| British Rail Class 321 | |
|---|---|
 Greater Anglia Class 321 at Colchester in 2018 | |
 Standard-class interior of an unrefurbished Greater Anglia unit | |
| In service | 1988–present[1] |
| Manufacturer | British Rail Engineering Limited |
| Built at | Holgate Road Works,York |
| Family name | BR Second Generation(Mark 3) |
| Replaced | Class 307 |
| Constructed | 1988–1991 |
| Refurbished | 2013–2017 |
| Number built | 117 (66 × 321/3,48 × 321/4,and 4 × 321/9)[2] |
| Number in service | 9 (plus 12 converted to Cl.320/4) |
| Number scrapped | 96 |
| Successor | |
| Formation | |
| Diagram | (See§ Vehicle numbering) |
| Fleet numbers |
|
| Capacity |
|
| Owners |
|
| Operators | |
| Specifications | |
| Car body construction | Steel |
| Train length | 80.92 m (265 ft 6 in)[1] |
| Car length |
|
| Width | 2.816 m (9 ft 2.9 in) |
| Height | 3.775 m (12 ft 4.6 in) |
| Doors | Double-leaf sliding pocket,each 1.200 m (3 ft 11.2 in) wide (2 per side per car) |
| Wheelbase | Over bogie centres: 14.170 m (46 ft 5.9 in) |
| Maximum speed | 100 mph (161 km/h) |
| Weight |
|
| Traction motors |
|
| Power output |
|
| Acceleration | |
| Electric system(s) | 25 kV 50 Hz ACoverhead |
| Current collection | Pantograph[a] |
| UIC classification | 2′2′+Bo′Bo′+2′2′+2′2′ |
| Bogies |
|
| Minimum turning radius | 71 m (232 ft 11 in) |
| Braking system(s) | Electro-pneumatic (disc) |
| Safety system(s) | |
| Coupling system | Tightlock |
| Multiple working | With Classes 317–322 |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
| Notes/references | |
| Specifications as at October 1988[8] except where otherwise noted. | |
TheBritish Rail Class 321 is a class ofelectric multiple unit (EMU) passenger trains built byBritish Rail Engineering Limited'sYork Carriage Works in three batches between 1988 and 1991 forNetwork SouthEast andRegional Railways. The class usesalternating current (AC) overhead electrification. The design was successful and led to the development of the similarClass 320 andClass 322.
After operating for various trains operating companies after theprivatisation of British Rail, they were latterly operated byGreater Anglia until April 2023. Some have been converted to Class 320 and are operated byScotRail.
Three sub-classes were built. The first two were built for theNetwork SouthEast sector for operation on services fromLondon Liverpool Street andLondon Euston, while the third was built forRegional Railways for use onWest Yorkshire Passenger Transport Executive services fromLeeds. As part of theprivatisation of British Rail, ownership of the class passed fromBritish Rail to theEversholt Rail Group in April 1994.[1]
Each unit consists of four carriages: (DTC-PMS-TS-DTS)[1] all units have a maximum speed of 100 mph (161 km/h).[1]
They have been modified by the different rail companies which use them. The modifications include new seats, paintwork, lighting andpassenger information systems.
The trains have been nicknamed "Dusty Bins" by some enthusiasts, after the TV game show "3-2-1" which featured a mascot called "Dusty Bin".[2]
In September 1987, Network SouthEast ordered 46 four-car units for use on services fromLondon Liverpool Street toCambridge andSouthend Victoria, which became Class 321/3. The first was unveiled on 15 September 1988.[9] A further 20 were ordered later.[10] Units were numbered 321301–321366. The DTSO vehicle was equipped with a small area between the driver's cab and the first set of doors that could be used for the conveyance of parcels or luggage; this was indicated by aP following the unit number on the front of that vehicle.[4][8]
These units replaced slam-doorClass 305,Class 307,Class 308 andClass 309 units on trains toClacton and Southend-on-Sea; they worked services on the newly electrified routes toIpswich andHarwich Town. They also displaced manyClass 312 slam-door units, which moved over to theLondon, Tilbury and Southend line. Some of the Class 309s were retained until 1994, and 24 of the newer Class 312 units were retained long-term to work services toWalton-on-the-Naze and peak services to Clacton, Ipswich andWitham. Units carried Network SouthEast livery from new.
