| British Rail Class 365 Networker Express | |
|---|---|
_(XAM-E1).jpg) Great Northern Class 365 atLondon King's Cross in July 2019 | |
.jpg) Refurbished Great Northern standard-class saloon | |
| In service | 13 October 1996 – 15 May 2021 (1996-10-13 –2021-05-15) |
| Manufacturer | ABB Transportation |
| Built at | Holgate Road Works,York |
| Family name | Networker |
| Constructed | 1994–1995 |
| Refurbished | 2013–2016 atBombardier Ilford |
| Scrapped | 2021–2022 |
| Number built | 41 |
| Number in service | 0 |
| Number preserved | 0 (3 vehicles only) |
| Number scrapped | 41 |
| Successor | |
| Formation |
|
| Fleet numbers | 365501–365541 |
| Capacity | 263 seats(24 first-class, 239 standard) |
| Operators | |
| Depots | |
| Specifications | |
| Car body construction | Aluminium[1] |
| Train length | 81.9 m (268 ft 8 in) |
| Car length |
|
| Width | 2.81 m (9 ft 3 in) |
| Height | 3.77 m (12 ft 4 in) |
| Maximum speed | 100 mph (161 km/h) |
| Weight |
|
| Traction system | GEC AlsthomGTO-VVVF |
| Traction motors | 8 ×3-phaseAC[2]: p.A.6 GEC Alsthom G354CX |
| Power output | 1,256 kW (1,684 hp) |
| Acceleration | 0.67 m/s2 (2.2 ft/s2) |
| Electric system(s) |
|
| Current collection |
|
| UIC classification | Bo′Bo′+2′2′+2′2′+Bo′Bo′ |
| Safety system(s) | |
| Coupling system | Tightlock[5] |
| Multiple working | Within class |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
| Notes/references | |
| Sourced from[6] unless otherwise noted. | |
TheBritish Rail Class 365Networker Express dual-voltage (25 kV 50 Hz AC and750 V DC)electric multiple unit passenger trains were built byABB atHolgate Road Carriage Works in 1994 and 1995.
The Class 365 was derived from theClass 465 EMU after the planned "Universal Networker"Classes 371 and 381 were not funded through to production. An initial prototype that better suited the operation of long-distance services was developed from an existing unit (designated as Class 465/3), as the new type was intended to operate services inSouth East England and on theGreat Northern Route. The purchase of 41 Class 365s was authorised in late 1993; they would be the last trains to be built at the Holgate Road works prior to its closure. Due to the front end of refurbished units resembling a smiling face, the trains have been nicknamed "Happy Trains" by enthusiasts.[7]
Deliveries began in 1994 underNetwork SouthEast and continued afteroperations transferred to the private sector; the final unit was delivered toWest Anglia Great Northern (WAGN) in July 1998.Connex South Eastern received 16 units while West Anglia Great Northern received 25. During 2004,South Eastern Trains opted to transfer all of its sets to WAGN.
The Class 365 has been involved in several accidents, which has included fatalities; the most serious accident to date occurred atPotters Bar in 2002. In September 2014, all units were transferred with theThameslink, Southern & Great Northern franchise toGovia Thameslink Railway. In June 2018, ten sets were transferred toAbellio ScotRail to operate services fromEdinburgh toGlasgow andStirling. On 15 May 2021,Great Northern withdrew the last of its Class 365 sets. During July 2021, all of the Class 365s were acquired byEversholt Rail Group; all but 3 vehicles have been scrapped. Newer types of rolling stock, such as theClass 385s andClass 387s, have typically been introduced to replace the type with various operators.
In the early 1990s, theNetworker family was entering large-scale service in theNetwork SouthEast sector – both third-rail 'Networker' EMUs (Class 465/Class 466) and 'Network Turbo'DMUs (Class 165/Class 166) were in service, with proposals for others, including a so-called "Universal Networker", intended asClasses 371 and 381, that would have dual-voltage capability. However, by 1992, no work had been done in the development of these due to a lack of funding, so a replacement plan was required. For this, the Class 465 was modified for longer-distance services – a prototype was converted from an existing unit (designated as Class 465/3) to determine suitability, before funding was authorised during late 1993 for the purchase of 41 dual-voltage EMUs, each of four cars.[8] These became the Class 365.[9][10] Network SouthEast had successfully advocated in favour of the Class 365 project to secure investment from the British government; however, this came at the expense of competing proposals, including InterCity's envisionedInterCity 250 series of high speed trains.[11]
Although specified as a dual-voltage unit, Class 365s never operated with this capability since they were built with only one system of traction current pickup.
The first 16 units (365501 to 365516), which worked briefly forNetwork SouthEast before theSouth Eastern franchise was awarded toConnex South Eastern, were originally supplied only with DC shoe gear for use on the 750 V DC third-rail system.[2]: p.A.9 In this configuration the maximum speed was 90 mph (145 km/h).[2]: p.A.6 During testing and commissioning, 365502 ran briefly on the AC network, this being the main reason for the unit being chosen to be subleased toWest Anglia Great Northern (WAGN) in the aftermath of thePotters Bar accident in 2002.
When they transferred to WAGN for use with25 kV 50 Hz AC overhead line traction supply, the shoes and associated equipment were removed and aBrecknell Willis high speed pantograph was installed, along with other operator and voltage-specific modifications and testing byBombardier Transportation at itsDoncaster Works.[3] However, the Class 365s retained the original 750 V DC electrical bus, meaning that when on25 kV 50 Hz AC overhead lines the current was collected as AC, rectified to DC for the onboard systems, and then inverted back to AC for the three-phase traction motors. For running onoverhead lines the maximum speed was raised to 100 mph (161 km/h).[12]
Basic equipment consisted of:
Dynamic (rheostatic) braking on the two Driving Motor coaches was available in addition to disc brakes, via a system of brake blending.
