1. Features

2. Background

3. Class 140

4. Class 141

5. Class 142

6. Class 143 & Class 144

7. Advantages and disadvantages

8. Replacements

9. Pacer preservation

10. References

11. Further reading

All Pacer trains are scheduled to be retired by the end of 2019. The Rail Vehicle Accessibility Regulations require that all public passenger trains must be accessible to disabled people by 2020. Only one Pacer (the modernised 144e) currently meets this requirement, and the remainder will therefore need to be withdrawn by that date unless they receive an extensive refurbishment. Furthermore, a ministerial directive in 2015 by the Transport Secretary required that such railbuses were removed from service by 2020 for the new Northern franchise stating that the "continued use of these uncomfortable and low-quality vehicles is not compatible with our vision for economic growth and prosperity in the north."^[1]

As of December 2018, 140 units are in service with three operators: Northern, Great Western Railway and Transport for Wales. All operators intend to retire all Pacer trains by the end of 2019 in line with the statutory instrument to improve accessibility on trains.

Features

The Pacer series were built with low construction and running costs in mind, and so all of the Pacer units feature the following:^[2][3]

• The use of a lightweight modified bus body and other bus components, such as seating, with a reinforced driver's cab area to comply with crashworthiness standards.

• The use of a long-wheelbase four-wheel freight-wagon inspired underframe, rather than the more usual arrangement of two four-wheeled bogies. This arrangement has been criticised for rough-riding, and causing loud noise and excessive wear to the wheels and track on tight curves.

Background

At the beginning of the 1980s British Rail (BR) needed to produce new trains to replace its ageing fleets of first generation diesel multiple units (DMUs) which had been built between the mid-1950s and early-1960s. These first-generation units had helped replace steam and had, when introduced, proved popular with the public. At the time BR was under severe financial pressure from the government and lacked the money to replace all of them with units of similar quality. BR developed two different types of units as second generation replacements: The Sprinter series, as conventional DMUs for use on urban and longer-distance services, and the Pacer series as low-cost DMUs built using bus parts and intended for short-distance rural and branch line services.^[4][5] The Pacers were originally intended as a low-cost stopgap solution to the rolling stock shortage, with a maximum lifespan of 20 years.^[2] BR set a challenge to several companies to design a cheap, lightweight train similar to railbuses. Since then, 165 Pacer trains (totalling 340 carriages) have been built; by 2015, some of these were over 30 years old.

Demonstrator units toured the U.S., Northern Ireland, Belgium, Sweden, Thailand, Malaysia and Indonesia, without producing sales. However Iran purchased redundant Class 141 units, for use on suburban lines around Tehran until 2005.^[4]

Class 140

The Pacer series was the result of an experiment to see whether the possibility of using bus parts to create a diesel multiple unit was viable. 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 (HSFV1). This was followed by the two-car prototype class 140, which was built in 1980 at British Rail Engineering Limited (BREL)'s Derby Litchurch Lane Works.

Class 141

The prototype was joined by another 20 two-car units which formed the Class 141 fleet. The units were used mainly in Yorkshire, operating on predominantly suburban services. They had a capacity of 94 passengers per two-car set, and two Leyland TL11 engines gave a total of {{convert|410|bhp|abbr=on}}, resulting in a top speed of {{convert|75|mph|0|sigfig=2}}. The entire class underwent a technical upgrade in 1988 at the Hunslet-Barclay works in Kilmarnock. The units were withdrawn from use in 1997. Many were sold to Islamic Republic of Iran Railways^[6] but have been withdrawn and are left in disused sidings in Iran,^[7] whilst a few remain in preservation. Because it used a standard Leyland National body, the Class 141 was narrower than the later Pacers, and could therefore accommodate only standard bus seating. The later Pacers had widened body panels to allow an increase in seating.

