1.
Doncaster railway station
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Doncaster railway station serves the town of Doncaster, in South Yorkshire, England. It is situated on the East Coast Main Line 156 miles north of London Kings Cross and it is a major passenger interchange between the East Coast Main Line and Cross Country Route and local services running across the North of England. It is also the point for which Virgin Trains East Coast services from London divide, either branching off to Leeds or continuing north to Scotland via Newcastle, the railway station was built in 1849 replacing a temporary structure constructed a year earlier. It was rebuilt in its present form in 1938 and has had slight modifications since that date, most notably in 2006. In May 2015, construction commenced on a new Platform 0 to the north-east of the adjacent to the Frenchgate Centre on the site of the former cattle dock. It will be used by terminating Northern services to Hull, Beverley, Bridlington and this will allow these services to operate independently of the East Coast Main Line. It is joined to the rest of the station via a fully accessible overbridge, the station has nine platforms on three islands. Platforms 1,3,4 and 8 can take through trains, platforms 2 and 5 are south-facing bays, and 0,6 and 7 are north facing bays. A First Class Lounge is available on platform 3A, Platform 0 is scheduled to take almost exclusively Northern services to and from Hull, Beverley and Bridlington. The brand new platform opened on 12 December 2016, Platform 2 has no scheduled trains and is not normally for public use. From 2017, East Midlands Trains services to Lincoln Central will move to this platform from Platform 5, Platform 3B takes services to Sheffield and Manchester / Manchester Airport, operated by Northern and TransPennine Express and will take services from Sheffield when there is congestion. However, southbound CrossCountry services towards Birmingham New Street and beyond depart from this platform. Platform 5 is a bay platform used for Northern and East Midlands Trains services to Sheffield, Platform 6 is a bay platform used almost exclusively for Northern commuter services to Leeds. Platform 7 is seldom in use, but when it is, is used for Northern services towards Scunthorpe via all stations. Platform 8 is used for northbound East Coast Main Line services towards Leeds, and CrossCountry services to Newcastle, the platform is also it is used for Northern local services to Scunthorpe via all stations. Southbound CrossCountry services are scheduled to use this platform. There are presently no ticket barriers in operation at this station, however on Race Days, the station has been recently refurbished and is now directly connected to the Frenchgate Centre extension in Doncaster town centre. The station now has a new booking office for tickets and information, there is a newsagent and some food outlets
2.
Hitachi
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Hitachi, Ltd. is a Japanese multinational conglomerate company headquartered in Chiyoda, Tokyo, Japan. It is the parent company of the Hitachi Group and forms part of the DKB Group of companies, Hitachi is listed on the Tokyo Stock Exchange and is a constituent of the Nikkei 225 and TOPIX indices. It is ranked 38th in the 2012 Fortune Global 500 and 129th in the 2012 Forbes Global 2000, Hitachi was founded in 1910 by electrical engineer Namihei Odaira in Ibaraki Prefecture. The companys first product was Japans first 5-horsepower induction motor, initially developed for use in copper mining, odairas company soon became the domestic leader in electric motors and electric power industry infrastructure. The company began as a venture of Fusanosuke Kuharas mining company in Hitachi. Odaira moved headquarters to Tokyo in 1918, long before that, he coined the company’s toponymic name by superimposing two kanji characters, hi meaning “sun” and tachi meaning “rise”. The young companys national aspirations were conveyed by its original brand mark, world War II and its aftermath devastated the company. Many of its factories were destroyed by Allied bombing raids, and after the war, founder Odaira was removed from the company. Nevertheless, as a result of three years of negotiations, Hitachi was permitted to all but 19 of its manufacturing plants. The cost of such a production shutdown, though, compounded by a labor strike in 1950. Only the Korean War saved the company from complete collapse, Hitachi and many other struggling Japanese industrial firms benefited from defense contracts offered by the American military. Meanwhile, Hitachi went public in 1949, Hitachi America, Ltd. was established in 1959. Hitachi Europe, Ltd. was established in 1982, in March 2011, Hitachi agreed to sell its hard disk drive subsidiary, HGST, to Western Digital for a combination of cash and shares worth US$4.3 billion. Due to concerns of a duopoly of WD and Seagate Technology by the EU Commission, the transaction was completed in March 2012. The talks subsequently broke down and were suspended, the joint venture began operations in February 2014. It is a high density information storage medium utilizing laser etched/readable Fused quartz, Hitachi is taking for 2016 an estimated ¥65 billion write-off in value of a SILEX technology laser uranium enrichment joint venture with General Electric. Hitachi Consulting is a management and technology consulting firm with headquarters in Dallas, Texas. Hitachi Data Systems is an owned subsidiary of Hitachi which provides hardware, software
3.
Hitachi A-train
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The stock is designed to facilitate a number of product life-cycle improvements including ease of manufacture, increase in energy efficiency, and recyclability. Initially the A-train family consisted of units designed and built by Hitachi. The A-train family comprises trains for commuter services and limited express services. Hitachi has given the family a modular design which enables both production and refurbishment to be undertaken faster, the A-trains strong body is the result of the use of revolutionary technology called friction stir welding. Due to the low input of this patented process high strength, excellent crashworthiness. Both the Chongqing Monorail in China and the Sentosa Express Monorail in Singapore utilise A-train derived cars, however, Hitachis first major conventional rail order outside Japan came when Southeastern ordered a total of 29 EMUs for use running the domestic services on High Speed 1 in the United Kingdom. The Class 395 units are standard gauge and designed to operate at speeds of up to 225 km/h, deliveries of the trains began in late 2006, with the first public test of the new trains in March 2007. In 2007, Korail ordered eight 4-car express trains branded as the Trunk-Line Electric Car to Hitachi and these car body, bogies, power systems made in Japan, but were to be assembled at SLS Heavy Industry in Changwon, Korea. And, a significant amount of the components have been replaced by a Korean part, the trains were for deployment on Rapid Train services on the Gyeongbu Line and Janghang Line between Seoul station and Sinchang Station, branded Nuriro and with a maximum speed of 150 km/h. The order covers up to 1,400 new multiple unit vehicles, commissioned as five-, the train specification allows for the conversion of Class 800 to Class 801, as it is assumed that electrification will continue to expand. Hitachi has a range of options in the UK with the Hitachi AT300 long distance/high speed, for example Class 395, Class 800, in March 2015 First Great Western agreed to acquire 29 bi-mode Hitachi AT300 subject to government approval expected in June 2015. The trains, which will consist of 22x 5-car and 7x 9-car units and they will make use of the full power output to cope with gradients in Devon and Cornwall and will also be built with larger fuel tanks. The trains will use electric power between Paddington and Newbury, which is as far as electrification will reach on the Westbury route. The AT100 is targeted at high-density urban trains, whilst the AT200 is designed for suburban, commuter, abellio ScotRail has selected the Hitachi AT200 for new trains when it is operating the Scotrail franchise
4.
InterCity 225
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The InterCity 225 is an electric high speed train in the United Kingdom, comprising a Class 91 electric locomotive, nine Mark 4 coaches and a Driving Van Trailer. They are used on services from London Kings Cross to Leeds, Edinburgh Waverley, Glasgow Central, Skipton, Bradford Forster Square, Newark North Gate, York, the InterCity 225 entered service with British Rail on the East Coast Main Line in 1990. The units also operate on a section of the West Coast Main Line between Glasgow and Carstairs. In 1996, as part of the privatisation of British Rail, all InterCity 225s were sold to Eversholt Rail Group, which currently leases them to Virgin Trains East Coast. The InterCity 225 has a top speed of 140 mph. The finalised £4.5 billion contract for the Intercity Express Programme trains for the Great Western Main Line, capital costs for the vehicles are approximately £2.8 million per carriage for bi-mode versions and £2.4 million per carriage for electric versions. The second phase of the contract consisted of 10 five-car and 13 nine-car bi-mode and 12 five-car electric units for use on the ECML, a £1. 2bn option for further 30 nine-car electric trains to replace Intercity 225 sets on the ECML was taken up on 18 July 2013. The trains will enter service in 2017 on the Great Western Main Line and 2018 on the East Coast Main Line, Class 91 + Mk 4s = IC225
5.
East Coast Main Line
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The East Coast Main Line is a 393-mile long railway link between London and Edinburgh via Peterborough, Doncaster, Wakefield, Leeds, York, Darlington and Newcastle, electrified along the whole route. Services north of Edinburgh to Aberdeen and Inverness use diesel trains, the main franchise on the line is operated by Virgin Trains East Coast. The route forms a key artery on the side of Great Britain and is broadly paralleled by the A1 trunk road. It links London, the South East and East Anglia, with Yorkshire and it also carries key commuter flows for the north side of London. It is important to the health of several areas of England and Scotland. It also handles cross-country, commuter and local services. The route has ELRs ECM1 - ECM9, the line was built by three railway companies, each serving their own area, but with the intention of linking up to form the through route that became the East Coast Main Line. In 1923 the three companies were grouped into the London and North Eastern Railway and this later became part of British Railways in 1948. The Selby Diversion was opened in 1983 and diverged from the original ECML at Temple Hirst Junction, north of Doncaster, the ECML has been the backdrop for a number of famous rail journeys and locomotives. The line was worked for years by Pacific locomotives designed by Gresley, including the famous steam locomotives Flying Scotsman. Mallard achieved a record speed for a steam locomotive, at 126 miles per hour. It made the run on the Grantham-to-Peterborough section, on the descent of Stoke Bank, steam locomotives were replaced by Diesel electrics in the early 1960s, when the purpose-built Deltic locomotive was developed by English Electric. The prototype was successful and a fleet of 22 locomotives was built, the Class 55s were powered by two Napier Deltic engines originally developed for fast torpedo boats, with the three crankshaft triangular configuration of the engines giving the Deltic name. Their characteristic throaty exhaust roar and chubby body outline made them unmistakable, the Class 55 was for a time the most powerful diesel locomotive in service in Britain, at 3,300 hp. Just after the Deltics were introduced, the first sections of the East Coast Main Line were upgraded to allow 100 miles per hour running. The first length to be cleared for the new higher speed was a 17 miles stretch between Peterborough and Grantham on 15 June 1965, the second was 12 miles between Grantham and Newark. A prototype of the HST, the Class 41 achieved 143 mph on the line in 1973, a secondary factor was that the signalling technology of the time was insufficient to allow detection of two broken rails on the line on which the train was operating. Locomotives have operated on the ECML at speeds of up to 161.7 mph in test runs. 3A equipment and this included the Hertford Loop Line
6.
