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Cicero, NY. March 2016.
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With a thumbs up from the driver, First Great Western Class 143's, 143617 and 143603, work the 2T20 Exmouth to Paignton service towards Teignmouth.
The Pacer units, what can you even say about them? They've become a synonym for poor design, cut-price investments, short sighted decisions and generally just a failure to comprehend the demands of the rail-going public. People from all walks of life, train enthusiasts or not, take a glimpse of one of these units and immediately sigh with despair.
But are they really the devil on train wheels that enthusiasts like to criticise endlessly?
To trace the Pacer, you need to go back to the late-1970's, where after rationalisation of the railways under Beeching, the few remaining branchlines were under the operation of ageing diesel multiple units from the late 1950's and early 60's, primarily Derby Lightweights and units such as Class 117, 121, 115, 101 and 105. The intention of the new Pacer was to become a cheap and cheerful short-term stop-gap to replace these older units prior to the introduction of more permanent trains such as the later Class 150's and 153's.
To create these trains, the British Rail Board turned to the assistance of fellow nationalised transport company, British Leyland, and in 1978, a prototype named LEV1 (Leyland Experimental Vehicles) had been constructed, this unit consisting of a Leyland National bus body being yoked onto the chassis of an old four-wheel Freight Wagon. The vehicle was powered by a Leyland 510 bus engine, but with the transmission modified for train use by adding self-changing gears. The problems inherent with the later Pacer units were very quick to rear their heads, largely due to the fact that these units have no suspension. On regular trains, the wheels are connected to a separate bogey, and Flexicoil suspension between the bogey and the carriage helps make the ride comfortable as it moves along the track. LEV1 and the Pacer's on the other hand have the wheels directly attached to the chassis of the carriage, and thus every individual bump or distortion in the track is felt, making the ride incredibly uncomfortable, especially on jointed track.
Nevertheless, British Rail continued to develop the concept, and even tried to woo the Americans by sending LEV1, and several other later prototypes to the United States for Amtrak to consider on the MBTA commuter services from Boston to Concord in New Hampshire. These considerations subsequently fell through, and the original LEV1 prototype was returned to the UK for more tests and later preservation, whilst LEV2, after suffering accident damage, was kept in the United States and preserved at the Connecticut Trolley Museum.
Back in the UK, BR unleashed a next-gen prototype in 1980 dubbed the Class 140, continuing to use Leyland National bus components and engines, but instead being fitted with a different cab to comply with crash safety regulations. Only one unit of this class was produced, and tested until 1981 when it was withdrawn and preserved, where it now resides at the Keith and Dufftown Railway.
With testing considered complete, the first production Pacer class was now developed in the form of the Class 141, looking very similar to its Leyland National roots, but being heavily modified to comply with railway safety regulations. These units were powered by 200hp Leyland TL11 engines, again modified for railway use with mechanical self-changing gears. Top speed was 75mph and formations consisted of two-cars. These units were launched in 1984 and began work mostly across the West and South Yorkshire region around Huddersfield, Leeds, York, Sheffield and Harrogate. 20 of these units were built, and were notable for their uncomfortable ride, squeaking panels, bus-like seating, noise, poor reliability and draughty interiors. The units were operated in the same general area until 1997 when they were all withdrawn, although 12 units were later exported to Iran to operate around Tehran. The last known operation of these units was in about 2005.
Following the introduction of the Class 141's, BR and British Leyland then developed a second batch of Pacers known as the Class 142's, these being built for much more widespread use across the UK network. In comparison to the 141's, the design was modified slightly, although still very 'Bus-Like', and engines were changed to the more powerful 225hp Cummins LTA10-R 6-cylinder 10.0L powerplant. Top speed of the Class 142's is again 75mph, and 96 of these units were built between 1985 and 1987 at BREL Derby Works. The first locations of the Class 142 operation was in the North West around Manchester, Yorkshire, Newcastle, and in the South West of England around Plymouth.
