319 Brochure

Class 319 Electric Multiple Unit

Contents

Issue 01 Revision AAugust 2012

Passenger Satisfaction 4Refurbishment and Modernisation 9Passengers of Reduced Mobility Provision 10Interior Layout Options 10Acceleration, Speed and Performance 10New Traction 11Passenger Information System 123-Car 14Air Conditioning 15Auxiliary Supply 15New Impressions 17

Technical Information 20319/0 Data Sheets 21319/2 Data Sheets 25319/3 Data Sheets 29319/4 Data Sheets 34

Porterbrook Leasing Company LimitedIvatt House, 7 The Point, Pinnacle Way,Pride Park, Derby, DE24 8ZS

T +44 (0) 1332 285050F +44 (0) 1332 285051

[email protected]://www.porterbrook.co.uk

32

319 Electric Multiple UnitPorterbrook

Passenger Satisfaction

The Class 319 EMU is an efficient longer distance commuter train with performance to match most diagram requirements.

The suspension provided for its 100mph capability delivers a better ride than most commuter stock throughout the speed range. The unit is the ultimately versatile train.

The vehicle provides excellent interior space, making full use of the standard C1 loading gauge. This allows 2 +3 seating or 2 + 2 with additional standing space.

Passenger boarding and alighting is eased by 1/3 2/3 doors and extensive use of bay seating to ease passenger flow. The vehicle incorporates a cab end emergency gangway which permits operation in single-bore tunnels.

Opening windows are provided as air conditioning is not fitted although this is an option available at additional cost. Interiors were improved at the last classified repair providing a bright and clean environment with good lighting levels.

Most vehicles are still fitted with the original Ashbourne seats although some have been fitted with more modern Chapman seats. While not compliant to new seat standards the existing seats have the advantage of improving visibility assisting passengers in finding empty seats and improving CCTV coverage.

The trains have been used for Inter City services such as the Connex Brighton Express and inner suburban services such as the Sutton Loop. They were designed for the Thameslink service which combines longer distance running with the inner suburban central section, emphasising the flexibility of the design.

The units are identical from an engineering point of view but they have different interior configurations for each sub-class. The layouts are shown in the technical information section of this document.

Class No. Built Year Built Unit Numbers Notes319/0 13 1987-1988 319001 - 319013

319/2 7 1987-1988 319214 - 319220 Refurbished from Class 319/0 1996-1997.Originally classed as 319/0. (319014 - 319020)

319/3 26 1990 319361 - 319386 Refurbished from Class 319/1 1997-1999.Originally classed as 319/1. (319161 - 319186)

319/4 40 1987-1988 319421 - 319460 Refurbished from Class 319/0 1997-1998.Originally classed as 319/0. (319021 - 319060)

54

319 Electric Multiple Unit

Refurbishment and Modernisation

Performance could be optimised for inner suburban working if the units were re-geared for 75 mph maximum speed. This would increase starting tractive effort, which is the dominant factor when stations are only a few minutes apart. Computer simulations for a given route will provide an accurate timetable to inform the decision on gearing.

The units are dual voltage as they operate on 25kV ac overhead and 750v dc third rail systems. Changeover is made at standstill providing the passenger with a seamless journey between the two systems. This feature could prove particularly valuable where sections of the third rail system are being upgraded to 25 kV overhead.

Performance and economy can be improved by fitting new traction equipment, discussed later. New traction can maintain the dual voltage capability or move to ac only. Removing the dc capability reduces weight and cost hence it is not recommended to retain the dc capability just in case if it is not required for the planned duty.

The interior can be configured to best suit the chosen operating pattern, although the existing layout is designed to ease passenger movement, important for keeping down dwell times and accommodating standing passengers in the peak.

The vehicles have recently undergone a major programme of corrosion repair and protection hence it is expected that the down time for the next repair will be reduced. The repairs were carried out to a high standard, assuring structural integrity for the remainder of their operational life.

The standard commuter arrangement can be adapted for outer or inner suburban use to further optimise the units for a chosen duty. The units 100 mph capability offers the possibility of more inter-urban working with interiors adapted accordingly.

The units were built as a 4-car unit using a single 4-motor powered vehicle This arrangement offers the possibility of removing a trailer vehicle and operating as a 3-car set if some equipment is re-located.