Aluminium
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Aluminium or aluminum is a chemical element in the boron group with symbol Al and atomic number 13. It is a silvery-white, soft, nonmagnetic, ductile metal, Aluminium metal is so chemically reactive that native specimens are rare and limited to extreme reducing environments. Instead, it is combined in over 270 different minerals. The chief ore of aluminium is bauxite, Aluminium is remarkable for the metals low density and its ability to resist corrosion through the phenomenon of passivation. Aluminium and its alloys are vital to the industry and important in transportation and structures, such as building facades. The oxides and sulfates are the most useful compounds of aluminium, despite its prevalence in the environment, no known form of life uses aluminium salts metabolically, but aluminium is well tolerated by plants and animals. Because of these salts abundance, the potential for a role for them is of continuing interest. Aluminium is a soft, durable, lightweight, ductile. It is nonmagnetic and does not easily ignite, a fresh film of aluminium serves as a good reflector of visible light and an excellent reflector of medium and far infrared radiation. The yield strength of aluminium is 7–11 MPa, while aluminium alloys have yield strengths ranging from 200 MPa to 600 MPa. Aluminium has about one-third the density and stiffness of steel and it is easily machined, cast, drawn and extruded. Aluminium atoms are arranged in a cubic structure. Aluminium has an energy of approximately 200 mJ/m2. Aluminium is a thermal and electrical conductor, having 59% the conductivity of copper. Aluminium is capable of superconductivity, with a critical temperature of 1.2 kelvin. Aluminium is the most common material for the fabrication of superconducting qubits, the strongest aluminium alloys are less corrosion resistant due to galvanic reactions with alloyed copper. This corrosion resistance is reduced by aqueous salts, particularly in the presence of dissimilar metals. In highly acidic solutions, aluminium reacts with water to form hydrogen, primarily because it is corroded by dissolved chlorides, such as common sodium chloride, household plumbing is never made from aluminium
7.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
8.
25 kV AC railway electrification
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25 kV alternating current electrification is commonly used in railway electrification systems worldwide, especially for high-speed rail. This electrification is ideal for railways that cover long distances or carry heavy traffic, after some experimentation before World War II in Hungary and in the Black Forest in Germany, it came into widespread use in the 1950s. Railways using older, lower-capacity direct current systems have introduced or are introducing 25 kV AC instead of 3 kV DC/1.5 kV DC for their new high-speed lines. The first successful operational and regular use of the 50 Hz system dates back to 1931 and it was developed by Kálmán Kandó in Hungary, who used 16 kV AC at 50 Hz, asynchronous traction, and an adjustable number of poles. The first electrified line for testing was Budapest–Dunakeszi–Alag, the first fully electrified line was Budapest–Győr–Hegyeshalom. Although Kandós solution showed a way for the future, railway operators outside of Hungary showed a lack of interest in the design. The first railway to use system was completed in 1951 by SNCF between Aix-les-Bains and La Roche-sur-Foron in southern France, initially at 20 kV but converted to 25 kV in 1953. The main reason why electrification at this voltage had not been used before was the lack of reliability of mercury-arc-type rectifiers that could fit on the train. This in turn related to the requirement to use DC series motors, until the early 1950s, mercury-arc rectifiers were difficult to operate even in ideal conditions and were therefore unsuitable for use in the railway industry. It was possible to use AC motors, but they did not have a characteristic for traction purposes. This was because control of speed is difficult without varying the frequency and this is why DC series motors were the best choice for traction purposes, as they can be controlled by voltage, and have an almost ideal torque vs speed characteristic. In the 1990s, high-speed trains began to use lighter, lower-maintenance three-phase AC induction motors. The N700 Shinkansen uses a converter to convert 25 kV single-phase AC to 1,520 V AC to 3,000 V DC to a maximum 2,300 V three-phase AC to run the motors. The system works in reverse for regenerative braking, the choice of 25 kV was related to the efficiency of power transmission as a function of voltage and cost, not based on a neat and tidy ratio of the supply voltage. For a given level, a higher voltage allows for a lower current. The Indian Traction Power uses a 25 kV autotransformer system to achieve greater than the 25 kV system. Supply, in terms, the supply for the electric trains run by the Indian Rail uses only two phases of the normal three-phase electric power supply. The usage of the two phases is a one, feeding a single phase transformer with the two phases instead of the conventional feeding of a phase and a neutral
9.
Overhead line
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An overhead line or overhead wire is used to transmit electrical energy to trams, trolleybuses, or trains. Overhead line is designed on the principle of one or more overhead wires situated over rail tracks, the feeder stations are usually fed from a high-voltage electrical grid. Electric trains that collect their current from overhead lines use a device such as a pantograph and it presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram, non-electric locomotives may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance. Alternative electrical power transmission schemes for trains include third rail, ground-level power supply, batteries and this article does not cover regenerative braking, where the traction motors act as generators to retard movement and return power to the overhead. To achieve good high-speed current collection, it is necessary to keep the wire geometry within defined limits. This is usually achieved by supporting the wire from a second wire known as the messenger wire or catenary. This wire approximates the path of a wire strung between two points, a catenary curve, thus the use of catenary to describe this wire or sometimes the whole system. This wire is attached to the wire at regular intervals by vertical wires known as droppers or drop wires. It is supported regularly at structures, by a pulley, link, the whole system is then subjected to a mechanical tension. As the contact wire makes contact with the pantograph, the insert on top of the pantograph is worn down. The straight wire between supports will cause the wire to cross over the whole surface of the pantograph as the train travels around the curve, causing uniform wear. On straight track, the wire is zigzagged slightly to the left. The movement of the wire across the head of the pantograph is called the sweep. The zigzagging of the line is not required for trolley poles. Depot areas tend to have only a wire and are known as simple equipment or trolley wire. When overhead line systems were first conceived, good current collection was only at low speeds. Compound equipment - uses a second wire, known as the auxiliary
10.
Current collector
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Those for overhead wires are roof-mounted devices, those for third rails are mounted on the bogies. Typically, they have one or more spring-loaded arms that permit the working engagement with the rail or overhead wire, the collector arm pushes the contact shoe against the contact wire or rail. As the vehicle moves, the shoe slides along the wire or rail to draw the electricity needed to run the vehicles motor. The current collector arms are electrically conductive but mounted insulated on the vehicles roof, an insulated cable connects the collector with the switch, transformer or motor. The steel rails of the act as the electrical return. Electric vehicles that collect their current from an overhead line system use different forms of one- or two-arm pantograph collectors, the current collection device presses against the underside of the lowest wire of an overhead line system, which is called a contact wire. Most overhead supply systems are either DC or single phase AC, three phase AC systems use a pair of overhead wires, and paired trolley poles. Electric railways with third rails, or fourth rails, in tunnels carry collector shoes projecting laterally, or vertically, the contact shoe may slide on top of the third rail, on the bottom or on the side. The side running contact shoe is used against the bars on rubber-tired metros. A vertical contact shoe is used on power supply systems, stud contact systems. A pair of shoes was used on underground current collection systems. The contact shoe on a contact system is called a ski collector. The ski collector moves vertically to accommodate variations in the height of the studs. Contact shoes may also be used on overhead conductor rails, on bars or on trolley wires. Most railways use three rails, while the London Underground uses four rails
11.
Pantograph (transport)
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A pantograph is an apparatus mounted on the roof of an electric train, tram or electric bus to collect power through contact with an overhead catenary wire. It is a type of current collector. Typically, a wire is used, with the return current running through the track. The term stems from the resemblance of some styles to the mechanical pantographs used for copying handwriting, the pantograph was invented in 1879 by Walter Reichel, chief engineer at Siemens & Halske in Germany. A flat slide-pantograph was invented in 1895 at the Baltimore and Ohio Railroad The familiar diamond-shaped roller pantograph was invented by John Q. Brown of the Key System shops for their commuter trains ran between San Francisco and the East Bay section of the San Francisco Bay Area in California. They appear in photographs of the first day of service,26 October 1903, for many decades thereafter, the same diamond shape was used by electric-rail systems around the world and remains in use by some today. The most common type of today is the so-called half-pantograph. Louis Faiveley invented this type of pantograph in 1955, the half-pantograph can be seen in use on everything from very fast trains to low-speed urban tram systems. The electric transmission system for electric rail systems consists of an upper. The pantograph is spring-loaded and pushes a contact shoe up against the underside of the wire to draw the current needed to run the train. The steel rails of the act as the electrical return. As the train moves, the shoe slides along the wire and can set up standing waves in the wires which break the contact. This means that on some systems adjacent pantographs are not permitted, pantographs are the successor technology to trolley poles, which were widely used on early streetcar systems. However, many of these networks, including Torontos, are undergoing upgrades to accommodate pantograph operation, as a precaution against loss of pressure in the second case, the arm is held in the down position by a catch. For high-voltage systems, the air supply is used to blow out the electric arc when roof-mounted circuit breakers are used. Pantographs may have either a single or a double arm, double-arm pantographs are usually heavier, requiring more power to raise and lower, but may also be more fault-tolerant. On railways of the former USSR, the most widely used pantographs are those with a double arm, some streetcars use double-arm pantographs, among them the Russian KTM-5, KTM-8, LVS-86 and many other Russian-made trams, as well as some Euro-PCC trams in Belgium
12.
