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// Workers AI · dad joke modeWhy did the Class 302 train go to therapy? It had a lot of locomotive issues.

From Wikipedia, the free encyclopedia

British Rail Class 302
A Class 302 unit at Barking (1964)
In service1959–98[1]
ManufacturerBritish Rail
Order nos.
  • 30429 DTS, 75033-044 (1958-59)
  • 30434 MBSO, 61060-096 (1958-59)
  • 30435 DTS, 75060-084 (1959)
  • 30436 DTSOL, 75085-100 (1958-59), 75190-210 (1959)
  • 30437 TSsoL, 70060-095 (1958-59)
  • 30438 MBSO, 61097-132 (1959), 61190-228 (1959-60)
  • 30439 DTS, 75211-285 (1959-60)
  • 30440 DTSOL, 75286-360 (1959-60)
  • 30441 TSsoL, 70096-132 (1959), 70190-228 (1959-61)[1]
Built at
Family nameBR First Generation EMU
Constructed1958–59[1]
Refurbished
  • 49 facelifted (1982–84);
  • 30 refurbished (1983-84);
  • 4 parcels conversion (1989-90)[3]
Formation
  • Four cars per unit.[1]
  • As built: DTSOL+MBS+TCsoL+DTS;
  • Refurbished (82): DTCOL+MBSO+TSOL+DTSO
DiagramAs built:
  • 432 DTSOL
  • 405 MBS
  • 455 TCsoL
  • 433 DTS

TOPS codes, as built:[4]
  • EF201.0A DTSOL
  • ED205.0A MBS
  • EH302.0A TCsoL
  • EE205.0A DTS

Refreshed 1982-84:[4]
  • EF201.0B DTCOL
  • ED216.2C MBSO
  • EH223.0B TSO
  • EE223.0A DTSO

Refurbished 1983-84[4]
  • EF303.0C DTCOL
  • ED217.0A MBSO
  • EH2230D TSO
  • EE219.0C DTSO

Ex-Class 504:[5][6]
  • EF215.0A DTSo

Parcels:[7]
  • EF501 DTPMV
  • ED501 MPMV
  • EE501 DTPMV
Design codeAM2[2]
Fleet numbers
  • 302 201-312 (sets):
    61060-132 / 61190-228 (MBS Later MBSO)
  • 70060-132 / 70190-228 (TCsoL later TSOL)
  • 75033-044 / 75060-084 (DTS later DTSO)
  • 75085-100 / 75190-210 (DTSOL later DTCOL)
  • 75211-285 (DTS later DTSO)
  • 75286-320 (DTSOL later DTCOL)[1][8]
Capacity
  • 80S 2T (DTSOL)
  • 24F 52S 1T (DTCOL) refurbished
  • 96S (MBS)
  • 82S (MBSO) refurbished
  • 19F 60S 2T (TCsoL)
  • 86S 2T (TSOL) refurbished
  • 108S (DTS)
  • 88S (DTSO) refurbished[8]
Operators
Depots
Lines served
Specifications
Train length266 ft 7 in (81.25 m)
Car length
  • 66 ft 6 in (20.27 m) MBS, TCsoL
  • 66 ft 9+1⁄2 in (20.36 m) BDTS, DTS[11]
Width9 ft 3 in (2.82 m)
Height12 ft 7 in (3.84 m)
Floor height3 ft 9 in (1.14 m)
Maximum speed75 mph (121 km/h)[12]
Weight
  • Total: 157 t (155 long tons; 173 short tons)
  • DTSOL: 39.5 t (38.9 long tons; 43.5 short tons)
  • MBS: 55.3 t (54.4 long tons; 61.0 short tons)
  • TCsoL: 34.4 t (33.9 long tons; 37.9 short tons)
  • DTS: 33.4 t (32.9 long tons; 36.8 short tons)
Traction motors4 × English Electric EE536A[8]
Power output4 × 192 hp (143 kW)[8]
Electric systemOriginally 6.25 / 25kV AC overhead[13]
Current collectionPantograph
UIC classification2′2′+Bo′Bo′+2′2′+2′2′
Braking systemAir (EP/Auto)[2]
Safety systemAWS[11]
Coupling system
Multiple workingWithin class and other pre-1972 25kV EMUs
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The British Rail Class 302 (initially AM2) was a class of electric multiple units (EMUs) that was introduced between 1958 and 1960 for outer suburban passenger services on the London, Tilbury and Southend line (LTS). This class of multiple units was constructed with Mark 1 bodyshells, with slam-doors.

