Regional trains

CURRENT SITUATION

PACER
Even operators nationally find it difficult to justify these units. In truth, they could be argued as products of economic necessity, but in all honesty they have always been ‘cheap and nasty’. Friends of Walkden Station has a website where they are described as  ‘infamous’, while the writer rightly concedes some commentators have credited the design with having saved routes which might otherwise have been closed, before lambasting their many drawbacks.
Based on a Leyland National bus body, they were built by British Rail Engineering Limited between 1985 and 1987. Following experience with first generation diesel multiple units (DMUs), this was British Rail’s attempt at a lighter, low-cost design which would reduce maintenance costs and have less physical impact on the track. The extraordinarily disruptive and cripplingly costly of teething troubles, particularly in the North-East, are dealt with later. Suffice to say, once fettled, the units settled down to give yeoman service.  They are still doing so long after depreciation should have written them off financially as physically life-expired and they have since become costly to retain in service. There seems no political will from politicians or the Department of Transport bean counters to rid us of these third-rate vehicles. Privately, Northern must curse its legacy. Travellers, too, decry the limited leg room, poor quality seats when not refurbished, dire ride quality (they are nicknamed ‘nodding donkeys’) and unpleasant noise levels, particularly the wheel flanges squealing around tight track curvature. And that’s if you can get a seat. This lack of flexibility means that I sometimes have to stand from Seaton Carew to Hartlepool, where alighting I have to force my way through a vast throng of ultra-optimists headed for Sunderland, Newcastle and MetroCentre with hopes of boarding.
Longer, comfier, quieter trains would help. Which brings the writer neatly to the …

SUPER-SPRINTER
A vast improvement, though it would be impossible to imagine anything worse than a Pace other than a roofless guard’s van, the Class 156 Super-Sprinters have longer bodies, bogies for a smoother ride, superior accommodation and a measure of table seating. The drawback is that they tend to be rather scarce and unpredictable in scheduling. Built between 1987 and 1989 by Metro-Cammell, in Birmingham, for BR’s Regional Railways ‘cross-country’ division, their only drawback is having a single sliding door at the end of each carriage, meaning they can be slow for boarding and disembarking on busy commuted services such as the coast line.

Class 156 is a two-carriage formation, but the single-coach Class 153 variant previously graced services from Seaton Carew.

 

ALL OUR YESTERDAYS & TODAY – EARLY & CURRENT DIESEL MULTIPLE UNITS

 

DERBY LIGHTWEIGHT

Known by the term Derby Lightweight after the site of manufacture and low velocity design, these smart diesel multiple units were the first such trains to be built en-masse for British Railways. The units were built at BR's Derby Works from 1954 to 1955. The units were built in various formations, including 12 power-twin 2-car units, 84 power-trailer 2-car units, and four 4-car units. The first units were introduced on services around Yorkshire’s West Riding, namely particularly serving Leeds and Bradford. Subsequent units were introduced on to services in several other parts of England and Wales, including the North-East coast line.

These units were an outstanding success and B.R. ordered many more DMU vehicles from various builders over the next decade, thus helping to eliminate steam locomotives. However, as these units were non-standard compared to other later DMU vehicles, they were subject to early retirement. The last units were withdrawn from normal traffic in 1969, though some were preserved and others saw departmental usage.

 

PACER

As described briefly earlier, Seaton Carew passengers are most likely to find themselves on a ‘Pacer’ – this being the generic/operational name for these DMUs.

Prototypes

Built between 1984 and 1987, these railbuses were intended as a short-term solution to a shortage of rolling stock (with a lifespan of no more than 20 years, yet as of 2014 many Pacers are still in use). The Classes 141/2/3/4 series was a project by British Rail to create a train, with low running costs, for use on rural and suburban rail services. At the time, BR was under increasing financial pressure from the government, including proposals to cut more rail lines. BR set a challenge to several companies to design a cheap, light-weight train similar to a bus on tracks. Since then, 165 Pacer trains (totalling 340 carriages) have been built, with many of the oldest remaining in service today 30 years old. The initial prototype, known as LEV-1, was a joint project by the British Rail Research Division and Leyland Motors using a bus body mounted on a modification of an existing freight vehicle underframe. This was followed by the two-car prototype class 140, which was built in 1984 at the British Rail Engineering Limited Derby works, and on which I was travelled as a passenger on a trip for the press between Leeds and Ilkley.