98

Porterbrook 319 Electric Multiple Unit

For some time Porterbrook has been developing proposals for fitting new ac traction to the fleet. Only a few years ago the cost of this was prohibitive, however recently these costs have reduced while the benefits have improved due to rising energy prices.

This option would remove the existing traction equipment, including the motors, and replace it with a modern 3-phase traction package from a well known supplier. This has the following benefits: -

Enables regenerative braking; Improves reliability (less moving parts); Improves availability (less repairs and examinations,

remote diagnostics); Reduces maintenance costs -

ac motors require less maintenance; Brake pad use cut by 50%; Less moving parts; Wheel life improves with better slip control;

Regenerative braking is the dominant factor in the business case for new traction as simulations show it will return over 20% of traction electricity on inner suburban working or around 10% on Inter City.

New traction has the potential to improve performance; however the proposal avoids bogie modifications by retaining the existing four-motor configuration. Increased installed power can be provided by using load

weighing technology in the drive system. The existing traction system operates on an average adhesion level based on a tare loading, however the new traction can detect increased load and use this to transmit more power since the adhesive weight is increased. The configuration of the units with all the power equipment on one vehicle is the best arrangement for power transmission.

The preferred option uses axle-selective technology which provides much better slip control, better reliability and allows regenerative braking to be used in low adhesion conditions. Wheel rail adhesion is further enhanced by a new WSP system which is combined with smart braking technology to concentrate brake effort on the motor vehicle and so maximise regenerative brake benefit. A detailed feasibility study has been carried out which quantified savings and shows this modification merits serious consideration if the units are planned to operate on frequent-stop services beyond 2020.

The vehicles require modifications to the layout for operation in 2020 and beyond as the toilet is not accessible from the wheelchair spaces. These modifications are minimised if toilets are not required, but the expected modifications are: -

Seat back handles New design required with wider grip;

Priority seats some fitted at refurbishing but more required;

Second wheelchair space required (both spaces to be near toilet);

Call for aid buttons to be fitted in toilet and wheelchair spaces;

Interior door handles new design required to operate with lower force;

Door sounders required in all external door control panels;

Universal Toilet to be fitted; Passenger Information System to be fitted; Handrails at entrance doors to be changed for

compliant design.

This work involves significatn interior changes so it is anticipated that it will be combined with a Continued Service Operation project bringing in other improvements as discussed below.

Passengers of Reduced Mobility (PRM) Provision

New TractionInterior Layout Options

The use of the units on inner suburban diagrams brings a requirement to increase capacity which can be achieved by the removal of some seats to increase standing capacity. Such changes increase the crush laden weight of the vehicles, which is easily achievable on the trailer vehicles, however on the power car such changes have to be limited to remain within loading limits.

The preferred layout for increasing capacity while also improving passenger flows involves the removal of the aisle seats next to the door vestibules thus providing a bigger open area around the doors. Other more innovative layouts such as used on the SWT Class 455 units can be applied, except on the power car which must retain 2 + 2 seating throughout. Detailed capacity calculations are in preparation.

Acceleration, Speed and PerformanceThe units are capable of 100 mph operation and are fitted with enhanced emergency braking. The high speed gearing means tractive effort at slow speed is not optimised, but if the units are required for Metro type services the traction motors can be re-geared.

This takes away the 100 mph capability but give better acceleration so on diagrams with short station spacing the overall journey time will be improved. A further improvement can be made by fitting new traction equipment as described on the next page.

1110

Porterbrook 319 Electric Multiple Unit

Passenger Information System

123

46

785

9

1 | External Destination DisplayInstalled in each driving vehicle. PRM TSI compliant Yellow LED Ultra Bright sunlight legible with automatic brightness control in single or multi-line.

LED Matrix size can be manufactured to any particular requirements, although many proven existing designs are available from our portfolio. Displayed messages may be static or scrolling.

2 | Drivers Interface Unit (DIU)Installed in each driving vehicle. Provides the driver interface for PA, Cab to Cab, Passenger Alarms, Radio Systems and controls for the Passenger Information System. Layout and size manufactured to any particular requirements, although many proven existing designs are available from our portfolio.

