| 词条 | British Rail Class 700 | ||||||||||||||||
| 释义 |
| background = | name = British Rail Class 700 Desiro City | image = Class 700033 at Blackfriars.jpg | imagesize = 300px | imagealt = | caption = A Thameslink Class 700 approaching Blackfriars | interiorimage = Thameslink Class 700.jpg | interiorimagealt = | interiorcaption = The standard class interior of a Thameslink Class 700 | service = 20 June 2016 – present[1] | manufacturer = Siemens Mobility[2] | factory = Krefeld, Germany[2] | family = Desiro City[2] | replaced = {{ubl|{{brc|319}}|{{brc|365}}|{{brc|377}} (Thameslink)|{{brc|387}}}} | yearconstruction = 2014–2018 | yearservice = | refurbishment = | yearscrapped = | numberconstruction= | numberbuilt = 60 × 8-carriage (700/0)[5] 55 × 12-carriage (700/1)[5] | numberservice = 115 | numberpreserved = | numberscrapped = | formation = 8 or 12 carriages per unit | fleetnumbers = 700001 to 700060 (8 car)[5] 700101 to 700155 (12 car)[5] | capacity = 427 (52 first, 373 standard) seats, 719 standing (8-car)[5] 666 (52 first, 614 standard) seats, 1,088 standing (12-car)[5] | operator = Thameslink | depots = Hornsey, Three Bridges[2] | lines = | carbody = | trainlength = {{convert|162.0|m|ftin|frac=8|abbr=on}} (8-car) {{convert|242.6|m|ftin|frac=8|abbr=on}} (12-car) | carlength = {{convert|20.2|m|ftin|frac=8|abbr=on}} | width = {{convert|2.80|m|ftin|frac=8|abbr=on}} | height = | floorheight = {{convert|1.10|m|in|2|abbr=on}} | platformheight = | entrylevelorstep = | doors = | art-sections = | wheeldiameter = {{convert|820|to|760|mm|2|abbr=on}} (new/worn) | wheelbase = | maxspeed = {{convert|100|mph|order=flip|abbr=on}} | weight = {{convert|278|t|abbr=on}} (8-car) {{convert|410|t|abbr=on}} (12-car) | axleload = | traction = | engine = | poweroutput = {{convert|3.3|MW|abbr=on}} (8-car, at wheel) {{convert|5.0|MW|abbr=on}} (12-car, at wheel) | tractiveeffort = | transmission = | acceleration = | deceleration = | aux = | powersupply = | hvac = | electricsystem = {{25 kV 50 Hz}} Catenary 750 V DC Third rail | collectionmethod = Pantograph (AC) Contact shoe (DC) | uicclass = 8 car: Bo'Bo'+2'2'+Bo'Bo'+2'2'+ 2'2'+Bo'Bo'+2'2'+Bo'Bo' 12 car: Bo'Bo'+2'2'+Bo'Bo'+Bo'Bo'+2'2'+2'2'+ 2'2'+2'2'+Bo'Bo'+Bo'Bo'+2'2'+Bo'Bo' | aarwheels = | bogies = | brakes = | safety = | coupling =Dellner | multipleworking = | gauge = {{Track gauge|sg|allk=on}} | notes= Sources : Desiro City data sheet Except where noted }} The British Rail Class 700 is an electric multiple-unit passenger train built between 2014 and 2018 for Thameslink as part of the Thameslink Programme in the United Kingdom. A fleet of 60 eight-car and 55 twelve-car trains[5] have entered service between Spring 2016 and 2018. Maintenance depots have been built at Hornsey and Three Bridges. The first train was delivered in late July 2015. In 2011, the consortium Cross London Trains (XLT) consisting of Siemens Project Ventures, 3i Infrastructure and Innisfree was announced as preferred bidder with Siemens to manufacture the trains. The decision was politically controversial as the trains were to be built in Germany, while the competing consortium led by Bombardier Transportation had a train factory in the UK. Both the procurement process and final close of contract were significantly delayed, resulting in the expected first delivery date moving from 2012 to 2016. The £1.6 billion contract to manufacture and provide service depots for the trains was finalised in June 2013. The first unit, 700108, was introduced on 20 June 2016. Following the withdrawal of {{brc|319}}s, Class 700s operate on all routes across the Thameslink network.[1] HistoryThe Department for Transport began its procurement process (Thameslink Rolling Stock Project, or Thameslink Rolling stock Programme) on 9 April 2008, with the aim of introducing more passenger capacity on Thameslink lines to match expected demand. In addition, the bidders were to provide depots for vehicle maintenance and storage, and finance for the rolling-stock project whereby revenues would be generated from the long-term leasing of rolling stock to the train operating company and associated maintenance payments.[14] The general specifications included: high reliability, short station dwell times, integrated information technology including passenger information and information for vehicle maintenance, a top speed of {{convert|100|mph|abbr=on}}, high acceleration and deceleration performance in line with a high-frequency timetable.{{refn|Up to 24 trains per hour in central London.[14]|group="note"}} The trains were to be designed for low weight, low track forces and high energy efficiency. A standard 12-car train was to be about {{convert|240|m}} long and services using 8-car trains are limited to {{convert|162|m}}.[14] The passenger accommodation were to include versions for both "metro" and "commuter" trains,{{refn|The 240 m long trains were expected to be of "outer-suburban" or "commuter" type, while the 162 m trains were expected to have both "metro" and "suburban" passenger accommodation types.[17]|group="note"}} based around a 2+2 seating arrangement, with fold-up seats and designed for high levels of standing passengers.[14] Ride quality and noise levels were expected to equal or be better than those of current vehicles and climate control (air-conditioning) was to be fitted.