The first of 30 321/3 units to be refurbished atDoncaster Works, as part of the Renatus project – which modernised the stock with features such as new air conditioning and heating, seating and wi-fi – was completed in December 2016.[11][12][13]
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In October 1988, a second batch of 30 was ordered. It was intended that 25 be used onGreat Eastern Main Line services and five onWest Coast Main Line services, but, in the event, all were delivered toBletchley TMD for use on the latter. A further 18 followed.[10] Units were numbered 321401–321448. The first was delivered in July 1989.[14] As with subclass /3 units, the DTSO vehicles were equipped with a parcels area indicated by suffixing aP to the unit number.
These were built for outer-suburban services on the West Coast Main Line, from London Euston toNorthampton,Rugby andBirmingham New Street. They displaced the then-recently cascadedClass 317s dating from 1981, which had themselves only just been introduced to the route to replaceClass 310s.[10]
Eleven 321/4s were transferred for Great Eastern Main Line services. Following this, their first class area was reduced in size to standardise with the 321/3s in use on that route. This involved removing the centre partition and double doors and reupholstering the first class style 2+2 seats (which were then retained) in the declassified area into the same fabric as the standard class seats. Later, the first class 2+2 seats in this declassified area were replaced with the standard style 2+3 seating. These 11 were also fitted with a facility to lock out the power door operation within the unit (a basic kind of selective operation) to permit operation of 12-car trains on the Braintree and Southminster branch lines, where some platforms were only long enough for 8-car trains.
The 11 Great Eastern sets passed toFirst Great Eastern in January 1997, moving with the franchise toNational Express East Anglia in April 2004 andGreater Anglia in February 2012. The 37 West Coast sets passed toSilverlink in January 1997, moving with the franchise toLondon Midland in November 2007. In 2006, 321407 and 321423 were loaned by Silverlink toNorthern Rail, while the 321/9s were being overhauled.[15] In 2007, 321408 and 321428 were loaned by Silverlink toc2c operating services out ofFenchurch Street, while oneClass 357 was repaired and another was undergoing tests in the Czech Republic.[16][17]
Following the delivery of theClass 350/2 fleet, 13 Class 321/4s (401–410, 418–420) were transferred from London Midland to First Capital Connect and overhauled byWabtec's Doncaster Works.[18][19] These passed with the franchise toGreat Northern in September 2014. London Midland also released 17 (421–437) for transfer to National Express East Anglia. The remaining seven (411–417) passed toAbellio ScotRail in 2015, after being converted to three-carClass 320/4 at Doncaster Works.[20]
In 2017, ten units (402, 405–410, 418–420) were transferred from Great Northern to Greater Anglia.[21] As at May 2018 the remaining three (401, 403, 404) are to be converted by Wabtec atKilmarnock to Class 320/4 for use with Abellio ScotRail. Another two were to follow.[22][23]
The final batch of three Class 321 units was constructed in 1991 and classified subclass /9.[4] These units had a similar formation to the earlier units except that there was no first class seating. They were ordered byRegional Railways for use onWest Yorkshire Passenger Transport Executive services on the newly electrifiedDoncaster to Leeds route, entering service in 1993. From 1995, they also worked onWharfedale line services from Leeds toIlkley.[24] In March 1997, they passed with the Regional Railways North East franchise to Northern Spirit, which becameArriva Trains Northern in April 2001. In June 1998, they were loaned toGNER to operate Leeds toLondon King's Cross services, while itsInterCity 225 fleet was grounded with mechanical issues.[25] All three passed with the franchise toNorthern Rail in December 2004.
The Class 321/9 units were refurbished atHunslet-Barclay inKilmarnock from late 2006 to early 2007.[26] The refurbishment included a new livery, refurbished interiors and reliability improvements, similar to the Class 322 EMUs, which were also refurbished at Kilmarnock.[26]
The units transferred to Arriva Rail North in April 2016 and then Northern Trains on 1 March 2020. With theClass 331s now in service, the Class 321/9s were transferred to Greater Anglia to allow theirClass 360s to move toEast Midlands Railway.