3 | Passenger Information System ControllerInstalled in each driving vehicle. Communicates via standard train wires or Ethernet network to all PIS equipment throughout the train. Route Database files are uploaded to this unit via a GPRS communications link for automatic broadcast of journey related announcements. Can be supplied 19 inch rack based (half Euro height) or as a sealed bulk head mounting unit.

4 | Dual AntennaInstalled on the roof of each driving vehicle. A low profile dual antenna (GPS and GPRS) enables geographic tracking and data upload/download.

5 | Stewards HandsetProvides PA, Cab to Cab and triggering of recorded messages. Installed at the Stewards Point in each car.

6 | External Side of Train DisplayInstalled adjacent to each door. Outward facing, side of train display. PRM TSI compliant Yellow LED Ultra Bright sunlight legible with automatic brightness control in single or multi-line.


7 | Internal Saloon DisplayPRM TSI compliant, supplied as single or double sided, these displays are suspended centrally or mounted on the bulk head walls in the saloon vehicles. Standard brightness in single colour or multi-colour LED formats. Single or multi-line, high or low resolution.


8 | Passenger Emergency Alarm CommunicationsUnit (PEACU)Provides emergency speech and emergency brake functions. Includes a loudspeaker/microphone and large red button (latching or non latching) and indicates to the passenger when to speak to the driver. Suitable for installation adjacent to doors, disabled seating locations and within toilet modules.

9 | Saloon Audio Control Unit (SACU)Installed in each vehicle, this is the PA amplifier and interface to all saloon equipment including loudspeakers, Displays, Passenger Alarms and Stewards Handsets.

Passenger information systems are a requirement for PRM TSI compliance but are also invaluable for any occasional traveller. The system proposed will be compatible with other units allowing the Class 319s inter-working capability to be retained. Enhancements are possible to the system to meet further information requirements and exact display configuration is flexible to customer preference.

1312

3-Car Auxiliary SupplyAir Conditioning

The vehicles currently use a motor-alternator machine to provide the various electrical supplies needed. This is a rotating machine and therefore requires maintenance but in a new train this function would be provided by a static converter and this is proposed for Class 319.

The existing system causes little trouble when correctly maintained but is unable to support additional loads such as air conditioning. There would be a need to produce an electrical safety case for the new system but if the work was contained within traction replacement the two systems would be approved together with only a marginal increase in cost for auxiliary system approval.

This feature has become standard on modern trains, however this was not the case when the Class 319s were built.

Concept designs have been produced for fitting air conditioning but this is not a simple operation, primarily because the auxiliary supply cannot support the additional electrical load and must be replaced by an upgraded electronic system.

Current proposals assume the existing windows are retained with hopper ventilators sealed up. Conditioned air would be fed into the vehicle via new ducts set into the vehicle ceiling controlled by sensors in the air return path.

Alternative more basic air cooling systems have been proposed and could be fitted if desired, however to provide reasonable passenger comfort levels replacement of the auxiliary supply system remains essential.

The Class 319 was designed in the standard configuration of 4 x 20 metre vehicles which is suitable for the vast majority of EMU duties in London and the South East. Recognising that some areas require 3 and 6-car formations to fit platform lengths Porterbrook has commissioned a detailed feasibility study into converting the units to 3-cars which has identified the detail of work required and provided a budget price.

The items to be moved are: -

1. Item Reference Item2. Motor Alternator Set3. Motor Alternator Set Inductor (Choke) (MSL)4. Motor Alternator Set Resistor Box (MPZ)5. Auxiliary Supply Case (Type 11SF020B2)6. Auxiliary Control Case (Type 11SF021B2)7. Auxiliary Transformer (AT)8. Compressor9. Battery Box (and associated battery fuse box)10. Lighting Changeover Switches (LCS1 & LCS2)11. Shore Supply Sockets No.1 and No.212. Compressor Resistors (CZ & CDZ)13. Heating and Compressor Fuses, in end cupboard14. 750V Connection Panel, in end cupboard15. Control & Toilet Panel (Type 23CP135B2), in end

cupboard16. BD1, BD2 & BD3 diodes, in end cupboard17. Radio Equipment Connection Panel18. Radio Equipment and Aerial (where fitted)19. Main Reservoir20. Main Reservoir Isolating Cock (MRIC)21. Main Reservoir Pipe Reducing Valve22. Main Reservoir Pipe Connection Point23. Main Reservoir Monitor Point

Converting the units to 3-cars improves their power to weight ratio and ideally would be combined with new traction described above to improve starting tractive effort. This would provide better performance on diagrams with frequent stops. Re-gearing to 75 mph maximum speed is also recommended to optimise performance on inner-suburban diagrams.