Automatic Warning System
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The Automatic Warning System is a form of limited cab signalling introduced in 1956 in the United Kingdom. The Rail Safety and Standards Board defines it as, The original concept of AWS was to provide the driver with an audible, should the driver fail to respond to a warning indication, an emergency brake application will be initiated. Since the introduction of signalling, the majority of signals are fitted with AWS. It should be noted that AWS does not relieve the driver of the responsibility of observing and obeying lineside signals and it was based on a 1930 system developed by Alfred Ernest Hudd and marketed as the Strowger-Hudd system. An earlier contact system, installed on the Great Western Railway since 1906, AWS is part of the signalling system and warns the driver whether the next signal is clear or not. These warnings are usually given 200 yards before the signal, though the distance can vary according to linespeed, information about the signal aspect is conveyed by electromagnetic induction to the moving train through equipment fixed in the middle of the track, known as an AWS magnet. The system works by the train detecting sequences and polarities of magnetic fields passing between the equipment and the train equipment via a receiver under the train. If the signal being approached is displaying a clear for a semaphore or green for a multiple aspect colour light signal and this lets the driver know that the next signal is showing clear and that the AWS system is working. If the signal being approached is displaying a restrictive aspect, the AWS will sound a horn, the driver then has approximately 2 seconds to press the AWS/TPWS acknowledgement button. The horn then stops and the indicator changes to a pattern of black and yellow spokes. As a fail-safe mechanism, the button must be released after it has been pressed, if a driver should collapse onto the button or keep it held down, the AWS will not be cancelled. If the driver fails to cancel the warning in time the brake will apply. When this occurs the red Brake demand light will flash on the AWS/TPWS Driver machine interface, the driver must now push the AWS/TPWS acknowledgement button, and the brakes will release after a safety time out period has elapsed. AWS is provided at most main aspect signals on running lines, though there are exceptions, At through stations where the permitted speed is 30 mph or less. Where this occurs, these are called AWS gap areas, AWS magnets are not provided at semaphore stop signals. Where a line is not fitted with AWS magnets, it is shown in the Sectional Appendix, early devices used a mechanical connection between the signal and the locomotive. In 1840, the locomotive engineer Edward Bury experimented with a system whereby a lever at track level, connected to the signal, sounded the locomotives whistle, in 1873, United Kingdom Patent No.3286 was granted to C. Williams for a system in which, if a signal was passed at danger, numerous similar patents followed but they all bore the same disadvantage – that they could not be used at higher speeds for risk of damage to the mechanism – and they came to nothing
13.
Train Protection & Warning System
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The Train Protection & Warning System is a train protection system throughout the two UK passenger main-line railway networks, and in Victoria, Australia. TPWS is not designed to prevent SPADs but to mitigate against the consequences of a SPAD, a standard installation consists of an on-track transmitter adjacent to a signal, activated when the signal is at danger. A train that passes the signal will have its emergency brake activated, at around 400 high-risk locations, TPWS+ is installed with a third transmitter further in rear of the signal increasing the effectiveness to 100 mph. When installed in conjunction with signal controls such as double blocking, TPWS is not the same as timed train stops that accomplish a similar task with different technology. Trial installations of track side and train mounted equipment were made in 1997, with trials, the rollout of TPWS accelerated when the Railway Safety Regulations 1999 came into force in 2003, requiring the installation of train stops at a number of types of location. A pair of loops is placed 50–450 metres on the approach side of the signal. The distance between the loops determines the speed at which the on board equipment will apply the trains emergency brake. When the trains TPWS receiver passes over the first loop a timer begins to count down, if the second loop is passed before the timer has reset, the TPWS will activate. The further the pair of loops is from the signal, the widely spaced they will be. There is another pair of loops at the signal, also energised when the signal is at danger and these are placed together and will stop a train that runs past the signal. In a standard installation there are two pairs of loops, colloquially referred to as grids or toast racks, both pairs consist of an arming and a trigger loop. If the signal is at danger the loops will be energised, if the signal is at proceed, the loops will de-energise. The first pair, the Overspeed Sensor System, is sited at a position determined by line speed, the loops are separated by a distance that should not be traversed within a pre-determined period of time if the train is running at a safe speed approaching the signal at danger. The first, arming, loop emits a frequency of 64.25 kHz, the second, trigger, loop has a frequency of 65.25 kHz. The other pair of loops is back to back at the signal, the arming and trigger loops work at 66.25 kHz and 65.25 kHz respectively. The brakes will be applied if the equipment detects both frequencies together after having detected the arming frequency alone. Thus, an energised TSS is effective at any speed, since a train may be required to pass a signal at danger during failure etc. the driver has the facility to override a TSS, but not an OSS. For opposite-direction TPWS equipment, the frequencies are different, working at 64.75,65.75
14.
European Train Control System
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ETCS requires standard trackside equipment and a standard controller within the train cab. In its final form, all information is passed to the driver electronically, removing the need for lineside signals that, at high speed. It is a requirement that all new, upgraded or renewed tracks and rolling stock in the European railway system should adopt ETCS. Many networks outside the EU have also adopted ETCS, generally for high-speed rail projects, ETCS is specified at four different levels, Level 0, ETCS-compliant locomotives or rolling stock interact with lineside equipment that is non-ETCS-compliant. Versions are called System Requirement Specification and this is a bundle of documents, which may have different versioning for each document. A main version is called Baseline, unfortunately was a long time no strait release management and so exists no clear numbering scheme and hidden differences in practical installation until BL3. The European railway network grew from separate national networks with more in common than standard gauge. Notable differences include voltages, loading gauge, couplings, signalling, both factors led to efforts to reduce the time and cost of cross-border traffic. On 4 and 5 December 1989, a group including Transport Ministers resolved a master plan for a trans-European high-speed rail network. The Commission communicated the decision to the European Council, which approved the plan in its resolution of 17 December 1990 and this led to a resolution on 91/440/EEC as of 29 July 1991, which mandated the creation of a requirements list for interoperability in high-speed rail transport. The rail manufacturing industry and rail network operators had agreed on creation of interoperability standards in June 1991, until 1993 the organizational framework was created to start technical specifications that would be published as Technical Specifications for Interoperability. The mandate for TSI was resolved by 93/38/EEC, in 1995 a development plan first mentioned the creation of the European Rail Traffic Management System. The specification was written in 1996 in response to EU Council Directive 96/48/EC99 of 23 July 1996 on interoperability of the trans-European high-speed rail system, in July 1998 SRS 5a documents were published that formed the first baseline for technical specifications. UNISIG provided for corrections and enhancements of the baseline specification leading to the Class P specification in April 1999 and this baseline specification has been tested by six railways since 1999 as part of the ERTMS. The railway companies defined some extended requirements that were included to ETCS, the SUBSET-026 is defined from eight chapters where chapter seven defines the ETCS language and chapter eight describes the balise telegram structure of ETCS Level 1. Later UNISIG published the corrections as SUBSET-108, that was accepted in decision 2006/679/EEC, the earlier ETCS specification contained a lot of optional elements that limited interoperability. The Class 1 specifications were revised in the year leading to SRS2.3.0 document series that was made mandatory by the European Commission in decision 2007/153/EEC on 9 March 2007. Annex A describes the specifications on interoperability for high-speed and conventional rail transport
15.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
16.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
17.
Electric multiple unit
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An electric multiple unit or EMU is a multiple unit train consisting of self-propelled carriages, using electricity as the motive power. An EMU requires no separate locomotive, as traction motors are incorporated within one or a number of the carriages. An EMU is usually formed of two or more semi-permanently coupled carriages, but electrically powered single-unit railcars are also classed as EMUs. EMUs are popular on commuter and suburban rail networks around the world due to their fast acceleration, being quieter than DMUs and locomotive-drawn trains, EMUs can operate later at night and more frequently without disturbing residents living near the railway lines. The first EMUs were used on the elevated Liverpool Overhead Railway in 1893, the southern terminal of the railway was underground, giving the LOR the distinction of also being the first to use EMUs underground. Each carriage had a traction motor and was specifically designed and constructed to be light in weight while running on elevated steel sections. The first EMUs were two-carriage trains later graduating to three carriages, with the front and rear carriages powered, Liverpool Museum retains an example of the Liverpool Overhead Railway EMU carriage. An early proponent of EMUs was the American engineer Frank J. Sprague, the cars that form a complete EMU set can usually be separated by function into four types, power car, motor car, driving car, and trailer car. Each car can have more than one function, such as a car or power-driving car. A power car carries the equipment to draw power from the electrified infrastructure, such as pickup shoes for third rail systems and pantographs for overhead systems. Motor cars carry the traction motors to move the train, and are combined with the power car to avoid high-voltage inter-car connections. Driving cars are similar to a cab car, containing a drivers cab for controlling the train, an EMU will usually have two driving cars at its outer ends. Trailer cars are any cars that carry little or no traction or power related equipment, on third rail systems the outer vehicles usually carry the pick up shoes, with the motor vehicles receiving the current via intra-unit connections. Many modern 2-car EMU sets are set up as married pair units, while both units in a married pair are typically driving motors, the ancillary equipment are shared between the two cars in the set. Since neither car can operate without its partner, such sets are permanently coupled, advantages of married pair units include weight and cost savings over single-unit cars while allowing all cars to be powered, unlike a motor-trailer combination. Disadvantages include a loss of flexibility, as trains must be multiples of two cars, and a failure on a single car could force removing both it and its partner from service. The retired New York–Washington Metroliner service, first operated by the Pennsylvania Railroad and later by Amtrak, also featured high-speed electric multiple-unit cars, diesel multiple unit Battery electric multiple unit British electric multiple units Media related to Electric multiple unit at Wikimedia Commons
18.
