Class 319 Electric Multiple Unit

Class 319 Electric Multiple Unit
Contents
Passenger Satisfaction
Porterbrook Leasing Company Limited

Ivatt House, 7 The Point, Pinnacle Way,
Pride Park, Derby, DE24 8ZS
T +44 (0) 1332 285050
F +44 (0) 1332 285051
enquiries@porterbrook.co.uk
http://www.porterbrook.co.uk
Refurbishment and Modernisation
4
9
Technical Information
20
Passengers of Reduced Mobility Provision

10
Interior Layout Options
10
Acceleration, Speed and Performance
10
New Traction
11
Passenger Information System
12
3-Car 14
Air Conditioning
15
Auxiliary Supply
15
New Impressions
17
319/0 Data Sheets
319/2 Data Sheets
319/3 Data Sheets
319/4 Data Sheets
21
25
29
34
Issue 01 Revision A
August 2012
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.
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.
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.
Class
No. Built
Year Built
Unit Numbers
319/0
13
1987-1988
319001 - 319013
319/2
1987-1988
319214 - 319220
Refurbished from Class 319/0 1996-1997.

Originally classed as 319/0. (319014 - 319020)
319/3
26
1990
319361 - 319386

319/4
40
1987-1988
319421 - 319460

Porterbrook
Notes
319 Electric Multiple Unit
Refurbishment and
Modernisation
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.
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.
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.
Passengers of Reduced
Mobility (PRM) Provision
Interior Layout Options
New Traction
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: -
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.
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.
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.
Acceleration, Speed and

Performance
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.
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 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.
10
Porterbrook
11
Passenger Information System
2
3
1 | External Destination Display
6 | External Side of Train Display
Installed in each driving vehicle. PRM TSI compliant

Yellow LED Ultra Bright sunlight legible with automatic
brightness control in single or multi-line.
Installed 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 multiline.
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 Controller
Installed 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 Antenna
Installed on the roof of each driving vehicle. A low
profile dual antenna (GPS and GPRS) enables
geographic tracking and data upload/download.
5 | Stewards Handset
Provides PA, Cab to Cab and triggering of recorded
messages. Installed at the Stewards Point in each car.
12
Porterbrook
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.

requirements, although many proven existing designs are
available from our portfolio. Displayed messages may be
static or scrolling.
7 | Internal Saloon Display
PRM 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.
requirements, although many proven existing designs are
available from our portfolio. Displayed messages may be
static or scrolling.
8 | Passenger Emergency Alarm Communications
Unit (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.
13
3-Car
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 Item
2. Motor Alternator Set
3. 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. Compressor
9. Battery Box (and associated battery fuse box)
10. Lighting Changeover Switches (LCS1 & LCS2)
11. Shore Supply Sockets No.1 and No.2
12. Compressor Resistors (CZ & CDZ)
13. Heating and Compressor Fuses, in end cupboard
14. 750V Connection Panel, in end cupboard
15. Control & Toilet Panel (Type 23CP135B2), in end
cupboard
16. BD1, BD2 & BD3 diodes, in end cupboard
17. Radio Equipment Connection Panel
18. Radio Equipment and Aerial (where fitted)
19. Main Reservoir
20. Main Reservoir Isolating Cock (MRIC)
21. Main Reservoir Pipe Reducing Valve
22. Main Reservoir Pipe Connection Point
23. 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.
Air Conditioning
Auxiliary Supply
This feature has become standard on modern trains,

however this was not the case when the Class 319s
were built.
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.
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.
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.
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.
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
14
15
New Impressions
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.
16
17
18
19
Technical Information
319/0 Data Sheets

Basic information
DTSO(A)
MSO
Class
DTSO(B)
13
13
319
Sub class
Manufacturer
Number of
vehicles
TSOL
BREL
13
Route
availability
13
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
19.92m
19.83m
Hardware
Length
19.83m
19.92m
Width
2.82m
Height
3.58m
Gauge
Kinematic envelope drawing available on request
Axle load
Coupling
compatibility
7.25t tare
12.65t tare
7.75t tare
7.425t tare
Outer: Tightlock
Outer: None
Outer: None
Outer: Tightlock
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Intermediate: Bar
coupler
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
passengerenhancing
facilities.
20
Porterbrook
CSR Radio and Cab