Photo by Matt Buck [CC-BY-SA-2.0 (http://creativecommons.org/licenses/by-sa/2.0) or

CC-BY-SA-3.0 (http://creativecommons.org/licenses/by-sa/3.0)], via Wikimedia Commons

1514

In seeking the revenue boost which comes from rolling stock improvements a new impression is needed from the moment the train arrives. Use of the new train as an advertising image is enabled by a complete new look to the front end.

The existing cab with emergency egress could be modernised to create the appearance of a new train by the replacement of the cab moulding. Designers Dg8 have been commissioned to produce a design which would pick up the existing fixing points and equipment interfaces. The result will create a first impression more striking than many new commuter trains.

If the unit end gangway is required some elements of the Dg8 design could be included, particularly the revised light clusters which would be blended around the gangway support flexitors.

New Impressions

1716


Technical Information 319/0 Data Sheets

Basic information DTSO(A) MSO TSOL DTSO(B)

Class 319

Sub class 0

Manufacturer BREL

Number of vehicles 13 13 13 13

Route availability As per the Track Access Agreement

Power

N/A

750Vdc/25kVac GTO thyristor control

4 x GEC G315BZ traction motors (990kW

total)

N/A N/A

Hardware

Length 19.83m 19.92m 19.92m 19.83m

Width 2.82m

Height 3.58m

Gauge Kinematic envelope drawing available on request

Axle load 7.25t tare 12.65t tare 7.75t tare 7.425t tare

Coupling compatibility Outer: Tightlock

Intermediate: Bar coupler

Outer: None


Outer: None


Outer: Tightlock


Performance

Maximum Speed 100mph

Acceleration Unknown

Braking Capability

Compliant with minimum brake performance curve as specified in Appendix 4, Group Standard GM/TT 0172.

Braking System Westinghouse 3 step friction brake

Other features

e.g. In-cab radio system, CCTV, other passenger-enhancing facilities.

CSR Radio and Cab Cooling Saloon CCTV Saloon CCTV

CSR Radio and Cab Cooling

2120


DTSO(A) MSO TSOL DTSO(B)

Day to day operation

Door configuration Pneumatically operated bi-parting sliding, 1/3 and 2/3 position (4 per vehicle).

Seating Configuration 2+2 and 3+2 facing/unidirectional seating (standard class only)

No. of seats 82 82 77 78

Floor space for standing 42.8m

2 44.7m2 41.3m2 42.4m2

Toilets 0 0 2 0

Layout Diagram

Build dates Unit DTSO(A) MSO TSO DTSO(B) Year of

Manufacture Previous numbers

(if changed)

319001 77291 62891 71772 77290 1987

319002 77293 62892 71773 77292 1987

319003 77295 62893 71774 77294 1987

319004 77297 62894 71775 77296 1987

319005 77299 62895 71776 77298 1987

319006 77301 62896 71777 77300 1987

319007 77303 62897 71778 77302 1987

319008 77305 62898 71779 77304 1987

319009 77307 62899 71780 77306 1987

319010 77309 62900 71781 77308 1987

319011 77311 62901 71782 77310 1987

319012 77313 62902 71783 77312 1987

319013 77315 62903 71784 77314 1987

Heavy Maintenance

Activity Commencement Duration Nature of activity Responsible party

C4 475,000 miles +25,000/-0 over lease duration

5 days/unit PB/VI3191 Issue 4 Revision A August 2007

Porterbrook

RES 10-15 years over lease duration

5 days/unit PB/VI3196 Issue 2 Revision A April 2005

Porterbrook

C6 7-8 years over lease duration


Porterbrook

2322


Modifications Modification Duration Nature of activity Responsible

party

Base Offer

Door reliability 2 days Improve reliability. Introduce a revised installation design for the door actuator and its associated interlocks.

