British Rail Class 506: Difference between revisions
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| background = #012545 |
| background = #012545 |
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| manufacturer = [[Metro Cammell]] and [[Birmingham Railway Carriage and Wagon Company]] |
| manufacturer = [[Metro Cammell]] and [[Birmingham Railway Carriage and Wagon Company]] |
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| operator = |
| operator = [[British Rail]] |
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| formation = |
| formation = 3 cars per trainset |
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| numberbuilt = |
| numberbuilt = 8 trainsets |
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| service = |
| service = 1954–1984 |
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| weight = |
| weight = MOBS {{convert|50|LT|12|Lcwt|t ST|abbr=on}},<br> TOS {{convert|26|LT|8|Lcwt|t ST|abbr=on}},<br> DTOS {{convert|27|LT|9|Lcwt|t ST|abbr=on}} |
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| lines = {{Ubl|[[Woodhead line]]|[[Glossop line]]}}<ref>{{Cite web |title=LNER Encyclopedia: The Glossop Line Class 506 Electric Multiple Units |url=https://www.lner.info/locos/Electric/glossop.php |access-date=2023-06-02 |website=www.lner.info}}</ref> |
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| trainlength = {{convert|177|ft|10|in|abbr=on}} |
| trainlength = {{convert|177|ft|10|in|abbr=on}} |
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| width = |
| width = {{convert|9|ft|3|in|abbr=on}} |
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| height = |
| height = {{convert|12|ft|8+1/4|in|2|abbr=on}} |
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| capacity = MOBS 52 seats, TOS 64 seats, DTOS 60 seats. |
| capacity = MOBS 52 seats, TOS 64 seats, DTOS 60 seats. |
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| maxspeed = |
| maxspeed = {{convert|75|mph|km/h|abbr=on}} |
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| poweroutput = {{convert|740|hp|abbr=on}} per 3-car set |
| poweroutput = {{convert|740|hp|abbr=on}} per 3-car set |
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| gauge = |
| gauge = {{Track gauge|uksg|allk=on}} |
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| electricsystem = |
| electricsystem = 1,500 [[Volt|V]] [[Direct current|DC]] [[Overhead line|overhead]] |
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| collectionmethod = [[pantograph (rail)|pantograph]] |
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}} |
}} |
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The '''British Rail Class 506''' was a 3 carriage [[ |
The '''British Rail Class 506''' was a 3 carriage [[electric multiple unit]] (EMU) built for local services between [[Manchester]], [[Glossop]] and [[Hadfield, Derbyshire|Hadfield]] on the [[Woodhead Line]], which was electrified in 1954 on the [[Railway electrification in Great Britain#1,500 V DC, overhead (historic)|1,500 V DC overhead system]]. |
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==Design== |
==Design== |
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There were eight three-car units, ordered in 1938 by the [[London and North Eastern Railway|LNER]]<ref>{{cite |
There were eight three-car units, ordered in 1938 by the [[London and North Eastern Railway|LNER]]<ref>{{cite magazine |title= Class 506 | magazine=[[Rail Express]] |issue=224 |date=January 2015| pages=26–27}}</ref> and built in 1950, but they did not enter service until June 1954.<ref name=RCTSLNER10B>{{cite book |editor-last=Fry |editor-first=Eric |series=Locomotives of the L.N.E.R. |volume=Part 10B |title=Railcars and Electric Stock |publisher=[[Railway Correspondence and Travel Society]] |location=Lincoln |date=April 1990 |pages=141–143 |isbn=0-901115-66-5 }}</ref><ref name=Swain>{{cite book |last=Swain |first=Alec |title=Overhead Line Electric Multiple-Units |volume=11 |series=British Rail Fleet Survey |publisher=Ian Allan |location=Shepperton |year=1990 |pages=21–24 |isbn=0-7110-1902-9 }}</ref> Similar in design to the [[British Rail Class 306|Class 306]] EMUs (prior to their conversion to {{25 kV 50 Hz}} operation), and built on the same production lines (making a total of 100 units of basically similar design), they were equipped with air-operated sliding doors. |
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==Formation== |