However, almost immediately the Class fell into dismay, especially in the South West. Their long wheelbase and lack of bogeys meant that on the tight branch lines of Devon and Cornwall, the units suffered heavy flange wear, as well as creating the most awful squealing sound as they travelled round corners. They were also underpowered, which meant they suffered frequent adhesion problems attempting to climb from stations with steep gradients such as Gunnislake, St Ives and the Looe Branch. By 1988, the entire class had been sent north to Leeds and Manchester, being replaced by the original Class 121's and 117's they had been built to replace!
At the same time as the Class 142's, another batch of similarly built units were also developed by Hunslet-Barclay, known as the Class 143. The Class 143's featured a highly different design, with coachwork being built by Walter Alexander. Power once again came from the same Cummins engine as that in the Class 142, and 25 sets were built in 1985 for work around Newcastle and on the Welsh Valleys. A year later, BREL Derby and Walter Alexander formed another similar set of units called the Class 144, 23 almost identical sets for use around Leeds, distinguishable usually by the addition of an intermediate trailer on some sets.
Today, Pacer units have been refurbished, redistributed and revised heavily, especially after privatisation. Class 142's have been spread to South Wales, and across the North of England, whilst the Class 143's are now prime movers in the South West for First Great Western. Class 144's have always remained around Leeds, and a major parts of the West Yorkshire commuter network. It is interesting to note that even though these units were designed to be stop-gaps with a lifespan of about 10 years, nearly 30 years later these trains continue to ply their trade.
Several of the class however have been written off through accidents, with 142059 being written off after its brakes failed to stop it from smashing into the buffers at Liverpool lime Street in 1990. In 1999 the most serious accident occurred when a pair of Class 142's passed a red signal by accident and were slammed into by a Virgin Trains Class 87 travelling at 50mph. Upon impact, the Class 87 tore apart the lightweight bus-frames of the Pacer units, coming to rest halfway down the third carriage. Thankfully the Pacer was running empty-stock, so no passengers were aboard, and only a few injuries were incurred on the Virgin Trains service, but it did highlight the sheer lack of safety these units have. The units have also been notable for several derailments, as well as the engine falling out the bottom of one unit in South Wales. Two Class 143's have also been lost, those being 143613, which was gutted by fire on October 17th, 2004, and subsequently written off, and later in 2005, 143615, which was again lost to fire damage.
As mentioned, today, apart from the Class 141's and those units written off through accidents, nearly all of the Pacer units remain in daily operational use across the country. Of the units however, the Class 143's and 144's have often been considered the favoured sons, being refurbished heavily both internally and externally for a more pleasing travel experience. The removal of jointed track across the network has also allowed for much smoother rides, but on some sections of the network the quality is still an issue. I do actually quite enjoy travelling aboard the Class 143's as after their various refurbishments they are quite pleasant to travel on as commuter trains. The Class 142's on the other hands most operators have chosen to forget, with units under the control of Northern Rail being largely fitted with the original bus-bench interiors of the 1980's, or some modified interiors of 1990's Regional Railways.
Either way, both units are slated for decommissioning by December 31st, 2019, when a Rail Vehicle Accessibility Regulation is enacted saying that all trains must have full access for wheelchairs and pushchairs, a problem the Pacers have often suffered due to their step-entrance design. It is proposed that Class 143's and 144's will be modified to allow for greater access, being fitted with ramps and some units modified into 4-car sets. The Class 142's on the other hand are not being considered for such, and the desire is to see off these trains by 2020, 35 years after the first ones hit the rails.
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More motorcycle images.
driver-photographer.blogspot.de/
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Taxi Driver taking a rest from behind the wheel. Something about his demeanor caught my eye. He seemed defeated. I'm here to tell him, it's alright.