Class 141. The prototype was joined by another 20 two-car units which formed the Class 141 fleet. As the first production model, its lifespan in the UK was 14 years. In the early 1980s BR was looking to replace the remaining 1950s first-generation DMUs on lightly used branch lines. Financial pressures precluded it ordering more heavy-weight second generation units (the business case could not be made to balance) so it was looking for a cheaper alternative. The units were notoriously unreliable, but this improved when the units were modified between 1988 and 1989.The driving axles (one per coach at the inner end) were fitted directly to the chassis rather than being mounted on bogies, leading to a rather rough ride, especially over pointwork, and because of this the units were almost universally less popular with passengers. The trains mainly operated across West Yorkshire on routes radiating from Leeds, where they worked up until 1997, when they were replaced by Class 142.

Class 142. The next and most numerous Pacer class was the Class 142. This again was built by Leyland and BREL, between 1985 and 1987, amounting to 96 units. The body was based on a Leyland National bus, constructed in Workington, Cumbria, and assembled in Derby. Unimaginatively, many fixtures and fittings of the Leyland bus were imposed on the train. However, the new class had a greater capacity of 106 to 121 passengers per two-car set , but the same engines were used. The first sets were used initially on Devon and Cornwall branch lines – where they were known as Skippers - and on commuter services in the North-West. The West Country units were eventually moved to Merseyside and the North-East, and the Class 142 has become an all too common sight plaguing services across the North of England. The class was upgraded in the early 1990s to include more powerful engines, which gave a total power output of 460bhp (340kW) per two-car set. This class moved into the control of First North Western at privatisation and subsequently passed on to Northern Rail and Arriva Trains West, which have since operated them. Eight units were temporarily withdrawn from service, replaced by a cascading of BR Class 158s. First Great Western received 12 units on loan from Northern Rail from December 2007 to November 2011: five units were returned to Northern in December 2008 to cover for refurbishment of its fleet and to allow most of their Class 158 fleet to be rebuilt as three-car sets.

 Class 143 & Class 144. Around the same time of the Class 142 development, a Pacer railbus was being developed by Kilmarnock-based Hunslet-Barclay, utilising a Walter Alexander bus body. These were allocated type Class 143 and entered service in 1985. The class was used in North-East England but handed were the similar Class 144: a Walter Alexander body on BREL underframe, introduced in 1987. A unit was formed of either a two-car set with 122 seats or a three-car set with a total capacity of 195 passengers and 690bhp (510 kW), though still limited to 75 mph (121 km/h). The 23 Class 144 units were built specifically for local services sponsored by West Yorkshire PTE and are currently under the stewardship of Northern Rail.

Pacer disadvantages

Although the Pacer is economical, there are limitations to using bus parts for railway use. Instead of the more traditional bogies, Pacers use a basic four-wheel two-axle configuration. This lack of articulation can result in a rough ride, especially over pointwork and around tight curves. Other performance problems include poor acceleration and poor reliability for some units. The basic bus seating configuration can also be uncomfortable, whilst the dire suspension has given rise to the nickname ‘nodding donkey’ due to the bucking motion on uneven track. The inward-opening doors similar to those on buses can be unreliable and the two-step entrance makes disembarking and loading slower and hard for the elderly and those in wheelchairs.

Replacements

Northern Rail had planned to replace a number of Pacers with cascaded Sprinters, but due to rising passenger numbers the Pacers will remain in operation alongside the Sprinters. As of 2014, Northern Rail still operates more than 100 Pacers.

Franchises and fleets

With privatisation of BR, the Class 142 fleet was divided between North Western Trains in the North-West and Northern Spirit in the North-East. Northern Spirit started its operations in 1997 and continued until 2000. At this point, parent company MTL ran into difficulties and the company was sold to Arriva, which renamed it Arriva Trains Northern. In the early 2000s, ATN swapped 15 Class 142s for Class 150/2 units from Valley Lines.