All 321/9 units were scrapped in 2022.[27]
In March 2021,Eversholt Rail Group announced its intention to convert 321334 for use as a parcels train.[28] In July 2021, Eversholt and Wabtec revealed 321334 in the Swift Express livery.[29] If successful further units could be converted.[30]
In November 2021, it was announced that four more Class 321s would be converted to Swift Express, with the first of these units expected to be delivered in February 2022.[31] In 2022, it was announced that an unnamed customer had secured its first unit,[32] later confirmed as Varamis Rail, which launched a service between Scotland and Birmingham in January using unit 321334.[33] The final two were scheduled to be completed in September 2022.[32] In September 2023, it was announced that Eversholt had abandoned the Swift Express project despite four Class 321 units having been converted. Varamis Rail announced that it was considering taking over the project.[34] In early 2024, Varamis Rail bought the four converted units from Eversholt.[3]
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Silverlink inherited 37 of the 48 Class 321/4 units. In September 2003, their Class 321 units were temporarily withdrawn following the discovery of loose bolts on brake discs in some units.[35]
In September 2004, London Euston to Birmingham local services were divided into two separate services: Silverlink retained London to Northampton services, while fellowNational Express subsidiaryCentral Trains took over all local services between Northampton and Birmingham. Initially, Central Trains hired Class 321 units from Silverlink to work their new services, but the arrival ofClass 350/1s meant that very few Class 321 units were then required.
To accommodate this sub-lease, three Class 321/3 units were transferred from National Express East Anglia to Silverlink. These were not permitted north of Rugby, due to lack of the National Radio Network system (Eastern Region units only had the Cab Secure Radio System used for Driver Only Operated Passenger services) and therefore could not be used on Central Trains services (although they occasionally appeared on services to Rugby at weekends, due to the line being closed to Birmingham New Street). This ceased in late 2005, with the introduction of Class 350 trains on the Birmingham toLiverpool route. One of these sub-leased units was involved in a low-speed derailment at Watford Yard.[36]
In May 2007, Central Trains began using Class 321 units on some morning services from Birmingham New Street toWalsall.
In November 2007,London Midland took over operation of the Class 321 fleet previously used by Silverlink and Central Trains. An order was placed by London Midland for 37Class 350/2s to replace the Class 321s.[37]
London Midland withdrew most units, retaining seven (411–417).[38][39] They were used for peak hour workings between London Euston and Northampton and on theAbbey line.[40][41] In 2015, all seven were withdrawn for transfer toAbellio ScotRail to operate onGlasgow suburban lines, with the last withdrawn on 20 September 2015.[20][42] They were replaced byClass 319s.[43][42] Two (413/414) briefly operated forLondon Overground Rail Operations in late 2015, being revinyled inLondon Overground livery.[44] The cascaded Class 321s were reformed to three-car units, by removing the TSO vehicle and reclassified asClass 320/4s.[45][20][46][47]
First Capital Connect received thirteen units (401–410, 418–420) from London Midland, following deliveries of the new Class 350/2s. The units worked on the Great Northern services from London King's Cross toPeterborough andCambridge from December 2010 until May 2017. They passed with the franchise toGreat Northern in September 2014.
All were replaced in 2016 byClass 387s, cascaded from theThameslink route.[48] Ten units (402, 405–410 and 418–420) moved toIlford depot for use by Greater Anglia,[49] with the remaining three (401, 403, 404) converted to Class 320/4s for Abellio ScotRail.[50]
Arriva Trains Northern inherited three Class 321/9 units. These units operated on the Leeds to DoncasterWakefield line service and occasionally on the Wharfedale and Airedale lines alongside Class 322s and333s. All passed on to Northern Rail in 2004 and were refurbished in 2006/07. All passed on to Arriva Rail North and then with the franchise to Northern Trains, all were replaced by Class 331s with the last withdrawn in 2020.[51] These were transferred to Greater Anglia for temporary use until replaced byClass 720s.
First Great Eastern inherited all 66 Class 321/3 and 11 Class 321/4. TheEast Anglia franchise was subsequently taken over by National Express East Anglia, initially branded 'one', and then subsequently by Greater Anglia. A further 16 were added, upon release from London Midland. In 2016, ten of the sets formerly operated by Great Northern also transferred to Greater Anglia.
An additional three units, all Class 321/9s, were transferred to Greater Anglia from Northern Trains in 2020 in order to provide capacity during the introduction of GA's newClass 720 fleet.
The 321s were primarily used for services from London Liverpool Street toBraintree, Southend Victoria, Southminster,Ipswich (extending toNorwich during peak time),Walton-on-the-Naze,Clacton-on-Sea andColchester Town, but could operate services on any electrified route if other trains failed. These operated as four, eight or twelve-car sets.