==Formation== |
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{{Unreferenced section|date=April 2024}} |
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Each unit was formed of a Driving Motor Brake Third (seating 52); a Trailer Composite (seating 24 first class and 38 third class passengers); and a Driving Trailer Third (seating 60). Third class was redesignated Second across the whole of BR on 3 June 1956, while the first class seating of these units was declassified to second in early 1960. |
Each unit was formed of a Driving Motor Brake Third (seating 52); a Trailer Composite (seating 24 first class and 38 third class passengers); and a Driving Trailer Third (seating 60). Third class was redesignated Second across the whole of BR on 3 June 1956, while the first class seating of these units was declassified to second in early 1960. |
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==Electrical equipment== |
==Electrical equipment== |
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The EMUs were equipped with a single diamond-shaped [[pantograph (rail)|pantograph]], mounted over the driver's cab and adjacent guard's compartment at the outer end of the driving motor carriage. This gave a ready identification feature |
The EMUs were equipped with a single diamond-shaped [[pantograph (rail)|pantograph]], mounted over the driver's cab and adjacent guard's compartment at the outer end of the driving motor carriage. This gave a ready identification feature because, following the withdrawal of the [[British Rail Class 505|Manchester-Altrincham]] units in May 1971, all other overhead-line EMUs operating in the Manchester area had the motor coach, and thus the pantograph, in the middle of the unit. |
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Unlike the similar [[British Rail Class 306|Class 306]], the eight Class 506 units remained solely equipped for 1,500 V DC operation for their entire lives. This made them unable to operate on any lines away from the Woodhead route when other lines changed to |
Unlike the similar [[British Rail Class 306|Class 306]], the eight Class 506 units remained solely equipped for 1,500 V DC operation for their entire lives. This made them unable to operate on any lines away from the Woodhead route when other lines changed to AC operation. They rarely operated east of [[Hadfield railway station|Hadfield]] anyway, due to low gearing and the risk of overheating;<ref name=Swain /> however, trials were conducted in 1969 to assess the possibility of use through the [[Woodhead Tunnel]].<ref>{{cite magazine| title = Motive power miscellany| magazine = Railway World| location = Shepperton| publisher = Ian Allan| publication-date = February 1969| volume = 30| issue = 345| page = 93}}</ref> |
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===Motors=== |
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Each power car had four 185 hp [[General Electric Company plc|GEC]] [[traction motor]]s<ref>Ian Allan ABC of British Railways Locomotives, winter 1962/3 edition, page 332</ref> giving a total of 740 hp per 3-car set. |
Each power car had four 185 hp [[General Electric Company plc|GEC]] [[traction motor]]s,<ref>Ian Allan ABC of British Railways Locomotives, winter 1962/3 edition, page 332</ref> giving a total of 740 hp per 3-car set. |
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==Numbering== |
==Numbering== |
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Being built against an LNER order, the numbers were in the former LNER series. To distinguish these from other similarly-numbered carriages, BR used letter prefixes and suffixes, but these varied.<ref>{{harvnb|Fry|1990|p=89}}</ref> At the time that they were delivered, the numbers were in fact unique; but from 1959, new Diesel multiple-units were delivered carrying similar numbers, in the BR series. The Manchester-Glossop-Hadfield EMU number prefixes and suffixes may be summarised thus:<ref name=RCTSLNER10B /> |
Being built against an LNER order, the numbers were in the former LNER series. To distinguish these from other similarly-numbered carriages, BR used letter prefixes and suffixes, but these varied.<ref>{{harvnb|Fry|1990|p=89}}</ref> At the time that they were delivered, the numbers were in fact unique; but from 1959, new Diesel multiple-units were delivered carrying similar numbers, in the BR series. The Manchester-Glossop-Hadfield EMU number prefixes and suffixes may be summarised thus:<ref name=RCTSLNER10B /> |
