This article needs additional citations for verification. (March 2010)
The British Rail Class 376 are electric multiple-unit passenger trains manufactured by Bombardier Transportation at its Derby Litchurch Lane Works. It is part of the Electrostar family, which are the most common EMUs introduced since the privatisation of British Rail. The units were ordered by Connex South Eastern, introduced in 2004/2005 by South Eastern Trains originally to replace Class 465 and Class 466 to be transferred to the Outer Suburban services to Kent to replace the Class 423 slam-door trains.
|British Rail Class 376|
|In service||16 August 2004 – present|
|Built at||Derby Litchurch Lane Works|
|Maximum speed||75 mph (121 km/h)|
|Acceleration||0.66 m/s2 (1.5 mph/s)|
|Electric system(s)||750 V DC third rail|
|Current collector(s)||Contact shoe|
|Multiple working||Within class|
|Track gauge||1,435 mm (4 ft 8+1⁄2 in) standard gauge|
It is a derivative of the Class 375 Electrostar specially designed for use on the high-volume metro routes running from Central London, and through Southeast London to Kent. The changes are mostly focused on increasing the trains’ capacity and decreasing station dwell times. The Class 376's doors are wider to allow more passengers to board at once, and are metro-style sliding pocket doors which are faster and more reliable than the Class 375s plug doors, although they do not close flush with the bodyside and hence are less aerodynamic and do not provide as much thermal insulation. The units have 2 sets of double doors per side in each carriage. Also, these trains do not have air conditioning, with hopper style windows available for ventilation. In order to provide more standing room, the trains also have fewer seats, more handrails, and no on-board toilets (South Eastern promised to provide additional facilities in their stations to compensate) and, as a consequence, these trains are limited to in-service journey times of 1 hour.
Class 376 units have five coaches, and unlike the Class 375, they have full-width cabs instead of gangways at the ends of the train; as a result, it is not possible to walk between two coupled Class 376 units. The cab front is also smooth and ‘step free’ to reduce the dangerous problem of train surfing in Southeast London.
Like all new trains in the United Kingdom using third rail power, one carriage in each unit has a recess in its roof where a pantograph can be fitted, so as to allow for future conversion to overhead AC traction power and/or make the unit dual voltage.
|Class||Operator||No. Built||Year Built||Cars per Unit||Unit nos.|
Accidents and incidentsEdit
A train formed by units 376 002 and 376 035 was one of eleven trains that stalled and became stranded in the Lewisham area on 2 March 2018. Passengers self-evacuated the train after conditions on board became intolerable due to lack of heating, toilets and communication.
- Marsden, Colin J. (2007). Traction Recognition. Ian Allan Publishing. p. 210. ISBN 978-0-7110-3277-4.
- "CLASS 376". Eversholt Rail Group. Archived from the original on 21 April 2019. Retrieved 5 August 2021.
- "CLASS 376 MOVES TO RAMSGATE". Southern Electric Group. Retrieved 20 September 2018.
- Harris, Nigel. "Disastrous disruption plans. Did no one say 'It's nearly three hours - with no toilets'?". Rail. Peterborough: Bauer Consumer Media Ltd (848): 3. ISSN 0953-4563.
- "Self-detrainment of passengers onto lines that were still electrically live at Lewisham, London 2 March 2018" (PDF). Rail Accident Investigation Branch. Retrieved 25 March 2019.
- "Report 02/2019: Self-detrainment of passengers onto lines that were still open to traffic and electrically live at Lewisham". Rail Accident Investigation Branch. Retrieved 12 March 2021.
- McInerney, Liam (10 July 2018). "Southeastern delays after train derailment at Grove Park". News Shopper. Retrieved 20 September 2018.
- Media related to British Rail Class 376 at Wikimedia Commons