| British Rail Class 317 | |
|---|---|
 Greater Anglia Class 317/1 atCambridge North in 2017 | |
 Refurbished standard class interior of a Greater Anglia Class 317/5 | |
| In service | 28 March 1983 – 16 July 2022[1][2] |
| Manufacturer | British Rail Engineering Limited |
| Built at |
|
| Family name | BR Second Generation (Mark 3) |
| Replaced | |
| Constructed |
|
| Refurbished |
|
| Scrapped | 2022 - 2024 |
| Number built | 72 |
| Number preserved | 2 vehicles |
| Number scrapped | 72 |
| Successor | |
| Formation | |
| Diagram |
|
| Fleet numbers |
|
| Capacity | As built: 292 seats (22 first-class, 270 standard) |
| Operators | |
| Specifications | |
| Car body construction | Steel |
| Car length |
|
| Width | 2.816 m (9 ft 2.9 in) |
| Height | 3.774 m (12 ft 4.6 in) |
| Floor height | 1.144 m (3 ft 9.0 in) |
| Doors | Double-leaf pocket sliding,each 1.010 m (3 ft 3.8 in) wide(2 per side per car) |
| Wheelbase | Over bogie centres: 14.170 m (46 ft 5.9 in) |
| Maximum speed | 100 mph (160 km/h) |
| Weight |
|
| Traction motors | 4 ×GEC G315BZ (248 kW (332 hp) each) |
| Power output | 990 kW (1,328 hp) |
| Electric system(s) | 25 kV 50 Hz ACoverhead |
| Current collection | Pantograph |
| UIC classification | 2′2′+Bo′Bo′+2′2′+2′2′ |
| Bogies |
|
| Minimum turning radius | 70.4 m (231 ft 0 in) |
| Braking system(s) | Electro-pneumatic (disc) (Westinghouse) |
| Safety system(s) | |
| Coupling system | Tightlock |
| Multiple working | Within class |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
| Notes/references | |
| Specifications as at November 1988,[4] except where otherwise noted. | |
TheBritish Rail Class 317electric multiple unit (EMU) passenger trains were constructed byBritish Rail Engineering Limited in two batches: 48 sets were produced in 1981–1982 and 24 sets in 1985–1987. They were the first of several classes of British Rail EMU to be based on the all-steelMark 3 bodyshell, departing from thePEP-aluminium design which had spawned the earlierClass 313 toClass 315,Class 507 andClass 508. The Mark 3 bodyshell was also the basis ofClass 318,Class 455 and the dieselClass 150. The Class 317 uses overheadalternating current electrification. All units were withdrawn in July 2022.
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The first batch of 48 units was built in 1981–1982 and was classified asClass 317/1. Units were numbered in the range 317301–317348, and had a maximum speed of 100 mph (160 km/h).
Each unit is composed of four vehicles: two unpowered standard-class vehicles with driver's cabs, an intermediate trailer with both first- and standard-class seating, and an intermediate motor vehicle with second-class seating. The motor vehicle also carries the roof-mounted Stone Faiveley AMBRpantograph.
The technical description of the formation of the units is DTSO(A)-MSO-TCO-DTSO(B).[5] Individual vehicles were numbered in the following ranges:
Bodyshells for the TCO vehicles in this batch were constructed atDerby Litchurch Lane Works, while construction of the other bodyshells and overall assembly was carried out at theHolgate Road Carriage Works inYork.[5]
The units were built to operate services on the newly electrifiedLondon St Pancras toBedford route and were due to replace the elderlyClass 127diesel multiple units in October 1982.[5] However, their introduction was delayed until 28 March 1983[6] due to an industrial dispute with the unions overdriver-only operation,[7] and the diesel units lingered on until finally being replaced in mid-1983. Units were delivered in the standard livery of BR blue and grey.
