It would take at least two 150s/156s to tow a 769 anyway. Given the DMU shortages on Northern, not a very practical thing to do.
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Porterbrook Cl.769 'Flex' trains from 319s, initially for Northern
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Grannyjoans
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769 has the same coupler as a 319 so can only be rescued by the 769/319 series.
If the couplers were compatible with the 15X series I'm sure a single DMU would have enough pulling power to shift one of these. It would have extremely slow acceleration but it would still move.
On the maintenance depot I have driven 4 cars with only a single engine working.
If the couplers were compatible with the 15X series I'm sure a single DMU would have enough pulling power to shift one of these. It would have extremely slow acceleration but it would still move.
On the maintenance depot I have driven 4 cars with only a single engine working.
Chris125
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Funnily enough it seems the 769 had a flat battery....
Years ago the Wessex 31s on the Cardiff to Brighton ran out of fuel near Shoreham by Sea. The whole lot was shifted by a single 4VEP unit. So I'd expect a 156 to be able to move the weight of a 319 at low speed. Unfortunately they cannot couple.
Sending the 142s to the scrapper and replacing them with nothing.
OTRail
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I know the 769 delivery has impacted this but surely there’s enough internally-cascaded DMUs to cover the majority of the shortfall?
a_c_skinner
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Apparently not. A political promise about Pacers, made by and to people who don't use Northern Rail or not often has meant serviceable units being scrapped when the shortage of rolling stock was crucial.
cactustwirly
Established Member
They didn't meet PRM-TSI regulations, and most of them aren't covered by the derogation, so Northern couldn't use them anyway
krus_aragon
Established Member
Back when those promises were made, PRM-oriented overhauls like the 144e were also being considered.
a_c_skinner
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deleted, getting of topic and on to my hobby horse. 
To the best of my knowledge and belief, Northern could have had all the remaining Pacers covered by the derogation, but chose to not have.
Greybeard33
Established Member
Given that Northern will only have eight 769s, all of which will either be in service or be in maintenance most days, it will not be quick or easy to rescue a stranded unit.
On an electrified line a 323 should be able to couple up, although I believe there were issues when a 323 attempted to rescue a dead 319 outside Piccadilly recently - eventually another 319 had to recover the failure. See Broken down train between Stockport and Manchester Picc, 19th Feb 2020
a_c_skinner
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Off topic but the insanity of numerous different couplings seems obvious to me at least.
I have often thought this myself. BR was standardising on BSI couplings in the latter part of the 1980s for second generation DMUs
grumpyoldman01
Member
And Tightlocks for all EMUs; except for those just for the old Southern Region (442, 455, and 456), they also had integral electric and pneumatic connections (I've heard this add-on described as "the Preston Box" in the past).
BR tried Scharfenberg-made couplers on the PEP prototype EMUs; I was told by a Southern Region traction engineer many years ago that it proved extremely difficult to couple/uncouple the PEPs on the many curved platforms found on the old Southern Railway lines, and as Buckeyes had been proved to work ok, the Tightlock (very similar to a Buckeye) was adopted as the BR EMU standard. I don't know why the BSI was adopted for DMUs.
Adtranz used the BR standard couplers (and coupler heights) for Turbostars and Electrostars; the change to the Dellner head - initially on 377s - was a customer requirement, but my understanding is that it is possible to change back DMUs/EMUs fitted with Dellner heads to BSIs or Tightlocks if required.
In theory, northern's class 319, 321, 322, 323, and 769 should be able to couple - not sure about operating in multiple though - and all of it's ex BR DMUs plus the Turbostars should be able to work in multiple.
grumpyoldman01
Member
In the March 'Modern Railways', it claims that by early February northern had accepted three 769s; two had completed mileage accumulation running and driver training had started with a view to them being introduced into service on the Southport - Alderley Edge service in the spring (but didn't say which spring)
Didn't somebody here post about a flat battery. Whether that would be the one(s) used to start the engines (which would be a 769 issue) or another auxiliary supply common to 319s I don't know.
I have heard that it broke down because it's direction changeover switch wasn't functioning. IE: It could not select diesel power for the direction it needed to go. All fixed now apparently.
Depending on which direction switch they are referring to (the master controller DDS or the physical link that moves in the contactor box below the sole bar) it would be a 319 issue rather than a 769 issue
Chris125
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DGH 1
Member
Excellent video. Seems strange seeing the heat haze coming out of them.
Be quite a lively ride on that track i would think.
That is good to see, let's hope for many more of them and much more mileage and a rapid entry (for all of them) into traffic. The track visible at the start (maybe exaggerated by a telephoto lens) shows a) the state of track out here in the sticks and b) how robust rail is, even if it looks a bit "iffy"at times!
Grumpy Git
On Moderation
Like the insanity of numerous different TOC's to me. Particularly when the tickets aren't "compatible".
Elecman
Established Member
How does a 769 couple to another 769 when Not on an OLE stretch of line then if it has to have its engines switched off ( as in an emergency rescue) ?
the coupling vehicle couples up then is shut down after it is coupled to allow the unit to be repowered as a 8 car with 4 engines i believe
samuelmorris
Established Member
I can't hear the rear unit doing anything in that video - only sounds like the front one is powered to me?
Grumpy Git
On Moderation
I thought the rear one was the most noticeable, sounds like it's just coming on to the turbo?