After being awarded the new East Anglia franchise in August 2016, Greater Anglia placed an order for Class 720s, which replaced the 321s despite theRenatus project.[52] The first of the new trains entered service in November 2020.[53]
From early 2023, the units only operated services fromManningtree to Harwich Town and from Colchester to Walton-on-the-Naze, alongside Class 720 units on the latter, as well as one service each day betweenThorpe-le-Soken and Walton-on-the-Naze.[54]
The last scheduled Class 321 workings took place on 3 April 2023, with the class subsequently being used on an ad-hoc basis.[55] Following a farewell tour on 29 April 2023, Greater Anglia completely withdrew its Class 321 fleet.[56]
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In December 2013, Eversholt rebuilt 321448 as a demonstrator at Doncaster Works for a proposed upgrade.[57] It featured a new livery, completely refitted interior including two examples of sitting arrangements including 2+2 and 2+3, and a new first class area. The demonstrator also featured air conditioning, not previously seen on Class 321 trains, along with fixed panel windows to replace opening windows and a newVossloh Kiepe traction package.[58][59][60]
The production run covered 30 units. The Vossloh Kiepe traction package was installed atWolverton Works with the rest of the work performed at Doncaster. The first was completed in December 2016.[61] In 2017, the prototype returned to Doncaster to be modified to the same specifications as the production units, including being refitted with hopper windows.[62]
In 2022, it was announced that Eversholt and Vivarail were working on a design to convert some Class 321s to battery units that could operate between 20 and 30 miles (32 and 48 km) on battery power.[63][64] The battery units were planned to be used on routes in Scotland.[64] However, due to Vivarail going into administration in December 2022, the project was cancelled.[64]
In May 2018, plans were announced by Eversholt andAlstom to convert a number of Class 321 units to run onhydrogenfuel-cells, as a way of replacing diesel-powered trains on lines that are unlikely to beelectrified.[65] The details of the conversion project, dubbed 'Breeze', were published in January 2019, with an expectation that units could be ready for service in 2022 – although this later slipped to 2024.[66][67]
In November 2021, Alstom and Eversholt announced that they had decided to switch their primary focus to developing a hydrogen-fuelled variant of Alstom'sAventra EMU, on the grounds that the pool of convertible Class 321 units was too small to support the market they envisaged for hydrogen-powered trains in the UK, and that the Aventra's advanced technology and reduced requirement for routine maintenance were advantages in both manufacture and operations.[68] Although the companies stated that they would maintain the "option" of converting existing trains in the future,[68] the Breeze project was ended in the first half of 2022 and at least one of the Class 321 units selected for conversion (321448) was sent for scrapping.[2]
In April 2023, Eastern Rail Services acquired 321434 with the intent of making it available for filming projects.[69]
| Class | Operator | Qty. | Year built | Unit nos. |
|---|---|---|---|---|
| 321/3 | Varamis Rail | 3 | 1988–1990 | 321334, 321339, 321341[70] |
| Network Rail | 2 vehicles | 321332[b] | ||
| Scrapped | 63 | 321301-321333,[c] 321335-321338, 321340, 321342–321366[70][71][55][72][73][74][75][76][77][78][79][80][81][82][83] | ||
| 321/4 | Converted to Class 320/4 | 12 | 1989–1990 | 321401, 321403–321404, 321411–321418, 321420[55] |
| Eastern Rail Services | 1 | 321434[69] | ||
| Varamis Rail | 5 | 321407, 321419, 321428-321429, 321440[70] | ||
| Scrapped | 30 | 321402, 321405–406, 321408-321410, 321421–321427, 321430-321433, 321435–321439, 321441-321448[55][84][73][75][77][85][86][87] | ||
| 321/9 | Scrapped | 3 | 1991 | 321901–321903[27] |
Individual vehicles are numbered in the ranges as follows:
Vehicle Detail | DTCO | PMSO | TSO | DTSO |
|---|---|---|---|---|
| Diagram | EE308 | EC210 | EH235 | EE236 |
| Number range | 78049–78094,78131–78150 | 62975–63020,63105–63124 | 71880–71925,71991–72010 | 77853–77898,78280–78299 |
Vehicle Detail | DTCO | PMSO | TSO | DTSO |
|---|---|---|---|---|
| Diagram | To be confirmed | |||
| Number range | 78095–78130,78151–78162 | 63063–63092,63099–63104,63125–63136 | 71949–71978,71985–71990,72011–72022 | 77943–77972,78274–78279,78300–78311 |
Vehicle Detail | DTSO(A) | PMSO | TSO | DTSO(B) |
|---|---|---|---|---|
| Diagram | To be confirmed | |||
| Number range | 77990–77992 | 63153–63155 | 72128–72130 | 77993–77995 |
Some units received names.