Overview

[edit]

Like all the Eastern Region AC EMUs of the period, they were equipped to operate on both 25 kV AC and the reduced 6.25 kV voltage in the inner London areas, where headroom for the overhead wires was reduced. On the LTS, the changeover point was just east of Barking station on both Upminster and Tilbury routes, with the link to Forest Gate being at 6.25kV AC.[14]

Each unit was formed of four coaches, in the following formation:

  • Driving Trailer Second Open with Lavatory (DTSOL)
  • Motor Brake Second (MBS)
  • Trailer Composite semi-open with Lavatory (TCsoL)
  • Driving Trailer Second (DTS).

The initial set numbers were 201–312, later prefixed by the class number 302 upon introduction of TOPS from 1973.[15]

The Battery Driving Trailer (BDT) and Driving Trailer (DT) were fitted with drop head buckeye couplers, with screw coupler in the guard's van; retractable buffers were also fitted only on outer ends of the BDT/DT.

Service history

[edit]

Public service started on 16 March 1959, with Class 302s working the first electric passenger trains between Colchester and Clacton at 25kV AC. A revised half hourly timetable started on 13 April from Colchester, with an eight-car train splitting at Thorpe-le-Soken with one unit going to Walton-on-Naze.[a][16][17]

Some Class 302s were used for crew training in the Manchester area, before the Class 304 units were introduced there in April 1960.[18]

They were among the first electric units delivered to the Eastern Region and, although ordered for the LTS electrification, a route they were long associated with, they were used initially on the London Liverpool Street to Hertford East, Bishop's Stortford and Enfield Town lines when they were electrified in November 1960. The 302s also stepped in when electrification was extended from Chelmsford to Colchester in 1961 and when the Class 305 units were having problems on the then new north-east London electric services. Some formations were temporarily reduced to three cars for the Enfield Town services.[16]

The first 25 units remained on the Great Eastern Main Line for the bulk of their lives, with the remainder operating on the LTS from London Fenchurch Street from 1962.[19]

Between November 1961 and June 1962, the class suffered traction motor insulation trouble, which meant the motors had to be rewound.[16]

One unit, 302 312, was used as a test bed for silicon rectifier technology; a Brentford transformer[20] from 1962 to 1964 was then used to test thyristor control equipment until 1972, becoming the first electric train so fitted in the UK.[20]

A Class 302 unit with a Class 504 DTSO

Unit 302 244 was involved in an accident in 1972 with a lorry at a level crossing at Low Street in Tilbury, after which it was decided to scrap the leading carriage, BDTC 75292. This was replaced with DTSO 77164, originally belonging to a Manchester-Bury Line Class 504. It remained like this until May 1983 when it acquired a spare BDTC, 75298, from withdrawn unit 302 250.[20][19][21]

In 1987–88, suc units were short-formed with the removal of the trailer composite (TCsoL) and based at Ilford EMU Depot for work on the Great Eastern (GE) lines:[22][23]

Unit
number		Former
number		BDTCOMBSODTSO
302434302234752076109375081
302439302239752876109875212
302459302259753076111875232
302462302262753106112175235
302494302294753426121075267
302497302297753456121375282

Following the privatisation of British Rail, ownership of the last 30 units passed to Eversholt Rail Group with all units being leased by LTS Rail.[24]

The run-down of Class 302s started in 1984, with the majority of units being phased out when Class 310 were introduced on to the LTS in 1988. The last 30 units were withdrawn by 1998, with the introduction of Class 317s in 1997 and some Class 312s in 1998.[25][26][27]

Electrical equipment

[edit]

Electrical equipment was supplied by English Electric, with the majority of equipment being interchangeable with Class 308 units.

There were three main electrical systems:

  • Control, which operated at 110 volts DC, provided by nickel iron alkaline secondary cells
  • Auxiliary 250 V AC from the tertiary winding of the main transformer, which provided power to the battery charger which was also rectified to power the main compressor
  • Power circuits derived from secondary winding of the main transformer at 1,500 V AC.

The primary winding of the transformer was designed to operate on either 6.25 or 25 kV with voltage sensing equipment fitted to ensure the correct arrangement of primary windings for a given voltage. An incorrect voltage selection device was fitted both to Classes 302 and 308 stock so that, if the primary winding was connected for 6.25 kV when supplied with 25 kV, the air blast circuit breaker manufactured by Brown Boveri would remain closed but the pantograph would be lowered. Should this happen, the transformer would require changing and overhaul, as well as possibly other equipment, due to flashover damage.

The transformer was also protected by a Buchholz relay, which monitored any gas build-up within the cooling/insulating oil, as the acetylene (ethyne) gas generated is highly explosive. All Class 302 and 308 stock were fitted with Stone Faiveley pantographs for current collection from the overhead line. A particular oddity of Eastern/Anglian region EMU stock was the fitting of fibreglass snow shields between the pantograph and the supporting insulators.

One member of the class, 302 302, was experimentally fitted with thyristor control in the early 1970s. After the experiment, it was converted back to the original tap changer control, although the guard's van remained slightly different internally.