Cooling
Saloon CCTV
Saloon CCTV
CSR Radio and Cab

Cooling
21
DTSO(A)
MSO
TSOL
Build dates
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
Floor space
for standing
Toilets
82
42.8m
0
82
2
44.7m
0
77
2
41.3m
2
78
2
42.4m
Layout
Diagram
Unit
DTSO(A)
MSO
TSO
DTSO(B)
Year of
Manufacture
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
Previous numbers
(if changed)
Heavy Maintenance
Activity
22
Porterbrook
Commencement
Duration
C4
475,000 miles
+25,000/-0 over
lease duration
5 days/unit
RES
10-15 years over

lease duration
5 days/unit
C6
7-8 years over lease

duration
20 days/unit
Nature of activity
Responsible party
PB/VI3191 Issue 4
Revision A August
2007
Porterbrook
PB/VI3196 Issue 2
Revision A April
2005
Porterbrook
PB/VI3196 Issue 2
Revision A April
2005
Porterbrook
23
319/2 Data Sheets

Modifications
Modification
Basic information
Duration
Nature of activity
Responsible
party
Base Offer
Door reliability
Interior lighting
2 days
2 days
Improve reliability. Introduce a revised installation design

for the door actuator and its associated interlocks.
Remove possible obsolescence problem with current
lighting.
Porterbrook
Porterbrook
DTSO
Class
Sub class
Head/tail/marker
lights
Full PRM-TSI
compliance
5 additional days to the

C6 downtime
The current filament lamps used are unreliable and will

be changed for LEDs (tail/marker/LED).
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.
Traction system

C6 downtime
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
Improve environment for passengers and train crew by

fitting an air conditioning system to the saloon.
Porterbrook
Saloon airconditioning
Included in above
N/A
Any information not supplied because of a lack of availability must be listed here under the reasonable endeavour clause of the competition
commissions ruling.
24
Acceleration and Braking Capability
Average Power Consumption
Modification Commencement Dates
Porterbrook
750Vdc/25kVac
4 x GEC G315BZ
traction motors
(990kW total)
N/A
N/A
19.83m
19.92m
19.92m
19.83m
Width
2.82m
Height
3.58m
Gauge
Axle load
Coupling
compatibility
7.25t tare
12.65t tare
7.75t tare
7.425t tare
Outer: Tightlock
Outer: None
Outer: None
Outer: Tightlock
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Performance
Maximum
Speed
100mph
Acceleration
Unknown
Braking
Capability
Information not supplied
Hardware
Length
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
Enhanced Offer
BREL
Route
availability
Porterbrook
DTCO
Manufacturer
Number of
vehicles
TSOL
319
Power
1 day
MSO
GM/TT 0172.
Braking
System

Other features
e.g. In-cab
radio
system,
CCTV, other
passengerenhancing
facilities.
CSR Radio and Cab

Cooling
Saloon CCTV
Saloon CCTV
CSR Radio and Cab

Cooling
25
DTSO
MSO
TSOL
DTCO

Door
configuration
Seating
Configuration
First: 2+1 facing
No. of seats
Floor space
for standing
Toilets
Layout
Diagram
Std: 2+2 facing seating and 3+2 facing/unidirectional

64 Std
42.8m
0
60 Std
44.7m
0
52 Std
35.7m
1 standard
1 partially-compliant
disabled
18 First
36 Std
42.4m
0
Build dates
Unit
DTSO
MSO
TSO
DTCO
Year of
Manufacture
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
Activity
26
Porterbrook
Previous numbers
(if changed)
Commencement
Duration
C4
475,000 miles
+25,000/-0 over
lease duration
5 days/unit
RES
10-15 years over

lease duration
5 days/unit
C6

duration
20 days/unit
Nature of activity
Responsible party
PB/VI3191 Issue 4
Revision A August
2007
Porterbrook
PB/VI3196 Issue 2
Revision A April
2005
Porterbrook
PB/VI3196 Issue 2
Revision A April
2005
Porterbrook
27
319/3 Data Sheets