[19] The vehicles were to be fitted for driver-only operation, and to include GSM-R communications radio, as well as AWS, TPWS and ERTMS level 2 safety systems. The ability to be used in 'Automatic train operation' (ATO) mode, where an on-board computer controls the motors and brakes, was also specified.[19] Vehicles were to operate on 750 V DC and 25 kV AC electrification systems, with regenerative brakes. Maintenance time was to be reduced by the use of modular components, remote diagnostics, and the avoidance of over-complicated systems.[19] The Department for Transport gave a target of {{convert|384|t}} when empty for a {{convert|243|m|abbr=on}} train.[19] BidsIn July 2008, the Department for Transport shortlisted consortia including Alstom, Bombardier, Hitachi and Siemens as train builders.[23] The invitations to tender were issued to the four bidders in November 2008.[17] Hitachi exited the bidding process in April 2009.[25] In July 2009, Siemens unveiled the Desiro City, a development of design and technology used in its British Desiro range and the Desiro Mainline range.[26] Development of the design began in 2007, with an investment of about £45 million.[2][28] In September 2009, Alstom unveiled the "X'trapolis UK, unusually an articulated vehicle, using {{convert|15.6|m}} cars, with individual carriages proposed to be supported at one end by a bogie, and at the opposite end by a linkage to the next carriage. The shorter vehicle allowed a slightly wider design; the smaller number of bogies was to have resulted in a train approximately 40 tonnes lighter than a conventional design.[29] However, the design would have resulted in a higher axle load. The bid was rejected in October 2009.[30] Bombardier Transportation offered the Aventra, a design incorporating a development of the FLEXX Eco inside frame bogie with bogie-mounted traction motors.[31] Both Bombardier's and Siemens' rolling-stock designs were conventional EMUs incorporating inside frame bogies and modern passenger and rolling stock information systems.[2][26][28][31] Contract decision and financial closeThe contract for the order was originally planned to be signed in Summer 2009, with the first vehicles in service by February 2012, and squadron service by 2015.[14] The award of the contract was delayed by the 2010 general election,[37] and the subsequent spending review, following which the procurement was announced to be proceeding in late 2010.[38] On 16 June 2011, Cross London Trains Ltd, a consortium formed by Siemens Project Ventures GmbH, Innisfree Ltd., and 3i Infrastructure Ltd., was named preferred bidder for the PFI contract, and the targeted entry of trains into service was rescheduled to 2015–2018. The vehicles would be manufactured at Siemens' plant in Krefeld, Germany, and maintenance depots were to be built at Hornsey (London) and Three Bridges (Sussex).[2] Because the trains were to be built outside the UK, the decision to award the contract to Siemens proved controversial: there was widespread criticism of the UK government's bidding process and perceived lack of support for British manufacturing,[40][41] which in turn led to a review of governmental procurement mechanisms.[42][43][44][45] The contract was significantly delayed: initially Siemens had hoped to reach agreement in early 2012;[46] by late 2011 commercial close was hoped for by the end of the year, and financial close in early 2013.[47] Key aspects of the commercial contract were reported to have been finalised by December 2012.[48] As a result of the delays to the procurement, in late 2012, train operating company Southern began procurement of 116 dual-voltage {{brc|387}} EMUs from Bombardier that would be used temporarily on the Thameslink route until 2015; the order contract was finalised in July 2013[48][50][51][52] In mid-2013 the National Audit Office (NAO) reported that the contract delay could negatively impact the delivery of the entire Thameslink Programme.[53] The £1.6 billion contract to finance, supply and maintain a 1,140-carriage fleet of passenger rolling stock was finalised between the DfT, the supplier Siemens and the Cross London Trains consortium on 14 June 2013.[54][55][56] To finance the work, loans were arranged with nineteen banks, with Lloyds, Sumitomo Mitsui Banking Corporation, KfW and BTMU acting as mandated lead arrangers; the European Investment Bank also provided a debt facility. Loans for the construction of the rolling-stock depots were through Siemens Financial Services.[57] In 2014, the NAO reported on the handling of Intercity Express and Thameslink rolling-stock procurement projects by the Department for Transport. The report questioned the DfT's attempt to take leadership in the project, contrary to general policy, without any prior experience of large-scale rolling stock procurement; the NAO also said the DfT had handled communications with bidders poorly, increasing the likelihood of a legal challenge to its decisions.[58][59] Additional ordersIn addition to the Thameslink fleet, Govia Thameslink Railway (GTR) announced upon winning the franchise that it would seek to replace the existing {{BRC|313}} units in use on services on the Northern City Line, with up to 25 six-car units intended to be procured.[60][61] In December 2015, GTR announced that it had selected Siemens to provide this new fleet as a follow-on order to the Class 700, with entry into service expected from 2018.