British Rail Class 105 diesel multiple unit

Characteristics

Class 105 vehicles were designed for short to medium-distance passenger work on branch and regional routes. They featured metal-bodied carriage construction consistent with the era's standards, passenger seating arranged for frequent-stop services, and gangways to allow through movement between cars when coupled. The power transmission and mechanical details follow the common patterns of 1950s DMU design, intended to replace steam-hauled local trains with lighter, self-contained sets.

Design and construction

The external appearance closely echoed contemporary Mark 1 coaches, which lent a familiar visual continuity to BR's regional fleet. Interiors were practical rather than luxurious, emphasizing durable seating, simple luggage racks and basic lighting and heating suited to frequent turnover of passengers. The units were built in multiple formations to suit different route needs and could be coupled into longer trains when required.

Service history

Introduced in the late 1950s, Class 105 units worked widely on local services across the British Rail network. They became a common sight on commuter and branch-line workings through the 1960s and 1970s. Unlike some other first-generation DMU types, none of the Class 105 fleet were selected for major refurbishment programs, and the last car in passenger service was withdrawn in 1988 as newer rolling stock and changing service patterns rendered them surplus.

Uses, legacy and preservation

During their working life, these DMUs provided reliable, economical service on routes where electrification or full locomotive-hauled trains were impractical. After withdrawal from regular passenger work many units were scrapped, but a number of vehicles have been preserved and can be found on heritage railways and in museum collections, where they are used for special services, demonstration runs and educational displays.

Notable distinctions

• Built by Cravens of Sheffield during 1956–1959 as part of BR's modernization.
• Bodywork matched Mark 1 coaching stock, sharing doors and windows.
• Never selected for BR refurbishment; last passenger withdrawal in 1988.
• Several vehicles survive in preservation, representing mid-20th century regional rail operations.