Intercity Express Programme
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There are to be two variants, the Class 800, which are electric/diesel-electric hybrids, and the Class 801, which are electric only. On 12 February 2009, the DfT announced that Agility Trains, finally the decision was taken in March 2011 to proceed with the procurement and to electrify the Great Western Main Line. A £1.2 billion option for a further 30 nine-car electric trains to replace the Intercity 225 on the East Coast Main Line was taken up on 18 July 2013, financial close on the second phase was reached in April 2014. Assembly of the series of the trains is to take place at a new factory in Newton Aycliffe. The programme to procure a replacement for the Intercity 125 fleet was launched by the Department of Transport in 2005, initial estimates were for an order of between 500 and 2,000 vehicles. The initial official train specifications for the tender were published in November 2007, three versions of train were asked for, electrically powered via 25kV AC50 Hz overhead line, a self-powered version, and a bi-mode version. The maximum allowed train length was 312 m, the minimum approximately 130 m, trainsets were to be available in half-length, full-length, or intermediate-length versions, with the ability to lengthen and shorten trains in a time which would minimise that spent out of service. Bi-mode trains were required to be able to switch power sources both whilst stationary and at speed. AWS, TPWS signalling was to be fitted dependent on route as well as ETCS Level 2 equipment. The trains were to be used on the ECML and GWML, with use on the southern part of the West Coast Mainline, the Fen Line. The maximum weight of a train was 362 tonnes,385 tonnes and 392 tonnes. The minimum top speed was 125 mph, with an acceleration for all subtypes in both full- and half-length formations of over 0.575 m/s2 from starting to over 50 km/h. Mean distances between failure were expected to be better than 60,000 miles and 30,000 miles. In November 2007 a contract award was expected in late 2008 or early 2009, with service beginning in 2012. The first tranche was expected to be for approximately 850 vehicles, the decision was criticised for not awarding the contract to the Bombardier/Siemens offer which was expected to have resulted in work for Bombardiers Derby factory. The DfT was also accused of spin in describing the Agility trains consortium as a British led consortium, for the specific units, see British Rail Class 800 and British Rail Class 801 The preferred bidder, Agility Trains, offered a design named the Hitachi Super Express Train. Agility Trains claimed that the designs included a reduction in weight of the train of 15-40% per seat. The trains were to be supplied with either 5 or 10 coaches, with each coach being 26 m long,3 m longer than British Rail Mk3, assembly of the trains was to take place in the UK, using Japanese-built bodyshells, with a new factory being established
19.
Electro-diesel locomotive
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An electro-diesel locomotive is powered either from an electricity supply or by using the onboard diesel engine. For the most part, these locomotives are built to serve regional and they may be designed or adapted mainly for electric use, mainly for diesel use or to work well as either electric or diesel. This is effectively an electric locomotive with a small auxiliary diesel prime mover intended only for low-speed or short-distance operation. Some of these, such as the British Rail Class 74, were converted from electric locomotives, the Southern Region of British Railways used these locomotives to cross non-electrified gaps and to haul boat trains that used tramways at the ports of Southampton and Weymouth. For economy, the engine and its generator are considerably smaller than the electric capacity. The Southern types were of 1,600 hp or Type 3 rating as electrics, later classes had as much as 2,500 hp on electric power, but still the same diesel engines. Despite this large difference, their comparable tractive efforts were much closer and so they could start and work equally heavy trains as diesels and this is effectively a diesel locomotive with auxiliary electric motors, usually operating from 750 V DC third rail where non-electric traction is banned. Once out of the tunnels, the engines are started and operation is as a diesel locomotive. With modern electronics, it is easier to construct an electro-diesel locomotive or multiple-unit which is equally at home running at high speeds both under the wires and under diesel power. They may also be used on long routes to take advantage of shorter sections of electrified main lines. Bombardier has built dual-mode variants of its AGC series for the French operator SNCF, voith Futura, a concept locomotive rebuilt from DB240002. Bombardier TRAXX Last Mile Diesel, mainly electric, orders signed 2010, to be delivered probably 2012. Five Electro-diesel versions of the Stadler Flirt have been ordered for service in the Valle dAosta region, PESA 111Ed Gama Marathon – mainly electric, with auxiliary diesel engine enabling last-mile operation on non-electrified tracks. Gama Marathon was first presented in 2012 at InnoTrans Berlin, the locomotive then underwent a series of tests with rail operators Lotos Kolej and PKP Intercity, after successful conclusion it was offered on the market. In July 2015 the Polish train-operating company Locomotiv bought the prototype, newag Dragon – version of this electric freight locomotive for the Freightliners Polish branch, Freightliner PL Sp. Z o. o. is equipped with diesel engine. These included, ED16, ED18, and TEU1 narrow gauge models OPE1, OPE2, NP1, PE2 and this series is a rebuild of FEVE1.000 Series locomotive. CAF Bitrac 3600,3000 V DC overhead wires, october 2007 order for 9 freight Co-Co locomotives
20.
British Rail Class 800
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The Class 800 Super Express is a type of electro-diesel train to be used in the United Kingdom, based on the Hitachi A-train design. They are to be built by Hitachi from 2015, the first units will be delivered for the Great Western Main Line, beginning service there in July 2017 and on the East Coast Main Line from 2018. These trains will be built at Hitachis purpose-built facility at Newton Aycliffe, the train specification requires that this changeover can occur at line speed. The trains can be converted to operation by removal of the diesel engines. A total of 80 sets will be constructed, with 36 five-car and 21 nine-car units intended for operation with Great Western Railway, in March 2016, Virgin Trains East Coast announced that its Intercity Express Programme trains would carry the brand name Azuma, the Japanese word for East. In June 2016, Great Western Railway announced that its IEP trains would be known as Intercity Express Trains, in July 2016, it was announced that GWRs intended fleet of Class 801s were to be converted from pure EMUs to bi-mode units due to delays in the electrification. Subsequently these were reclassified as Class 800/3, the original 1.35 m3 fuel tanks will also be replaced with larger 1.55 m3 tanks. On 30 June 2016, GWRs test IEP ran from Reading to London Paddington carrying invited dignitaries, the GWR units will enter service from July 2017. British Rail Class 395 British Rail Class 801 British Rail Class 802 British Rail Class 390 British Rail Class 373 Official Website, Hitachi IEPTrain. co. uk
21.
InterCity 125
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InterCity 125 was the brand name of British Rails diesel-powered High Speed Train fleet, which was built from 1975 to 1982 and was introduced in 1976. An InterCity 125 train is made up of two Class 43 power cars, one at end of a fixed formation of Mark 3 carriages. Initially the sets were classified as Classes 253 and 254, a variant of the power cars operates in Australia as part of the XPT. Most sets are to be replaced on InterCity services by 2018 under the Intercity Express Programme, at first, that programme called for some HSTs to continue in use on London to Devon/Cornwall services where there are no plans to electrify the lines. One is in use, as Network Rails New Measurement Train, converted. In the later 1950s and early 1960s, the British Transport Commission was modernising its rail network, in particular, it wanted to increase intercity speeds, so that the railways could compete more effectively with the new motorways. Thus, at the instigation of Terry Miller, Chief Engineer, an operational prototype of this train was to be built by 1972. The prototype high-speed diesel train, which was to become the InterCity 125, was to be formed of a rake of coaches sandwiched between two power cars, one at each end. Also a factor in the decision was that the use of two locomotives, operating in formation, would cause less wear on the rails than a single, much heavier. The framework of the new locomotive, classified British Rail Class 41, was built at Crewe Works before being transferred to Derby Carriage and Wagon Works for completion. The design of the locomotive incorporated a driving desk fitted around the driver, the prototype became the first diesel locomotive in British railway history to use AC alternators in place of a DC generator, with the output converted to DC when used for traction. The prototype train of seven coaches and two locomotives was completed in August 1972 and by the autumn was running trials on the main line, the following year, high-speed testing was being undertaken on the racing stretch of the East Coast Main Line between York and Darlington. The set had been reduced to two cars and five trailers, and there seems to have been a concerted attempt to see how fast the train would go. On 6 June 1973131 mph was reached, and this maximum was raised as the days went by, by 12 June a world diesel speed record of 143.2 mph was achieved. The drivers believed that 150 mph was possible but the BRB issued instructions for the speed tests to cease. It was believed at the time that this was because the BRB wanted to promote the APT as the future of high speed rail travel in the UK. The first production car, numbered 43002, was delivered in late 1975. The streamlined front end lacked conventional buffers, and the drawgear was hidden under a cowling, the single cab front window was much larger than the prototypes, and side windows were included
22.
