The British Rail Class 319 is an electric multiple unit passenger train built by British Rail Engineering Limited's Holgate Road carriage works for use on north–south cross-London services. These dual-voltage trains are capable of operating on from AC overhead wires or 750V DC from a third rail.
Built in two batches in 1987–88 and 1990, the units were primarily used on the then-new Thameslink service from Bedford to Brighton and various other destinations south of London. The majority of the fleet remained in use on the Thameslink route after its reshaping and privatisation in 1997. Some of the fleet was also used by Connex South Central and latterly Southern on various services operating out of , including flagship expresses to Brighton.
A total of 44 sets were converted to s which is a mixture of Bi-mode multiple units (BMU) and Tri-mode multiple units. Two Class 319s have been converted to a tri-mode Class 799 which runs on hydrogen and electricity with the 25kVAC and 750VDC equipment retained.
Description
Plans for north–south railways across central London go back to the 1940s at least, when there were several proposals in the 1943 County of London Plan which were developed further in a following reportRailway (London Plan) Committee: Report to the Minister for War Transport, 21 January 1946. London, 1946 in 1946.
The Victoria line, which opened in stages from 1968, had been one of the routes suggested in these plans. Another involved reviving the disused route via the Snow Hill tunnel between Farringdon and Blackfriars for passenger trains, and this began to be considered seriously in the 1970s. The British Railways Board then developed plans for what would become Thameslink, and the newly created business sector of Network SouthEast inherited responsibility for the project in 1986. Services between Bedford, Farringdon, Blackfriars and Brighton began under the Thameslink brand in 1988.
As the Thameslink service was to use a route with 25kV AC OHLE north of Farringdon and along the branch to Moorgate, and 750V DC third-rail electrification south of Farringdon, the Class 319 trains were equipped for dual-voltage operation. They were also the first British Rail units to use modern thyristor control in place of a camshaft and resistor bank.
The body shape of the Class 319 is slightly different from contemporary electric units due to restrictions in the loading gauge in Kings Cross Tunnel. They were also required to have emergency end doors in the cabs,Thameslink - Moorgate Branch: Local instructions/Working over book (July 1999) due to the twin single-bore layout of Smithfield tunnel preventing normal train evacuation.
Two sub-classes of Class 319 units, 60 Class 319/0s and 26 Class 319/1s, were originally built. Over the years, the units have been refurbished, creating five sub-classes, of which four still exist.
passenger units and postal units were developed from the Class 319 design, using similar traction equipment and the same steel body design, with revised cab designs. The 325 units used a Networker style cab design.
Class 319/0 The first batch of 60 units, built in 1987 and 1988, was classified as Class 319/0. Units were numbered in the range 319001–060 and had a maximum speed of . Each unit consisted of four steel carriages: two outer driving trailers, an intermediate motor with a roof-mounted Stone Faiveley AMBR pantograph and four DC GEC G315BZ traction motors (two per bogie), and an intermediate trailer housing a compressor, motor alternator and two toilets. Seating was standard-class only, in 2+3 layout.
The technical description of the unit formation is DTSO(A)+MSO+TSO+DTSO(B). Individual vehicles were numbered as follows: 77291–77381 (odd) and 77431–77457 (odd) — DTSO(A) 62891–62936 and 62961–62974 — MSO 71772–71817 and 71866–71879 — TSO 77290–77380 (even) and 77430–77456 (even) — DTSO(B) Vehicles were numbered in two ranges, corresponding to units 319001–046 and 319047–060. The gaps in the number series (e.g. 77382–77429) were filled by the units, built around the same period.
The DTSO(B) vehicles originally featured a lockable sliding door between the driving cab and the first set of power doors and tip-up longitudinal seating to enable parcels to be carried securely. This facility was rarely used and the sliding door was removed.
Unit 319011 is the only remaining member of the 319/0 subclass; all others were converted to Class 319/2 or Class 319/4 in the late 1990s, or Class 768s Class 769s or Class 799s in the 2010s or scrapped.
Class 319/1 Built in 1990, this second batch of 26 units was numbered in the range 319161–186. The formation of the second batch of sets was similar to that of the earlier units, with the addition of first-class seating at one end of the train for use on longer-distance Bedford to Brighton services. Like the first batch, standard-class seating was of a 2+3 layout. First-class seating was in 2+2 layout.
Units were formed in the arrangement DTCO+MSO+TSO+DTSO. Individual vehicles were numbered as follows: 77459–77497 (odd) and 77971–77983 (odd) — DTCO 63043–63062 and 63093–63098 — MSO 71929–71948 and 71979–71984 — TSO 77458–77496 (even) and 77972–77984 (even) — DTSO Vehicles were numbered in two ranges, corresponding to units 319161–180 and 319181–186. A more modern Brecknell Willis high speed pantograph was also fitted.
All were converted to Class 319/3 in the late 1990s.
Class 319/2 In 1997, seven of the Class 319/0 sets were converted especially for use on Connex South Central express services between London Victoria and Brighton. Work carried out at Railcare Wolverton included new, lower-density seating, a disabled toilet, and a special 'lounge' seating area in the saloon space below the pantograph in the MSO, where stowage for a refreshment trolley and a small serving counter were also fitted.
