line services out of London Euston. This allowed London Midland to cascade their seven Class 321 units to Abellio ScotRail.
Southern
When British Rail was privatised in the mid-1990s, the first 13 units (319001–319013) were used for outer-suburban services by Connex South Central, with some temporarily losing their 25 kV AC overhead equipment. Seven more of the Class 319/0 sets (319014–319020) were refurbished and dedicated to express services between London Victoria and Brighton, before later finding work on peak-only London Victoria to Guildford via West Croydon and London Victoria to Horsham via Three Bridges services. The dual-voltage capability was also used to introduce new services linking Rugby and Gatwick Airport. via the West Coast and West London Lines in the 1990s.
Successor company Southern continued to operate the fleet and reliveried it into its own colour scheme. It later went on to sublease Class 319/0 units to First Capital Connect for use on the Thameslink route, before eventually releasing the entire fleet.
Notable units
Units 319008 Cheriton and 319009 Coquelles are notable for two reasons:
Other liveries
Named units
Named units are as follows:
Accidents
In January 2014 a Class 319 operated by First Capital Connect was involved in a minor incident when due to a fault the pantograph didn't lower at Farringdon station. As a result, it hit the roof of Blackfriars station at about 09:55. No-one was injured and the train was later removed.