British Rail Class 365

The British Rail Class 365 Networker Express dual-voltage (Template:25 kV 50 Hz and 750 V DC) electric multiple unit passenger trains were built by ABB at Holgate Road Carriage Works in 1994 and 1995.

The Class 365 was derived from the Template:Brc 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 in South East England and on the Great 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.<ref name = "HappyRail October2019">Template:Cite magazine</ref>

Deliveries began in 1994 under Network SouthEast and continued after operations transferred to the private sector; the final unit was delivered to West 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 at Potters Bar in 2002. In September 2014, all units were transferred with the Thameslink, Southern & Great Northern franchise to Govia Thameslink Railway. In June 2018, ten sets were transferred to Abellio ScotRail to operate services from Edinburgh to Glasgow and Stirling. On 15 May 2021, Great Northern withdrew the last of its Class 365 sets. During July 2021, all of the Class 365s were acquired by Eversholt Rail Group; all but 3 vehicles have been scrapped. Newer types of rolling stock, such as the Class 385s and Class 387s, have typically been introduced to replace the type with various operators.

Background

In the early 1990s, the Networker family was entering large-scale service in the Network SouthEast sector – both third-rail 'Networker' EMUs (Template:Brc/Template:Brc) and 'Network Turbo' DMUs (Template:Brc/Template:Brc) were in service, with proposals for others, including a so-called "Universal Networker", intended as Classes 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.<ref>Template:Cite magazine</ref> These became the Class 365.<ref name=K>Template:Cite web</ref><ref name=S>Template:Cite web</ref> 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 envisioned InterCity 250 series of high speed trains.<ref>Template:Cite book</ref>

Description

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 for Network SouthEast before the South Eastern franchise was awarded to Connex South Eastern, were originally supplied only with DC shoe gear for use on the 750Template:NbspVTemplate:NbspDC third-rail system.Template:R In this configuration the maximum speed was Template:Convert.Template:R During testing and commissioning, 365502 ran briefly on the AC network, this being the main reason for the unit being chosen to be subleased to West Anglia Great Northern (WAGN) in the aftermath of the Potters Bar accident in 2002.

When they transferred to WAGN for use with Template:25 kV 50 Hz overhead line traction supply, the shoes and associated equipment were removed and a Brecknell Willis high speed pantograph was installed, along with other operator and voltage-specific modifications and testing by Bombardier Transportation at its Doncaster Works.<ref name= TheRailwayMagazine1240 /> However, the Class 365s retained the original 750Template:NbspVTemplate:NbspDC electrical bus, meaning that when on Template:25 kV 50 Hz 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 on overhead lines the maximum speed was raised to Template:Convert.<ref name=FCC365guide>Class 365 Drivers' Guide. p. 3. (General information & differences between 313’s, 315’s, 317’s & 365’s) First Capital Connect, 2009.</ref>

Basic equipment consisted of:

• DMOC A – 4x Three-phase AC traction motors, traction inverter, sander
• TOSL – Compressor, auxiliary converter, universal access toilet
• PTOSL – Pantograph, transformer, auxiliary converter, small toilet
• DMOC B – 4x Three-phase AC traction motors, traction inverter, sander

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 whole Networker 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.<ref>Template:Cite book</ref>

Internal LED Passenger Information Display Systems and Auto-Announcers were fitted across the fleet.<ref name=FCC365guide/>

Ownership

In the lead up to the privatisation of British Rail, responsibility for the Class 365s passed to Eversholt Rail Group.<ref>Template:Cite magazine</ref> However, because the British 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 the Department for Transport subsidiary Train Fleet (2019) Limited in July 2019<ref>Template:Cite magazine</ref> after it was obliged to pay out the leases to the Royal Bank of Scotland in the event that the trains were not wanted.<ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref> In July 2021, all were sold back to Eversholt after termination of their leases with Govia Thameslink Railway was agreed.<ref>Template:Cite magazine</ref>

Operations

South Eastern

Connex South Eastern Class 365 at Wandsworth Road in September 2001, with original cab ends.