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*as new — prefix "E" to denote allocation to the Eastern Region, i.e. E59401 etc. |
*as new — prefix "E" to denote allocation to the Eastern Region, i.e. E59401 etc. |
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*by 21 September 1957 — suffix "E" added to denote former LNER number series, i.e. E59401E etc.<ref>{{cite book |title=British Locomotives 1957 |year=1993 | |
*by 21 September 1957 — suffix "E" added to denote former LNER number series, i.e. E59401E etc.<ref>{{cite book |title=British Locomotives 1957 |year=1993 |orig-year=1957 |publisher=Ian Allan |location=Shepperton |isbn=0-7110-2203-8 |page=226 }}</ref> |
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*1 February 1958 — prefix altered to "M" following transfer of route to London Midland Region, i.e. M59401E etc. |
*1 February 1958 — prefix altered to "M" following transfer of route to London Midland Region, i.e. M59401E etc. |
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*circa 1968 — suffix altered to "M" implying transfer to former LMS number series, i.e. M59401M etc. |
*circa 1968 — suffix altered to "M" implying transfer to former LMS number series, i.e. M59401M etc. |
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| Line 59: | Line 63: | ||
No unit numbers were carried, however the cars were normally formed so that the last two digits corresponded, i.e. 59401-59501-59601 etc., and the units were known locally as 01, 02, etc. On the few occasions that units were reformed, one car would be renumbered to correspond with the others in its new unit; thus 59406 became 59408 in December 1983 (59506, 59606 and the real 59408 being withdrawn); while 59401 (crudely renumbered 59402) was formed with 59502 and 59602 about September 1984 (59501, 59601 and the real 59402 being stored out of service).<ref name=RCTSLNER10B /> |
No unit numbers were carried, however the cars were normally formed so that the last two digits corresponded, i.e. 59401-59501-59601 etc., and the units were known locally as 01, 02, etc. On the few occasions that units were reformed, one car would be renumbered to correspond with the others in its new unit; thus 59406 became 59408 in December 1983 (59506, 59606 and the real 59408 being withdrawn); while 59401 (crudely renumbered 59402) was formed with 59502 and 59602 about September 1984 (59501, 59601 and the real 59402 being stored out of service).<ref name=RCTSLNER10B /> |
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There is a suggestion that the motor coaches would originally have been numbered 29401-8,<ref>{{cite book |title=British Railways Locomotives Combined Volume 1953 | |
There is a suggestion that the motor coaches would originally have been numbered 29401-8,<ref>{{cite book |title=British Railways Locomotives Combined Volume 1953 |orig-year=1953 |year=1996 |publisher=Ian Allan |location=Shepperton |isbn=0-7110-2435-9 |page=66 }}</ref> but this may be a typo - the initial digit "2" would imply the North Eastern Area of the former LNER, while "5" denotes the Great Central Section.<ref>{{harvnb|Fry|1990|p=6}}</ref> |
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==Classification== |
==Classification== |
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The individual coach types were in the Eastern Region carriage diagram book as Dia. 363F (Driving Motor), 366 (Trailer) and 365F (Driving Trailer). Under TOPS, design codes EB2.05.0A, EH2.04.0A and EE2.04.0A respectively were allotted.<ref name=RCTSLNER10B /> |
The individual coach types were in the Eastern Region carriage diagram book as Dia. 363F (Driving Motor), 366 (Trailer) and 365F (Driving Trailer). Under TOPS, design codes EB2.05.0A, EH2.04.0A and EE2.04.0A respectively were allotted.<ref name=RCTSLNER10B /> |
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==Operational history== |
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| ⚫ | |||
The class operated local services between {{stnlnk|Manchester Piccadilly}}, {{stnlnk|Glossop}} and {{stnlnk|Hadfield}} on the [[Woodhead Line]]. |
