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There are no specific rules restricting the use of a multiple unit with isolated traction motors nor restrictions coupling to another unit unless there is another reason that would prevent it. It's a performance issue, not a safety issue and the operator will have a contingency plan to get it back to depot for repairs.
My first ride on a 150 (150001, when running in on the Matlock branch) was remarkably quiet. Then I realised that the engines under my (leading) car were not working. The oher two cars were quite capable of moving it along
Reminds me of an apochryphal story from first generation days when Tyseley allegedly formed up two coupled DMU sets that were due to split somewhere during the day. The first one duly uncoupled and drove off, when it was discovered the other one was formed entirely of trailers.
Reminds me of an apochryphal story from first generation days when Tyseley allegedly formed up two coupled DMU sets that were due to split somewhere during the day. The first one duly uncoupled and drove off, when it was discovered the other one was formed entirely of trailers.
Reminds me of an apochryphal story from first generation days when Tyseley allegedly formed up two coupled DMU sets that were due to split somewhere during the day. The first one duly uncoupled and drove off, when it was discovered the other one was formed entirely of trailers.
It happens fairly regularly at every operator that due to service disruption units with NM (Not to Multiple) or MO (Multiple Only) restrictions, which had been allocated by stock controllers to diagrams that either didn't couple or didn't split during the day, will be stepped up or down by the Service Delivery Centre and get dropped into a splitting or coupling service and all kinds of chaos ensues.
"Hello control, this is Sevenoaks station....we've just split off the 8 car on platform 2 that makes the 17:48 to Charring Cross and that's departed ...but the 4 car we've got left that's supposed to be 18:05 to Cannon Street hasn't got a driver's seat in the London end cab!"
== Doublepost prevention - post automatically merged: ==
In answer to the OP's question, every operator has a DOTE (Defective On-Train Equipment) process, this details the actions to be taken for every defect type in every train borne system for the class of stock that they operate. This normally covers defects found while in service, defects found before entering service from a maintenance location and defects found before entering service from a berthing location.
This takes any inconsistency out of how defects are handled and ensures that safety is always maintained.
It happens fairly regularly at every operator that due to service disruption units with NM (Not to Multiple) or MO (Multiple Only) restrictions, which had been allocated by stock controllers to diagrams that either didn't couple or didn't split during the day, will be stepped up or down by the Service Delivery Centre and get dropped into a splitting or coupling service and all kinds of chaos ensues.
"Hello control, this is Sevenoaks station....we've just split off the 8 car on platform 2 that makes the 17:48 to Charring Cross and that's departed ...but the 4 car we've got left that's supposed to be 18:05 to Cannon Street hasn't got a driver's seat in the London end cab!"
== Doublepost prevention - post automatically merged: ==
In answer to the OP's question, every operator has a DOTE (Defective On-Train Equipment) process, this details the actions to be taken for every defect type in every train borne system for the class of stock that they operate. This normally covers defects found while in service, defects found before entering service from a maintenance location and defects found before entering service from a berthing location.
This takes any inconsistency out of how defects are handled and ensures that safety is always maintained.
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