Great Western main line
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The Great Western main line is a main line railway in Great Britain, that runs westwards from Londons Paddington station to Bristol Temple Meads. It was the route of the pre-1948 Great Western Railway which was merged into the Western Region of British Railways and is now a part of the national rail system managed by Network Rail. The line is currently being electrified and it was electrified from Paddington to Heathrow Airport in the late 1990s. Work to electrify the remainder of the started in 2011 with an initial aim to complete the work all the way to Bristol by 2016. The programme however has been deferred for six years with no end completion forecast because costs have tripled. The four sections that are delayed are, Oxford to Didcot Parkway, Bristol Parkway to Bristol Temple Meads, Bath Spa to Bristol Temple Meads and the Thames Valley branches to Henley and Windsor. The line was built by the Great Western Railway and engineered by Isambard Kingdom Brunel as a track line using a wider 7 ft broad gauge and was opened in stages between 1838 and 1840. The alignment was so level and straight it was nicknamed ‘Brunel’s Billiard Table’ and it was supplemented with a third rail for dual gauge operation allowing standard gauge 4 ft 8 1⁄2 in trains to also operate on the route in stages between 1854 and 1875. The broad gauge remained in use until 1892, evidence of the original broad gauge can still be seen at many places where bridges are a wider than usual, or where tracks are ten feet apart instead of the usual six. The original dual tracks were widened to four track in places between 1877 and 1899. Further widenings of the line took place between 1903 and 1910, the railways returned to direct government control during World War II before being nationalised to form British Railways in 1948. More widening infrastructure work took place between 1931 and 1932, and the extension to south wales was quadrupled 1941, the line speed was upgraded in the 1970s to support the introduction of the InterCity 125. Under the 1979–90 Conservative governments that succeeded the 1976–79 Labour government the proposal was not implemented, the route of the GWML includes dozens of listed buildings and structures, including tunnel portals, bridges and viaducts, stations, and associated hotels. Grade I listed structures on the line include London Paddington, Wharncliffe Viaduct, the 1839 Tudor gothic River Avon Bridge in Bristol, from London to Didcot, the line follows the Thames Valley, crossing the River Thames three times, including on the famous Maidenhead Railway Bridge. After Swindon, trains pass the Swindon Steam Railway Museum, from Wootton Bassett there are two different routes to Bristol, firstly via Box Tunnel and secondly via Bristol Parkway. It is also possible to run via the Wessex Main Line, beyond Bristol, some trains continue on the Bristol to Taunton Line to Weston-super-Mare or beyond. Main line and local services are provided by Great Western Railway, the stations served by trains between London Paddington and Bristol Temple Meads are, Slough, Reading, Didcot Parkway, Swindon, Chippenham, and Bath Spa. Local services on this route are operated by GWR and BAA under the Heathrow Connect name
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British Rail Class 395
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The Class 395 Javelin is a dual-voltage electric multiple unit built for high-speed commuter services on High Speed 1 and elsewhere on the Integrated Kent Franchise. The use of the trains as part of the transport infrastructure for the Olympic Park formed part of the original bid for the 2012 Summer Olympics. The service was named the Olympic Javelin Shuttle, and was the origin for the nickname Javelin, the Olympic services began 28 July 2012. In 2005 the proposed high-speed services were combined with those from the former South Eastern rail franchise to form the Integrated Kent franchise, in November 2005 the Department for Transport announced Govia as the new operator of the IKF. The contract was Hitachis first rail vehicle sold to a UK or European customer, construction of the CTRL was complete in November 2007. A twenty-ninth train was added to the agreement by franchise holder Southeastern to provide additional capacity. A second building housed a wheel lathe from Sculfort, other facilities included carriage washing plant, a 25kV OHL test track, and sidings for rolling stock. The DEPCO consortium also updated another existing depot at Ramsgate for the IKF with facilities including storage sidings for the Class 395 trains and light maintenance facilities. Pre-shipping factory tests included static and dynamic tests, traction and braking tests. The first train was delivered from Japan to Southampton Docks on 23 August 2007, homologation testing was undertaken by Serco, SNCF International assisted with testing of KVB and TVM430 signalling systems, with speeds of 240 km/h attained in January 2008. After successful testing of four units shipping of the main production tranche began in December 2008, the final three trains arrived in the UK in August 2009, with the final train delivered to Southeastern on 11 December 2009. In September 2009 preliminary services to the Kent coast also began, preview services on the North Kent line began in November 2009. In September 2010, it was reported that passengers were experiencing alarming wobbles on tunnel sections, the problem was described by Southeastern as non-dangerous, and trains were fitted with dampers to prevent the problem from recurring. A full regular service commenced on 13 December 2009, however, the service has been criticised as being of limited use to many London commuters because trains terminate at St Pancras. Additionally, the change in patterns to accommodate high-speed trains resulted in some non-high-speed services in Kent becoming slower. In May 2011, a service from Maidstone West via Strood. Followed in September 2011 by a service from Sandwich via Deal to London St Pancras. In 2013, four years after the service started, total numbers were ten million
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British Rail Class 802
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The type will be used initially on the Great Western Main Line, running from London to Plymouth and Penzance along with the HSTs. In mid 2015, First Great Western announced that it had secured the procurement of 173 new rail vehicles from Hitachi Rail, at the time, FGW was beginning the process of introducing a brand new fleet of intercity trains as part of the Governments Intercity Express Programme. This project involved the procurement of both wholly electric units, and bi-mode trains, capable of running either using OHLE or on-board diesel traction and these trains were intended to replace the existing High Speed Trains following the electrification of the Great Western Main Line. However, electrification will only go as far as Bristol, with the route beyond requiring diesel traction, the purchase of 173 additional vehicles was with the intention that these new bi-mode trains, similar to the Class 800s, would be used on services into Devon and Cornwall. These new trains would consist of 22 five-car and seven nine-car units, the option for a further 150 vehicles would be formed into another 30 five-car units. Initially, owing to Hitachis facility at Newton Aycliffe in County Durham being at capacity, however, following Hitachis purchase of the Italian train manufacturer AnsaldoBreda, construction was moved to Hitachis Pistoia plant. In September 2015, Hull Trains announced that they would be procuring up to five new 5-car bi-mode units from Hitachi. In its access application, the stated that, for route clearance purposes, its planned units would be identical to the Class 800/801 units. In August 2016, GWR announced that it was procuring an additional seven 9-car Class 802 sets to add to the 29 units already procured, British Rail Class 395 British Rail Class 800 British Rail Class 801
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British Rail Class 302
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The British Rail Class 302 was a type of electric multiple unit introduced between 1958 -1960 for outer suburban passenger services on the London, Tilbury and Southend Railway route. This class of unit was constructed using the Mark 1 bodyshell and was slam-door. Each unit was formed of four coaches in the formation BDTS - MBS - TC - DTS, the initial set numbers were 201-312, later prefixed by the class number 302. The first 20 units remained on the GE main line for the bulk of their lives, on the LT&S the changeover point was just east of Barking station on both Upminster and Tilbury routes. The Motor Coach retained its Gresley derived bogies after refurbishment, originally the vehicles were insulated with blue asbestos which was removed and sealed during refurbishments. Unit 302244 was involved in an accident with a lorry at a crossing at Low Street railway station in Tilbury. This was replaced with a carriage originally belonging to a Manchester-Bury Line Class 504, following the privatisation of British Rail, the units passed to LTS Rail in 1996. The class was withdrawn from service in 1999 due to the age of the units. They were replaced by Class 310 units, Class 312 units, and Class 317 units, electrical equipment was supplied by English Electric with the majority of equipment being interchangeable with Class 308 units. Should this happen the transformer would require changing and overhaul as well as other equipment due to flashover damage. The transformer was also protected by a Buchholz relay which monitored any gas build-up within the cooling/insulating oil, all Class 302 and 308 stock were fitted with Stone Faiveley pantographs for current collection from the overhead line. A particular oddity of Eastern/Anglian region EMU stock was the fitting of fibre glass snow shields between the pantograph and the supporting insulators, one member of the class,302302, was experimentally fitted with thyristor control in the early 1970s. After the experiment it was converted back to the tap changer control. The sub-classification 302/9 was used for six non-passenger carrying conversions, units 302990-992 were reduced to three-car length and converted for use as Royal Mail parcels units, with the addition of bodyside roller shutter doors, and repainted in Royal Mail red livery. Units 302996-998 were also reduced to three-car length and used as departmental sandite rail treatment units, two driving trailers No.75033 and No.75250 carriages which belonged to units 302201 and 302227 are preserved at Mangapps Farm Railway Museum near Burnham-on-Crouch, Essex. The rest of the fleet has been scrapped since withdrawal in late 1999, final fling for Class 302 EMUs. Class 302 general overview on Class 310 site BW Photo of unit no.298 at Barking c.1964 The Railway Centre data page on the Class 302
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British Rail Class 303
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The British Rail Class 303 electric multiple units, also known as Blue Train units, were introduced in 1960 for the electrification of the North Clyde and the Cathcart Circle lines in Strathclyde. The final units were withdrawn from service in 2002, the fleets lifespan was 42 years. The units were used on the Inverclyde and Argyle lines of the Glasgow suburban railway network as various electrification schemes came to fruition. Ninety-one 3-car units were built by Pressed Steel at Linwood near Paisley, from 1959–1961, a further 19 near-identical Class 311 units were built in 1967 following the Inverclyde electrification, although these units were built by Cravens in Sheffield. When new, the units were numbered in the range 001-091. Each unit consisted of 3-cars coupled together in a semi-permanent formation, although 6-car formations were frequently operated, 9-car formations were operated occasionally. 12-car formations were only seen as a result of train failures or ECS workings to the depots at Shields Road or Hyndland. The two outer carriages of unit were driving trailers, with an intermediate motor coach containing the motor bogies. Units operated from the standard 25 kV alternating current overhead power lines system, the technical description of the formation is DTSO+MBSO+BDTSO. Individual vehicle numbers are shown below, in practice, when built, the North Clyde lines required the majority of the units. Based on the Mark 1 bodyshell design, the Class 303 units utilised electrical gear made by Metropolitan-Vickers, the old steam-operated service was temporarily reinstated whilst urgent modifications were made. This also delayed the handing over of the Cathcart Circle service to electric operation, the units had many features which made them state of the art at the time of their introduction. This included the use of pneumatically operated sliding doors, with passenger-operated door opening buttons. In practice, the doors were usually operated by the train guard, glass partitions behind the cabs allowed passengers in the front and rearmost carriages to see the drivers view of the track. This was particularly appreciated in the riverside areas around Craigendoran. Following the electrification of the lines from Glasgow Central to Gourock and Wemyss Bay in 1967, the interiors of the Class 303s were fitted with tungsten light bulbs whilst the Class 311s had fluorescent lighting. The Class 303 fleet were nicknamed the Blue Trains upon their introduction and this was later changed to the standard BR Blue, quickly superseded by BR Blue/Grey livery in the late 1960s and early 1970s. In 1984, the ScotRail sector of British Rail began a refurbishment programme for 50 of the 25-year-old units
27.
British Rail Class 304
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The British Rail Class 304 electric multiple units were built for suburban use on the first phases of the West Coast Main Line electrification between Crewe and Manchester/Liverpool/Rugby. Originally classed as AM4 units, they later became Class 304 under the TOPS numbering system, and could be found in operation over most of the West Coast Main Line. The units conformed to the 1959-design for alternating current electrical multiple units, and were very similar to the Class 305, Class 308. No units survived into preservation, and all units were eventually scrapped, the first fifteen units were delivered to Longsight Depot, Manchester from April 1960 as four-car sets, and were originally numbered 001-015. The units followed the two-car 1, 200V DC Class 504 units off the line at Wolverton. One result of the Motor Brake vehicle having a compartment design was that the layout on all vehicles was designed to suit. The units were tested on the Styal line prior to the start of services between Crewe and Manchester. These units differed from the first batch by having a different body design. The Motor Brake vehicles had a different internal layout, with 72 second class seats in saloon layout and this improved layout was adopted for the final batch of AM4s, as well as later batches of AM5 units and AM8 units. The third and final batch of AM4 was another ten units, numbered 036-045, surprisingly, the AM4s were the only AC units of the 1959 design to wear the lined-out version of Multiple Unit Green livery, with Classes 305 and 308 emerging in comparatively drab plain green. This pleasant appearance was lost, however, when repainted into all-over Rail Blue, the units spent their whole careers operating between Crewe and Manchester/Liverpool/Birmingham/Rugby/Northampton. Some units were operated to London Euston or Preston. In the early 1980s, a refurbishment programme was carried out on the units, unlike other EMU refurbishment programmes, the work carried out on Class 304 units did not include the fitting of inter-vehicle gangways, or the complete replacement of internal fittings. This meant that original 1960s seats and trim remained in most vehicles, the units were also repainted into blue and grey livery. The loss of one meant that the power-to-weight ratio of the units increased. In the 1980s the units received the Class 304 TOPS prefix to their unit numbers. The end came in March 1996 when 304002 and 304033 ran a series of specials in Birmingham. Known amongst enthusiasts as Dinosaurs, due to their advancing age,304021 was purchased for preservation in 1998 and was stored in sidings in Crewe
28.