Porterbrook

Interior lighting 2 days Remove possible obsolescence problem with current lighting.

Porterbrook

Head/tail/marker lights

1 day The current filament lamps used are unreliable and will be changed for LEDs (tail/marker/LED).

Porterbrook

Full PRM-TSI compliance

5 additional days to the C6 downtime The vehicles will be modified to comply with the PRM

TSI legislation which will include seat back handles, additional wheelchair space/call for aid button, door sounders, and boarding ramp fixing points. The toilet will need replacement for full PRM-TSI compliance.

Porterbrook

Enhanced Offer

Traction system 10 additional days to the C6 downtime

Provide regenerative braking and improve reliability. Upgrade the current traction system which will include a new traction converter, traction motors, WSP and power cables.

Porterbrook

Regenerative braking

Included in above Included in the upgraded traction system detailed above. Porterbrook

Static Converter Included in above Remove possible obsolescence and improve reliability. Replace the M/A set with a new static converter.

Porterbrook

Saloon air-conditioning

Included in above Improve environment for passengers and train crew by fitting an air conditioning system to the saloon.

Porterbrook

Information not supplied Any information not supplied because of a lack of availability must be listed here under the reasonable endeavour clause of the competition commissions ruling. Acceleration and Braking Capability

Average Power Consumption

Modification Commencement Dates

319/2 Data Sheets

Basic information DTSO MSO TSOL DTCO

Class 319

Sub class 2

Manufacturer BREL



Power

N/A


4 x GEC G315BZ traction motors (990kW total)

N/A N/A

Hardware

Length 19.83m 19.92m 19.92m 19.83m

Width 2.82m

Height 3.58m





Outer: None


Outer: None


Outer: Tightlock


Performance



Braking Capability



Other features




2524


DTSO MSO TSOL DTCO



Seating Configuration First: 2+1 facing

Std: 2+2 facing seating and 3+2 facing/unidirectional

No. of seats 64 Std 60 Std 52 Std 18 First 36 Std


2 44.7m2 35.7m2 42.4m2

Toilets 0 0

1 standard 1 partially-compliant

disabled 0

Layout Diagram

Build dates Unit DTSO MSO TSO DTCO Year of


(if changed)

319214 77317 62904 71785 77316 1987

319215 77319 62905 71786 77318 1987

319216 77321 62906 71787 77320 1987

319217 77323 62907 71788 77322 1987

319218 77325 62908 71789 77324 1987

319219 77327 62909 71790 77326 1987

319220 77329 62910 71791 77328 1987

Heavy Maintenance




Porterbrook



Porterbrook



Porterbrook

2726



party

Base Offer


Porterbrook


Porterbrook



Porterbrook




Porterbrook

Enhanced Offer



Porterbrook




Porterbrook



Porterbrook




319/3 Data Sheets

Basic information DTSO(A) MSO TSOL DTSO(B)

Class 319

Sub class 3

Manufacturer BREL



Power

N/A



N/A N/A

Hardware

Length 19.83m 19.92m 19.92m 19.83m

Width 2.82m

Height 3.58m


Axle load 7.25t 12.65t 7.75t 7.425t



Outer: None


Outer: None


Outer: Tightlock


Performance



Braking Capability



Other features




2928


DTSO(A) MSO TSOL DTSO(B)



Seating Configuration 3 + 2 facing seating (standard class only)

No. of seats 74 79 74 78


2 45.2m2 41.3m2 42.4m2

Toilets 0 0 2 0

Layout Diagram

Build dates

Unit DTSO(A) MSO TSO DTSO(B) Year of Manufacture

Previous numbers (if changed)