[62][63] The order was finalised in February 2016.[64] These will be known as {{brc|717}}.[2][3] Manufacture, design and introductionDesignSF7000 bogieDevelopment of a new bogie type began in 2007; the design was intended specifically for the UK market as a replacement for the SF5000 bogie. To reduce energy consumption and track access charges, a key feature of the design was reduced weight: weight-saving design elements included short wheelbase, inboard frames, a bolsterless bogie design, and hollow axles. Total bogie weight is 6.3 tonnes (powered) and 4.4 tonnes (trailer), a reduction of around one third from the SF5000 design.[67]{{sfn|Küter|2012}} The decision to procure a train with a new bogie design untested in the UK was challenged by several observers at a parliamentary investigation into the train procurement; rival bidder Bombardier already had a proven low-weight bogie.[68] The primary suspension system uses layered rubber, with pneumatic secondary suspension. The bogie wheel base is {{convert|2200|mm|abbr=on}} (motor bogie) with {{convert|820|mm|abbr=on}} wheels. Braking is by tread brakes, and regenerative braking on power bogies, and by two axle-mounted disc brakes per axle on trailer bogies.[67][70] Prototypes of the new SF-7000 bogie were completed at Siemens' bogie plant in Graz, Austria in late 2011.[71] SeatingThere has been criticism of the seating arrangements in the Class 700s.[4] There are 666 seats on the twelve-car versions of the new trains, compared to 714 on a twelve-car formation of a Thameslink Class 377/5,[5] and 807 on a twelve car formation of a Great Northern {{brc|365}}[6] they replace, although there will be more seats overall as services will run more frequently. The reduced number of seats is to allow for more room for passengers to stand on busy commuter trains into Central London, prompting complaints from those who travel long distances on the trains. The lack of any tables (outside of First Class) has drawn similar criticism, comparing the experience to travelling on the London Underground.[7] Many passengers on the Thameslink route have also criticised the hardness and width of the seats, with one passenger likening them to ironing boards.[8][9] Manufacture and introductionManufacture of pre-series production trainsets began before formal financial close of the project in mid-2013.[10] A mockup of the train was unveiled at the ExCel centre in January 2014, and then displayed at various stations in London and the surrounding area;[79][80] and testing of a twelve-car unit at the Test and validation centre, Wegberg-Wildenrath began in March 2014;[10] a completed unit was presented by Siemens in Krefeld, Germany in April 2015.[82] The first delivered train arrived in the UK by the end of July 2015, and was delivered to the Three Bridges depot.[83] The first test run on the Brighton Main Line took place in December 2015.[84] The first train in service was unit 700108 forming the 1002 Brighton to London Bridge service on 20 June 2016. All units will have entered service by 2018.[1][86] Fleet detailsThe new rolling stock was given the TOPS code 'Class 700' in 2013.[5] This was divided into Class 700/0 for eight-car units, and Class 700/1 for twelve-car units.[48]{{sfn|Pritchard|Hall|2014|pp=336, 339}} In July 2013 Eversholt Rail entered into an agreement with Cross London Trains to provide long-term (22-year) asset management for the fleet of trains.[89] There will be 60 eight-car units, and 55 twelve-car units.{{sfn|Pritchard|Hall|2014|pp=336, 339, 341}} Each is to be a fixed length continuously gangwayed vehicle.[5] The initial livery will be "light grey with pastel blue doors and a white diagonal flash at the carriage ends".[5]
Livery diagramsFormation detailsThe Class 700/0 units are formed of DMCO-PTSO-MSO-TSO-TSO-MSO-PTSO-DMCO, and the Class 700/1 units are formed of DMCO-PTSO-MSO-MSO-TSO-TSO-TSO-TSO-MSO-MSO-PTSO-DMCO.{{sfn|Pritchard|Hall|2014|p=336}} {{anchor|Three Bridges depot}}{{anchor|Hornsey depot}}DepotsIn 2008, the Department for Transport commissioned a study into the location of depots for the future Thameslink rolling stock: Network Rail preferred two depots based on an expectation that at times the central area of the Thameslink route would be closed for maintenance outside commercial operational hours, with no workable alternative electrified routes available; as a result, depots on either side of the central Thameslink area were required, enabling trains to reach a depot on a nightly basis without passing through central London. A single-depot solution was also investigated, but no suitably large sites were identified for such a facility.{{sfn|Network Rail|ARUP|2009|loc = Planning Statement, 2.2. pp.5–6}} Sites were considered at: Wellingborough (including sidings used by GB Railfreight); Hornsey (adjacent to the existing Hornsey EMU depot then operated by First Capital Connect); Cricklewood (on development land associated with the planned Brent Cross Thameslink railway station); Selhurst (on the site of the existing Selhurst Depot used by Southern); Three Bridges (a split site on either side of the main line), and Tonbridge.{{sfn|Network Rail|ARUP|2009|loc = Planning Statement, 2.2.2. pp.5–8}} By late 2008, the sites had been narrowed to Hornsey, Three Bridges and Tonbridge; finally Hornsey and Three Bridges were selected as a two-depot solution.