In 2004, First North Western and Arriva Trains Northern were merged into the Northern Rail franchise, which inherited the combined fleet of 68 Class 142s. Of these, most have been repainted in Northern Rail's dark blue and purple livery, with a small number retaining the Arriva Trains Northern livery.

Due to rising passenger numbers in the north of England (by about 10% per annum and even by more than 25% per annum at some stations where 142s are in operation) some have been replaced by Sprinter trains and there are plans to replace more 142s.

Five 142s in service with First Great Western were returned to Northern Rail in December 2008, the rest returned to Northern by November 2011, much later than originally planned.

Despite being built for branch line stopping services, Class 142s are mainly used on urban commuter services in and out of cities such as Newcastle and can be seen on longer distance services of up to three hours including a Middlesbrough-Carlisle service (almost 110 miles).

Northern had wished to dispense with Pacers altogether by 2011. However, it now looks unlikely that they will be dispensed of before the end of the extended Northern franchise.

The Class 143 was based at Heaton depot (Newcastle) from new, for use in the North-East on services based around Newcastle, Darlington and Middlesbrough. Of the original 25 units built, 143001-019 were supplied in Provincial railbus-style two-tone blue livery, and 143020-025 were supplied in Tyne & Wear PTE yellow and white livery.

As with the similar Class 142 units, problems soon emerged with the SCG mechanical transmission, resulting in poor availability, and frequent loco-hauled substitutions (see Pacer replacements section).

SPRINTER

In addition to Pacers, Northern has Sprinters. A marked improvement in every respect, these are derived from a family of diesel-multiple units built in the 1980s and early 1990s by various companies. Sprinters can be seen operating in almost every part of the UK, from rural branch lines to commuter expresses into major cities.

Originally British Rail coined the 'Sprinter' name for the units, mainly to promote the superior acceleration capabilities of the units compared with the First-Generation DMU trains they replaced. Publicity announcing  'The Sprinters are coming' appeared locally as advertising in newspapers when these trains were scheduled to be introduced. Great play was also made of, in many cases, reduced journey times and on many lines timetables were changed to take advantage.

The ‘family’. Two companies, Metro-Cammell and BREL built three coach prototypes for the first batch of Sprinters, but most production units were built as two coach units. Class 150,153,155, and 156 units have no air-conditioning and a top speed of 75 mph (121 km/h); Classes 158 and 159 have air-conditioning and a top speed of 90 mph (145 km/h). All units except the first batch of Class 150s have outer-end gangways, allowing passengers to walk between trains working in multiple.

Northern currently operates the following Sprinters:

Class 150/1. These were designed as commuter units and are fitted with five-abreast seating and doors fitted at one and two-thirds down the length of each car, unique amongst the Sprinter family. Early units also didn't feature any outer-end gangway, therefore in multiple-working with other Sprinter units, passengers cannot move about between trains.

 Class 153 Super Sprinter. These single-car units were originally built as two-car Class 155 units by Leyland from 1987–88, but were converted by Hunslet-Barclay from 1991-92. The class was built for lightly used lines, replacing first generation single coach units. The conversion involved building a new cab at the original inner ends of the vehicles. The layout of the original non-cab ends was subtly different from the original cab end, so the ends are noticeably different, and the vehicle not symmetrical. The new cab is significantly smaller than the original Leyland cab and pushes back into the door area.

Class 155 Super Sprinter. These DMUs were built by British Leyland (using a body construction technology derived from the Leyland National bus) between 1987 and 1988. Very few units remain; most were converted into Class 153. They have a top speed of 75 mph (121 km/h).

Class 156 Super Sprinter. The Class 156 units were built from 1987-89 by Metro-Cammell (now owned by Alstom). The vehicles are like the Class 155s have a single leaf sliding door at either end of each coach - this feature reflected the anticipated longer journeys (with fewer stops) that the Class 156 was supposed to operate. They have a top speed of 75 mph (121 km/h).

 Class 158 Express Sprinter. The Class 158 units were built from 1989-92 by BREL to replace elderly 'heritage' DMUs and locomotive-hauled passenger trains. Compared with previous members of the Sprinter family, specifically the venerable Class 156 SuperSprinter, the Express Sprinter is a large step up. Fully air-conditioned (except the driver's cabs) with provision for a trolley refreshment service and an increased top speed of 90 mph (145 km/h), the Class 158 is much better suited to longer journeys with fewer stops and provides a much quieter and more comfortable environment than its contemporaries. They are mostly fitted with Cummins engines, with the remaining 47 fitted with Perkins Engines.