Refurbished units

[edit]
A Class 302 unit at Barking on a service to Pitsea (1993)

Upon refurbishment, the trailer coaches were fitted with B5 bogies for both driving ends, along with conversions of the Battery Driving Second Open (BDTSOL) to a Battery Driving Trailer Composite Open (BDTCOL); this took place having moved the first class accommodation to a position over the Westinghouse CM38 main compressor, which was noisy and caused vibration. Driving Standard Compartments were converted to Driving Standard Open DTSOs, having removed the compartments for an open layout. The centre trailer had B4 bogies fitted, with the Trailer Composite Semi Open (TCSOL) design converted to Trailer Standard Open (TSOL). The motor coach retained its Gresley-derived bogies after refurbishment, with compartments removed for an open layout with guards van. All 30 units would also receive gangway connections between cars within the unit.[3]

The vehicles were insulated originally with blue asbestos, which was removed and sealed during refurbishment between 1982 and 1984; some of the compartments were removed and reconfigured to open saloons.[3]

Units that received the original facelift with just Motor Brake Second (MBS) and the Driving Trailer Second (DTS), having their compartments removed for an open layout with the (TCSOL) not receiving any layout changes and keeping the Gresley bogies were: 202, 204, 205, 213, 215, 216, 217, 218, 220, 225, 226, 227, 228, 231, 232, 234, 236, 239, 245, 251, 252, 254, 259, 261, 262, 263, 274, 277, 279, 280, 283, 284, 285, 292, 293, 297, 298, 299, 300, 301, 303, 304, 307, 308 and 311.[28][29][30]

The 30 units that received the full refurbishment, and would last until withdrawal of the class from service on the LTS, were:[31]

Unit
number		Former
number		BDTCOMBSOTSODTSOUnit
number		Former
number		BDTCOMBSOTSODTSO
3022017508561060700607503330221675100610757007575063
3022027508661061700617503430221775190610767007675064
3022033022637531161122701227523630221875191610777007775065
3022047508861063700637503630221975192610787007875066
3022057508961064700647503730222075193610797007975067
3022067509061065700657503830222175194610807008075068
3022073023107535861226702267528330222275195610817008175069
3022083023087535661224702247528130222330229375341612097020975266
3022097509361068700687504130222475197610837008375071
3022107509461069700697504230222575198610847008475072
3022117509561070700707504330222675199610857008575073
3022127509661071700717504430222730227775325611937019375250
3022137509761072700727506030222875201610876108775075
3022143023047535261220702207527730222975202610887008875076
3022157509961074700747506230223030223275205610917009175079

Class 302/9: non-passenger conversions

[edit]
A Class 302 unit in Royal Mail red at Ilford (1989)

The sub-classification 302/9 was used for seven non-passenger carrying conversions.

Parcels units

[edit]

Units 302 990-993 were reduced to three cars and converted for use as Royal Mail parcels units, with the addition of bodyside roller shutter doors; they were repainted into their red and yellow livery.[32]

Unit
number		BDTPMVFormer
number		MPMVFormer
number		DTPMVFormer
number
30299068100(75084)68020(61090)68207(75082)
30299168101(75221)68021(61067)68208(75217)
30299268102(75220)68022(61227)68209(75218)
30299368105(75078)68023(61222)68213(75074)

Departmental sandite units

[edit]

Units 302 996-998 were also reduced to three cars and were used as departmental sandite rail treatment units, later being reclassified as Class 937.[33]

Unit
number		DTFormer
number		MBFormer
number		DTFormer
number
(937)996ADB977598(75080)ADB977599(61073)ADB977600(75061)
(937)997ADB977601(75211)ADB977602(61228)ADB977603(75035)
(937)998ADB977604(75077)ADB977605(61062)ADB977606(75070)

Liveries

[edit]

When introduced, the units were outshopped in plain British Rail (BR) EMU suburban green livery, with the early lion and wheel crest on the MBS. In 1962, a small yellow end became mandatory for all units. In the mid-1960s, Rail Blue, also known as Monastral blue, was applied to 112 members of the fleet. From 1968, a full yellow end became mandatory to increase visibility for permanent way staff on the track.

From 1982, when refreshed units were released from the works, they were painted in the then standard BR blue and grey livery. The first member of the class to receive Network SouthEast livery was 302 217 by 1987, which was the sole example until 1990–1993 when it was applied to the 30 remaining class members. Unrefurbished unit 302 207, later renumbered 302 200, received the original green livery with a small yellow panel in 1987.[34]

Preservation

[edit]
The preserved driving trailer of 302 201 (2019)

Two driving trailers, 75033 and 75250, which belonged to units 302 201 and 227, are preserved at Mangapps Railway Museum, near Burnham-on-Crouch, in Essex. These units have been repainted into BR overall blue with yellow ends; they are still in very good condition, including working destination scrolls, the seats in BR colours and the Network SouthEast maps. The rest of the fleet has been scrapped since withdrawal in late 1999.