{{sfn|Network Rail|ARUP|2009|loc = Planning Statement: 2.2.3–2.25, pp.8–10}} In late 2009, the Hornsey depot was refused permission on grounds of its scale; damaging a local conservation area.[92] In 2011 revised plans were submitted for both the Hornsey and Three Bridges schemes, with the Hornsey scheme reduced in size, and the Three bridges scheme expanded;[93] the Three Bridges depot was to be located on either side of the London to Brighton main line, with a five-road carriage shed; the Hornsey depot, to be located next to the East Coast main line, was to have a three-road carriage shed; the depots were expected to be opened in 2015 and 2016 respectively.[1] In mid-2013, VolkerFitzpatrick was awarded the approximately £150 million contract to build the two depots.[95][96] Three Bridges{{coord|51.1122|-0.1616|type:landmark_region:GB-WSX|display=inline|name=Three Bridges rolling stock depot (Thameslink Class 700)}}In 2009, Arup acting on behalf of Network Rail submitted a planning application for a rolling-stock depot south of Three Bridges railway station, with facilities on either side of the Brighton Main Line.{{sfn|Network Rail|ARUP|2009}}{{refn|The development was a 'permitted development' under Part 11 of the Town and Country Planning (General Permitted Development) Order 1995; the application still required local council approval for certain aspects of the works including the main maintenance building and bridge widening.{{sfn|Network Rail|ARUP|2009|loc = Planning Statement: 2.3, pp.10–14}}|group="note"}} The development was on a {{convert|13|ha|abbr=on|adj=on}} site owned by Network Rail 1.5 km south of Three Bridges railway station. The development site was on land historically used for railway use;{{refn|The site is located in the 'fork' between the 1841 London and Brighton Railway; the Arun Valley Line (built by the London Brighton and South Coast Railway (LB&SCR) 1848); and the 1855 Tunbridge Wells West Railway (see Three Bridges to Tunbridge Wells Central Line).{{sfn|Network Rail|ARUP|2009|loc =Design and Access Statement. 3.1 p.6}}|group="note"}} unbuilt on prior to railway developments; by 1910 sidings had been built east of the London, Brighton and South Coast Railway (Brighton Main Line), as well as an engine shed and turntable adjacent west of the site;[11] In 2008 the western development area comprised underutilised sidings and hardstanding with the site east of the mainline including operation sidings, as well as offices; tenants included English Welsh & Scottish Railway, BAM Nuttall, Colas Rail and Balfour Beatty.{{sfn|Network Rail|ARUP|2009|loc = Planning Statement ,3.1.1–3.1.3. p.14}}{{sfn|Network Rail|ARUP|2009|loc = Environmental Statement (non-technical summary). 3. p.5}} The western side of the proposed development included a single-ended {{convert|280|by|23|m|abbr=on}} three-road maintenance shed, {{convert|13|m|abbr=on}} high, a wheel lathe, electricity substation, and sidings for 8 twelve-car trains; the eastern side included stabling for 4 twelve-car trains, and an underframe-cleaning facility; both sides of the development were to have separate {{convert|325|m2|abbr=on}} train-washing facilities, waste storage, and controlled emission toilet facilities. Site offices and warehousing were to be in a {{convert|2857|m2|abbr=on}} three-storey building northwest of the main shed.{{sfn|Network Rail|ARUP|2009|loc = Environmental Statement (non-technical summary). 4. p.7, fig.2 p.8}}{{sfn|Network Rail|ARUP|2009|loc =Planning statement 3.2. pp.15–19}}{{sfn|Network Rail|ARUP|2009|loc = 3BR-GX-201 Three Bridges Site Plan}} Planning permission for the development was granted in November 2009,{{sfn|Network Rail|ARUP|2011|loc =Planning statement. 1. p.3}} but in December the associated Hornsey depot application was blocked by the Secretary of State for Communities and Local Government; Network Rail submitted revised plans for both sites in 2011, with a smaller Hornsey scheme and an expanded Three Bridges scheme.[93] In the same period as the new application, Network Rail submitted plans for a large railway operation and signalling centre to be built adjacent to the Three Bridges depot.{{sfn|Network Rail|ARUP|2011|loc =Planning statement 1.2, pp.4–5}} (see Three Bridges rail operating centre). The revised plans added additional carriage stabling on the EWS/DB Schenker freight depot to the west of the original site;{{sfn|Network Rail|ARUP|2011|loc =Planning statement 3.1.2 p.16}}{{sfn|Network Rail|ARUP|2011|loc = (3BR-GX-202 07) Revised Scheme Principal Changes}}{{refn|The new sidings required the demolition of an existing shed used for stabling of Bombardier Voyager trains.{{sfn|Network Rail|ARUP|2011|loc =Planning statement. 3.2.1, Table 1, p.19}}|group="note"}} with stabling for 5 eight-car trains, and with CET facilities – and total stabling on the western site was increased to 11 eight-car trains. Additional major changes included expansion of the main depot to a 5-road building, {{convert|40|m|abbr=on}} wide; stabling on the eastern site was increased by 1 to 5 eight-car trains; and additional office and accommodation space was specified.{{sfn|Network Rail|ARUP|2011|loc =Planning statement 3.2 pp.18–38}} The depot was officially opened by Patrick McLoughlin (MP) in October 2015.