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| British Rail Class 310 | |
|---|---|
 Class 310 atCoventry in 1987 | |
| In service | 1965–2002 |
| Manufacturer | British Rail |
| Orderno. | |
| Built at | Derby Carriage and Wagon Works |
| Constructed | 1965–1967[5] |
| Refurbished | 1985[6] |
| Number built | 50 |
| Successor | |
| Formation |
|
| Diagram |
|
| Design code | AM10[7] |
| Fleet numbers |
|
| Capacity | |
| Operators | |
| Depots | |
| Lines served | West Coast Main Line |
| Specifications | |
| Car body construction | Steel[6] |
| Train length | 265 ft8+1⁄2 in (80.988 m)[7] (4-car) |
| Car length |
|
| Width | 9 ft 3 in (2.82 m)[7] |
| Height | 13 ft0+1⁄2 in (3.975 m)[7] |
| Maximum speed | 75 mph (121 km/h)[6] |
| Weight |
|
| Traction motors | 4 ×EE 546[7] 270 hp (200 kW)[9] |
| Power output | 1,080 hp (810 kW)[7] |
| HVAC | Electric[6] |
| Electric system(s) | 25 kV 50 Hz ACOHLE[6] |
| Current collection | Pantograph |
| Bogies | B4[5] |
| Braking system(s) | Air (auto/EP)[7] |
| Safety system(s) | AWS[6] |
| Coupling system | |
| Multiple working | Classes 302–312 |
| Headlight type | Tungsten[6] |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
TheBritish Rail Class 310 was aslam-door,alternating current (AC)electric multiple-unit passenger train (EMU) introduced in 1965 as part of theWest Coast Main Line electrification project. They were initially classified asClass AM10 units before the introduction of theTOPS classification system. Constructed at BR'sDerby Carriage and Wagon Works. They consisted of four carriages - a second class driving trailer, a second class trailer, a second class motor car (with guard's/luggage compartment above which theStone Faiveley AMBR pantograph was mounted) and a composite (1st and 2nd class) driving trailer. The maximum speed was 75 miles per hour (121 km/h). A glass partition behind the driver's cab enabled passengers in the leading and rear coaches to view the line ahead or behind.
They introduced some new features; the first standard multiple units withdisc brakes (emergency stop from top speed in 33 seconds over 800 yd (730 m)); the first naturally air-cooled rectifiers (silicon diodes on cups ofberyllium oxide), inductors and transformers. Noise was reduced by sprayed asbestos on the floor, body and roof.[9]
Original livery was overall Rail Blue, later amended to the standard BR blue and grey colour scheme.
Initially they were primarily used on local services fromLondon Euston toBletchley,Milton Keynes,Northampton andBirmingham New Street, and within theWest Midlands. They were also the first EMUs to be based on theBritish Rail Mark 2 bodyshell, which featured semi-integral construction.
During the mid-1980s they underwent their heavy C1 refurbishment at Wolverton which included new flat windscreens, acorridor connection between the Motor Vehicle (MBS) and trailer (TSO), and a PA system among other modifications.
The Class 310 has a nearly identical body shell to that of theClass 312, there are some minor detail differences in the equipment locations and the MBS has a separate guards van and storage area whereas on the 312 it is combined. When first arriving on the LT&S the Class 310 were modified with an additional plug being inserted in the dummy cylinder of each vehicle and a different size "choke" fitted in the Electro-pneumatic (EP)valve to improve the braking performance to that required on a more intensive service.[citation needed] 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 newly electrified route to Cambridge prior to replacement with more modern stock.
The motors differed from the class 312 in that the gear ratio is lower which accounts for the maximum speed of 75 mph (121 km/h) compared to 90 mph (140 km/h) on the Class 312.[citation needed] The B4 bogies on the Class 310 are fitted with friction primary dampers whereas on the 312 they are hydraulic.[citation needed]
The main fleet of Class 310/0 units was replaced on the Euston commuter routes withClass 317/1 units which began to enter service on the route in late 1987, however the Class 317 units were then superseded by the new build ofClass 321/4 within about 2 years.
Most Class 310 units that survived into the 21st century were withdrawn between 2001 and 2002.
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All 310/0 units came under the control of LTS Rail (later rebranded asc2c) which operated them on theLondon, Tilbury and Southend line. They were replaced byClass 357 units from 1999 to 2002.[citation needed]
The thirteen 310/1 units came under the control ofCentral Trains. All were withdrawn by 2002 and replaced by a mixture ofClass 170 andClass 323 units.[citation needed]
In 2002, vehicles from two Class 310/1 units, numbers 310109 and 310113, were used to create a single four-car departmental unit,960201 which could operate on eitheralternating current (AC) ordirect current (DC) lines for test purposes.The set consisted of two driving cars, a Class 310 power car withHitachi equipment and either a standard Class 310 25 kV power car or a modified 650 Vthird rail vehicle from aClass 423 (4-VEP) unit. One of these two vehicles was included in the formation depending upon where the unit was operating (on 25 kV overhead lines or third rail). To facilitate third rail running, shoegear was fitted to each driving car. The unit was known as the 'Hitachi Verification Train' or 'V Train' and was used byHitachi to test and prove its traction equipment in the UK. The subsequent order for theClass 395 Javelin trains which now run on theHigh Speed 1 line benefitted from this exercise. The V train was scrapped atMoD Pig's Bay inShoeburyness in 2007.[20]