319361 77459 63043 71929 77458 1990

319362 77461 63044 71930 77460 1990

319363 77463 63045 71931 77462 1990

319364 77465 63046 71932 77464 1990

319365 77467 63047 71933 77466 1990

319366 77469 63048 71934 77468 1990

319367 77471 63049 71935 77470 1990

319368 77473 63050 71936 77472 1990

319369 77475 63051 71937 77474 1990

319370 77477 63052 71938 77476 1990

319371 77479 63053 71939 77478 1990

319372 77481 63054 71940 77480 1990

319373 77483 63055 71941 77482 1990

319374 77485 63056 71942 77484 1990

319375 77487 63057 71943 77486 1990

319376 77489 63058 71944 77488 1990

319377 77491 63059 71945 77490 1990

319378 77493 63060 71946 77492 1990

319379 77495 63061 71947 77494 1990

319380 77497 63062 71948 77496 1990

319381 77973 63093 71979 77974 1990

319382 77975 63094 71980 77976 1990

319383 77977 63095 71981 77978 1990

319384 77979 63096 71982 77980 1990

319385 77981 63097 71983 77982 1990

319386 77983 63098 71984 77984 1990

3130


Heavy Maintenance Activity Commencement Duration Nature of activity Responsible party


5 days/unit PB/VI3191 Issue 4 Revision A August 2007 Porterbrook


5 days/unit PB/VI3196 Issue 2 Revision A April 2005 Porterbrook


20 days/unit PB/VI3196 Issue 2 Revision A April 2005 Porterbrook

Modifications

Modification Duration Nature of activity Responsible party

Base Offer


Porterbrook


Porterbrook



Porterbrook




Porterbrook

Enhanced Offer



Porterbrook




Porterbrook

Modification Duration Nature of activity Responsible party



Porterbrook




3332


DTSO MSO TSOL DTCO



Seating Configuration First: 2+1 facing

Std: 2+2 facing

No. of seats 74Std 1 Wheelchair 77 Std 72 Std

12 First 54 Std


2 44.7m2 41.3m2 42.8m2

Toilets 0 0 2 0

Layout Diagram

319/4 Data Sheets

Basic information DTSO MSO TSOL DTCO

Class 319

Sub class 4

Manufacturer BREL



Power

N/A



N/A N/A

Hardware

Length 19.83m 19.92m 19.92m 19.83m

Width 2.82m

Height 3.58m





Outer: None


Outer: None


Outer: Tightlock


Performance



Braking Capability



Other features




3534


Build dates Unit DTSO MSO TSO DTCO Year of


(if changed)

319421 77331 62911 71792 77330 1988

319422 77333 62912 71793 77332 1988

319423 77335 62913 71794 77334 1988

319424 77337 62914 71795 77336 1988

319425 77339 62915 71796 77338 1988

319426 77341 62916 71797 77340 1988

319427 77343 62917 71798 77342 1988

319428 77345 62918 71799 77344 1988

319429 77347 62919 71800 77346 1988

319430 77349 62920 71801 77348 1988

319431 77351 62921 71802 77350 1988

319432 77353 62922 71803 77352 1988

319433 77355 62923 71804 77354 1988

319434 77357 62924 71805 77356 1988

319435 77359 62925 71806 77358 1988

319436 77361 62926 71807 77360 1988

319437 77363 62927 71808 77362 1988

319438 77365 62928 71809 77364 1988

319439 77367 62929 71810 77366 1988

319440 77369 62930 71811 77368 1988

319441 77371 62931 71812 77370 1988

319442 77373 62932 71813 77372 1988

319443 77375 62933 71814 77374 1988

319444 77377 62934 71815 77376 1988

319445 77379 62935 71816 77378 1988

319446 77381 62936 71817 77380 1988

319447 77431 62961 71866 77430 1988

319448 77433 62962 71867 77432 1988

319449 77435 62963 71868 77434 1988

319450 77437 62964 71869 77436 1988

319451 77439 62965 71870 77438 1988

319452 77441 62966 71871 77440 1988

319453 77443 62967 71872 77442 1988

319454 77445 62968 71873 77444 1988

319455 77447 62969 71874 77446 1988

319456 77449 62970 71875 77448 1988

Unit DTSO MSO TSO DTCO Year of Manufacture

Previous numbers (if changed)

319457 77451 62971 71876 77450 1988

319458 77453 62972 71877 77452 1988

319459 77455 62973 71878 77454 1988

319460 77457 62974 71879 77456 1988

Heavy Maintenance




Porterbrook



Porterbrook



Porterbrook

3736

Porterbrook


party

Base Offer


Porterbrook


Porterbrook



Porterbrook




Porterbrook

Enhanced Offer



Porterbrook




Porterbrook



Porterbrook




38

319 Brochure

Documents