313101

She was / is the 1st dual voltage EMU and the NRM has a call on her !

Which ones? The class 302s?


en.wikipedia.org/wiki/British_Rail_Class_302

Wasn't the 'dual-voltage capability' of the 302s (and 308s), as Wiki says, between 6.25Kv and 25Kv overhead operation?

Thanks for clearing up the confusion, Dstock7080 and etr220.

No 313101 is still out there chugging along....

All of them! And in working condition! Just like the class 306 EMU.

Yes it was, look here for evidence

The transfer of 313s was later than the electrification - Class 501s were were used when electrification was first completed in 1984, replaced by 416s the following year, and 313s somewhat later.


Yes it was, but only for Watford and Richmond services. GN line services via the Canonbury spur were diesel.
The 416s never went to Broad Street, as by the time they arrived only the peak hour Watford sevices (already 313-served) used BSt


Oerlikon and later Class 501 units used it.

The camera cannot lie! Clearly at least two 416s DID go to Broad Street!
(the twin units in the background are 416s, the triples in the foreground are 501s)

Yes, the EPBs are there! Broad Street used to have 4 rail electrification as most of the NLL network did. The 501s were 4 rail until converted to 3rd rail in the early 1970s.

Something that long puzzled me.....Why did the NLL EMUs have bars on their windows?? Ones on the Southern never had,and I think the EPBs transferred had them fitted (?)
We South Londoners had our theories,but what was the REAL reason?

Limited clearance in Hampstead tunnel

And also over Camden Road bridge, where the clearance was only 2-3 inches each side.


Fantastic Broad St pics, ATO, thanks for posting. I used Broad St regularly at this time. The 416s were introduced in late 1984, I believe. The NLL service was diverted to run to N Woolwich in 1985, replacing the Camden Rd - N Woolwich DMU service which was the stronghold of some of the roughest 105s on the network.

The third of the three pictures is very interesting as they had already agreed to close Broad St and sell the land to build the Broadgate development, but there were issues with the statutory closure notice about having a direct service from the Watford line to the City. So, as can be seen, they reduced the line from Dalston to a siding and retained the signal box and one starting signal and built a temporary platform just long enough for 3 cars whilst they demolished the rest of the station. This arrangement had to stay until the Graham Road Curve in Hackney was completed, and the Watford - Broad St service could be diverted to Liverpool St. At that point, the dual system/votage capabilities of the 313s got used in service on these lines for the first time.

There were not enough spare 313s around for the NLL to go over to 313s at the same time as the Euston - Watford DC, so the 3 car 501s got replaced with 2 car 416s until the early 90's.