Modifications
Modification
Basic information
Duration
Nature of activity
Responsible
party
Base Offer
Door reliability
Interior lighting
2 days
2 days

lighting.
Porterbrook
Porterbrook
DTSO(A)
Class
Sub class
Head/tail/marker
lights
Full PRM-TSI
compliance

C6 downtime

26
Traction system

C6 downtime
Porterbrook
Regenerative
braking
Included in above
Porterbrook
Static Converter
Included in above

Porterbrook

Porterbrook
Included in above
N/A
commissions ruling.
28
Porterbrook
750Vdc/25kVac
4 x GEC G315BZ
traction motors
(990kW total)
N/A
N/A
19.83m
19.92m
19.92m
19.83m
Width
2.82m
Height
3.58m
Gauge
Axle load
Coupling
compatibility
7.25t
12.65t
7.75t
7.425t
Outer: Tightlock
Outer: None
Outer: None
Outer: Tightlock
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Performance
Maximum
Speed
100mph
Acceleration
Unknown
Braking
Capability
26
Hardware
Length

cables.
26
Porterbrook
Enhanced Offer
26
BREL
Route
availability
Porterbrook
DTSO(B)
Manufacturer
Number of
vehicles
TSOL
319
Power
1 day
MSO
GM/TT 0172.
Braking
System

Other features
e.g. In-cab
radio
system,
CCTV, other
passengerenhancing
facilities.
CSR Radio and Cab

Cooling
Saloon CCTV
Saloon CCTV
CSR Radio and Cab

Cooling
29
DTSO(A)
MSO
TSOL
DTSO(B)

Door
configuration
Seating
Configuration
3 + 2 facing seating (standard class only)
No. of seats
74
Floor space
for standing
42.8m
Toilets
Layout
Diagram
30
Porterbrook
79
2
45.2m
0
74
2
41.3m
2
Build dates
78
42.4m
0
Unit
DTSO(A)
MSO
TSO
DTSO(B)
Year of
Manufacture
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
Previous numbers
(if changed)
31
Heavy Maintenance
Activity
Commencement
Modification
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

duration
5 days/unit

A April 2005
Porterbrook

duration
20 days/unit
C6

A April 2005
Porterbrook
Duration
Included in above
Nature of activity
Responsible
party

Porterbrook

commissions ruling.
Modifications
Modification
Duration
Nature of activity
Responsible
party
Base Offer
Door reliability
Interior lighting
Head/tail/marker
lights
Full PRM-TSI
compliance
2 days
2 days
1 day

C6 downtime

lighting.
Porterbrook
Porterbrook
Porterbrook
Porterbrook
Enhanced Offer
32
Traction system

C6 downtime

cables.
Porterbrook
Regenerative
braking
Included in above
Porterbrook
Static Converter
Included in above

Porterbrook
Porterbrook
33
319/4 Data Sheets

DTSO
Basic information
DTSO
TSOL
MSO
TSOL
DTCO
319
Sub class
Manufacturer
Door
configuration
Seating
Configuration
First: 2+1 facing

Std: 2+2 facing
BREL
40
Route
availability
40
40
40
N/A
No. of seats
Floor space
for standing
Power
DTCO
Class
Number of
vehicles
MSO
Toilets
750Vdc/25kVac
4 x GEC G315BZ
traction motors
(990kW total)
N/A
N/A
19.92m
19.83m
74Std
1 Wheelchair
42.8m
0
77 Std
44.7m
0
72 Std
41.3m
2
12 First
54 Std
42.8m
Layout
Diagram
Hardware
Length
19.83m
19.92m
Width
2.82m
Height
3.58m
Gauge
Axle load
Coupling
compatibility
7.25t tare
12.65t tare
7.75t tare
7.425t tare
Outer: Tightlock
Outer: None
Outer: None
Outer: Tightlock
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Intermediate: Bar
coupler
Performance
Maximum
Speed
100mph
Acceleration
Unknown
Braking
Capability
GM/TT 0172.
Braking
System