British Rail Class 305
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The British Rail Class 305 was an alternating current electric multiple unit. Under the pre-1973 British Rail numbering system, the class was known as AM5, when TOPS was introduced, the class became Class 305. They mainly worked the Chingford and Enfield branches, where their average scheduled speed was 22 mph and these units were distinguished by their lower backed seating. 305/1 units were replaced from 1980 onwards by British Rail Class 315 units and they were not generally used elsewhere, but a small number of units, are believed to have operated around Manchester for a brief period in the mid 1990s. All examples of the sub class were scrapped, 305/2 units were generally deployed on outer suburban services on the Lea Valley Line out of London Liverpool Street to Bishops Stortford, where their average scheduled speed was 34 mph. Like the 305/1 units, they could occasionally be seen on services out of Liverpool Street and were sometimes coupled to other compatible EMUs for multiple working. One unit was converted in 1984 for use as a classroom in connection with the East Coast Main Line electrification project, becoming unit 305935. One of the vehicles contained blue asbestos and was subsequently replaced with a driving vehicle from a withdrawn Class 302 set, forming a hybrid set. The 305/2s were refurbished in the mid-late 1980s, as with the 308s, this involved moving first class to a driving trailer, new interior panels, new seats and fluorescent lights. The 305/2s were initially replaced on the Lea Valley Line by British Rail Class 310 units during the late 1980s/early 1990s, a handful were further repainted into Greater Manchester PTE livery, some regaining their TSO trailer and receiving additional luggage racks dedicated to the new Manchester Airport services. The remainder moved to Glasgow Shields depot retaining their 4-car configuration, AC EMU Group aimed to save a Class 305 driving trailer, but by the time funding was found, they had all been scrapped, so a Class 308 driving trailer was saved instead. British Railways Electric Multiple Units to 1975
29.
British Rail Class 306
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The British Rail Class 306 was a type of electric multiple unit introduced in 1949. It consisted of 92 three-car trains which were used on newly electrified suburban lines between Shenfield and London Liverpool Street, Class 306 trains were built to a pre-World War II LNER design by Metro Cammell and Birmingham RCW, and were equipped with English Electric traction equipment. In the early 1960s the overhead wires were re-energised at 25,000 V alternating current and this entailed the fitting of a transformer and rectifier unit, which were located on the underframe between the bogies of the intermediate carriage. At the same time the location of the pantograph was moved to this carriage as well, the trains were then re-numbered 001-092 with the last two digits of each carriage number the same as the unit number. The Class 306 trains were withdrawn in the early 1980s, and it has been repainted in a near original green livery, albeit with a yellow warning panel on the front to comply with present-day safety regulations. The 306 unit was in store at MoD Kineton awaiting the resolving of issues such as asbestos contamination, Class 506 EMUs - similar to the Class 306 EMUs, but built for the Manchester-Sheffield-Wath electric railway Fox, Peter. British Railways Electric Multiple Units to 1975
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British Rail Class 307
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The British Rail Class 307 electric multiple units were built by BR at Eastleigh Works from 1954 to 1956. They were initially classified as AM7 before the introduction of TOPS, thirty-two of these 4-car units were built for services on the Great Eastern Main Line. The units were constructed to a design to the third-rail Class 415 units introduced by the Southern Region a few years earlier. However, there were differences, most notably a slightly different front cab. All units were formed of four cars, when originally built, units were numbered in the range 01s-32s, and were composed of two outer driving trailers, an intermediate trailer composite, and an intermediate motor brake. The units were constructed to operate off the 1,500 V direct current overhead power system used on Eastern Region suburban lines, therefore, from 1960-1962 the entire AM7 fleet was extensively rebuilt at Eastleigh Works to allow units to operate from the new voltage system. The work including moving the guards compartment from the coach to one of the driving trailers. At the same time, units were renumbered into the range 101-132, from 1983-1984 the fleet was refurbished. Work involved replacing all compartments with open saloons, and the fitting of gangways between vehicles within a unit, the first-class seating was also moved from the trailer to the non-brake driving trailer. During this period, units were renumbered under the TOPS system to 307101-307132, details of the vehicle designations are shown below. When new, these trains were used on the newly electrified Great Eastern Main Line, in 1960 the electrification system on this route was converted from 1,500 V DC to 25 kV AC overhead, necessitating the rebuild of the fleet. Following refurbishment in 1983, the fleet saw continued use on both the London, Tilbury and Southend Railway and Great Eastern routes, from 1986, a few trains were repainted in Network SouthEast livery. The Class 307 trains did not last much longer on the Great Eastern route, following the introduction of new Class 321/3, by 1991, all Class 307 trains had been withdrawn from Network SouthEast services. However, five trains were overhauled at Doncaster Works for use on the newly electrified Wakefield Line service between Leeds and Doncaster and they received the West Yorkshire Metro maroon livery. The use of units was intended as a stop-gap until three new Class 321/9 trains entered service. The final Class 307 trains were withdrawn in early 1993, following withdrawal, large-scale scrapping of the class was delayed as it was intended to rebuild the units as Class 300 parcels units. This plan was dropped in favour of building new Class 325 units, however, many of the driving trailer vehicles were eventually rebuilt as Propelling Control Vehicles. The redundant intermediate trailers and motor vehicles were eventually scrapped, following withdrawal from service, several units were converted for further use as departmental vehicles
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British Rail Class 308
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The British Rail Class 308 alternating current electric multiple units were built by BR at York Carriage Works, in three batches, from 1959–61. They were initially classified as AM8 units before the introduction of TOPS, the first batch of 33 units were built in 1959, numbered 133–165. This was later changed to Class 308/1 under the TOPS system and these units were built to operate commuter services on the Great Eastern Main Line from London Liverpool Street to Shenfield, Witham, Colchester, Walton-on-the-Naze and Clacton. Each unit was formed of four carriages, two driving trailers, an intermediate trailer, and a motor coach. These units were reclassified as Class 308/2 under TOPS. The technical description of the formation was BDTS+MLV+TC+DTS, three units were subsequently rebuilt as Class 308/4 parcels units for Rail Express Systems. Finally, a batch of 3-car units were built in 1961 for suburban services from London Liverpool Street to Chingford. They were numbered 453–455, following on from the Class 305/1 units and these units were later reclassified as Class 308/3, and renumbered 308453–455 under TOPS. Unlike the first batch, these contained no first-class seating. Each unit was formed of three carriages, two driving trailers, and an intermediate motor coach. The technical description of the formation was BDTS+MBS+DTS. Individual carriages numbers were as follows, 75741-75743 - BDTS 61689-61691 - MBS 75992-75994 - DTS These units were withdrawn in the late 1980s. In 1983, three former Class 308/2 units were converted into Class 308/4 postal units by the Parcels sector, with the removal of the intermediate trailer and these units were replaced by three converted Class 302/9 parcels units in 1992. By the early 1990s, only the Class 308/1 units were still in service and these were gradually replaced on GEML services by the new Class 321 units. The LTS units were displaced by Class 312 units. These sandite units were fitted with a small cement mixer that was used to mix the sandite. Later, premixed sandite was loaded prior to use with the easing of the work by the staff. In 1994–95, electrification spread North from Leeds to Bradford, Skipton, as no new stock had been ordered, BR decided to overhaul Class 308 units for use on these services
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British Rail Class 309
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The British Rail Class 309 Clacton Express electric multiple units were built by British Rail York Carriage Works from 1962–1963. They were initially classified as Class AM9 before the introduction of TOPS and these units were the first express 25 kV alternating current units to be built by British Rail, and British Rails first EMUs to be capable of 100 mph. When built, units were used exclusively on Great Eastern Main Line express services from London Liverpool Street to Clacton-on-Sea, Trains would be formed of three units in a ten-car formation. The train would divide at Thorpe-le-Soken, with one of the 4-cars units used on the Walton section, the Clacton portion usually included the griddle car unit, and was always the second to leave Thorpe-le-Soken, being the rear portion of the coastbound train. In the 1970s many of the units were reformed, the two-car units were augmented to four-car units. In 1973-74 units 605-608 with the addition of TSK with TCK converted former Mk1 SK, in 1978 units 601-604 with the addition of TCK and TSOL converted former Mk1 CK and TSO coaches which formed in to 4 car sets. In the early 1980s units 611-618 had the cars were taken out of use and replaced by TSOL from 601-604. The entire fleet was refurbished in the period 1985–1987, the first units outshopped were painted in the bold new London and SouthEastern Jaffa Cake livery. However, this was superseded by the equally bold Network SouthEast livery. Coinciding with the refurbishment work, in 1985 electrification spread north from Colchester to Ipswich and this meant the Class 309 units were soon introduced on fast trains to Ipswich and Harwich. In 1989, new Class 321/3 units were introduced onto GEML services partially replacing both class 309 and Class 312 diagrams, the Clacton Express units however continued until May 1992 in main service and then a reduced fleet operated a few rush hour services until January 1994. The last units were withdrawn on 22 January 1994, despite their recent, after working a final railtour and the week of normal services a final Saturday diagram was run with 309626/613/616 ending on the 1800 Liverpool Street - Clacton. However, not all units were scrapped, and seven were retained for possible reuse around Manchester on suburban trains. These units were stored at Blackpool, in 1994, Regional Railways North West acquired the seven redundant units stored at Blackpool. The units, nos. 309613/616/617/624/626/627, were put to use on suburban passenger services from Manchester Piccadilly to Crewe. Six of the units were repainted in RRNW blue livery with a green stripe,309624, was repainted in a special blue livery to commemorate the opening a new railway line to Manchester International Airport in 1996. Upon privatisation, the passed to the North Western Trains franchise. This was later renamed First North Western following FirstGroup taking 100% ownership of Great Western Holdings, by the late 1990s, the seven units saw continued use around Manchester
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British Rail Class 310