[99] The completed main facilities building (MFB) was {{convert|256|by|40|m}} with five roads, each with full underfloor inspection facilities, and a light (2.5 t) crane. One road had two bogie drops, and a road was fitted with 25 kV AC electrification for static tests though the main building was unelectrified (third rail). Wheel lathes and carriage washes were outside the MFB.[100] Hornsey{{coord|51.5914|-0.1142|type:landmark_region:GB-HRY|display=inline|name=Hornsey rolling stock depot (Thameslink Class 700)}}Network Rail submitted a planning application in August 2009;{{sfn|Network Rail|ARUP|2009a}} the development was split across sites east of the main railway line: the main maintenance building was north of Hornsey railway station and the A504 road (High Street/Turnpike Lane); storage sidings were located south-east of Hornsey station, adjacent to the pre-existing Hornsey EMU depot.{{sfn|Network Rail|ARUP|2009a|loc = Drawing 240809_22 Hornsey Site Plan, 1:1000, 207670-00 HOR-GX-201}} The Northern site was on rail sidings ('Coronation sidings'/'Hornsey sidings') which had been developed on made embankments from the later 19th century to early 20th century, the southern stabling area was on land that had been extensively developed as railway sidings since the early 20th century.[12]{{sfn|Network Rail|ARUP|2009a|loc = Cultural Heritage Baseline Information (Appendix D.) D7-D10}}{{sfn|Network Rail|ARUP|2009a|loc =Environmental Statement (REP-PL-HOR-0005). 3.1, p.12}} The proposed development required bridge widening of the crossing at Turnpike lane, and additional embankment work and extensions.{{sfn|Network Rail|ARUP|2009a|loc =Environmental Statement (REP-PL-HOR-0005). 4.1, p.15; 4.10, p.17}} The main maintenance building was a six-road {{convert|40|by|280|m|abbr=on}}, {{convert|13.4|m|abbr=on}} high single-ended train shed, with an adjacent train wash (west) and a two-storey {{convert|12|by|117|m|abbr=on}} warehouse adjacent to the east.{{sfn|Network Rail|ARUP|2009a|loc =Environmental Statement (REP-PL-HOR-0005). 4.2–4.7, pp.15–17}} The southern site included sidings for 11 twelve-car trains and 2 eight-car trains, with cleaning and controlled emission toilet facilities.{{sfn|Network Rail|ARUP|2009a|loc =Environmental Statement (REP-PL-HOR-0005). 4.8–4.9, p.17}} In 2009, John Denham, Secretary of State for Communities and Local Government blocked the development of the depot – the development had been subject to local and council objections on grounds including negative impact to a conservation area, as well as a potential negative impact to Haringey Council's "Haringey Heartlands" redevelopment project.[92][103] A revised two-depot plan was produced: the southern (Three Bridges) depot was expanded to a five-road shed, while estimates for total maintenance roads required had been reduced from nine to eight. The northern depot was required to be only a three-road depot; the depot was to be suitable for twelve-car trains, with wheel lathe, cleaning, warehousing and stabling facilities. Potential sites for the northern depot were reassessed and possible options reduced to three: a main depot at Coronation Sidings Hornsey; a main depot adjacent to the existing depot at Hornsey; and a site at Chesterton, Cambridge – a depot reduced in size on the site of the original plan was chosen as the best option for Network Rail.{{sfn|Network Rail|ARUP|2011a|loc = (REP-PL-HOR-001A) Planning Statement (Part C) Northern Depot Site Assessment Study}} The revised plan was submitted in 2011, with the main depot reduced approximately {{convert|2|m|abbr=on}} in height, and nearly half the area, and with estimated employment figures reduced from 270 to 120 people.[93] Rail union RMT criticised the loss of employment opportunities due to the reduced scale of the plans,[105][106] stating "Without anyone trying, Haringey has lost 150 jobs";[13] the revised scheme continued to produce significant opposition from local residents, with concerns including noise and light pollution during night working, as well as visual impact and traffic.[106][109] The main building was a {{convert|278|by|21.6|m|abbr=on}} three-road {{convert|11.3|m|abbr=on}} high single-ended shed, with a two-storey {{convert|182|by|12|m|abbr=on}} warehouse adjacent east, and a {{convert|50.6|by|6.5|m|abbr=on}} train-washing building adjacent west; facilities at the depot were to include equipment for heavy overhaul, with overhead synchronised lift cranes on one road. The southern site, adjacent to the pre-existing First Capital Connect (FCC) EMU depot, would include CET facilities, another {{convert|50.6|by|6.5|m|abbr=on}} train-washing building, a {{convert|260|by|7|m|abbr=on}} underfloor cleaning building, and shunter's cabins. Wheel-lathe facilities were to be shared with a pre-existing installation at the FCC depot. Existing sidings adjacent to the FCC depot were to be rebuilt to provide 16 roads – four arrival and departure roads, and 12 storage roads. Civil engineering work included bridge-widening across Turnpike Lane (A51) and a culverted waterway, as well as minor embankment works, and rebuilding of a footbridge at Hornsey station.{{sfn|Network Rail|ARUP|2011a|loc = Planning Statement (REP-PL-HOR-001A) 4-4.2.10 The Proposed Scheme, pp.14–20}}{{sfn|Network Rail|ARUP|2011a|loc = HOR-GX-201 Hornsey Site Plan}}{{sfn|Network Rail|ARUP|2011a|loc = HOR-GX-202 Hornsey Revised Scheme – Principle Changes}} The plan was given permission in late 2011.[110] FutureAs part of the Thameslink Programme, Class 700s have already replaced the {{brc|319}}s.[14] The Thameslink Programme will be completed in Summer 2018 so Class 700s will enter service on new routes including:[15]
