LYR electric units
| LYR electric units (Manchester) | |
|---|---|
| In service | 1916–1960 |
| Manufacturer | Lancashire & Yorkshire Railway |
| Number built | 38 motor cars, 28 trailers |
| Formation | variable: 2, 3, 4 or 5 cars |
| Operator(s) | Lancashire & Yorkshire Railway |
| Specifications | |
| Weight | 54 long tons (55 t) (DMBT) 29 long tons (29 t) (TF/TT) |
| Electric system(s) | 1200 V DC |
| Current collection method | Third rail (side contact) |
| Track gauge | 4 ft 8 1⁄2 in (1,435 mm) |
The Lancashire and Yorkshire Railway (LYR) built suburban electric stock for lines in Liverpool and Manchester. The line between Liverpool to Southport began using electric multiple units (EMUs) on 22 March 1904, using a third rail 625 V DC. Additional trains were later built for this route, and in 1913 incompatible stock for the route to Ormskirk. Lightweight units were built to run on the Liverpool Overhead Railway.
The Southport units was replaced in the early 1940s; after regular through services onto the LOR were withdrawn the lightweight units were used on local Crossens services until 1945; the Ormskirk units were withdrawn in 1964.
In 1913 an experimental 3.5 kV DC overhead line system operated between Bury and Holcombe Brook in the Manchester area, and 1.2 kV DC with a side-contact third rail between Manchester Victoria and Bury. Electric services started in 1916, the Bury to Holcombe Brook route being converted in 1918. The cars were replaced in 1959/60.
Electrification of the Southport route was agreed in 1902. It was increasingly popular for commuting and pleasure trips but suffered from competition from the Cheshire Lines Railway. Electric traction was seen as cleaner than steam locomotives, and with coal prices rising, potentially cheaper. At the time concerns were being expressed, especially in the railway press, that engineering developments in Britain was being overtaken by electrification projects in America and Switzerland. Preston-based Dick, Kerr & Co. was responsible for the traction systems and the L&YR built the rolling stock. A 625 V DC four-rail system was adopted. A live rail was outside the running rails 3 ft 11 1⁄2 in (1.207 m) from the centre of the track and 3 in (76 mm) above the top of the running rails. A return rail, cross-bonded to the running rails, was positioned centrally between the tracks. The route was 23 1⁄2 miles (37.8 km) long and gaps were left at 46 level crossings. The L&YR built a power station at Formby, generating 7.5 kV AC, conveyed to four sub-stations by underground cables. The first batch of trains were open saloons 60 ft (18 m) long and 10 ft (3.0 m), initially in four-car sets. The two driving motor cars were third class, weighed 46 long tons (47 t) powered by four 150 hp (110 kW) motors. The traction current was controlled from driving cabs at both ends of the train. The two trailers were first class or third class and weighed 20 long tons (20 t). Doors were provided at the ends of the cars and electric lighting was installed. The trains had an automatic vacuum brake. The line between Liverpool Exchange and Southport opened on 22 March 1904. Seven trains an hour left Liverpool, one express and three stopping trains to Southport, and three terminating at Hall Road. Electrification meant the journey time of stopping trains to Southport was reduced from 54 to 37 minutes. In 1905–6 a further eight motor coaches, six first class trailers and six third class trailers were built to slightly different design, followed by six more 65 feet 7 inches (20 m) long motor coaches in 1910. To cope with the heavy traffic to the Grand National at Aintree three trains of ten coaches were converted to allow them to be marshalled between the Southport direct-control motor coaches. The LY&R stock was replaced from 1940 by new that became British Rail Class 502 and all had been withdrawn by 1942.
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