Notes

[edit]
  1. ↑ Station names shown for Clacton and Walton are those that applied at the time; they have since changed.

References

[edit]
  1. 1 2 3 4 5 Longworth, Hugh (2015). British Railways Electric Multiple Units to 1975. Addlestone: OPC. pp. 125–127, 154–155, 173–176. ISBN 9780860936688.
  2. 1 2 3 Marsden, Colin (1982). Motive power recognition:2. Shepperton: Ian Allan. p. 8. ISBN 0711011656.
  3. 1 2 3 4 Swain, Alec (1990). British Rail Fleet Survey 11. Shepperton: Ian Allan. pp. 31–32. ISBN 9780711019027.
  4. 1 2 3 Wood, Roger (1989). British Rail Motive Power Combined Volume 1989. Shepperton: Ian Allan. pp. 75–76. ISBN 0-7110-1849-9.
  5. ↑ Mallaband, Peter; Bowles, L.J. (1978). Coaching Stock of British Railways 1978. Rugeley: RCTS. p. 77. ISBN 0-901115-44-4.
  6. ↑ Bowles, L.J.; Mallaband, Peter (October 1983). British Rail Coaching Stock 1983/4 (8th ed.). Shepperton: Ian Allan. p. 101. ISBN 0-7110-1352-7.
  7. ↑ Fox, Peter (1992). British Railways Locomotives & Coaching Stock 1992. Sheffield: Platform 5 Publishing. p. 218. ISBN 1-872524-37-0.
  8. 1 2 3 4 Wood 1989, p. 76
  9. ↑ Fox, Peter (1998). British Railways Locomotives & Coaching Stock 1998. Sheffield: Platform 5 Publishing. pp. 240, 355. ISBN 1-902336-00-3.
  10. ↑ Fox, Peter (1985). Locomotives & Coaching Stock 1985. Sheffield: Platform 5. pp. 158–159, 236. ISBN 9780906579459.
  11. 1 2 3 "Vehicle Diagram Book No.210 for Electric Multiple Units (including APT)" (PDF). BRB Residuary Ltd. ED205, EE205, EF201, EH302. Archived from the original (PDF) on 3 March 2016. Retrieved 10 May 2021 – via Barrowmore MRG.
  12. ↑ Wood 1989, p. 75
  13. ↑ Mallaband, Peter; Bowles, L.J. (1974). The Coaching Stock of British Railways 1974. Kenilworth: RCTS. p. 111. ISBN 0-901115-27-4. LCCN 75330480. OCLC 1974473.
  14. ↑ Cowley, Ian (1987). Anglia East: The Transformation of a Railway. Newton Abbot: David & Charles. p. 26. ISBN 978-0-7153-8978-2.
  15. ↑ Longworth 2015, pp. 23–24
  16. 1 2 3 Cowley 1987, p. 75
  17. ↑ Glover, John (2003). Eastern Electric. Shepperton: Ian Allan. p. 68. ISBN 978-0-7110-2934-7.
  18. ↑ Glover 2003, p. 69
  19. 1 2 Mallaband & Bowles 1974, pp. 113–114
  20. 1 2 3 Cowley 1987, p. 77
  21. ↑ Longworth 2015, p. 68
  22. ↑ Longworth 2015, p. 23
  23. ↑ Fox, Peter (1988). British Railways Locomotives & Coaching Stock 1988. Sheffield: Platform 5. p. 192. ISBN 9780906579787.
  24. ↑ Fox, Peter (1995). British Railways Locomotives & Coaching Stock 1995. Sheffield: Platform 5. pp. 186–7. ISBN 1-872524-72-9.
  25. ↑ Wood 1989, pp. 87–88
  26. ↑ Fox 1998, pp. 247, 252
  27. ↑ Fox, Peter (1999). British Railways Locomotives & Coaching Stock 1999. Sheffield: Platform 5. p. 249. ISBN 9781902336077.
  28. ↑ Bowles & Mallaband 1983, pp. 100–101
  29. ↑ Bowles, L.J.; Gunner, Keith (1985). British Rail Coaching Stock 1985 (9th ed.). Shepperton: Ian Allan. pp. 117–118. ISBN 0-7110-1455-8.
  30. ↑ Fox, Peter (1987). Locomotives & Coaching Stock 1987. Sheffield: Platform 5. pp. 157–158. ISBN 9780906579671.
  31. ↑ Wood 1989, pp. 76–77
  32. ↑ Fox, Peter (1993). British Railways Locomotives & Coaching Stock 1993. Sheffield: Platform 5 Publishing. p. 218. ISBN 1-872524-49-4.
  33. ↑ Fox 1992, p. 305
  34. ↑ Swain 1990, pp. 31–33

Further reading

[edit]
[edit]
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