Units involved were renumbered from 319014–020 to 319214–220. They retained their low-density layout, but the lounge area was replaced by standard seating following their return to use on Thameslink services.
Class 319/3
In the period 1997–99, Thameslink arranged for all of its 319/1 units to be converted at Eastleigh Works for use on the shorter-distance Luton to Sutton/Wimbledon services, then known as 'Thameslink CityMetro'. These units lost their first-class seating and were renumbered into the 319/3 series. They were painted in a navy-blue and yellow livery at this time.
Various refurbishments have taken place since 1999, including: Minor refresh by Thameslink including new seat covers between 2003 and 2005 Relivery and interior refresh by Railcare Wolverton for First Capital Connect completed in 2010 New passenger information system, new seat covers and an internal and external repaint for units transferring to Northern Rail and similar work for those remaining on Thameslink in the interim, starting in 2014.
Class 319/4
Units 319021-060 were refurbished for Thameslink at Railcare Wolverton from 1997 to 1998. Work included the installation of a first-class compartment at one end, in the DTSO(A) vehicle and the removal of some seating in the centre of each vehicle to give 2+2 layout. Cosmetic improvements included new carpets and seat coverings, as well as application of the navy-blue Thameslink livery.
Upon completion, these units were renumbered as 319421-460 and moved on to the Bedford to Brighton service, branded as 'Thameslink Cityflier'.
From 2003 to 2005, during the Thameslink blockade, some minor interior updating took place such as recovering seats with an updated Thameslink moquette. First-class compartments were refurbished with new carpet, retrimmed seats and chrome-plated heater panels, apart from unit 319444, which retained its 1997-designed interior.
A later refresh was unveiled by the then-new operator First Capital Connect on 26 October 2006. Unit 319425 was renamed Transforming Travel for the occasion and showcased the following improvements:
Emergency brake pressure increased to the +12% G standard, giving an extra 1 Bar brake cylinder pressure in emergency Emergency brake 'timeout' period reduced from 2 minutes to 20 seconds DC traction motors rewound to improve reliability Improved motor control hardware with a new Remote Communications Frame New 'easy to clean' flooring Retrimmed seats into the First Capital Connect moquette Some seats in standard class were removed and vertical luggage stacks installed in their place; a further two seats were removed in the TSO vehicle to allow easier access to the toilet Repainted dado side panels and wall ends Existing stanchions painted pink New stanchions leading from some seats to the overhead luggage rack to provide standing passengers with something to hold on to and more support Improved, brighter fluorescent lighting diffusers
The refresh took place at Railcare Wolverton works and also featured both a mechanical overhaul (under the solebar) and a full exterior relivery, again in vinyl. Some Class 319/4 units had their Stone Faiveley AMBR air and spring pantograph replaced by the more modern Brecknell Willis High Speed air-only pantograph design.
Future operations Rail Operations Group/Orion Orion High Speed Logistics is planning to launch its trial service conveying parcels and light freight with the Midlands to Mossend likely to be the debut flow. Arlington Fleet Services at Eastleigh Works is modifying the interiors of the units to accommodate roller cages for parcels, with the aim of operating primarily under electric power but with the 769s using their diesel engines to act as tractor units for the 319s over non-electrified routes. Orion unveiled its first modified 319, No 319373, at Eastleigh in August 2020, and from 18 to 20 January 2021 showcased the unit to potential partners and customers at Maritime Transport's Birmingham Intermodal Freight Terminal at Birch Coppice. The first of ten Class 768s was scheduled to enter service in 2021, but this was put on hold in 2022 when the Brush Traction facility in Loughborough, which was handling the conversions, was closed by Wabtec. They were placed into indefinite secure storage thereafter.No more Class 768s to be prepared for Orion Logistics for the time being
Former operations London Midland/London Northwestern Railway
Seven units were transferred to London Midland in 2015 to operate the Watford Junction to St Albans service and some peak West Coast Main Line services out of London Euston. These replaced the seven units that transferred to Abellio ScotRail. In April 2017, one of the five Class 319/4 units, 319455, was swapped for 319433, with the latter receiving a light refresh and a repaint before entering service.
In December 2017, West Midlands Trains took over the operation of the West Midlands rail franchise, with the seven Class 319 units initially leased by London Midland transferring to the new operator.
A week after the start of the new franchise, West Midlands Trains leased additional Class 319 units, which had previously operated with Thameslink. These extra units enabled the company to take their Class 350/1 and 350/3 Desiro units out of service for their planned refurbishment.
All of the Class 319 units operated by London Northwestern Railway were withdrawn on 27 November 2023 after being replaced by Class 730 units.
Thameslink
With the first units entering service for Thameslink in 1988, Class 319s were a mainstay on the Thameslink network for almost three decades. In early 2015, the first batch of units were withdrawn from the network after being displaced by units.
Twenty Class 319/3s transferred to Northern Rail for newly electrified lines in the North West, with the first units entering service in March 2015 after a light refurbishment. A further seven units left the network in 2015, transferring to London Midland to replace their units, which had transferred to Abellio ScotRail.