Pete_uk
Established Member
The only problem with 150s is the engine and that funny breaking noise.
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Class 15X Future
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anamyd
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ATW / TAC Ltd is still a registered company, as of 15/10/18 changed address to Arriva HQ, Sunderland for winding down purposes
anamyd
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what's wrong with the engines...? and the brake noise is nothing compared to the ear-r**e of Pacer brakes
Bletchleyite
Veteran Member
what's wrong with the engines...? and the brake noise is nothing compared to the ear-r**e of Pacer brakes
I've never found Pacer brakes noisy. Brakes stopped being noisy on UK stock after Mk2s. (Anything with tread brakes tended to be noisy and anything without tended to be quiet, but it seems post-Mk2 sound insulation was better).
Jozhua
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They screech like crazy when they come to a stop!!!
43096
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I believe they were changed to Eurostar spec sintered pads after the early problems they had with the hydrodynamic brake system.
However you can use surplus electricity to convert to Hydrogen for use at any time. In doing so you create a "battery".
No. The most common way of making hydrogen is through steam reformation of methane in the presence of a catalyst.
Hydrogen production through electrolysis may be a useful means of storing excess renewable electricity at times of low demand and high generation.
Me too. The main problems with the 150s are the claustrophobic interiors and the noisy engines. As already stated the engines could be replaced with something more modern, but if it would be economical to do so is another matter.
Nothing can be done about the claustrophobic interiors. For some reason (I don't know why), 150/1s always seemed a lot worse to me than 150/2s. Unfortunately, the latter are a minority in the Northern fleet. I believe that there are around 83 differences between the two sub classes.
Initially, in the North we only had 150/2s when 150s were first introduced around 1987. The only 150/1s that worked through Manchester were Derby based units operating the Wakefied Westgate to Llandudno Junction service. Around 1990, 150/1s arrived in the North West after Class 158s entered service allowing more first generation DMUs to be scrapped. Some of the 150/1s were made into 3 carriage units in the early 1990s using a centre carriage 150/2 repainted into the new GMPTE livery.
Bletchleyite
Veteran Member
The difference is probably because /2s have at least some seats with a window view.
It is more than that. The interior howling whine on a 150/1 has always aggravated me. 150/2s don't have it.
cjmillsnun
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For now. Electrolysis may well be the way of the future.
Bletchleyite
Veteran Member
Transmission whine? All 15x have that to some extent.
86247
Member
both 150/1 and 150/2 are awful units but 150/1 are far the worse ones but the thing for me has always been the location of the doors every other member of the sprinter family the doors are at the end of the carriage but why oh why were they put in the middle even 142 143 and 144 the doors are at the end
Bletchleyite
Veteran Member
Because they are units intended for local services, which don't work well with doors at the ends.
86247
Member
surely the pacers were built for local services and their doors are not in middle and it works for them
Bletchleyite
Veteran Member
They are short (16m) vehicles. And it doesn't work that well!
delt1c
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The 1st gen units they replaced had doors 1/3 and 2/3 down each coach because that works best for that type of work, passengers have less distance to walk to get to doors so station dwell time is less
Grannyjoans
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How much longer are the Northern 150's going to last ?
There is going to be a lot of better DMU's coming available in the next few years.
319 Flex could also start operation soon.
There is going to be a lot of better DMU's coming available in the next few years.
319 Flex could also start operation soon.
danielnez1
Member
Reflecting back on the original 150/1/2 and 156 interiors as child, they always seemed to be cheap and nasty with their bare florescent lighting, engine noise and lack of A/C. It always seemed to me that BR should have aimed for better back in the day. With that in mind, BR published a academic journal article regarding the deployment of Pacers and Sprinters, and they admitted that factors like engine noise and passenger ambiance were subpar for both types of train, the overall positive improvements such as performance and a more "modern" type of train resulted in a uplift in passenger numbers, therefore provided the justification for a more high spec train for future orders; the class 158.
86247
Member
I've always thought that 156s are excellent dmu's large windows, seats that are mostly aligned not to stare at a blank wall, not like classes 220/221 or 390 next best has to be 158s
Bletchleyite
Veteran Member
If you like window alignment, the 158 is the best of all - all seats are fully aligned in the original layout with none against a blank wall at all.
Because of how that layout works (a table having a bit more space than two airline rows), you can create priority seats without messing that up, too, provided you're happy to lose two tables. Northern seem to have done this in the Connect refurb, which has retained that full alignment (and with a lot of legroom as ironing boards are so thin).
86247
Member
east Midlands train 158s since refurbished always seem to me to be very claustrophobic with the high backed seating original ones seem much better what's northern's like as I've not been on a refurb yet
Mikey C
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The 150s are basically the DMU equivalent of the EMUs of the day like the 455, doing a similar job, and with a similarly rudimentary interior with uncomfortable seats and exposed lights.
Other than the engine noise, the passenger experience isn't much different from the original 455s and Peps of the same era.
Grannyjoans
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150's are the worst train for engine noise in the country.
Only 142's are louder but that's down to the screeching round the curves and the ride from hell!
Only 142's are louder but that's down to the screeching round the curves and the ride from hell!
hooverboy
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I don't think the 15x fleet are that bad .They are just showing their age now.
granted on 150's the seating height/alignment is not great, but as a local stopping workhorse they have performed their task pretty well over the years.
We just need a successor now,which is capable of doing the same job,but able to work within a modern rail line speed.
If anything, the variation is wider now.
Previously, back in the 1980s when sprinters were developed, the branch line speeds were pathetic, but mainline speeds typically 90-100mph,mainline slows 75mph
now, branch line speeds are still pathetic, but mainline speeds have increased to typically 125mph.
even mainline slows are routinely 100mph,
turbostars aren't quite there for matching rural line acceleration.
the optimal new design for 150's has to be running at around 158 levels of speed/acceleration today
Have you stood in St Pancras and listened to the Eurostars?
Although as someone else pointed out, the rural branches of Wales that use 158s and 175s don't seem to present a problem.
I get the 158s were built for more express work but they've spent a lot of their lives on local work.
However, depends what the definition of "local" is; stations only a few minutes apart or stations in the middle of no where?
Bletchleyite
Veteran Member
Low loading branch lines cope, but anything in or near a city won't.
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