Other features
e.g. In-cab
radio
system,
CCTV, other
passengerenhancing
facilities.
34
Porterbrook
CSR Radio and Cab

Cooling
Saloon CCTV
Saloon CCTV
CSR Radio and Cab

Cooling
35
Build dates
36
Unit
DTSO
MSO
TSO
DTCO
Year of
Manufacture
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
Porterbrook
Previous numbers
(if changed)
Unit
DTSO
MSO
TSO
DTCO
Year of
Manufacture
319457
77451
62971
71876
77450
1988
319458
77453
62972
71877
77452
1988
319459
77455
62973
71878
77454
1988
319460
77457
62974
71879
77456
1988
Previous numbers
(if changed)
Heavy Maintenance
Activity
Commencement
Duration
C4
475,000 miles
+25,000/-0 over
lease duration
5 days/unit
RES
10-15 years over

lease duration
5 days/unit
C6

duration
20 days/unit
Nature of activity
Responsible party
PB/VI3191 Issue 4
Revision A August
2007
Porterbrook
PB/VI3196 Issue 2
Revision A April
2005
Porterbrook
PB/VI3196 Issue 2
Revision A April
2005
Porterbrook
37
Modifications
Modification
Duration
Nature of activity
Responsible
party
Base Offer
Door reliability
Interior lighting
Head/tail/marker
lights
Full PRM-TSI
compliance
2 days
2 days
1 day

C6 downtime

lighting.
Porterbrook
Porterbrook
Porterbrook
Porterbrook
Enhanced Offer
Traction system

C6 downtime

cables.
Porterbrook
Regenerative
braking
Included in above
Porterbrook
Static Converter
Included in above

Porterbrook
Included in above

Porterbrook

commissions ruling.
38
Porterbrook

Class 319 Electric Multiple Unit

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Class 319 Electric Multiple Unit

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Class 319 Electric Multiple Unit

Porterbrook Leasing Company Limited

Refurbishment and Modernisation

Passengers of Reduced Mobility Provision

The vehicle provides excellent interior space,

Most vehicles are still fitted with the original Ashbourne

Opening windows are provided as air conditioning

Refurbished from Class 319/0 1996-1997.

Refurbished from Class 319/1 1997-1999.

Refurbished from Class 319/0 1997-1998.

319 Electric Multiple Unit

The interior can be configured to best suit the chosen

Performance could be optimised for inner suburban

319 Electric Multiple Unit

Interior Layout Options

The vehicles require modifications to the layout for

The use of the units on inner suburban diagrams

For some time Porterbrook has been developing

Seat back handles New design required with

This work involves significatn interior changes

Acceleration, Speed and

The preferred layout for increasing capacity while also

This option would remove the existing traction

Enables regenerative braking;

Regenerative braking is the dominant factor in the

weighing technology in the drive system. The existing

The preferred option uses axle-selective technology

The units are capable of 100 mph operation and are

319 Electric Multiple Unit

Passenger Information System

1 | External Destination Display

6 | External Side of Train Display

Installed in each driving vehicle. PRM TSI compliant

Installed adjacent to each door. Outward facing, side of train

LED Matrix size can be manufactured to any particular

LED Matrix size can be manufactured to any particular

319 Electric Multiple Unit

Converting the units to 3-cars improves their power to

This feature has become standard on modern trains,

The vehicles currently use a motor-alternator machine

Concept designs have been produced for fitting air

The existing system causes little trouble when correctly

Alternative more basic air cooling systems have been

Photo by Matt Buck

319/0 Data Sheets

As per the Track Access Agreement

Kinematic envelope drawing available on request

Westinghouse 3 step friction brake

CSR Radio and Cab

CSR Radio and Cab

319 Electric Multiple Unit

Day to day operation

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

10-15 years over

7-8 years over lease

319 Electric Multiple Unit

319/2 Data Sheets

Improve reliability. Introduce a revised installation design

5 additional days to the

The current filament lamps used are unreliable and will

10 additional days to the

Included in the upgraded traction system detailed above.

Remove possible obsolescence and improve reliability.