British Rail Class 307

Infobox EMU
name = British Rail Class 307

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imagesize = 300px
caption = British Railways Class 307 train in plain blue livery and a BRUTE at London Liverpool Street station.
background = #012545
Manufacturer = BR Eastleigh Works
Formation = 4 cars per trainset
Built = 32 Trainset
InService = 1953 - 2000
Refurbishment= 1983 - 1984
Weight = Total - 153 tons
Capacity =
MaxSpeed = 75mph 121km/h
Gauge =
Brakes = Air (Auto/EP)
Engine =
Operator = British Rail

The British Rail Class 307 electric multiple units were built by BR at Eastleigh Works from 1954-1956. They were initially classified as AM7 before the introduction of TOPS.

Description

Thirty-two of these 4-car units were built for services on the Great Eastern Main Line. The units were constructed to a similar design to the third-rail Class 415 (4EPB) units introduced by the Southern Region a few years earlier. However there were several differences, most notably a slightly different front cab with narrower cab [Not so,the cab windows of an EPB and a class 307 are of indentical size see discussion page] windows and a different seating arrangement.

All units were formed of four cars. When originally built, units were numbered in the range 01s-32s, and were composed of two outer driving trailers, an intermediate trailer composite (i.e. with some first-class seating), and an intermediate motor brake. The AM7 [SEE DISCUSSION PAGE ] units were constructed to operate off the 1,500 V direct current (DC) overhead power system used on Eastern Region suburban lines. However, in the late 1950s and early 1960s, these lines were converted to the 6.25 kV/25 kV alternating current (AC) overhead system, which was adopted as standard, and coincided with the introduction of new Class 302 (AM2) units. Therefore, from 1960-1962 the entire AM7 fleet was extensively rebuilt at Eastleigh Works to allow units to operate from the new voltage system. The work including moving the guard's compartment from the motor coach to one of the driving trailers. At the same time, units were renumbered into the range 101-132.

From 1983-1984 the fleet was refurbished. Work involved replacing all compartments with open saloons, and the fitting of gangways between vehicles within a unit. The first-class seating was also moved from the trailer to the non-brake driving trailer. During this period, units were renumbered under the TOPS system to 307101-307132.

Details of the vehicle designations are shown below.

Operations

When new, these units were used on the newly electrified Great Eastern Main Line, running between Liverpool Street via Shenfield to Southend Victoria on the Southend semi-fast services. In 1960 this line was re-electrified from 1,500V DC to 25kV AC overhead, neccessitating the rebuild of the fleet.

Following refurbishment in 1983, the fleet saw continued use on both the London, Tilbury and Southend Railway (LTS) and Great Eastern routes. From 1986, a few units were repainted in the bold new Network SouthEast (NSE) livery. By 1990, however, the class had been displaced from the LTS route by Class 310 units, themselves cascaded from the West Coast Main Line following introduction of new Class 321/4 units, supplemented temporarily by ex-"Bed-Pan" Class 317 units. The units did not last much longer on the Great Eastern route, following the introduction of new Class 321/3 and cascaded Class 312 units.

By 1991, all units had been withdrawn from NSE services. However, five units, nos. 307105/111/120/122/130, were given a reprieve, and were overhauled at Doncaster Works for use on the newly electrified Leeds-Doncaster line. They received the attractive West Yorkshire Metro maroon livery. The use of these units was intended as a stop-gap until three new dedicated Class 321/9 units entered service. The final units were withdrawn in early 1993.

Following withdrawal, large-scale scrapping of the class was delayed as it was intended to rebuild the units as Class 300 parcels units. This plan was dropped in favour of building new Class 325 units. However, many of the driving trailer vehicles were eventually rebuilt as Propelling Control Vehicles (see below). The redundant intermediate trailers and motor vehicles were eventually scrapped.

Further Use

Departmental Use

Following withdrawal from service, several units were converted for further use as departmental vehicles. These are listed below.

Crash Tests

Units 307101, 307106 and 307121 were used a crash-test units at Old Dalby, for use in simulated crashes for safety purposes.

Class 316 Testbed unit

Unit 307118 was converted into a test unit for the 'Holec' three-phase AC traction motors and associated electrical gear used in the Class 323 EMUs. As 316998, the BDTBSO coach had its seating removed and the electrical equipment mounted in the passenger cabin and cooling provided via a large grill fitted in place of the guard's doors on the left hand side. The pantograph well was also revised, bringing it closer towards the cab.

Later, the unit was altered for 750V DC third rail operation, the pickup shoes being mounded on the former MSO and renumbered 316997. After testing, the unit was stored at the back of Eastleigh T&RSMD. Scrapping took place at Caerwent in July 2006.

Postal Conversions

In the early 1990s, the British Rail parcels sector Rail Express Systems identified the need for driving trailers to operate in push-pull mode with a locomotive. This would remove the time consuming process of changing the locomotive to other end of the train to allow it to leave a terminus. These new vehicles were called Propelling Control Vehicles (PCVs), since it was envisaged that they would only be used to propel a train into or out of a terminus, and not used at high-speed or over long distances.

It was decided to convert the vehicles from the many redundant Class 307 vehicles that were stored at various locations around the country. In 1994, two vehicles were rebuilt as prototype PCV vehicles, and under went an extensive testing procedure. In the period 1994-1996, a further 40 redundant driving trailer vehicles were rebuilt by Hunslet-Barclay in Kilmarnock.

The rebuilding work included removal of the windows and slam-doors, the fitting of roller-shutter doors, and modernisation of the cab. The vehicles were given the TOPS code NAA and were numbered in the range 94300-327 (for former DTCOL vehicles) and 94331-345 (for former DTBSO vehicles).

Vehicle nos. 94300/301 were the prototype Propelling Control Vehicles. Due to their non-standard nature, they have since had their push-pull equipment isolated and are used as standard parcels vans. To reflect this change, the two vehicles have been renumbered to 95300/301.

Details of the vehicles converted to PCVs are shown below.

Carriage nos. 94303/07/10/11/15/16/17/20/22/31/34/36/37/38/39/40/ have been sold for scrap to CF Booths, and carriage nos. 94305/09/19/21/25/41/42/45 to TJ Thompson.

Preservation

One driving Brake trailer from unit 307123 has been saved for preservation.
*75023 - Walthamstow Pump House Museum [http://www.leavalleyexperience.co.uk (website)] . Restoration ongoing.

One vehicle, DTBSO no. 75018 (ex-977708) was bought by the [http://www.aclocogroup.org.uk/ AC Loco Group] at Barrow Hill Engine Shed for spares recovery. It was scrapped at Caerwent MOD in 2006.