In 1986, the route came under control of theThameslink subsector of newly createdNetwork SouthEast. From 1987, new dual-voltageClass 319 units were introduced on the route, allowing the creation of a new cross-London service, from Bedford toBrighton, viaFarringdon andCity Thameslink station. The Class 317 units were displaced to outer-suburban services on theWCML out ofLondon Euston toMilton Keynes andNorthampton. They replaced the slam-doorClass 310 units, which subsequently transferred to theLondon, 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 newClass 321 were introduced onto WCML services. The Class 317 units were again displaced, this time to theGreat Northern andWest Anglia routes out ofLondon King's Cross andLondon Liverpool Street, where they joined the second batch units. Therefore, for the first time, the entire Class 317 fleet was operating in the same place.
The second batch of 20 units was built in 1985–1986 and were classified asClass 317/2. Units were numbered in the range 317349–317368. A further four units were built in 1987 and numbered 317369–317372. These units have same DTSO(A)-MSO-TCO-DTSO(B) composition as Class 317/1 units, and have vehicles numbered in the following ranges:
All vehicles in this batch were constructed at Holgate Road Carriage Works.
The second batch units were built to operate outer-suburban trains on theGreat Northern route from London King's Cross toStevenage,Cambridge andPeterborough.[8] Like the first batch units, they were delivered in BR Blue/Grey livery. The units replaced the slam-doorClass 312 units, dating from 1975, which subsequently transferred to theGreat Eastern Main Line and London-Tilbury-Southend routes. Like the DCClass 455 units, several aspects of the exterior were modified, with metal hopper ventilators replaced with larger panes of glass and the 'headcode indicator' flat front replaced with a rounded design.
In 1986, the route came under the control of the newly createdNetwork SouthEast, which introduced a new blue, red and white livery. The extension of theoverhead line equipment soon allowed the units to work services on theWest Anglia route from London Liverpool Street to Cambridge. In 1992, electrification spread north from Cambridge toEly andKing's Lynn, allowing the replacement of locomotive-hauled trains.
The closely relatedClass 318 units, which were built for theAyrshire Coast electrification in Scotland, are effectively a three-car version of the same design, but with a lower speed capability of 90 mph (140 km/h), and with traction motors provided byBrush instead of GEC.
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With the privatisation of Britain's railways, the Class 317 fleet was incorporated into theWest Anglia Great Northern (WAGN) franchise. Since then, various changes occurred to the fleet, as units were swapped and franchises changed. The following companies operated Class 317s after privatisation.
Greater Anglia operated 15 Class 317/5 units, 24 Class 317/6 units, six Class 317/8 units and 12 Class 317/1 units, the last of which were transferred fromGreat Northern in 2017. They were mainly used on medium-distance services between London Liverpool Street /Stratford andBroxbourne /Hertford East and on longer distance services between London Liverpool Street/Stratford andBishop's Stortford,Harlow Town and Cambridge. They were also used on some Bishops Stortford/Stansted Airport - Cambridge services. These trains were used on rush hour services from Liverpool Street toWitham andIpswich while some class 321s were being refurbished. There was one class 317/7 demonstrator unit 317722. This unit has now been withdrawn and scrapped.
The fleet of 24 Class 317/6s were all refurbished with the following enhancements:[9][10]
After the Class 317/6 were refurbished, Greater Anglia then carried out an interior refresh to its 15 Class 317/5 trains.[11]
During 2021, all Class 317/6 units were scrapped atEastleigh works. Between 2019 - 2020, a few Class 317/1s units and 317/5s units were refurbished with the following enhancements:
In addition, eight Class 317/7 units formerly operated by London Overground were brought back into use by Greater Anglia in 2020 as supplementary PRM-compliant units following the withdrawal of the 317/6 fleet.[12]
The final scheduled Class 317 workings took place on 16 July 2022,[13] with the last Class 317s withdrawn at the end of July 2022.[2]
WAGN Railway used the Class 317 fleet on various services, including all London Liverpool Street to Cambridge services on theWest Anglia route, and many stopping services to intermediate destinations. The fleet also worked services on theGreat Northern route, from London King's Cross to Cambridge, Peterborough,Hertford,Stevenage and King's Lynn, plus at weekends when the line toMoorgate was closed, the units operated inner suburban services from London King's Cross toLetchworth Garden City, Hertford andWelwyn Garden City.