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The British Rail Class 310 is a slam-door, alternating current electric multiple unit introduced in 1963 as part of the West Coast Main Line electrification project. They were initially classified as Class AM10 units before the introduction of the TOPS classification system, constructed at BRs Derby Carriage and Wagon Works. They consisted of four carriages - a second class driving trailer, a second trailer, a second class motor car. The maximum speed was 75 miles per hour, a glass partition behind the drivers cab enabled passengers in the leading and rear coaches to have an excellent view of the line ahead or behind. They introduced some new features, the first standard multiple units with disc brakes, noise was reduced by sprayed asbestos on the floor, body and roof. Original livery was overall Rail Blue, later amended to the familiar blue, initially they were primarily used on local services from London Euston to Bletchley, Milton Keynes, Northampton and Birmingham, and within the West Midlands. They were also the first EMUs to be based on the British Rail Mark 2 bodyshell, the braking system is slightly different with ventilated brake discs on the axles of the B4 non-powered bogies attached to the axles whereas on the Class 312 they are mounted on the wheel discs. As are the motor bogies axles on the Class 310, also the cast BR double arrows were removed from the cab sides on arrival, or soon after at East Ham Depot. The Class 310 stock also were used for a short while on the electrified route to Cambridge prior to replacement with more modern stock. The motors differed from the class 312 in that the ratio is lower which accounts for the maximum speed of 75mph compared to 90mph on the Class 312. The B4 bogies on the Class 310 are fitted with friction primary dampers whereas on the 312 they are hydraulic, all Class 310 units that survived into the 21st century were withdrawn between 2001 and 2002. 310/1 - Four-car units modified for use in the Midlands,18 April 1967, Unknown unit collided with a derailed mineral train between Northampton and Roade. 4 July 1969, unit Nos 072 &057,6 out of 8 carriages derailed at Willesden after colliding with infrastructure,31 December 1969, unknown unit collided with derailed freight train at Roade. 26 July 1971, a unit of the class departed from Macclesfield,20 April 1980,310052 collided with track maintenance equipment at Bushey leading to a bogie derailment. 11 October 1984 -310067 &310086 collided with a train near Wembley Central after passing a signal at danger. 4 August 1990 -310102 running as empty coaching stock, all 310/0 units came under the control of LTS Rail which operated them on the London, Tilbury and Southend Railway. They were replaced by Class 357 units from 1999 to 2002, the thirteen 310/1 units came under the control of Central Trains. All were withdrawn by 2002 and replaced by a mixture of Class 170 and Class 323 units
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British Rail Class 311
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The British Rail Class 311 alternating current electric multiple units were built by Cravens at Sheffield in 1967. They were intended for use on the line from Glasgow Central to Gourock and Wemyss Bay, outwardly, the units were virtually identical to the earlier Class 303 units built in 1960. The interiors were very similar, although the Class 311s had fluorescent lighting. The larger fleet of class 303 units had been built by Pressed Steel at their factory in Linwood, Paisley. By the time the Class 311 were required, Pressed Steel no longer built railway carriages, so Cravens of Sheffield worked to the original drawings, updated at a few points. 19 units were built, initially classified as AM11 units, and this was later changed to Class 311 under the TOPS system, and the units were renumbered 311092-110. Each unit was formed of three carriages, two driving trailers, an intermediate motor coach. The technical description of the formation was BDTCOL+MBSO+DTSO, in practice, the Class 311s operated almost interchangeably with the Class 303s. The units could be found in service across the Glasgow electrified suburban network, consideration was given to upgrading 11 of the units for the Ayr line electrification until it was found to be cheaper to buy 21 of the new Class 318 units and the plan was cancelled. Being a much smaller and unrefurbished fleet, the Class 311s were replaced earlier than the Class 303s, after being withdrawn from normal traffic, two units, nos. 311103/104 were transferred to departmental duties as Class 936 sandite units and these lasted in service until 1999, when they were withdrawn. They were not scrapped immediately as Railtrack was anxious to ensure one of the units was preserved. In 2002, Railtrack donated one of the units to the Summerlee Heritage Park museum in Coatbridge, the other unit was scrapped in 2003. One of the coaches on the unit donated to Summerlee was subsequently scrapped as part of the refurbishment of the museum. 311103 - 76414+62174+76433 - Summerlee Heritage Park, Coatbridge This unit was the former Class 936 sandite unit, in February 2017, work will start on restoring the Class 311 unit to its original condition. British Railways Electric Multiple Units to 1975, media related to British Rail Class 311 at Wikimedia Commons
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British Rail Class 312
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The British Rail Class 312 is a type of alternating current electric multiple unit built in 1975-1978 for use on outer-suburban passenger services. It was the last class of multiple unit to be constructed with the British Rail Mark 2 bodyshell and these features contributed to their relatively early withdrawal at 25–28 years old, compared with a typical EMU life expectancy of 30–40 years. These units were based on the Class 310 used on the services out of London Euston, but were rated for a top speed of 90 mph. As built, the 312/0 fleet were used on the newly electrified Great Northern outer suburban services from London Kings Cross to Royston, the 312/1s were built for Great Eastern line services from London Liverpool Street. The four 312/2 units were used to enhance local services between Birmingham New Street and Birmingham International, but were also used on other services in the West Midlands. During the late 1980s, the received an interior refurbishment that saw the wooden panel interiors covered with fascia panels. At the same time, or soon after, units were reallocated, the Class 312/0 units moved to the Great Eastern Main Line following the arrival of a more modern 100 mph Class 317 fleet. The 312/1 subfleet consequently moved to the London, Tilbury and Southend Railway, the 312/2 units would also to the Great Eastern, replaced by modified 310 units released by the delivery of Class 321/4 units in the West Midlands. These moves were complete by the end of the 1980s, and allocations remained broadly stable until privatisation, upon privatisation, the fleet was divided between three franchises. Central Trains inherited four units, 312725-728 and these were primarily used on fast Birmingham New Street to Liverpool Lime Street services, and were painted in Regional Railways livery. Their stay with Central Trains did not last long and they were transferred to LTS Rail in 1996, First Great Eastern inherited 24 units, 312701-724. These were used mainly on Colchester to Walton-on-the-Naze and Manningtree to Harwich services and London Liverpool Street to Ipswich and Clacton peak trains. In later years, two former LTS units, 312728/784, were acquired to replace accident-damaged units such as 312707, in 2003, First Great Eastern acquired new Class 360 units to replace these trains. Units were gradually removed from traffic, and by March 2004 only three sets, 312718/721/723, remained in service, a farewell charter train operated on their previous routes using two of these units. The final sets were used on trains, and were withdrawn on 25 June 2004 after the return of the five Class 322 units which had been on hire to ScotRail. C2c inherited 21 units, 312729/730/781-799, later supplemented by the four former Central Trains units 312725-728 and these latter units were repainted in Network SouthEast livery, some of the last vehicles to be so treated. The final units were withdrawn from service in 2003, having been replaced by new Class 357/2 Electrostar units, two units were later transferred to First Great Eastern to supplement their fleet as detailed earlier. Vehicles 78037 and 71205 from unit 312792 have been preserved and are under restoration at Electric Railway Museum, the table below illustrates the original formation, numbering and areas of use, Railway Heritage Register Carriage Survey Project
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British Rail Class 313
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The British Rail Class 313 is a dual-voltage electric multiple unit train built by BREL York Works between February 1976 and April 1977. They were the first units in Britain to have multi-function Tightlock couplers, allowing coupling, following the withdrawal of most first-generation stock, they are the oldest EMUs in regular service on National Rail on the British mainland, the oldest units are now 41 years old. The Class 313 was developed following extensive trials with the prototype Class 445 PEP built in the early 1970s, the 313 is similar to the Class 314, Class 315, Class 507 and Class 508. They are standard length and width, but the roof is lower, due to this, each motor coach has shoe gear on both bogies, whereas normally it would only be on the leading bogie. They are fitted with trip-cocks that are struck by a raised arm at red signals. The units were originally numbered 313001-064, each unit is formed of two outer driving motors and an intermediate trailer with a pantograph. This is a reversal of the started in the 1960s. Part of the reason was to simplify the equipment to allow dual-voltage operation, on 750 V DC each motor coach draws its supply directly through its shoe gear. 313s have series-wound DC GEC G310AZ traction motors controlled by a controlled resistance system with series and parallel motor groupings. Great Northern and Southern units have been retro-fitted with cab air conditioning, Great Northern units have sanding equipment. Unlike some other DMU/EMU classes, additional brake force is not available when the brake application is initiated and is the equivalent force of a step 3/full service application. WSP is still active when making an emergency application, the air suspension is linked to the braking system via a Variable Load Valve, which increases air brake pressure when the coach is more heavily loaded to compensate for the additional weight. The DMS A coach has a compressor and main reservoir tank, the MA provides power for the following,415 V AC - headlight, traction/braking resistor cooling fan, coach heater fans. 240 V AC - cab heater fan, thermostat fans, appliance sockets,110 V DC - control supply, battery charging, train lighting, cab air conditioning, CCTV system. V vehicles are numbered as follows, 62529-62592 - DMSO 71213-71276 - PTSO 62593-62656 - BDMSO All units have standard class seating only. As built, the doors were opened by the passengers. Unfortunately many people did not wait for the release and gave the handle a much harder tug. Concerns over passenger safety led to the removal of the handles from March 1977 to be replaced by push-buttons which serve the purpose as the handles
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British Rail Class 314
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British Rail Class 314 alternating current electric multiple units were built by BREL York works in 1979. They were the variety of British Rails then-standard 1972 design for suburban EMUs. Able to operate from 25 kV overhead line only, the fleet works inner-suburban services on the Strathclyde rail network in Scotland. The Class 314 was based on the experimental Class 445 or PEP unit, in line with the other PEP-based classes, the Class 314 units consist of two outer motor cars with an unpowered trailer vehicle in the middle, giving a technical description of DMSO+PTSO+DMSO. The coaches are of aluminium alloy construction based on a steel underframe. Since 2002, they are found working on the Cathcart Circle Line services to Cathcart. A small number of units also usually work Inverclyde Line services to Gourock and Wemyss Bay and they are also seen on the Ayrshire Coast Line occasionally, particularly when extreme weather affects the availability of other ScotRail EMUs. From 21 November 2012, the Class 314s are also operating the Paisley Canal Line during off-peak times following the electrification of the branch. In May 2006, a mechanical overhaul programme to the units was initiated, with upgraded door mechanisms and upgrades to the electrics. 314202 lost its classic Strathclyde orange/black livery in favour of the scheme when it passed through Glasgow Works at the end of November 2006. 314206 entered Glasgow Works on 20 July 2007 and this was to be the final unit to receive a major overhaul, pending a decision on the future of the Class 314 units. In 2009/2010, all Class 314s received a life extension overhaul, the work included, Bogie change Cab works Various other modifications From early 2011, Class 314s are undergoing a C3 overhaul/relivery at Railcare Springburn. All 16 sets will be refurbished internally, whilst five units will receive the new ScotRail saltire livery, relivery of the first unit -314212 - took place in Spring 2011. The last unit to receive a relivery and interior refresh was 314208, in 2016, one Class 314 was repainted into the Saltire livery. One unit has been named - and since denamed
