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| British Rail Class 305 | |
|---|---|
 Class 305 unit atYork | |
| In service | 1959–2002 |
| Manufacturer | British Rail |
| Orderno. |
|
| Built at |
|
| Family name | BR First Generation EMU |
| Replaced | Steam locomotives and carriages |
| Constructed | 1959–1960 |
| Refurbished | 1983–1984 (305/2 facelift)[4] |
| Number built | 71 |
| Number scrapped | 71 |
| Successor | Class 322 Class 323 |
| Formation | Class 305/1 BDTSO+MBS+DTSO Class 305/2 As Built BDTSOL+MBSO+TCsoL+DTS Class 305/2 Facelifted BDTCOL+MBS+TSOL+DTSO Class 305/3 BDTSO+MBS+TCsoL+DTSO[5][6] |
| Diagram | As Built Class 305/1
Class 305/2
TOPS Codes Class 305/1
Class 305/2 As Built
Refurbished
|
| Design code | AM5 |
| Fleet numbers | Class 305/1:
Class 305/2:
|
| Capacity | 272 seats (305/1), 344 2nd + 19 1st (305/2)[2] |
| Operators | |
| Depots | |
| Specifications | |
| Car body construction | Welded steel and sprayed asbestos |
| Train length | 199 ft 6 in (60.81 m) (305/1) 265 ft8+1⁄2 in (80.99 m) (305/2) |
| Car length | 63 ft6+1⁄2 in (19.37 m)[9] |
| Width | 9 ft (2.74 m)[9] |
| Height | 12 ft 7 in (3.835 m)[9] |
| Doors | Slam Door |
| Articulated sections | 3 or 4 |
| Wheelbase |
|
| Maximum speed | 75 mph (121 km/h)[11] |
| Weight |
|
| Traction motors | 4 ×GEC WT380 of 153 kW (205 hp)[1] |
| Auxiliaries | 240 V from the tertiary winding of the maintransformer for heating and for a Westinghouse charger feeding 110 V dc for lighting and battery charging[3] |
| Power supply | Mercury-arc rectifiers[3] (later replaced with silicon diode) |
| HVAC | Electric |
| Electric system(s) | 25 kV 50 Hz ACOverhead (and6.25 kV until 1983) |
| Current collection | Pantograph |
| Bogies | |
| Braking system(s) | Westinghouse EP air[3] |
| Safety system(s) | AWS[9] |
| Coupling system | Drophead[9] |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
TheBritish Rail Class 305 was analternating current (AC)electric multiple unit (EMU). Under the pre-1973British Rail numbering system, the class was known asAM5; whenTOPS was introduced, it became Class 305.
Class 305 had four subclasses:
305/1 units were generally deployed on inner suburban services on theLea Valley lines out ofLondon Liverpool Street toChingford,Enfield Town andHertford East. They mainly worked theChingford andEnfield branches, where their average scheduled speed was 22 mph (35 km/h).[3] However, they were also used on theGreat Eastern lines out of London Liverpool Street and occasionally worked out of their ‘normal’ operating area when coupled to a 305/2 unit or any of the compatible EMUs in use at the time. These units were distinguished by their lower backed seating. 305/1 units were replaced from 1980 onwards byClass 315 units. They were not generally used elsewhere, but a small number of units are believed to have operated around Manchester for a brief period in the mid 1990s.[citation needed] All examples of the subclass were scrapped.
305/2 units were generally deployed on outer suburban services on theLea Valley Line out of London Liverpool Street toBishops Stortford, the extent of electrification until 1987, where their average scheduled speed was 34 mph (55 km/h).[3] Like the 305/1 units, they could occasionally be seen on other services out of Liverpool Street and were sometimes coupled to other compatible EMUs for multiple working.
One unit was converted in 1984 for use as a mobile classroom in connection with theEast Coast Main Line electrification project, becoming unit 305935, painted inInterCity livery. One of the driving vehicles containedblue asbestos and was subsequently replaced with a driving vehicle from a withdrawnClass 302 set, forming a hybrid set but retaining the same unit number (305935).[13] The unit was later used in East Anglia as part of the Great Eastern electrification and was deployed atIpswich,Harwich Town andCambridge.[14]
The 305/2s were refurbished in the mid-late 1980s. As with the 308s, this involved moving first class to a driving trailer, new interior panels, new seats and fluorescent lights.
The 305/2s were initially replaced on the Lea Valley Line byClass 310 units during the late 1980s/early 1990s. Most of the 305/2s were overhauled at Doncaster, painted inRegional Railways livery and shortened to 3-car sets, before moving to theManchester area, taking over services previously diagrammed byClass 304 units.
A handful were further repainted into Greater Manchester PTE livery, some regaining their TSO trailer and receiving additional luggage racks dedicated to the new services toManchester Airport. OnceClass 323 units were introduced, the 305s were gradually withdrawn; a few were retained onGlossop line services until track alignment was performed in 1997, allowing the longer bodied Class 323s to negotiate the sharp curves atDinting station. The surviving units also occasionally turned up on other local services around Manchester, with the last 305 to work in the North West believed to be 305506 on 22 May 2000 operating the 20:57 fromStoke-on-Trent toManchester Piccadilly.[15]
Five 305/5s (305501-502, 508, 517 and 519) moved toGlasgow Shields depot retaining their 4-car configuration; they finished their working lives running the route fromEdinburgh Waverley toNorth Berwick. The last unit in service, 305517, ran its final service on 25 January 2002, operating the 17:15 North Berwick to Edinburgh Waverley; it was sent for scrap on 31 January 2002, along with 305501 and 305519.[citation needed]
AC EMU Group aimed to save a Class 305 driving trailer, but by the time funding was found, they had all been scrapped, so a Class 308 driving trailer was saved instead.
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