In 1998/99, WAGN Railway started to refurbish its Class 317/2 fleet. The work was carried out by Railcare atWolverton Works. TheStone Faiveley AMBR pantograph was replaced by the industry standardBrecknell Willis high speed pantograph. Units were reclassified asClass 317/6 and were renumbered into the range 317649–672.
Many of the WAGN Class 317/1 units still wore theNetwork SouthEast (NSE) blue and red livery dating from 1986. In 2001, a new livery of metallic purple with lilac doors was introduced. The first unit so treated was 317 312, which had recently returned from loan toLTS Rail. The livery was progressively applied to the Class 317/1 fleet, with the final NSE examples (317 328 & 317 345) disappearing by mid-2004. By April 2004, the only units not repainted were 317301–307, which were hired toThameslink and remained in LTS livery. The WAGN purple livery was also applied to Class 313 and Class 315 EMU trains.
In April 2004, the WAGN franchise was split into theGreat Northern andWest Anglia routes. The latter became part of the newNational Express East Anglia franchise, which operated under the title ofOne Railway. Great Northern was temporarily operated independently under the WAGN brand name, until it was merged with the Thameslink franchise in April 2006. These changes resulted in the Class 317 fleet being divided amongFirst Capital Connect and National Express East Anglia.
First Capital Connect carried out a minor interior refresh to its 12 Class 317 EMU trains inherited from WAGN.Govia Thameslink Railway operated the 12 strong Class 317/1 fleet from when the new franchise began on 14 September 2014 until 21 May 2017 where they were replaced by theClass 387. These 12 Class 317 units were later transferred to Greater Anglia.
On 31 May 2015,London Overground took over operation of the Liverpool Street to Chingford, Enfield Town and Cheshunt via Seven Sisters, using eight Class 317/7 units and six Class 317/8 units. All these trains had an exterior repaint, however not all were internally refurbished. They were all replaced byClass 710 "Aventra" in 2020.[14]
In 1996, LTS Rail (renamedc2c in 2000) began to hire Class 317/1 units from its sisterPrism Rail franchise WAGN for use on theLondon, Tilbury and Southend railway. At first only two units were hired, but by mid-1997 this had increased to a total of 18 units. Units were maintained at LTS Rail's mainEast Ham Depot.
The Class 317 units enabled LTS Rail to replace the elderlyClass 302 slam-door EMUs, the last examples of which were withdrawn in 1998. The Class 317 units also replaced some of theClass 310 fleet on off-peak workings, pending introduction of newClass 357 "Electrostar" units.
Many of the units hired to LTS Rail were repainted in a variation of the existingNetwork SouthEast blue, red and white livery. The red stripe was replaced with a green stripe, and both the blue band and green stripe extended to the cab ends.
The units were slowly returned to WAGN from 1999, with the introduction of the new "Electrostar" units. The last examples were returned by 2000. However, unreliability of the "Electrostars" meant that four units were still hired on a daily basis until 2002. These units were maintained as part of the main WAGN fleet, and therefore the specific units involved changed when units required maintenance at WAGN'sHornsey TMD depot.
In 2002,Thameslink began hiring four Class 317/1 units fromWAGN to allow it to run additionalBedford toMoorgate services. Unlike when units were hired to LTS Rail, specific units were not involved. Instead, units were still maintained by WAGN and only hired for a fortnight. Two units each week were transferred in each direction, generally being hauled over the non-electrified route by twoClass 31 locomotives provided byFragonset Railways orClass 47 locomotives with barrier vehicles at either end of the Class 317.
In 2004, when the WAGN franchise was split, twelve Class 317/1 units were transferred to Thameslink from theGreat Northern route. This was because a planned route blockade for engineering works meant that extra units were required for Bedford services. The Class 317 units were replaced on Great Northern byClass 365 "Networkers", themselves displaced fromSouth Eastern Trains by newClass 375 "Electrostars".
The Class 317 units transferred to Thameslink were maintained at the newly builtBedford Cauldwell depot in Bedford. They were restricted to services on the Northern half of the franchise only, as only dual-voltage or DC units can operate South of Farringdon . All units were transferred to National Express East Anglia following the end of the blockade.