 Reception. On many lines, the new units were warmly welcomed. It is important to remember that while the first generation DMU trains had given many years of service, in very many cases, they suffered from lack of and/or poor maintenance, with sometimes filthy and worn interiors. Ignoring arguments over comfort and style, the mere fact that the trains were clean and new was enough to make them welcome countrywide.

The downside of the new units was the more restricted view through the windows. The Mk 3 bodyshell has a much higher window sill level than the first generation DMUs and moreover the alignment of the windows with the seating positions is poor, a problem common to much Mk 3 derived stock. The view is especially poor for passengers seated nearest to the doors, whose view is obscured by the pockets into which the doors slide when opened, or at the ends of the vehicle. Also unlike the first generation DMUs, the rear of the driver's cab was not glazed, so passengers in the front seats no longer had a view of the track ahead, which was regretted particularly by both children and railfans.

The future. As many sprinters are now 20 years old, TOCs are beginning to replace them. This is good news for passenger as most Sprinters lack air-conditioning and have a top speed of only 75 mph. They can be noisy inside, as opening windows are needed for ventilation and there are no pressure doors at the end of each carriage, next to the external doors. In some cases these trains are being 'cascaded' to other TOCs to replace ageing Pacers.

 Appendix: Substitutions for units - stand-in (re)P(l)acers

To reprise – and expand upon – the problems briefly touched upon previously.  Introduced in the mid-1980s when the traditional DMU fleet was clapped out, their replacements, the 25 two-car Class 143 Pacer railbuses were soon in trouble. Gearboxes stuck in one gear or failed entirely, units failed to ‘trip’ signalling track circuits due to a build-up of insulating material on tyres, grinding on sharp curves caused excessive flange wear and most dangerous of all, doors mysteriously opened while in motion. As fitters worked to solve and rectify problems, the poor availability led to ‘proper’ train substitutions of three and four coaches of mainly Mark I compartment stock. Haulage was whatever Gateshead traction maintenance depot could muster, ranging from twin fuel tank Class 47s between nocturnal postal and sleeper duties to non-heat Class 31 and 37 locos in summer. (1)

The problem actually predated the Pacers and began around the beginning of 1985, before Class 143 units began to come on stream. It was not unusual to see a loco hauling a failed conventional DMU on a service train. But six years of rail industry misery had begun (and for those who hate Pacers, it will continue for the foreseeable future). By 1986, Nos. 143003/4/8 were in service and others on crew training. Class 143 performance began well, but then cracks began to be found in wheels. Loco-hauled diagrams replaced ad hoc substitution in 1987. (2)

More disarray was in evidence throughout 1987 with a bonanza of loco haulage during the summer, blighted by locos themselves running out of fuel and failing mechanically, with spare Provincial sector 47/4s drafted in alongside extra ‘heritage’ DMUs . The onset of the winter 1987/88 timetable saw eight 31/4s allocated to Gateshead: 31426-8 from Tinsley, 31429-31 from Immingham and 31463/4 from Old Oak Common. Also in late 1987, more reliable Pacers from the West Country (where they were known as Skippers) were drafted in, along with life-expired Metro-Cammell units from Wales (eagle-eyed enthusiast Dave Noddings spotted a two-car Class 116 set at Hartlepool with the rear blind announcing the destination Machynlleth), and a Clyderail example made an appearance. Tyne-Wear PTA-owned 143 pairs from the sequence 143020-25 also appeared along the coast line. The aim had been to run a full unit service with 31s used locally only if required, thus releasing 47s for more onerous duties. However, some 31/4s’ stay was brief. Substitutions remained unpredictable ‘and so the fun and games (in the eyes of the enthusiasts but not the BR hierarchy) carried on’. (3)

