60mph Pacers

[driver9000]

Probably a silly question, but how will a driver booking on, know whether it's an "affected unit" or not?

There is a notice in the cabs of affected units, and a notice was placed in the notice cases at depots with the numbers listed. If a train is running in multiple and a 14x is in the train, the driver must check the unit isn't an affected unit or a driver being relieved must tell the driver taking over of a restricted units presence.

 

[142]

There was an incident very similar to this I'm sure, involving an SWT 159 quite some years back now. Seem to recall it was also a case of a cardan shaft dropping, which then wrenched the engine from the underside of the train. So presumably this could potentially happen to any DMU, dependant on maintenance and wear? Anybody else remember that?!

Im prety sure that the final drive system is a Voith 211R on a 142 is the same as classes 143/144/150/153/155/156/158/159/165/166/170/171/175 though some are slightly different versions? I know the prop shafts all have a breakaway section on them designed to fail if either the engine/hydrostat unit siezes up, which is standard practice on other machinery too. It is a damage limitation system to prevent more serious damage to either component and therefore preventing catastrophic failure. I know from experince with voith transmissions that they are prety reliable though I did have a voith hydrostat box sieze on me on a ATV once which resulted in the breakaway snapping off preventing further damage. However if the retainers failed does this not suggest poor maintainence on northerns behalf?

 

[driver9000]

Im prety sure that the final drive system is a Voith 211R on a 142 is the same as classes 143/144/150/153/155/156/158/159/165/166/170/171/175

The Voith T211R is the transmission. On a Pacer the final drive (the part that actually makes the wheels turn) is the original SCG unit, on Sprinters the final drives were supplied by Gmeinder.

 

[142]

The Voith T211R is the transmission. On a Pacer the final drive (the part that actually makes the wheels turn) is the original SCG unit, on Sprinters the final drives were supplied by Gmeinder.

My mistake there, i know they did replace the SCG transmission for the voith on pacers due to the SCG mechanical being unreliable, never had anything to do with SCG final drives so i cant comment there, they should have converted them to ZF, much better systems

 

[driver9000]

To be honest they well have been changed for ZF drives, I'm going by what I've been told in the last few days which seems to be that they still have SCG drives. I'd never given it much thought really and it's been a while since I felt the need to go crawling about under a Pacer

 

[cj_1985]

in light of this... is it perhaps time to let FGW order a bunch of class 172s and allow the majority of FGWs class 150s move to Northern, to replace the class 142s

 

[RobShipway]

I know it is a bit of a long way off, but once the IEP trains are running on the GW mainline could any class 165/166 trains not finding a home do some of the routes that the Class 142's are doing for FGW?

With regards to FGW having some class 172's, I would agree if it was not for the fact that they would probably end up replacing class 165 units on the GW main, which then meant that class 165's if they can run the routes woul replace class 142's.

 

[northwichcat]

in light of this... is it perhaps time to let FGW order a bunch of class 172s and allow the majority of FGWs class 150s move to Northern, to replace the class 142s

Well assuming the 143s and 144s don't need replacing but the 142s do that would mean 180 carriages need to be replaced.

Even if we assume the FGW 143s go to ATW and the 150s intended for FGW go to ATW/Northern that would mean 104 carriages get cascaded, so even if FGW gave up their 153s and 158s then either Northern or ATW would need to receive new trains as well.

Therefore I would think the better plan is what I suggested at the top of this thread: http://www.railforums.co.uk/showthread.php?t=44555 I based it on all Pacers being scrapped though so if you keep 143s and 144s for now then it'd need revising slightly.

 

[RobShipway]

Well assuming the 143s and 144s don't need replacing but the 142s do that would mean 180 carriages need to be replaced.

Even if we assume the FGW 143s go to ATW and the 150s intended for FGW go to ATW/Northern that would mean 104 carriages get cascaded, so even if FGW gave up their 153s and 158s then either Northern or ATW would need to receive new trains as well.

Therefore I would think the better plan is what I suggested at the top of this thread: http://www.railforums.co.uk/showthread.php?t=44555 I based it on all Pacers being scrapped though so if you keep 143s and 144s for now then it'd need revising slightly.

Can you tell me please what replaces the SWT class 158's?

 

[northwichcat]

Can you tell me please what replaces the SWT class 158's?

Nothing. As I said that's an emergency situation if all Pacers (274 carriages) were to be banned overnight. South West Trains losing 20 carriages until new trains can be procured is nothing, especially considering they have a more flexible fleet than most operators in Britain and indeed they've loaned out 158s to EMT and Northern with no need to cancel their own services.

Also wouldn't it be better to post a reply about something I said in another thread in that thread?

 

[RobShipway]

Nothing. As I said that's an emergency situation if all Pacers (274 carriages) were to be banned overnight. South West Trains losing 20 carriages until new trains can be procured is nothing, especially considering they have a more flexible fleet than most operators in Britain and indeed they've loaned out 158s to EMT and Northern with no need to cancel their own services.

Also wouldn't it be better to post a reply about something I said in another thread in that thread?

If you read the other thread, you will see that I did post there as well.