On refurbishment the domino route blind on the front was removed and welded over, and two marker lights fitted to the front end. Later the square headlight was added in the early 1990s. Ninety-one 3-car units were built by Pressed Steel at Linwood near Paisley, from 1959–1961, although they were not introduced into service until 1960. [5] A further 19 near-identical Class 311 units were built in 1967 following the Inverclyde electrification, although these units were built by Cravens in Sheffield. [5]

Was the first unit to be refurbished. It was retrofitted with corridor connections. Was withdrawn and scrapped in 2002. When new, the units were initially numbered in the range 001-091, but were later renumbered to 303 001-091 when TOPS was introduced. Each unit consisted of three cars coupled together in a semi-permanent formation, and up to four sets could be operated in multiple to form up to a 12-car formation. Although six-car formations were frequently operated, nine-car formations were operated occasionally. 12-car formations were usually only seen as a result of train failures or ECS workings to the depots at Shields Road or Hyndland. The two outer carriages of each unit were driving trailers, with an intermediate motor coach containing the motor bogies and electrical equipment. Units operated from the standard 25 kV alternating current (AC) overhead power lines system, with power collection via a Stone Faiveley AMBR pantograph on the motor coach. The technical description of the formation is DTSO+MBSO+BDTSO. Individual vehicle numbers are shown below. The two traction motors were mounted on the centre and rear axles, both hung towards the rear. Fully laded the locomotives weighed 48 tons, top speed was 28mph, full output was available up to 22.5mph, though they were principally intended to shunt & haul 500 ton trains upto 12.5mph, though within the continuous rating 400tons could be hauled up 1 in 100 grade at 7mph. Vacuum braking was used for the locomotive and through connecting hoses to the train. Two cylinders working on the cross shaft were fitted at the rear end. A motor driven SLM rotary exhauster provides the necessary vacuum, having a high & low speed, weakening the field of the motor creating the high speed option. The exhauster can be fed either by the battery or from the auxiliary generator. The driver's brake valve was combined with the controller of the exhauster group. Sanding on the outside axles was air operated, powered by a motor driven compressor located alongside the exhauster group in the cab. During the late 1950s, railways continued to worsen, and in 1959 the government acted, limiting the amount the British Transport Commission (BTC) could spend on British Rail. In 2000, some of the new Class 334’s were beginning to make test runs throughout the system, however this came to an abrupt end when 334001, which was stabled at Platform 11a at Glasgow Central, rolled away and derailed on the Catch Points.

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When new, the units were initially numbered in the range 001-091, but were later renumbered to 303 001-091 when TOPS was introduced. Each unit consisted of 3-cars coupled together in a semi-permanent formation, and up to four sets could be operated in multiple to form up to a 12-car formation. Although 6-car formations were frequently operated, 9-car formations were operated occasionally. 12-car formations were usually only seen as a result of train failures or ECS workings to the depots at Shields Road or Hyndland. The two outer carriages of each unit were driving trailers, with an intermediate motor coach containing the motor bogies and electrical equipment. Units operated from the standard 25 kV alternating current (AC) overhead power lines system, with power collection via a Stone Faiveley AMBR pantograph on the motor coach. The technical description of the formation is DTSO+MBSO+BDTSO. Individual vehicle numbers are shown below. Was one of the last 6 303s to remain in service, in later years, 75766 had original sliding windows whilst other 2 vehicle had hopper windows

These use solid state switching devices ( thyristors and transistors) and have electronic power control. The Railways Archive:: Railway Finances - Report of a Committee chaired by Sir David Serpell KCB CMG OBE My last journey on a 303 was on 20th December 2002 on board 303003 on the 8:20 Motherwell - Dalmuir service. My last sighting of a 303 in service was 303011 and 088 heading out of Wishaw on a Dalmuir - Lanark service on the 28th December. Hi. I've been thinking about buying a DC kits Class 303/AM3 EMU kit to construct. Now as a beginner in the Kit making world of Model Railways, I wondered what best ways to construct the kit for a beginner. I also wondered if anyone who has either built the 303 from DC Kits or anyone that can give advice into building a kit on this scale. Marsden, Colin J. (1982). EMUs. Motive Power Recognition. Vol.2. Ian Allan. pp.40–41. ISBN 9780711011656. OCLC 16537600.I have to admit I have still to build my kit up. I'm still hoping someone does a ready to run model. High speed multiple unit or fixed formation trainsets, capable of operating at speeds above 190 kilometres per hour (120mph). [5] TOPS class

In supplying the Sulzer 6LDA22 engines for twenty shunting locomotives for RENFE some were built at Sulzer's Winterthur plant whilst the remainder were the first to be supplied by Henschel & Son AG after their acquiring a license for that engine. Cylinder size was 8.7in by 11.4in, with an output of 550hp at 900rpm. Sulzer's exhaust -gas pressure-charger was fitted. Starting was by compressed air. Her Majesty's Government (1947). "Transport Act 1947". The Railways Archive. (originally published by Her Majesty's Stationery Office) . Retrieved 2006-11-25. A High Speed Train power car (loco) and coach in the InterCity ' swallow livery' at Penzance A First North Western British Rail Class 156 train at Romiley Junction station, near Manchester in the year 2001. It is in its former Regional Railways livery. This left 303001,3,4,6,8,9,11,12,16,19,20,21,27,32,33,37,45,54,77,79,83,85, 90 and 91 as the 24 units in service heading into 2002.

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British Transport Commission (1963). "The Reshaping of British Railways - Part 2: Maps". The Railways Archive. (originally published by Her Majesty's Stationery Office) . Retrieved 2006-11-25. The British Rail Class 312 is a type of alternating current (AC) electric multiple unit (EMU) built in 1966–1974 [9] intended for use on outer-suburban passenger services. It was the last class of multiple unit to be constructed to the British Rail Mark 2 body shell, and also the last with slam doors. Their passenger seats were an improvement on former types. AC units operate off 25 kV alternating current (AC) from overhead wires. Where clearances for the overhead wires on the Great Eastern Main Line, North Clyde Line and London, Tilbury and Southend railway routes were below standard, a reduced voltage of 6.25 kV AC was used. The Midland Railway units used 6.6 kV AC. Under the computer numbering, AC units (including mixed-voltage units that can also work off a DC supply) were given a class in the range 300-399.