As the winter 1988/89 timetable progressed, BR decided to replace the troublesome gearboxes on 143001-19 with Voith examples at a cost of £1.7m. As for the Tyne & Wear PTE-owned 143020-25, cost would have been £500,000 and it was resisting paying. However, under a deal agreed by BR’s Provincial sector and the Association of Metropolitan Authorities, Voith transmissions would be supplied by Voith and Andrew Barclay, of Kilmarnock, would convert 138 units of Classes 142, 143 and 144 at an overall cost of £6m. With half already converted and availability having improved significantly, there were still technical problems to be resolved, but terms of the agreement remained secret. I reported in The Mail Hartlepool that hopes were high that Tyne & Wear, West Yorkshire and Greater Manchester PTEs, which helped buy the Pacers, would drop their threat to withhold subsidies or seek compensation for BR. (4)

Meanwhile, the remaining 31/4s were banished after drive knowledge problems and inability to keep unit timings with three coaches! Gateshead instead received more 47/4s. But then came a blow from another direction, the closure of Gateshead depot in summer 1990, meaning all manner of traction appeared, though by September, 22 of the 143s were in service on the coast line at least. By mid-October, 19 BR-owned Pacers had new gearboxes fitted, but the PTE was refusing to budge. First generation DMUs had been virtually eliminated. Loco haulage became scarce, but occasional substitutions occurred right up until 1991.

1985. According to my records it was policy for the trains calling at Seaton Carew southbound at 14.12 and northbound at 15.23 would be loco hauled until 15 February or thereabouts. Engines seen being: ‘37’: 37032 (TE), 37102/9 (both MR). ‘47’: 47016 (GD), 47146/8 (both CF), 47156 (GD), 47157 (BR), 47205 (CD), 47406 Rail Riders (GD), 47409/13/16/29/97 (all GD). The same out and back service resumed in late August with the train calling at 15.27 on the home leg. Haulage seen was: ‘31’:  31176/245 (both IM). ‘37’ 37029 (TE), 37080 (TI), 37199/242 (GD), 37272 (ED). ‘47’: 47423 (GD).

1986. Replacement coaching stock became intermittent  and varied: ‘31’: 31327 (TE), 31424 (MR). ‘37’ 37250 (GD). ‘45’: 45126 (TO). ‘47’: 47206 (ED), 47299 (IM), 47423/62 (both GD).

1987. This practice escalated dramatically with the proliferation of gearbox problems being rectified  and putting members of the class out of service. The list of what I saw is far from exhaustive for this annus horibilis. If no depot is given it was probably Gateshead: ‘31’: 31145 (BS) hauling a DMU, 31186 (IM), 31414 (MR), 31425 (BS), 31427, 31445 (IM). ’37’: 37058. ‘45’: 45058/121 (TI). ‘47’: 47002 (BS), 47012 (ED), 47060 (TI), 47228 (CD), 47301 (TE), 47372 (TI), 47401 North Eastern, 47402 Gateshead, 47403 Hadrian, 47406 Rail Riders, 47407 Aycliffe, 47413/7/8/20, 47421 The Brontes of Haworth, 47426-8, 47445 (KD), 47457 Ben Line, 47458/66, 47461 Charles Rennie Mackintosh (IS), 47477, 47481 (KD), 47482, 47483 (KD), 47485 (CD), 47487 (SF), 47489 (CD), 47492 The Enterprising Scot,  47497/512/20/2/4, 47525 (ED), 47526 Northumbria, 47527/8, 47540 (CD), 47541 The Queen Mother (IS), 47542, 47547 (CD), 47549 Royal Mail (OC),47551 (ED), 47553 (CD),  47561 (CD), 47564 Colossus (CF), 47566, 47567 Red Star (CF), 47568 (IS), 47569, 47570 (ED), 47578 The Royal Society of Edinburgh (ED), 47606 Odin (OC), 47624 Cyclops (CF), 47633 Orion (IS), 47638 County of Kent (CD), 47644 The Permanent Way Institution (IS), 47650/3/7/60, 47662 (ED), 47663, 47664 (ED), 47665 (ED).

