| Background: |
|
| British Rail Class 305 | |
| Service: | 1959–2001 |
| Manufacturer: | British Rail |
| Family: | BR First Generation EMU |
| Replaced: | Steam locomotives and carriages |
| Yearconstruction: | 1959–1960 |
| Refurbishment: | 1983–1984 (305/2 facelift)[1] |
| Numberbuilt: | 71 |
| Numberscrapped: | 71 |
| Successor: | Class 322 Class 323 |
| Formation: | Class 305/1 ++ Class 305/2 As Built +++ Class 305/2 Facelifted +++ Class 305/3 +++ [2] |
| Diagram: | As Built Class 305/1 Class 305/2 TOPS Codes Class 305/1 Class 305/2 As Built Refurbished [3] [4] |
| Code: | AM5 |
| Fleetnumbers: | Class 305/1: Class 305/2: |
| Capacity: | 272 seats (305/1), 344 2nd + 19 1st (305/2) |
| Carbody: | Welded steel and spayed asbestos |
| Trainlength: | 199feet (305/1) 265feet (305/2) |
| Carlength: | 63feet |
| Width: | 92NaN2 |
| Height: | 3.835m (12.582feet) |
| Doors: | Slam Door |
| Art-Sections: | 3 or 4 |
| Maxspeed: | 75mph[5] |
| Traction Motors: | 4 × GEC WT380 of 153kW |
| Aux: | 240 V from the tertiary winding of the main transformer for heating and for a Westinghouse charger feeding 110 V dc for lighting and battery charging |
| Powersupply: | Mercury-arc rectifiers (later replaced with silicon diode) |
| Hvac: | Electric |
| Electricsystem: | Overhead (and 6.25 kV until 1983) |
| Collectionmethod: | Pantograph |
| Brakes: | Westinghouse EP air |
| Safety: | AWS |
| Coupling: | Drophead |
The British Rail Class 305 was an alternating current (AC) electric multiple unit (EMU). Under the pre-1973 British Rail numbering system, the class was known as AM5; when TOPS was introduced, it became Class 305.
Class 305 had four subclasses:
305/1 units were generally deployed on inner suburban services on the Lea Valley lines out of London Liverpool Street to Chingford, Enfield Town and . They mainly worked the Chingford and Enfield branches, where their average scheduled speed was 22mph. However, they were also used on the Great 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 by Class 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. All examples of the subclass were scrapped.
305/2 units were generally deployed on outer suburban services on the Lea Valley Line out of London Liverpool Street to, the extent of electrification until 1987, where their average scheduled speed was 34mph. 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 the East Coast Main Line electrification project, becoming unit 305935, painted in InterCity livery. One of the driving vehicles contained blue asbestos and was subsequently replaced with a driving vehicle from a withdrawn Class 302 set, forming a hybrid set but retaining the same unit number (305935).[7] The unit was later used in East Anglia as part of the Great Eastern electrification and was deployed at, and .
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 by British Rail Class 310 units during the late 1980s/early 1990s. Most of the 305/2s were overhauled at Doncaster, painted in Regional Railways livery and shortened to 3-car sets, before moving to the Manchester area, taking over services previously diagrammed by Class 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 to . Once Class 323 units were introduced, the 305s were gradually withdrawn; a few were retained on Glossop line services until track alignment was performed in 1997, allowing the longer bodied Class 323s to negotiate the sharp curves at Dinting 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 from to Manchester Piccadilly.[8]
Five 305/5s (305501-502, 508, 517 and 519) moved to Glasgow Shields depot retaining their 4-car configuration; they finished their working lives running the route from Edinburgh Waverley to North 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.
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.