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Following the closure of [[Reddish Electric Depot|Reddish depot]] in 1983, units had to be diesel-hauled from [[Longsight Electric TMD|Longsight depot]] to their usual route, due to incompatibility with the available 25kV power supply.<ref>{{cite magazine|title=Readers' round-up|page=50|date=August 1983|magazine=[[RAIL (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|issn=0262-561X|oclc=49957965}}</ref> |
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| ⚫ | |||
{{main|Audenshaw Junction rail accident}} |
{{main|Audenshaw Junction rail accident}} |
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On 21 May 1970 the 22:45 [[Manchester Piccadilly station|Manchester Piccadilly]] to [[Hadfield railway station|Hadfield]] was on the up fast line passing Audenshaw Junction near Guide Bridge when the middle and rear cars were diverted onto the up slow line due to the points being changed underneath the train. The middle car turned on its side as a result and was dragged for 90 yards before coming to rest against an overbridge. Two passengers were killed and 13 injured.<ref>{{cite magazine |
On 21 May 1970 the 22:45 [[Manchester Piccadilly station|Manchester Piccadilly]] to [[Hadfield railway station|Hadfield]] was on the up fast line passing Audenshaw Junction near Guide Bridge when the middle and rear cars were diverted onto the up slow line due to the points being changed underneath the train. The middle car turned on its side as a result and was dragged for 90 yards before coming to rest against an overbridge. Two passengers were killed and 13 injured.<ref>{{cite magazine |
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==Withdrawal== |
==Withdrawal== |
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[[File:17.07.84 Manchester Piccadilly Class 506 (6076993098).jpg|thumb|A Class 506 at [[Manchester Piccadilly station|Manchester Piccadilly]] in 1984, shortly before withdrawal.]] |
[[File:17.07.84 Manchester Piccadilly Class 506 (6076993098).jpg|thumb|A Class 506 at [[Manchester Piccadilly station|Manchester Piccadilly]] in 1984, shortly before withdrawal.]] |
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In 1981 the Woodhead line was closed east of Hadfield. In December 1984 the remaining section was converted to the standard 25 kV AC overhead system and the Class 506 EMUs were withdrawn following the last run on 7 December.<ref name=RCTSLNER10B /> |
In 1981, the Woodhead line was closed east of Hadfield. In December 1984, the remaining section was converted to the standard 25 kV AC overhead system and the Class 506 EMUs were withdrawn following the last run on 7 December.<ref name=RCTSLNER10B /> |
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After their withdrawal, unit 59404-59504-59604 was set aside for preservation, but the rest were all sent to [[Vic Berry]] in Leicester for scrap; they were cut up in April 1985.<ref>{{cite book |last=Butlin |first=Ashley |editor-last=Butlin |editor-first=Jenny |title=DMU & EMU Disposal |publisher=Coorlea |location=Norwich |year=1988 |page=89 |isbn=0-948069-08-2 }}</ref> |
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==Preservation== |
==Preservation== |
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One complete unit was scheduled for preservation by the [[West Yorkshire Transport Museum]]; it was based originally at [[Dinting railway station#Dinting Railway Museum|Dinting Railway Museum]]. It then moved to the former [[Bradford Hammerton Street Depot]] and finally on to the [[Midland Railway - Butterley]]. |
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It deteriorated severely; two cars, and most of the third, were scrapped in August 1995 by [[CF Booth]] in [[Rotherham]]. All that remains is a severed driving end of a motor open brake second, M59404, which was preserved at the [[Electric Railway Museum, Warwickshire]]<ref>{{cite web|url=http://www.thewoodheadsite.org.uk/MotivePower/506story.htm|title=THE CLASS 506 STORY|work=thewoodheadsite.org.uk|access-date=29 May 2009|archive-url=https://web.archive.org/web/20091015091119/http://www.thewoodheadsite.org.uk/MotivePower/506story.htm|archive-date=15 October 2009|url-status=dead}}</ref> until its closure in 2017, and is now at The Cab Yard in Wales,<ref>{{Cite web|title=LNER 59404 Class 506 Glossop/Hadfield EMU (part body only) built 1954|url=http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=1025|access-date=2024-08-23|language=en-GB}}</ref> intended for future display at a Welsh heritage railway.<ref>{{Cite web|title=Collection – The Cab Yard|url=http://thecabyard.co.uk/collection/|access-date=2021-12-09|language=en-GB|archive-date=2 September 2018|archive-url=https://web.archive.org/web/20180902214258/http://thecabyard.co.uk/collection/|url-status=dead}}</ref> |