The first 16 units were fitted for use on the 750Template:NbspVTemplate:NbspDC lines. The first Class 365 set was delivered in November 1994 while testing commenced on 15 June 1995.<ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref> 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 with Connex South Eastern until 16 June 1997.<ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref> Before it entered service, 365513 was damaged in a shunting incident at Chart Leacon TMD and was forwarded to Doncaster Works in November 1996.<ref>Template:Cite magazine</ref>

From August 2002 until January 2003, 365502 was sublet to WAGN to provide cover after 365526 was involved in the Potters Bar accident.<ref name=Rail443/><ref name=Rail454/> All passed with the franchise to South Eastern Trains in November 2003. All were transferred to West Anglia Great Northern during 2004.<ref name=Rail485/><ref name=Entrain30/>

Great Northern

West Anglia Great Northern Class 365 near Template:Stnlnk in May 1998, still in Network SouthEast livery.

First Capital Connect Class 365 near Template:Stnlnk in May 2012

Twenty-five Class 365s (365517 to 365541) were delivered to Hornsey TMD to operate services on the East Coast Main Line from London King's Cross to Peterborough and King's Lynn. The first entered service with Network SouthEast on 9 December 1996.<ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref> All sets were included in the transfer of the franchise to West Anglia Great Northern in January 1997. The last was delivered in July 1998.<ref>Template:Cite magazine</ref>

As part of a project to fit driver's cab air conditioning, all units received new fronts between 2001 and 2002.<ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref> In May 2002, 365526 was involved in the Potters Bar accident and was subsequently written off.<ref>Template:Cite magazine</ref> From August 2002 until January 2003, 365502 was sublet from Connex South Eastern to provide cover.<ref name=Rail443>Template:Cite magazine</ref><ref name=Rail454>Template:Cite magazine</ref> In 2004, all 16 of Connex South Eastern examples (365501 to 365516) were transferred to West Anglia Great Northern to release Class 317s for use by Thameslink.<ref name=Rail485>Template:Cite magazine</ref><ref name=Entrain30>Template:Cite magazine</ref><ref>Template:Cite magazine</ref>

The remaining 40 sets passed with the franchise to First Capital Connect during April 2006. A refurbishment program at Ilford EMU Depot commenced in January 2014.<ref>Template:Cite web</ref> All units passed with the Thameslink, Southern & Great Northern franchise to Govia Thameslink Railway in September 2014.

In 2017, the Class 365 fleet were relegated to peak-hour services after the newer Class 387s and 700s entered service.<ref>Template:Cite web</ref> It was proposed that some would be transferred to Great Western Railway to operate services on the Great Western Main Line from London Paddington to Newbury and Oxford, but this scheme was aborted when new Class 387s were purchased instead.<ref>Template:Cite web</ref><ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref> Great Northern retained 21 sets to operate limited stop peak-time services between London King's Cross-Peterborough and London King's Cross-Template:Stnlnk.<ref>Template:Cite web</ref><ref>Template:Cite web</ref> The remaining sets were placed in store in Ely.<ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref>

During June 2018, ten sets were transferred to Abellio ScotRail to operate services from Edinburgh to Glasgow and Stirling.<ref name=RI185>Template:Cite magazine</ref><ref name=RE267>Template:Cite magazine</ref><ref name=MR839>Template:Cite magazine</ref> The other nine moved from Ely to King's Heath TMD, Northampton for further storage before moving to Crewe in September 2018.<ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref>

In March 2021, it was announced that Great Northern would be withdrawing the remaining Class 365s from service in May 2021, in favour of Class 387s transferred from Gatwick Express.<ref>Template:Cite web</ref><ref>Template:Cite magazine</ref> The last day of service for the Class 365s on Great Northern was on 15 May 2021.<ref name=GreatNorthern>Template:Cite news</ref><ref>Template:Cite web</ref>

ScotRail

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Abellio ScotRail Class 365 at Glasgow Queen Street in November 2018

File:Haymarket - Abellio 365533 eastbound.JPG

Abellio ScotRail Class 365 at Haymarket Station

In April 2018, ten Class 365s (509, 513, 517, 519, 521, 523, 525, 529, 533 and 537) were leased to Abellio ScotRail in response to a rolling stock shortage which was caused by the delayed entry to service of the new Class 385 EMUs and the imminent transfer of a number of DMUs to Arriva Rail North.<ref name=RI185/><ref name = "HappyRail October2019"/> They entered service on 23 June 2018 on Glasgow to Edinburgh and Stirling services after modifications and driver training.<ref name=RE267/><ref name=MR839/><ref>Template:Cite web</ref>

