The British Rail Class 466 Networker electric multiple units were built by GEC Alsthom (Metro-Cammell) between 1993 and 1994, which operates with Class 465 EMUs in southeast London and Kent on the Southeastern network. It is a member of the Networker family of trains.
The Class 466 EMUs were built between 1993 and 1994 by GEC Alsthom in Birmingham, for the Network SouthEast sector of British Rail. They were inherited by Connex South Eastern and its successors South Eastern Trains and currently Southeastern. Each of these units is formed of 2 coaches that have dimensions of 20.89 m × 2.81 m (68 ft 6 in × 9 ft 3 in) and a top speed of 75 mph (121 km/h). There are just 43 units, numbered 466001 to 466043.
Class 466 units are used by Southeastern Metro routes in multiple with Class 465/0, Class 465/1, Class 465/2 and other Class 466 units. Additionally, Class 466 units are now also operating on outer suburban routes with Class 465/9 units, although quite a few routes are being replaced with Class 375 Electrostars. They are also used as individual units on rural routes, mainly the Sheerness Line between Sittingbourne and Sheerness, displacing the Class 508/2s which operated on this branch line and on the Bromley North branch between Grove Park and Bromley North.
The Class 466s were also used on the Medway Valley Line between Strood, Maidstone West and Tonbridge, and in the leaf fall and winter season of 2011, the Class 466s were doubled up to make 4 car units on the Medway Valley Line to help stop the poor adhesion along the line when only a single unit runs. They also ran doubled up or coupled with a Class 465 on the Sheerness Line during the winters of 2009/10 and 2010/11. From the May 2012 timetable changes, Class 375s replaced the Class 466s on the Medway Valley Line. The units that replaced them were three car Class 375/3s and occasionally four car Class 375s are used when the three coach units are unavailable. Since the 375/3s replaced the 466s on the Medway Valley Line, rare sightings of 466s operating on the line in place of Electrostars have been seen.
These two-car EMUs are formed of a driving motor carriage (DMOS: Driving Motor Open Standard) and a driving trailer carriage (DTOSL: Driving Trailer Open Standard Lavatory); all on board seating is standard accommodation. A Solid State Traction Converter package controls 3-phase AC Traction motors, which allows for Rheostatic or Regenerative Dynamic braking. Primary braking system is electro-pneumatically actuated disc brakes, which is blended with the Dynamic brakes. Speed Probes on every axle of the unit provide for Wheel Slip/Slide Protection. A solid state Auxiliary Converter provides 110 V DC and 240 V AC supplies; this is the source of the loud buzzing noise which can be heard when the train is stationary. The Aux Converter is located on the driving trailer, along with the toilet. The units use air-operated sliding plug doors.
There are a total of 43 Class 466 EMUs on the UK rail network. These are all owned by Angel Trains, leased and operated by Southeastern. All these units have recently been fitted with new information boards with automatic announcements.
The 466s were repainted at Wabtec Rail, Doncaster into a variation of Southeastern’s new livery, which is identical to the livery the 465/0s & /1s received. All 43 units in the fleet are now in the new livery with lilac doors and midnight blue lower band. The 465/2s and /9s are also being repainted into the same livery. Some 465/2s and /9s still have not received the livery and are still being sent up to Doncaster for refurbishment to this day. Class 66 locos are used to haul the units to Doncaster.
El EMD F59PHI es una locomotora cuasi-alta velocidad producida por Electro-Motive División (EMD) de 1994 a 2001. Cuenta con una cabina aislada, cuerpo ligero, y una forma aerodinámica, características que estaban ausentes en el F59PH cercanías originales.
El primero fue construido para el Departamento de Transporte de California, el F59PHI ha prestado servicio en las cuatro esquinas de los Estados Unidos, así como en la zona del Pacífico Noroeste / Montreal en Canadá.
En 1990, el Estado de California aprobó un proyecto de ley que daría lugar a la financiación masiva de los sistemas de transporte del estado. También dio lugar a un estado financiado sistema separado, de las rutas regionales de Amtrak.
CDOT quería una locomotora que era a la vez fiable y atractivo. Se acercaron a EMD, que respondió con el peso ligero, F59PHI locomotora de alta velocidad.
Poco después, llegaron más pedidos. Amtrak ordenó 21 de estas locomotoras para su servicio Pacífico Sufliner (separado de Amtrak California), y el Departamento de Transporte de Carolina del Norte también lo seleccionó como su fuerza motriz primaria. West Coast Express (operado por TransLink) en Metro Vancouver, también lo seleccionó para el inicio de su servicio.
De Montreal Agence de Metropolitana de Transporte compró 11 de estos locomoties para ir con sus entrenadores Bombardier BiLevel, que apenas llegaban.
El F59PHI fue producido hasta 2001. Fue sacado de la alineación de EMD, ya que no fue capaz de cumplir con la EPA Tier 1 regulaciones.
Algunos de de F59PHI de Amtrak California han sido reconstruidos por EMD, estos son repowers ECO.
Presupuesto de Sound Transit 2015 esboza planes para revisar siete de F59 y cuatro de ellos serán revisados al Nivel 3 normas. (Lo más probable por EMD como repowers ECO).
Las diferencias entre el F59PHI y la F59PH originales