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==See also== |
==See also== |
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==Further reading== |
==Further reading== |
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*{{cite book|title=EMUs|first=Colin J.|last=Marsden|series=Motive Power Recognition|volume=2|publisher=Ian Allan|year=1982|pages=126–127|isbn=9780711011656|oclc=16537600}} |
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*{{cite magazine|title=Coasting into history|first1=Kathy|last1=Sanderson|first2=Mike|last2=Sanderson|magazine=[[RAIL (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=December 1984| |
*{{cite magazine|title=Coasting into history|first1=Kathy|last1=Sanderson|first2=Mike|last2=Sanderson|magazine=[[RAIL (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=December 1984|pages=34–39|issn=0262-561X|oclc=49957965}} |
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==External links== |
==External links== |
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{{Commons category|British Rail Class 506}} |
*{{Commons category inline|British Rail Class 506}} |
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* [https://www.flickr.com/photos/cookephotography/473850668/ Class 506 Unit at Glossop] |
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{{British Rail EMU}} |
{{British Rail EMU}} |
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[[Category:British Rail electric multiple units|506]] |
[[Category:British Rail electric multiple units|506]] |
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[[Category:Train-related introductions in 1954]] |
[[Category:Train-related introductions in 1954]] |
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[[Category:1500 V DC multiple units]] |
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[[Category:Metropolitan Cammell multiple units]] |
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Latest revision as of 06:51, 9 October 2024
| British Rail Class 506 | |
|---|---|
 Class 506 at Manchester Piccadilly in 1982 | |
| In service | 1954–1984 |
| Manufacturer | Metro Cammell and Birmingham Railway Carriage and Wagon Company |
| Number built | 8 trainsets |
| Formation | 3 cars per trainset |
| Capacity | MOBS 52 seats, TOS 64 seats, DTOS 60 seats. |
| Operators | British Rail |
| Lines served | [1] |
| Specifications | |
| Train length | 177 ft 10 in (54.20 m) |
| Width | 9 ft 3 in (2.82 m) |
| Height | 12 ft 8+1⁄4 in (3.87 m) |
| Maximum speed | 75 mph (121 km/h) |
| Weight | MOBS 50 long tons 12 cwt (51.4 t; 56.7 short tons), TOS 26 long tons 8 cwt (26.8 t; 29.6 short tons), DTOS 27 long tons 9 cwt (27.9 t; 30.7 short tons) |
| Power output | 740 hp (550 kW) per 3-car set |
| Electric system(s) | 1,500 V DC overhead |
| Current collector(s) | pantograph |
| Track gauge | 4 ft 8+1⁄2 in (1,435 mm) standard gauge |
The British Rail Class 506 was a 3 carriage electric multiple unit (EMU) built for local services between Manchester, Glossop and Hadfield on the Woodhead Line, which was electrified in 1954 on the 1,500 V DC overhead system.
Design
[edit]There were eight three-car units, ordered in 1938 by the LNER[2] and built in 1950, but they did not enter service until June 1954.[3][4] Similar in design to the Class 306 EMUs (prior to their conversion to 25 kV 50 Hz AC operation), and built on the same production lines (making a total of 100 units of basically similar design), they were equipped with air-operated sliding doors.
Formation
[edit] |
Each unit was formed of a Driving Motor Brake Third (seating 52); a Trailer Composite (seating 24 first class and 38 third class passengers); and a Driving Trailer Third (seating 60). Third class was redesignated Second across the whole of BR on 3 June 1956, while the first class seating of these units was declassified to second in early 1960.
The eight 3-car sets were formed into 6-car trains at peak hours. The frequency of the Glossop/Hadfield service at peak times was every 30 minutes, and the round trip took nearly 90 minutes, requiring six of the eight units in service each weekday. With one spare unit, and one away for works overhaul at a time, there was no scope to use the units for other tasks.