In common with the wholeNetworker fleet,wheel slide protection (WSP) operated on every axle. Under braking conditions a blowdown valve released air from the brake cylinder of any axle if the rotational speed varies significantly from the average axle speed on the train.[13]
Internal LEDPassenger Information Display Systems andAuto-Announcers were fitted across the fleet.[12]
In the lead up to theprivatisation of British Rail, responsibility for the Class 365s passed toEversholt Rail Group.[14] However, because theBritish Railways Board had leased rather than purchased the Class 365s, under a clause in the original procurement contract, ownership of the remaining 40 sets passed to theDepartment for Transport subsidiaryTrain Fleet (2019) Limited in July 2019[15] after it was obliged to pay out the leases to theRoyal Bank of Scotland in the event that the trains were not wanted.[16][17] In July 2021, all were sold back to Eversholt after termination of their leases withGovia Thameslink Railway was agreed.[18]
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The first 16 units were fitted for use on the 750 V DC lines. The first Class 365 set was delivered in November 1994 while testing commenced on 15 June 1995.[19][20] Their first use in service occurred on 13 October 1996, but due to problems in obtaining a safety case, they did not enter full service withConnex South Eastern until 16 June 1997.[21][22][23] Before it entered service, 365513 was damaged in a shunting incident atChart Leacon TMD and was forwarded toDoncaster Works in November 1996.[24]
From August 2002 until January 2003, 365502 was sublet to WAGN to provide cover after 365526 was involved in the Potters Bar accident.[25][26] All passed with the franchise toSouth Eastern Trains in November 2003. All were transferred toWest Anglia Great Northern during 2004.[27][28]
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Twenty-five Class 365s (365517 to 365541) were delivered toHornsey TMD to operate services on theEast Coast Main Line fromLondon King's Cross toPeterborough andKing's Lynn. The first entered service withNetwork SouthEast on 9 December 1996.[29][30] All sets were included in the transfer of the franchise toWest Anglia Great Northern in January 1997. The last was delivered in July 1998.[31]
As part of a project to fit driver's cab air conditioning, all units received new fronts between 2001 and 2002.[32][33] In May 2002, 365526 was involved in thePotters Bar accident and was subsequently written off.[34] From August 2002 until January 2003, 365502 was sublet fromConnex South Eastern to provide cover.[25][26] In 2004, all 16 of Connex South Eastern examples (365501 to 365516) were transferred to West Anglia Great Northern to releaseClass 317s for use byThameslink.[27][28][35]
The remaining 40 sets passed with the franchise toFirst Capital Connect during April 2006. A refurbishment program atIlford EMU Depot commenced in January 2014.[36] All units passed with theThameslink, Southern & Great Northern franchise toGovia Thameslink Railway in September 2014.
In 2017, the Class 365 fleet were relegated to peak-hour services after the newerClass 387s and700s entered service.[37] It was proposed that some would be transferred toGreat Western Railway to operate services on theGreat Western Main Line fromLondon Paddington toNewbury andOxford, but this scheme was aborted when new Class 387s were purchased instead.[38][39][40] Great Northern retained 21 sets to operate limited stop peak-time services between London King's Cross-Peterborough and London King's Cross-Royston.[41][42] The remaining sets were placed in store inEly.[43][44]
During June 2018, ten sets were transferred toAbellio ScotRail to operate services fromEdinburgh toGlasgow andStirling.[45][46][47] The other nine moved from Ely to King's Heath TMD,Northampton for further storage before moving toCrewe in September 2018.[48][49]
In March 2021, it was announced that Great Northern would be withdrawing the remaining Class 365s from service in May 2021, in favour ofClass 387s transferred fromGatwick Express.[50][51] The last day of service for the Class 365s on Great Northern was on 15 May 2021.[52][53]
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In April 2018, ten Class 365s (509, 513, 517, 519, 521, 523, 525, 529, 533 and 537) were leased toAbellio ScotRail in response to a rolling stock shortage which was caused by the delayed entry to service of the newClass 385 EMUs and the imminent transfer of a number ofDMUs toArriva Rail North.[45][7] They entered service on 23 June 2018 onGlasgow to Edinburgh andStirling services after modifications and driver training.[46][47][54]
In comparison with the three- and six-car DMUs previously used on the same routes by ScotRail, the eight-car Class 365 EMU sets provided an additional 17,200 seats per day, as well as having better acceleration and being cleaner.[7][55] ScotRail only used the type briefly, and all units were withdrawn during March 2019 after issues with the Class 385 were resolved. These units were relocated toCrewe where they were kept in warm store byRail Operations Group.[56][57]
| Class | Status | Qty. | Year built | Carsper unit | Unit numbers | Notes |
|---|---|---|---|---|---|---|
| 365 | Scrapped[66] | 41 | 1994–95 | 4 | 365501–541 | Three vehicles preserved: DMSO(A) 65917, TSO 72287 from 365524 and DMSO(B) 65974 from 365540.[67][68] Some vehicles from 365526 were sold to theUK Ministry of Defence and are used by theRAF for testing of explosives.[citation needed] |
Some were named. 365505 and 365515 were named byConnex South Eastern, and were subsequently removed. Vinyl nameplates with a pink backing were applied to the driving vehicles, behind the cab doors, byFirst Capital Connect. Following a repaint intoGreat Northern colours most were removed, but several were reapplied in the same style but with a light blue backing.
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DMSO(A) 65917 and TSO 72287 from unit 365524 along with DMSO(B) 65974 from unit 365540 are to be put on static display at theEast Kent Railway, where they will be used as a restaurant, an exhibition area, and a major events venue.[67][needs update?]