1988. Class ‘31’: 31105 (BS) hauling a DMU, 31138 (IM), 31186 (SF), 31278/81/2/4 (all TE), 31292/317 (both BS), 31320 (TE), 31426 (GD/CD), 31247 (GD), 31437 (IM), 31444 The North Yorkshire Moors Railway (CD), 31445 (IM). Class ‘47’: 47207 Bulmers of Hereford (TI), 47305 (TE), 47354 (CD), 47402 Gateshead (GD), Aycliffe (GD), 47411 The Geordie (GD/denamed IM), 47413 (IM), 47418/22 (both GD), 47423 (CD), 47424 (GD/CD)^, 47425 Holbeck (CD), 47426/7 (both GD), 47443 North Eastern (CD/GD), 47448 (IS), 47452.5/6 (CD), 47461 Charles Rennie Mackintosh (IS), 47468 (CD), 47477 (GD), 47485 (CD), 47487 (GD), 47488 (CD), 47497(GD), 47500 Great Western (BR), 47509 Albion (CD), 47517 Andrew Carnegie (CD), 47518 (ED), 47525 (BR), 47526 Northumbria (GD), 4755 University of Leicester (BR), 47539 Rochdale Pioneers (CD), 47542 (GD), 47551 (ED), 46567 Red Star (BR), 47571 (CD), 47578 The Royal Society of Edinburgh (IS), 47580 County of Essex (SF), 47585 County of Cambridgeshire (SF), 47590 Thomas Telford (CD), 47592 County of Avon (BR), 47596 Aldeburgh Festival (BR), 47601 (CD), 47603 County of Somerset (BR), 47611 Thames (BR), 47612 Titan (CD), 47619 (CD), 47637 Springburn (CD), 47646 (CD), 47648 (CD), 47653 (BS), 47656 (BR), 47657 (ED), 47661 (BR), 47662 (ED).

1989. After a long gap this measure was reintroduced in April, bring interest to a boring succession of predictable haulage. Substitutions began with 47625 on 26 April and 47559 Sir Joshua Reynolds (both BR) on the 28^th. Others locos seen were: Class ‘31’: 31249/52 (both IM), 31283/305/20 (all TE), 31445 (BS), 31453, 31458, failed 31466 (IM) and 37070 (TE) removed the coaches. Class ‘37’: 37009/71 (both TI). Class ‘47’: 47407 (CD/IM), 47425 Holbeck (CD), 47433/5/40/43 North Eastern (all CD),  47455 (CD), 47467 (IS), 47475/81 (both CD), 47490 Bristol Bath Road (BR), 47509 Albion (CD), 47513 Severn (BR), 47522 Doncaster Enterprise (SF), 47523 (CD), 47535 University of Leicester (BR), 47538 (?), 47539 Rochdale Pioneers (CD), 47543/57/68 (all BR), 47574 Benjamin Gimbert G.C. (BR), 47603 County of Somerset (BR), 47606 Odin (CD), 47616 Y Draig Goch / The Red Dragon (BR), 47625/8 Sir Daniel Gooch (both BR).

1990. Last loco-hauled substitution of the year was 47418 (IM) on 31 March. Before that saw: Class ‘31’: 31441/4 Keighley & Worth Valley Railway (both IM). ‘47’: 47433.52 Aycliffe (both CD), 47458 (BR), 47465/508 S.S. Great Britain (both CD), 47523/26 Northumbria (Both CD), 47532 (CD), 47533 (OC), 47536/58 Mayflower (both BR), 47565 (BR), 47567 Red Star (CD), 47584 County of Suffolk (BR), 47624 Cyclops (BR), 47628/31/51 (all BR).

1991. But that was still not the end to problems. After a nine-month absence a DMU-substitution by loco-hauled coaches resumed early in the year with Class ‘47/4’ 47599 (TI) on 8 January followed by 47473 (BR) on 4 February and 47443 North Eastern (CD) on 14 March.

 

1. Peter J Robinson, ‘The Pacer Replacers’, Traction, March 1996

2. Ian Mclean, ‘When BR couldn’t stand the Pacers’, Railways Illustrated, November 2008

3. Ian Mclean, ‘Pace-setters’, Railways Illustrated, December 2008

4. Paul Screeton, ‘All geared up’, The Mail Hartlepool, 9 November 1989

^ When Gateshead depot (GD) closed, much of its allocation transferred to Crewe Diesel (CD) and some locos were seen when allocated to subsequent locations.