Electrical equipment
[edit]The EMUs were equipped with a single diamond-shaped pantograph, mounted over the driver's cab and adjacent guard's compartment at the outer end of the driving motor carriage. This gave a ready identification feature because, following the withdrawal of the Manchester-Altrincham units in May 1971, all other overhead-line EMUs operating in the Manchester area had the motor coach, and thus the pantograph, in the middle of the unit.
Unlike the similar Class 306, the eight Class 506 units remained solely equipped for 1,500 V DC operation for their entire lives. This made them unable to operate on any lines away from the Woodhead route when other lines changed to AC operation. They rarely operated east of Hadfield anyway, due to low gearing and the risk of overheating;[4] however, trials were conducted in 1969 to assess the possibility of use through the Woodhead Tunnel.[5]
Motors
[edit]Each power car had four 185 hp GEC traction motors,[6] giving a total of 740 hp per 3-car set.
Numbering
[edit]
British Railways numbers were:
- Motor Open Brake Second
- M59401-M59408 (8 cars 1954, Met-Cam)
- Trailer Open Second (built as Trailer Composite, declassified early 1960)[3]
- M59501-M59508 (8 cars 1954, Met-Cam)
- Driving Trailer Open Second
- M59601-M59608 (8 cars 1954, BRCW)
Being built against an LNER order, the numbers were in the former LNER series. To distinguish these from other similarly-numbered carriages, BR used letter prefixes and suffixes, but these varied.[7] At the time that they were delivered, the numbers were in fact unique; but from 1959, new Diesel multiple-units were delivered carrying similar numbers, in the BR series. The Manchester-Glossop-Hadfield EMU number prefixes and suffixes may be summarised thus:[3]
- as new — prefix "E" to denote allocation to the Eastern Region, i.e. E59401 etc.
- by 21 September 1957 — suffix "E" added to denote former LNER number series, i.e. E59401E etc.[8]
- 1 February 1958 — prefix altered to "M" following transfer of route to London Midland Region, i.e. M59401E etc.
- circa 1968 — suffix altered to "M" implying transfer to former LMS number series, i.e. M59401M etc.
The "E" suffix seems to have been dropped a few years prior to the change to "M"; photographs exist from the 1964–1968 period showing unsuffixed numbers, including M59404, M59405 and M59408.
No unit numbers were carried, however the cars were normally formed so that the last two digits corresponded, i.e. 59401-59501-59601 etc., and the units were known locally as 01, 02, etc. On the few occasions that units were reformed, one car would be renumbered to correspond with the others in its new unit; thus 59406 became 59408 in December 1983 (59506, 59606 and the real 59408 being withdrawn); while 59401 (crudely renumbered 59402) was formed with 59502 and 59602 about September 1984 (59501, 59601 and the real 59402 being stored out of service).[3]
There is a suggestion that the motor coaches would originally have been numbered 29401-8,[9] but this may be a typo - the initial digit "2" would imply the North Eastern Area of the former LNER, while "5" denotes the Great Central Section.[10]
Classification
[edit]Originally, no special class code was allotted, the units being known as "Manchester-Glossop-Hadfield" stock. The class were officially numbered 506 under the TOPS system, however they never carried 506xxx numbers in service.
The individual coach types were in the Eastern Region carriage diagram book as Dia. 363F (Driving Motor), 366 (Trailer) and 365F (Driving Trailer). Under TOPS, design codes EB2.05.0A, EH2.04.0A and EE2.04.0A respectively were allotted.[3]
Operational history
[edit]The class operated local services between Manchester Piccadilly, Glossop and Hadfield on the Woodhead Line.