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British Rail Class 315
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British Rail Class 315 alternating current electric multiple units were built by BREL York works from 1980 to 1981. They were the fifth and final variant of British Rails then-standard 1972 design for suburban EMUs, like the Glasgow-based Class 314 units, they are only able to operate from the 25 kV overhead line. The fleet works inner-suburban TfL-run services on the Shenfield Metro for TfL Rail, Each Class 315 unit is formed of four vehicles, some vehicles are attached to another set of four vehicles to make 8 vehicles. In the past, some further vehicles attached to four to make 12 vehicles on long distance journeys. The vehicles include, Driving Motor Standard Open, Pantograph Trailer Standard Open, Trailer Standard Open, Each DMSO carries four traction motors rated at 110hp each and a main compressor and air reservoir which carries air for the brakes and suspension. The original pneumatic door system has replaced by an all-electric door system. The PTSO carries the main and auxiliary transformers, batteries and battery charger, Stone Faiveley AMBR Mk.1 pantograph, vacuum circuit breaker, the TSO carries no equipment other than that which is standard to all coaches. The coaches only contain standard seating and have no toilet facilities, car numbering is as follows, 64461-64582 - DMSO 71281-71341 - PTSO 71389-71449 - TSO Each 4-car set is able to seat 318 passengers. The low-back 3+2 seating is retained, so the capacity stays the same, the Class 315 units replaced the life-expired Class 306 units. They will be displaced from Shenfield Metro work as part of Crossrail, following the privatisation of British Rail, the Class 315s were divided between First Great Eastern and West Anglia Great Northern. The leasing company HSBC Rail has owned the entire Class 315 fleet since privatisation, the franchise was initially known as One but was rebranded National Express East Anglia in February 2008. The Class 315 fleet transferred to new operator Abellio Greater Anglia in February 2012, Abellio used the fleet for local services out of London Liverpool Street to Shenfield on the Great Eastern Main Line and Cheshunt, Enfield Town and Chingford on the Lea Valley Lines. They are also seen on the Upminster Branch Line between Romford and Upminster, a duty shared with Class 317s and they also covered for unavailable Class 360s, Class 321s or Class 90s on these services as often 315s were the only spare trains available. During National Express operation of the franchise, it was rare for 315s to run beyond Shenfield, but since Abellio began running the railway, the practice became more common. Initially, the Shenfield Metro and Upminster Branch Line services used only sets 315801-843, all 61 sets were then used interchangeably, operating out of Ilford depot. The current operators are London Overground, who use sets 315801 -315817 on West Anglia inner services and they are also operated by London Overgrounds sister company, TfL Rail, who use sets 315818 -315861 on Shenfield metro services. In July 2015, TfL confirmed that it would place an order for 45 Bombardier Aventra EMU Class 710 trains. The Class 710 Aventra will be introduced on the West Anglia Routes, taken over from Abellio Greater Anglia in May 2015, in 2018
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British Rail Classes 316 and 457
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Class 316 and Class 457 were TOPS classifications assigned to a single electric multiple unit at different stages of its use as a prototype for the Networker series. In the late 1980s, the Network SouthEast division of British Rail, initially the test unit was formed for trials on the 750 V direct current third rail system of the Southern Region, and was numbered 457001. As with all Southern Region electric multiple units only the last four digits of the number were actually carried. The unit formation was, Later, the unit was altered to undertake trials on the 25 kV alternating current overhead wire system used on electrified lines north of the River Thames, the unit was renumbered as a Class 316 unit, number 316999. To enable it to work on the AC electrification, a trailer from a Class 313 unit 313034 was inserted into the set. This spare vehicle has since incorporated into a Class 455/9 DC suburban unit. The unit formation was, After the AC trials were complete, the set was returned to the Southern Region for storage, minus the Class 313 trailer, which returned to its previous formation. Vehicle details are shown below, Class 316 was originally reserved in the British Rail Fleet List for an AC EMU for the Piccadilly to Victoria underground line proposed for Manchester in the 1970s
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British Rail Class 317
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The British Rail Class 317 alternating current electric multiple units were built by BREL York in two batches, from 1981–82 and 1985-87. The Mark 3 bodyshell was also the basis of Class 318, Class 455, the first batch of 48 units, built in 1981-82, were classified as Class 317/1. Units were numbered in the range 317301-348, and had a speed of 100 mph. The technical description of the formation of the units is DTSO+MSO+TCO+DTSO and they replaced the elderly and unreliable Class 127 diesel multiple units. However, they did not enter service due to an industrial dispute with the unions over Driver only operation. Units were delivered in the livery of BR blue/grey. In 1986, the route came under control of the Thameslink subsector of newly created Network SouthEast. From 1987, new dual-voltage Class 319 units were introduced on the route, allowing the creation of a new service, from Bedford to Brighton, via Farringdon. The Class 317 units were displaced to outer-suburban services on the WCML out of London Euston station, to Milton Keynes and they replaced the slam-door Class 310 units, which subsequently transferred to the London, Tilbury and Southend railway. However, the use of Class 317 units out of Euston again proved to be short-lived, in 1989, the second batch of new Class 321 were introduced onto WCML services. The Class 317 units were displaced, this time to the Great Northern and West Anglia routes out of London Kings Cross and London Liverpool Street. Therefore, for the first time, the entire Class 317 fleet was operating in the same place, the second batch of 20 units, built in 1985-86, were classified as Class 317/2. Units were numbered in the range 317349-368, in 1987, a further four units were built, numbered 317369-372. Thus, each unit was formed DTSO+MSO+TCO+DTSO, like the first batch units, they were delivered in BR Blue/Grey livery. The units replaced the slam-door Class 312 units, dating from 1975, in 1986, the route came under the control of the newly created Network SouthEast, which introduced a bold new blue, red and white livery. The extension of the line equipment soon allowed the units to work services on the West Anglia route from London Liverpool Street to Cambridge. In 1992, electrification spread north from Cambridge to Ely and Kings Lynn, with the privatisation of Britains railways, the Class 317 fleet was incorporated into the West Anglia Great Northern franchise. Since then, various changes have occurred to the fleet, as units have been swapped, the following companies operated Class 317s after privatisation but are no longer involved or no longer exist
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British Rail Class 318
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The British Rail Class 318 is an electric multiple unit train, which operates exclusively in the Strathclyde Partnership for Transport network in West Central Scotland. The units were introduced fully on 29 September 1986 as part of the electrification of the Ayrshire Coast Line between Glasgow Central and Ayr/Ardrossan with alternating current overhead lines, usage was extended to Largs in January 1987. They were also used on the Inverclyde Line in small numbers, the trains currently operate Argyle and North Clyde Line services. The technical description of the units are DTSO+MSO+DTSO, consisting of a motor car with a driving trailer at either end. The units run on the standard 25 kV AC overhead line system, up to four sets can be worked in multiple to form a 12-car set, although platforms are only capable of handling 8-car trains. The units have a speed of 90 mph, and can complete the 41-mile journey between Glasgow Central and Ayr in around 52 minutes. With the introduction of the Class 334s, in 2001 -2002, onto Ayrshire/Inverclyde routes, the 318 can also be coupled in tandem with the slightly newer Class 320 in a six car formation, this practice is regularly used on the North Clyde and Argyle Lines. The train crashed through shops at the front of the station, being very early in the morning, there were no serious injuries. The cab of vehicle 77244 needed to be completely rebuilt,318262 managed to move by rail back to Shields depot. The reconstruction of the Largs railway station building took almost ten years to complete, on 3 September 2007, unit 318254 derailed near Exhibition Centre railway station in Glasgow. Two of the four were injured and the others walked away unharmed and this is the same unit that was involved in the Largs rail crash. 318254 is still in service today, on 16 January 2008, number 318267 was involved in a minor collision at Glasgow Central station whilst stationary. British Rail Class 334 number 334017 was working the 08,24 passenger service from Gourock when it collided with the empty Class 318 train whilst preparing to terminate at Glasgow Central. The Class 334 train was in the process of braking and was travelling at less than 4 mph when the collision occurred, four passengers were slightly injured, however only one required hospital attention, and was transferred to Glasgow Southern General hospital in a taxi. Between 2005 and 2007, all Class 318s underwent a process which involves the removal of the corridor connection on the drivers cars. Although one may see this as detrimental to passenger operations, there have no great problems with the Class 334 or Class 320 units which also have no corridor connections. Apart from cleaning up the appearance of the cars, this allows the driver to have a far more spacious operating environment. The Class 318 units were refurbished at Hunslet-Barclay, the passenger accommodation has also been improved, with new passenger door controls
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British Rail Class 319
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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, 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, some of the fleet was also used on various other services operating out of London Victoria, including flagship expresses to Brighton. In the 1980s, there were plans for a service that would link Bedford. These services would cross London in a 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 and they were also the first British Rail units to use modern thyristor control in place of a camshaft and resistor bank. They were also required to have emergency end doors in the cabs, 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, 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. 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. Seating was standard-class only, in 2+3 layout, the technical description of the unit formation is DTSO+MSO+TSO+DTSO. The gaps in the series were filled by the Class 442 units. DTSO originally featured a 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 used and the sliding door has since been removed - but the tip-up seat area has been retained for carrying bicycles. Units 319001–319013 are the members of the 319/0 subclass, all others were converted to Class 319/2 or Class 319/4 in the late 1990s. Built in 1990, this batch of 26 units was numbered in the range 319161–186. 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, 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, 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