Thameslink Class 700s have started on the Great Northern network with the first, 700 125 introduced on the Peterborough to London Kings Cross route. Class 700s have replaced 19 {{brc|365}}s on this route.[16][17] New routesThameslink Class 700s have also started on peak-time services from London Bridge to Littlehampton and on weekday-only services from London Bridge to Horsham which have been taken over from Southern on 11 December 2017 as part of the new Southern timetable. The Littlehampton service now starts from Bedford instead of London Bridge according to the new timetable.[18][19] One train per hour is operated by Thameslink and the other train will be operated by Southern as usual on the Horsham route. From 26 February 2018, Peterborough and Cambridge joined the Thameslink route with six off-peak trains being operated from Horsham to Peterborough via Finsbury Park and Brighton to Cambridge. This service is now being operated hourly using the same rolling stock.[20][21][22] From 21 May 2018, Class 700s also entered service on the new Rainham to {{rws|Luton}} service, having replaced the {{brc|465}}s from Gillingham to {{rws|London Charing Cross}}.[23] See also
Notes1. ^{{cite web|url=https://www.globalrailnews.com/2017/09/19/gtr-completes-class-700-rollout-across-thameslink-route-in-the-uk/|title=GTR completes Class 700 rollout across Thameslink route in the UK – Global Rail News|date=19 September 2017|publisher=}} 2. ^{{cite web |title=New GTR Trains to be Called Class 717 |url=http://www.railmagazine.com/news/fleet/2016/06/08/new-govia-thameslink-railway-trains-to-be-class-717s |website=Rail Magazine |accessdate=10 June 2016}} 3. ^{{cite web|url=http://www.londontravelwatch.org.uk/documents/get_lob?id=3865&age=&field=file|title=Class 717 PowerPoint presentation|access-date=5 June 2018}} 4. ^{{Cite web |url=https://www.standard.co.uk/news/transport/only-two-in-five-passengers-will-get-seats-on-new-commuter-train-9805683.html |title=Evening Standard |last= |first= |date=20 October 2014 |website= |publisher=|access-date=}} 5. ^{{Cite web |url=http://www.railway-centre.com/class-377.html |title=Class 377 traction data |last= |first= |date= |website= |publisher=Railway Centre|access-date=}} 6. ^{{Cite web |url=http://www.railway-centre.com/class-365.html |title=Class 365 Traction data |last= |first= |date= |website= |publisher=Railway Centre|access-date=}} 7. ^{{cite web |url=https://www.theguardian.com/cities/2016/sep/07/thameslink-new-trains-tube-style-standing-up-future-commuting-london |title=Cattle-class: are Thameslink's new 'tube-style' trains the future of commuting?}} 8. ^[https://www.thetimes.co.uk/article/thameslink-passengers-left-in-pain-by-trains-concrete-seats-d2qzdkcp9 Thameslink passengers left in pain by trains’ ‘concrete’ seats] The Times 18 February 2018 9. ^[https://www.telegraph.co.uk/news/2018/02/17/train-companies-claim-uncomfortable-ironing-board-seats-due/ Train companies claim uncomfortable 'ironing board' seats are due to strict Government regulations] The Telegraph 18 February 2018 10. ^1 {{cite news |url=http://www.railengineer.uk/2015/05/06/thameslink-testing-and-stabling/ |title=Thameslink testing and stabling |first=Mark |last=Johnson |date=6 May 2015 |work=Rail Engineer}} 11. ^Ordnance Survey. 1:2500. 1873–4, 1897, 1910 12. ^Ordnance Survey. 1:2500. 1863, 1896, 1914, 1935 13. ^{{cite news |url=http://www.harringayonline.com/forum/topics/new-train-depot-plans-for |title=New Train depot plans for Hornsey (Heartlands) |date=4 April 2011 |work=Harringay Online}} 14. ^{{cite web|url=https://www.railforums.co.uk/threads/thameslink-class-319s-into-storage.141248/|title=Thameslink Class 319's into storage|publisher=}} 15. ^{{cite web|url=http://assets.goaheadbus.com/media/cms_page_media/1273/Proposed%202018%20Thameslink%20service%20pattern.pdf|title=Thameslink Core tph update_May14_v7|publisher=}} 16. ^{{cite web|url=http://www.railtechnologymagazine.com/Rail-Industry-Focus-/the-almost-forgotten-cascade|title=The almost forgotten cascade|date=14 March 2017|access-date=20 July 2018}} 17. ^{{cite web|url=https://www.railmagazine.com/news/network/class-700s-make-great-northern-debut|title=Class 700s make Great Northern debut|website=www.railmagazine.com}} 18. ^{{cite web|url=https://www.littlehamptongazette.co.uk/news/politics/thameslink-trains-arrive-at-more-west-sussex-stations-1-8286839|title=Thameslink trains arrive at more West Sussex stations – Littlehampton Gazette|date=12 December 2017|access-date=16 December 2017}} 19. ^New timetables available to download [https://www.thameslinkrailway.com/travel-information/plan-your-journey/~/link.aspx?