Web--> Kowska Portofolio
Blog -> Kowska.blogspot.com
The outfit that come to Egypt with me
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Camara: Rolleicord Va K3E Tipe II
Objetivo: Schneider Xenar 3,5/75mm
Film: Kodak Ektar 100
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West Coast Railways driver Brian Reid at the controls of 55022 ROYAL SCOTS GREY at Edinburgh Waverley working the return leg of SRPS Railtours THE MORAY MINT.
Cicero, NY. March 2016.
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If you would like to use THIS picture in any sort of media elsewhere (such as newspaper or article), please send me a Flickrmail or send me an email at natehenderson6@gmail.com
The driver is watching for the signal to take the train to Winchcombe. I think the photo works better now that is has been cropped.
Seen on the occasion of the Hants & Dorset Running Day at Poole in April 1989 was Wilts & Dorset driver training bus Bristol Lodekka FLF6G / ECW 9204 EMR294D.
Previously a Hants & Dorset bus, it was one of a few of the EMR-D batch to see out their lives as driver trainers, namely 288 (9201), 292 (9203), 294 (9204), 295 (9206) and 296 (9205).
My first attempt at setting up for a shoot. There are more in my album if you wish to have a look...JK
This diesel train driver was waiting while a problem further up the line was cleared.
He leaned out the window to take a look up the tracks and I grabbed this shot.
At Holmewood Corner on a driver training run.
Yorkshire Traction (NBC) Leyland National in its dedicated learner /Driver Training Unit livery.
1:76 Scale, OO Gauge. Bus is by EFE.
Code 3 repainted and detailed model.
Diorama home made.
FPX 701H a very smart Plaxton bodied AEC Reliance 6U3ZR was on display at the Southsea Spectacular which was held on Southsea Common on June 11th 1995. New to Byng's Luxury Coaches, Portsmouth during 1970 it was last reported in use with Chiltern Queens, Woodcote.
I made a pilgrimage to the spot under the tracks discovered by Alfie. While I didn't get any particulary good shots (like this) of people on the far side of the street a taxi did stop briefly in front of me waiting for the traffic light to turn and I snapped away. The driver's face is a little blurry due to the reflections in the window but still good enough and I particularly liked the light on the passenger's face as he played with his Crackberry.
Cicero, NY. March 2016.
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If you would like to use THIS picture in any sort of media elsewhere (such as newspaper or article), please send me a Flickrmail or send me an email at natehenderson6@gmail.com
Every bus driver knows the scenario: you close the doors, turn on your direction indicator, release the handbrake - and then someone comes bounding up to the door, pleading to be allowed on board. That did not faze this Eastern Counties driver, who immediately stopped and let this anxious lady on board. (I had just photographed the stationary bus, so witnessed the mini-drama unfold.)
The bus and its backstory are interesting too. I had long assumed the vehicle to be a commonplace Dennis Dart with Plaxton Pointer bodywork. Not so! It in fact is the less common Volvo riposte to the ultra-successful Dennis middle weight, the B6. Carrying fleet number 485, M588ANG had not been ordered by Eastern Counties (at the time part of GRT Holdings), but by Mainline, the privatised Sheffield operator and was one of a batch that was all set to launch a competing Mainline Ipswich service. Carrying red and yellow Mainline livery, it originally carried the registration M412TET. In the event, Eastern Counties reached an agreement with Mainline, acquiring the operating licences, and absorbing the Volvo B6s into its own fleet.
In its final years in the ownership of First Eastern Counties and carrying the insipid ‘Barbie 2’ livery, M588ANG is recorded as being tax-expired after 4/07.
Of further note is The Cricketers pub in the background, a notable landmark in the Ipswich town centre. It is one of several ‘Tolly Folly’ pubs dating from the 1930s, built by local brewer Tolly Cobbold in a pastiche Jacobean style that was based on Helmingham Hall, the ancestral seat of the Tollemache family. The Cricketers is now a Wetherspoon outlet.
September 1995
Rollei 35 camera
Kodak Ektachrome 100 film.