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![]() photograph by John Lewis
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With the reopening in the mid 1980s of the Snow Hill
Tunnel between Farringdon and the Blackfriars to Holborn Viaduct line, and the
laying of track in 1986 with electrified third rail between those two points,
cross London train services (as championed by the former Greater London
Council) became a reality. To run these services dual voltage stock would be
needed to accommodate 750v dc third rail running south of Farringdon and 25kV
ac overhead running north. Electronic control systems had improved considerably
since the last class of dual voltage units, the 1976 generation class 313, had
been introduced and indeed the Southern Regions last class 455 unit had proven
the concept of "chopper" (thyristor) control which was to be used on
this new stock.
To commence the cross London service, which became branded "Thameslink" by Network SouthEast, an initial batch of 60 class 319 units was constructed. These used the same Mk3 EMU body shells as class 317 and 318 units, but with slightly increased passenger space in the driving cars by eliminating the vestibule behind the driving cab and without unit end gangways. However doors in the cab fronts were still required to enable evacuation of the units in the Metropolitan Widened Lines tunnels between Farringdon and Kings Cross. As a departure from normal Southern practice, and not learning from the lack of unit compatibility experienced with class 508 units whilst they were operating on the Southern region, high level MU jumper cables were not fitted. However a tidy looking cab front design was the result. These units were fitted with retention tank toilets, also because of the tunnels. The initial batch units, class 319/0, were formed Driving Trailer Standard (DTS), Pantograph Motor Standard (PMS), Auxiliary (i.e. containing the motor-alternator set) Trailer Standard (ATS) and another DTS. Mileage accumulation on 319 units began on 1st March 1988 and in passenger service on some Southern Region internal services from the weekend of 9th/10th April 1988. Full Thameslink service commenced in May 1988 and proved to be an immediate and considerable success, even far exceeding the expectations of the far sighted people who proposed the concept. Following protests by holders of First Class season tickets who found they no longer had first class accomodation available to them, a further batch of 20 units containing first class accommodation was constructed for the longer distance Bedford and Gatwick Airport/Brighton services. Designated class 319/1 these units had a Driving Trailer Composite (DTC) in place of one DTS. The first recorded working of a 319/1 was on 23rd October 1990 on the 6:36p.m. Victoria-West Croydon via Crystal Palace service and it worked a Thameslink service the next day. The full Bedford to Gatwick/Brighton service began on 21st January 1991. In their early days the 319 units experienced an number accidents with their pantographs striking overhead structures whilst incorrectly raised on the Southern. This was found to be due to a wiring design fault - operating the overload reset whilst working in the 750v dc mode also disastrously raised the pantograph unless dc traction mode was first re-selected. Unit utilisation allowed use on internal workings both north and south of the Thames, but such workings increased on the Southern following a major revision of the Thameslink timetable cutting back on the number of destinations served south of the Thames. The class' chief claims to fame come from glamorous workings away from their normal territory - indeed from working outside of the UK. On 10th December 1993 units 319 008/09 operated a special train from Dollands Moor (Cheriton) to Coquelles (Calais) during the hand over of the Channel Tunnel from its contractors to its operators. Subsequently a 319 unit transported HM The Queen through the Channel Tunnel during the official opening ceremony. All 319 units were introduced in Network SouthEast livery. However during October 1994 the Thameslink shadow franchise introduced - it is believed contrary to a directive applied at the time of the shadow franchise process - a controversial new livery on some of their units consisting of a silhouette of the London skyline against a grey background. This was rapidly nicknamed the "graffiti" livery. Upon privatisation the 319 fleet was split between Thameslink and Connex South Central. A combination of heavy use and the desire of the privatised operators to adapt their EMU fleets to changing demands led to an early refurbishment for the class. Connex thoroughly refurbished seven of their 319/0 units, including converting a DTS to a DTC, to provide "new" stock for their Capital Coast Express service (formerly served by 8 Dig units) in the process becoming units 319214-220. Unit 319017 was the first conversion. The press launch for the new stock, and rebranding of the service as the Connex Express, was on 21st January 1997 using units 319217/218/215, with the public service commencing on 27th January 1997. This service was rebranded as the Brighton Express early in 2000. Using the freedom that privatisation brought and pushing the concept of a cross London service further north than Bedford Connex introduced a Gatwick Airport to Rugby service via the west London line, though congested tracks subsequently put paid to this route. 319/0 units were used on this service. Meanwhile from 1998 Thameslink refurbished their 319 stock and introduced a new sober Blue orange and white livery. 319/1s were refurbished to 319/3s for their City Metro (i.e. shorter haul) services, the fleet being all converted by autumn 1999. 319/0s were converted to 319/4s for use on Thameslink City Flyer (i.e. Bedford to Gatwick/Brighton) services. Note again the transposition of first class accommodation from the original build - seats were exchanged during the refurbishment process. |
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This page was last updated 6 November 2010