_id=4FA2F07CFDBD4DB6ACCBBCBD970C7B37&_z=z here] (London and East Grinstead, Horsham, Brighton and Littlehampton timetable) 20. ^{{cite web|url=http://www.railjournal.com/index.php/commuter-rail/peterborough-and-cambridge-join-thameslink-network.html|title=Peterborough and Cambridge joined the Thameslink network|date=26 February 2018|access-date=28 February 2018}} 21. ^{{cite web|url=https://www.thameslinkrailway.com/travel-information/plan-your-journey/thameslink-services-to-new-destinations|title=New Thameslink routes|access-date=28 February 2018}} 22. ^{{cite web|url=https://www.thameslinkrailway.com/travel-information/plan-your-journey/~/link.aspx?_id=4FA2F07CFDBD4DB6ACCBBCBD970C7B37&_z=z|title=New Thameslink interim timetables from 15 July (Peterborough, Kings Lynn and Cambridge to London) (availiable to download)|accessdate=22 July 2018}} 23. ^{{cite web|url=https://www.southeasternrailway.co.uk/travel-information/live-travel-information/thameslink-services|title=Thameslink taking over Southeastern routes|access-date=1 June 2018}} 24. ^{{cite web |url=http://www2.dft.gov.uk/pgr/rail/pi/rollingstock/rollingstockplan_pge_2-.html?page=2#a1004 |website=www2.dft.gov.uk |publisher=Department for Transport |title=Rolling Stock Plant |accessdate=11 July 2011 |quote=It is likely that these vehicles will also meet the aspirations for the next generation of EMUs and may be similar, but probably not identical, to those proposed for the Thameslink Programme. |archive-url=https://web.archive.org/web/20111005162618/http://www2.dft.gov.uk/pgr/rail/pi/rollingstock/rollingstockplan_pge_2-.html?page=2#a1004 |archive-date=5 October 2011 |dead-url=yes }} 25. ^1 2 3 4 5 Sources* {{cite web |url=http://www.dft.gov.uk/pgr/rail/pi/thameslinkrollingstock/slides220408.pdf |archive-url=http://webarchive.nationalarchives.gov.uk/20100409040627/http://www.dft.gov.uk/pgr/rail/pi/thameslinkrollingstock/slides220408.pdf |archivedate=9 April 2010 |dead-url=yes |title=Thameslink Rolling Stock Project: Industry Day |date=22 April 2008 |publisher=Department for Transport}}* {{cite web |url=http://www.dft.gov.uk/pgr/rail/pi/thameslinkrollingstock/summaryadoverview.pdf |title=Thameslink Rolling Stock Project: Summary and Overview |date=April 2008 |publisher=Department for Transport}}{{dead link|date=November 2016 |bot=InternetArchiveBot |fix-attempted=yes }}* {{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/thameslink-emu-procurement-begins.html |title=Thameslink EMU procurement begins |work=Railway Gazette International |location=London |date=9 April 2008}} 26. ^1 2 3 4 {{cite web |url=http://www.dft.gov.uk/pgr/rail/pi/thameslinkrollingstock/rollingstockhighlevespecif.pdf |archive-url=http://webarchive.nationalarchives.gov.uk/20100513153322/http://www.dft.gov.uk/pgr/rail/pi/thameslinkrollingstock/rollingstockhighlevespecif.pdf |dead-url=yes |archive-date=13 May 2010 |title=Thameslink Rolling Stock Project: Rolling Stock High Level Specification |date=April 2008 |publisher=Department for Transport}} 27. ^1 2 3 {{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/thameslink-emu-invitations-to-tender-issued.html |title=Thameslink EMU invitations to tender issued |date=27 November 2008 |work=Railway Gazette International |location=London}} 28. ^1 {{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/hitachi-drops-out-of-thameslink-competition.html |title=Hitachi drops out of Thameslink competition |date=22 April 2009 |work=Railway Gazette International |location=London}} 29. ^1 2 3 {{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/siemens-offers-desiro-city-to-the-uk-market.html |title=Siemens offers Desiro City to the UK market |date=17 July 2009 |work=Railway Gazette International |location=London}} 30. ^1 2 {{cite web |archiveurl=https://web.archive.org/web/20120406190041/http://www.mobility.siemens.com/mobility/global/Documents/en/rail-solutions/commuter-and-regional-trains/desiro-platform/desiro-city-booklet.pdf |archivedate=6 April 2012 |url=http://www.mobility.siemens.com/mobility/global/Documents/en/rail-solutions/commuter-and-regional-trains/desiro-platform/desiro-city-booklet.pdf |title=Desiro City |publisher=Siemens}} 31. ^1 {{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/alstom-unveils-xtrapolis-uk.html |title=Alstom unveils X'trapolis UK |date=16 September 2009 |work=Railway Gazette International |location=London}} 32. ^1 {{cite news |work=Railway Gazette International |location=London |date=29 October 2009 |url=http://www.railwaygazette.com/news/single-view/view/10/alstom-out-of-thameslink-bidding.html |title=Alstom out of Thameslink bidding}} 33. ^1 2 Sources* {{cite news |url=http://www.rail.co/2011/02/23/aventra-bombardiers-flagship-emu-for-the-uk/ |title=AVENTRA – Bombardier's flagship EMU for the UK (reproduced from Rail Engineer Magazine) |date=23 February 2011 |deadurl=yes |archiveurl=https://web.archive.org/web/20120320215223/http://www.rail.co/2011/02/23/aventra-bombardiers-flagship-emu-for-the-uk/ |archivedate=20 March 2012}}* {{cite news |url=http://www.rail.co/2011/03/21/bombardiers-aventra-a-new-era-in-train-performance/ |title=Bombardier's AVENTRA – A new era in train performance (reproduced from Rail Engineer Magazine) |date=21 March 2011 |deadurl=yes |archiveurl=https://web.archive.org/web/20120320215223/http://www.rail.co/2011/03/21/bombardiers-aventra-a-new-era-in-train-performance/ |archivedate=20 March 2012 }} {{cite magazine |url=http://content.yudu.com/Library/A1gmif/RailEngineerOctober/resources/19.htm |title=Weight loss drives step change |last=Wordsworth |first=Nigel |pages=18–19 |date=October 2009 |magazine=The Rail Engineer |issue=60}} 34. ^1 {{cite news |url=http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article7124367.ece |location=London |work=The Times |first=Angela |last=Jameson |title=Uncertain future for delayed Thameslink trains |date=13 May 2010}} {{subscription required}} 35. ^1 {{cite news |url=http://www.railnews.co.uk/news/general/2010/11/25-gw-electrification-and-thameslink-fleet.html |title=GW electrification and Thameslink fleet approved |date=25 November 2010 |work=Railnews}} 36. ^1 2 3 4 5 6 7 {{cite news |url=http://www.railwaygazette.com/nc/news/single-view/view/siemens-beats-bombardier-to-thameslink-train-order.html |title=Siemens beats Bombardier to Thameslink train order |date=16 June 2011 |work=Railway Gazette International |location=London}} 37. ^1 {{cite news |url=https://www.theguardian.com/business/2011/aug/17/made-in-britain-wheel-of-fortune-turns-in-derby |title=Wheel of fortune turns in Derby |last=Milmo |first=Dan |date=17 August 2011 |work=The Guardian |location=London}} 38. ^1 {{cite news |url=https://www.bbc.co.uk/news/uk-england-derbyshire-13792020 |title=Thameslink setback could put Bombardier future at risk |date=16 June 2011 |work=BBC News}} 39. ^1 {{cite news |url=http://www.railnews.co.uk/news/general/2011/08/30-crossrail-fleet-procurement-rethink-means.html |title=Crossrail delay for train procurement rethink |date=30 August 2011 |work=Railnews}} 40. ^1 {{cite news |url=https://www.theguardian.com/uk/2011/aug/29/crossrail-train-manufacturing-contract |title=Crossrail delays competition for £16bn train manufacturing contract |work=The Guardian |date=29 August 2011 |last=Milmo |first=Dan |location=London}} 41. ^1 {{cite news |url=http://www.supplymanagement.com/news/2011/crossrail-delays-train-procurement-pending-buying-review/ |title=Crossrail delays train procurement pending buying review |date=30 August 2011 |last=Albert |first=Angeline |work=Supply Management}} 42. ^1 {{cite news |url=http://www.supplymanagement.com/news/2011/government-aims-to-increase-support-for-uk-train-makers/ |title=Government aims to increase support for UK train makers |last=Leach |first=Adam |date=5 July 2011 |work=Supply Management}} 43. ^1 {{cite news |url=https://www.theguardian.com/business/2012/aug/05/thameslink-trains-siemens-order-delay |title=Thameslink trains order held up, admits Siemens |date=5 August 2012 |first=Dan |last=Milmo |work=The Guardian |location=London}} 44. ^1 {{cite magazine |url=http://www.railtechnologymagazine.com/News/if-siemens-cant-manage-thameslink-nor-can-bombardier/37722 |title=If Siemens can't manage Thameslink, nor can Bombardier |date=2 November 2012 |magazine=Rail Technology}} 45. ^1 {{cite news |url=http://www.railnews.co.uk/news/2012/12/21-key-elements-agreed-on-thameslink.html |title='Key elements' agreed on Siemens Thameslink order |work=Railnews |date=21 December 2012 |accessdate=24 February 2013}} 46. ^1 {{cite press release |url=https://www.gov.uk/government/news/department-for-transports-boost-to-train-builders |title=Department for Transport's boost to train builders |publisher=Department for Transport |date=21 December 2012}} 47. ^1 {{cite news |url=http://www.railwaygazette.com/news/single-view/view/southern-selects-bombardier-to-supply-trains-for-thameslink-cascade.html |title=Southern selects Bombardier to supply trains for Thameslink cascade |date=21 July 2013 |work=Railway Gazette International |location=London}} 48. ^1 {{cite news |url=http://www.railjournal.com/index.php/europe/report-warns-of-thameslink-delay-risks.html |title=Report warns of Thameslink delay risks |first=Keith |last=Barrow |date=6 June 2013 |work=International Railway Journal}} 49. ^1 {{cite news |url=http://www.railjournal.com/index.php/rolling-stock/thameslink-train-contract-finally-reaches-financial-close.html |title=Thameslink train contract reaches financial close |last=Barrow |first=Keith |work=International Railway Journal |date=14 June 2013}} 50. ^1 {{cite press release |url=http://www.siemens.co.uk/pool/news_press/news_archive/2013/department-of-transport-and-siemens-seal-thameslink-deal.pdf |title=Department for Transport and Siemens seal Thameslink deal |publisher=Siemens |date=27 June 2013}} 51. ^1 {{cite press release |url=https://www.gov.uk/government/news/siemens-thameslink-deal-to-create-up-to-2000-new-jobs |title=Siemens Thameslink deal to create up to 2,000 new jobs 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|date=31 March 2011 |work=London24 |deadurl=yes |archiveurl=https://web.archive.org/web/20140222154640/http://www.london24.com/news/transport/new_train_depot_plans_for_hornsey_to_go_under_the_spotlight_1_847850 |archivedate=22 February 2014 }} 85. ^1 {{cite news |url=http://www.hamhigh.co.uk/news/rail_depot_plans_thrown_out_1_632095 |title=Rail depot plans thrown out |date=10 December 2009 |newspaper=Hampstead & Highgate Express}} References{{reflist|30em| refs=[25][26][27][28][29][30][31][32][33][34][35][36][37][38][39][40][41][42][43][44][45][46][47][48][49][50][51][52][53][54][55][56][57][58][59][60][61][62][63][64][65][66][67][68][69][70][71][72][73][74][75][76][77][78][79][80][81][82][83][84][85]}} Sources
Further reading
External links{{Commons category|British Rail Class 700}}
4 : Thameslink|Siemens multiple units|British Rail electric multiple units|25 kV AC multiple units |
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