Class 142

The next and largest Pacer class was the Class 142. This again was built by Leyland and BREL, in 1985. The body was based on a Leyland National bus, built at Workington in Cumbria. Many fixtures and fittings of the Leyland National could be found on the units. The new class had a greater capacity of 120 passengers per two-car set and the same engines were used. The first sets were used initially on Devon and Cornwall branch lines and on commuter services in the north west. The units from Cornwall were eventually moved to Liverpool and the north east, and the Class 142s have become a common sight on services across the north of England. The class was upgraded in the early 1990s to include more powerful Cummins engines, which gave a total power output of {{convert|460|bhp|abbr=on}} per two-car set. A number of units were then modified for use on the Merseyside PTE City Line on Merseyrail in the Liverpool region, which included dot-matrix route indicators, improved seating and Merseyrail PTE paintwork. This class moved into the control of Arriva Trains Northern and First North Western at privatisation, and subsequently passed on to Northern Rail, Arriva Rail North, Arriva Trains Wales and Transport for Wales. Eight Northern Rail units were temporarily withdrawn from service, replaced by a cascading of British Rail Class 158s.^[8] 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 its 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. The units used a Walter Alexander bus body. The units were given the number Class 143 and entered service in 1985. Again with two 205 bhp engines giving a total output of {{convert|410|bhp|abbr=on}} and a top speed of {{convert|75|mi/h|km/h|abbr=on}}, the class originally had a capacity of 122 passengers. The class was used in the north east before being transferred to Wales and the south west, and were moved over to Valley Lines and Wales & West control during privatisation. They then passed on to Arriva Trains Wales, Wessex Trains, First Great Western and Transport for Wales. The interiors were completely changed in 2000, when the Valley Lines service was introduced, with full back, coach-type seating installed throughout, along with improved fittings. This reduced seating capacity to 106 seats per set.

Then came a similar Class 144 unit, a Walter Alexander body on BREL underframe, which was 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 {{convert|690|bhp|abbr=on}}, though still limited to {{convert|75|mi/h|km/h|abbr=on}}. The units were used in the north east, passing to Northern Spirit at privatisation, then to Arriva Trains Northern, Northern Rail and now Northern.

Advantages and disadvantages

The Pacers have often been criticised as being of poor quality. Instead of the more usual bogies, Pacers use a basic four-wheel two-axle configuration which often results in a ride which is noisier and less comfortable than other trains. The lack of articulation can result in a rough ride, especially over points, and a loud squealing noise around tight curves. The lack of bogies also results in a more basic suspension, which can result in a bumpier ride; this has given rise to the nickname "nodding donkeys" owing to the trains' up-and-down motion on uneven track. The basic bench seating can also be uncomfortable.^[2] The early units especially the {{brc|141}}s were also especially unreliable.^[4]

The fact that Pacers have only been used in certain areas of the north and south west of England and Wales, but not London or south east England has also created resentment.^[2][4]

On the other hand, the Pacers have been praised as a pragmatic solution at a time when budgets were tight, and have been credited with saving services on some rural lines which might otherwise have been withdrawn had only more expensive rolling stock been available.^[2] They have also proved economic to operate, achieving a fuel economy of 10 miles to the gallon.^[4]

Concerns were raised about safety after the 1999 Winsford crash,^[9] which involved a First North Western Class 142 Pacer colliding with the rear of a Virgin Trains Class 87 and empty coaching stock at Winsford, Cheshire on the West Coast Main Line.^[10] The body of the Pacer was severed from its frame, to which it was attached by wire straps, causing severe internal damage; the unit was written off. Twenty-seven passengers and crew were injured, four seriously. However, all passenger injuries were on the other trains, as the Class 142 was running empty at the time. ^[11]

Replacements

As of 2018, the oldest Pacers are 33 years old. All were planned to be withdrawn and scrapped by December 2019 as they will not comply with Rail Vehicle Accessibility Regulations, as of February 2019 none of the replacement Class 195 CAF Civitys were yet in service. Porterbrook, which owns the Class 143 and Class 144 fleets, refurbished 144012 in 2014 to comply with the new legislation.^[12][13]

A proposed replacement train is being designed by the Stratford upon Avon-based rolling stock manufacturer Vivarail, which plans to market a new class of DMU called the D-Train. These units will be built out of upcycled London Underground D78 Stock, constructed between 1978 and 1981, which were in service on the District line until 2014. Conversion of the old stock to heavy rail use will involve re-using the aluminium bodyshells, traction motors and bogies from the D78 units and fitting them out with new diesel engines and interiors. The D-Train units underwent acceptance testing in 2015 and Vivarail pitched them to train operating companies (TOCs), especially those bidding for the Northern franchise.^[14]

However, Arriva Rail North decided to replace the Pacers it inherited with brand new Class 195 CAF Civitys.^[15] Transport for Wales will replace its Pacers with a combination of five D-Trains and rolling stock cascaded from other train operators.^[16]

Pacer preservation

Although most Pacer railbuses of the British Rail Classes 142, 143 and 144 are still in use on the UK rail network, at least three units of the British Rail Class 141 fleet have so far been preserved for tourism use on heritage railways. Upon withdrawal 142001 will be preserved by the National Railway Museum.^[17]

References

Further reading

• {{cite magazine|title=What future for humble 'Pacer'?|first=Tom|last=Reeve|magazine=Rail|issue=314|publisher=EMAP Apex Publications|date=24 September – 7 October 1997|pp=34–39|issn=0953-4563|oclc=49953699}}

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