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On 1 April 2004, theWest Anglia andStansted Express routes became part of the new One franchise.
This was operated under the brand name 'one' until 26 February 2008, when it was rebranded asNational Express East Anglia. During introduction, the units had one of six different liveries: the old WAGN white; a de-branded version of 'one' livery (minus the rainbow car ends); the same but with a white, National Express branded, stripe; three different Stansted Express liveries and the new National Express corporate scheme, similar to that ofNational Express East Coast andNational Express Coaches.
In 2000, nine Class 317/1 units were selected to be refurbished for the dedicatedStansted Express service, from London Liverpool Street to Stansted Airport, replacing the previously dedicatedClass 322 units. The work was again carried out by Railcare at Wolverton, and included the fitting of luggage racks and new window frames, identical to existing 317/2 units. The units also received a revised front end design, and a new metallic blue livery. The nine units were reclassified as Class 317/7, and were renumbered such that the last two digits of the set number remained unchanged. Some Class 317/7 units had their original Stone Faiveley AMBR pantograph replaced by the Brecknell Willis High Speed design.
In 2006 12 further Class 317 EMU trains were given a more basic refresh of new carpets, re-trimmed seats in new moquette and new dado side panels; by Wabtec Doncaster and the bodysides were painted in a lighter shade of blue than the Class 317/7.[15][16] These units were reclassified as Class 317/8.[15][16]
Both Classes 317/7 and 317/8 could occasionally be found working on West Anglia services and also it was not uncommon for Classes 317/5 and 317/6 units to work Stansted Express services alongside the dedicated Classes 317/7 and 317/8.
Following the arrivals of the new Class 379 units on Stansted Express services, the Class 317/7s and 317/8s were originally used alongside other Class 317s as a common pool. This changed when Abellio took over the East Anglia franchise on 5 February 2012, as the Class 317/7s were deemed too expensive to lease and surplus to requirements, and so they entered storage.
At the end of theNational Express East Anglia franchise,Angel Trains opted to use off-lease Class 317/7 unit 317722 as a test-bed unit and engagedBombardier Transportation to rebuild it as a pre-series unit with new traction equipment. The DC motors, traction electronics and thyristors were removed, though the original transformer remained in place. The original bogies were modified to accept new AC motors, and three-phase converters fitted.[17] Regenerative braking was also fitted.
At the same time, a £1 million interior refurbishment was carried out on two vehicles of the same unit - driving trailer standard open 77021 and motor standard open 62682.[18] The interiors were refurbished in a Metro style layout and provided a direct contrast to the 3+2 and 2+2 seating in use on the remainder of the unit. Trials to test the reaction of passengers commenced with Greater Anglia in mid-2014. Trials were not particularly successful, and the unit was kept at Ilford for several years before being withdrawn in early 2019.
| Class | Status | Qty. | Year built | Cars per unit | Unit nos. | Notes |
|---|---|---|---|---|---|---|
| 317/1 | Preserved | – | 1981–1982 | 4 | DTSO 77092 and TCO 71621 from 317345[20] | OriginallyClass 317/1 |
| Scrapped | 12 | 317337–317348[21] | ||||
| 317/5 | Scrapped | 15 | 317501–317515[21] | |||
| 317/6 | Scrapped | 24 | 1985–1987 | 317649–317672[21] | OriginallyClass 317/2 | |
| 317/7 | Scrapped | 9 | 1981–1982 | 317708–317710, 317714, 317719, 317722–317723, 317729, 317732[21] | OriginallyClass 317/1 | |
| 317/8 | Scrapped | 12 | 317881-317892[21] |
A number of units carried names these were as follows:
DTSO (Driving Trailer Standard Open) vehicle 77092 from unit 317345 is preserved at theEast Anglian Railway Museum, and TCO (Trailer Composite Open) vehicle 71621 from the same unit is at The Depot inCaxton. The static display will show the history of both the Class 317 fleet and that ofelectrification inAnglia.[further explanation needed][20][28]
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