Following the closure of Reddish depot in 1983, units had to be diesel-hauled from Longsight depot to their usual route, due to incompatibility with the available 25kV power supply.[11]
Accidents and incidents
[edit]On 21 May 1970 the 22:45 Manchester Piccadilly to Hadfield was on the up fast line passing Audenshaw Junction near Guide Bridge when the middle and rear cars were diverted onto the up slow line due to the points being changed underneath the train. The middle car turned on its side as a result and was dragged for 90 yards before coming to rest against an overbridge. Two passengers were killed and 13 injured.[12]
Withdrawal
[edit].jpg)
In 1981, the Woodhead line was closed east of Hadfield. In December 1984, the remaining section was converted to the standard 25 kV AC overhead system and the Class 506 EMUs were withdrawn following the last run on 7 December.[3]
After their withdrawal, unit 59404-59504-59604 was set aside for preservation, but the rest were all sent to Vic Berry in Leicester for scrap; they were cut up in April 1985.[13]
Preservation
[edit]One complete unit was scheduled for preservation by the West Yorkshire Transport Museum; it was based originally at Dinting Railway Museum. It then moved to the former Bradford Hammerton Street Depot and finally on to the Midland Railway - Butterley.
It deteriorated severely; two cars, and most of the third, were scrapped in August 1995 by CF Booth in Rotherham. All that remains is a severed driving end of a motor open brake second, M59404, which was preserved at the Electric Railway Museum, Warwickshire[14] until its closure in 2017, and is now at The Cab Yard in Wales,[15] intended for future display at a Welsh heritage railway.[16]
See also
[edit]References
[edit]- ^ "LNER Encyclopedia: The Glossop Line Class 506 Electric Multiple Units". www.lner.info. Retrieved 2 June 2023.
- ^ "Class 506". Rail Express. No. 224. January 2015. pp. 26–27.
- ^ a b c d e f Fry, Eric, ed. (April 1990). Railcars and Electric Stock. Locomotives of the L.N.E.R. Vol. Part 10B. Lincoln: Railway Correspondence and Travel Society. pp. 141–143. ISBN 0-901115-66-5.
- ^ a b Swain, Alec (1990). Overhead Line Electric Multiple-Units. British Rail Fleet Survey. Vol. 11. Shepperton: Ian Allan. pp. 21–24. ISBN 0-7110-1902-9.
- ^ "Motive power miscellany". Railway World. Vol. 30, no. 345. Shepperton: Ian Allan. February 1969. p. 93.
- ^ Ian Allan ABC of British Railways Locomotives, winter 1962/3 edition, page 332
- ^ Fry 1990, p. 89
- ^ British Locomotives 1957. Shepperton: Ian Allan. 1993 [1957]. p. 226. ISBN 0-7110-2203-8.
- ^ British Railways Locomotives Combined Volume 1953. Shepperton: Ian Allan. 1996 [1953]. p. 66. ISBN 0-7110-2435-9.
- ^ Fry 1990, p. 6
- ^ "Readers' round-up". Rail Enthusiast. EMAP National Publications. August 1983. p. 50. ISSN 0262-561X. OCLC 49957965.
- ^ "Derailment at Audenshaw Junction". News of the month. Railway World. Vol. 32, no. 376. Shepperton: Ian Allan. September 1971. p. 376.
- ^ Butlin, Ashley (1988). Butlin, Jenny (ed.). DMU & EMU Disposal. Norwich: Coorlea. p. 89. ISBN 0-948069-08-2.
- ^ "THE CLASS 506 STORY". thewoodheadsite.org.uk. Archived from the original on 15 October 2009. Retrieved 29 May 2009.
- ^ "LNER 59404 Class 506 Glossop/Hadfield EMU (part body only) built 1954". Retrieved 23 August 2024.
- ^ "Collection – The Cab Yard". Archived from the original on 2 September 2018. Retrieved 9 December 2021.
Further reading
[edit]- Marsden, Colin J. (1982). EMUs. Motive Power Recognition. Vol. 2. Ian Allan. pp. 126–127. ISBN 9780711011656. OCLC 16537600.
- Sanderson, Kathy; Sanderson, Mike (December 1984). "Coasting into history". Rail Enthusiast. EMAP National Publications. pp. 34–39. ISSN 0262-561X. OCLC 49957965.
External links
[edit]
Media related to British Rail Class 506 at Wikimedia Commons