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.<ref name = "HappyRail October2019"/><ref>Template:Cite web</ref> 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 to Crewe where they were kept in warm store by Rail Operations Group.<ref name=RE276>Template:Cite magazine</ref><ref name=Rail880>Template:Cite magazine</ref>

Accidents and incidents

• 365526 – DMOC B and PTOSL were damaged in the Potters Bar rail accident in 2002.<ref>Template:Cite web</ref> After being stored at Crewe Works and later Wolverton Works until the Rail Accident Investigation Branch had completed its investigations, two carriages were used for target practice at RAF Spadeadam, while one was taken to Ilford EMU Depot for stripping of spare parts.<ref>Template:Cite magazine</ref><ref>Template:Cite magazine</ref>
• 365531 – DMOC A was damaged in a fatal collision with a tractor at Black Horse Drove crossing in October 2005.<ref>Template:Cite Q</ref>
• 365532 – DMOC A was damaged in a collision with a tractor at Hatson's User-Worked Crossing in September 2011.<ref>Template:Cite Q</ref>
• 365512 – DMOC B was damaged in a fatal collision with a car at Pleasants crossing in July 2012.<ref>Template:Cite web</ref>
• A Class 365 unit collided at low speed with another unit it was due to couple onto at Cambridge station on 30 May 2015. Three passengers sustained slight injuries.<ref>Template:Cite news</ref>
• 365520 – DMOC B was damaged in a collision with a Land Rover at Nairns User-Worked Crossing in August 2016.<ref>Template:Cite news</ref>

Fleet details

Units:

Class	Status	Qty.	Year built	Cars Template:Avoid wrap	Unit numbers	Notes
365	Scrapped<ref name="RailExpressJuly">Template:Cite magazine</ref>	41	1994–95	4	Template:Nowrap	Three vehicles preserved: DMSO(A) 65917, TSO 72287 from 365524 and DMSO(B) 65974 from 365540.<ref name = "EastKent365">Template:Cite magazine</ref><ref>Template:Cite news</ref> Some vehicles from 365526 were sold to the UK Ministry of Defence and are used by the RAF for testing of explosives.Template:CN

Naming

Some were named. 365505 and 365515 were named by Connex South Eastern, and were subsequently removed. Vinyl nameplates with a pink backing were applied to the driving vehicles, behind the cab doors, by First Capital Connect. Following a repaint into Great Northern colours most were removed, but several were reapplied in the same style but with a light blue backing.

File:ABB Class 365 No 365514 (8061867995).jpg

First Capital Connect 365514 Captain George Vancouver.

• 365505 – Spirit of Ramsgate<ref name=":0">Template:Cite web</ref>
• 365506 – The Royston Express<ref>Template:Cite web</ref>
• 365510 – Cambridge and Ely<ref name = "Promotingtourism">Template:Cite magazine</ref>
• 365513 – Hornsey Depot<ref name = "RailExpressJuly"/>
• 365514 – Captain George Vancouver<ref name="MLI"/>
• 365515 – Spirit of Dover<ref name=":0" />
• 365517 – Supporting Red Balloon<ref>Template:Cite magazine</ref>
• 365518 – The Fenman<ref>Template:Cite book</ref>
• 365519 – Discover Peterborough<ref name = "Promotingtourism" /> (Formerly Peterborough - Environment City<ref>Template:Cite magazine</ref>)
• 365527 – Robert Stripe - Passengers' Champion<ref>Template:Cite book</ref>
• 365530 – The Interlink Partnership<ref name="MLI">Template:Cite magazine</ref>
• 365531 – Norfolk - Nelson's County<ref name = "Promotingtourism" /> (Formerly Nelson's County - Norfolk<ref>Template:Cite magazine</ref>)
• 365533 – Max Appeal<ref name="MLI"/>
• 365536 – Rufus Barnes – Chief Executive of London TravelWatch for 25 years<ref>Template:Cite magazine</ref>
• 365537 – Daniel Edwards (1974–2010) Cambridge Driver<ref>Template:Cite magazine</ref>
• 365540 – Garden Cities of Hertfordshire<ref name="Promotingtourism" />

Preservation

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 the East Kent Railway, where they will be used as a restaurant, an exhibition area, and a major events venue.<ref name= EastKent365 />Template:Update inline

References

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