Say an HST set had a pantograph fitted. How many bogies would have to have traction motors fitted (and a traction package on the coach) to get at least the same performance as two fully functioning HST power cars?
Wow, D-Stock being converted into Diesel trains? I think I've heard it all now.
I take it the dream plan was to use a Class 55 for motive power and a DVT on the other end, oh and to fit IC70 seats along with putting a Mark 3 dining car in the middle?
Or are they going the full distance and double-heading with 4472 and 4468 on the front and DP1 on the back to round off the photo opportunity?
Almost as crazy as some of the suggestions for what to do with the class 442s.
The D78 pacer replacements even have a class number, 278. And its proposed to fit them with toilets with 150 seats and 400 standing per 4 car with a price tag of a third of a new build unit according to Modern Railways.
Equally ask how many commuters care if there is aesthetic value in a pantograph and OHLE
Say an HST set had a pantograph fitted. How many bogies would have to have traction motors fitted (and a traction package on the coach) to get at least the same performance as two fully functioning HST power cars?
I see the current Modern Railways contains another article, written by Ian Walmsley, completely rubbishing this idea. He uses the term 'Yorkshire Tripe' as the title...
Just though - why not as a trial convert some D78s in the 278s for use on the Southern 171 routes in 6 car formations?
Because the majority of the route between Brighton and Ashford will be 90mph according to the Sussex Route Specifications
The current top speed of D78s is apparently 62mph meaning without re-engineering them to run faster they'd be useless for Northern as well. Northern Pacer routes quite often have sections on mainlines where they need to be able to run at 75mph (minimum) but 90mph would cause less pathing constraints.
Brighton-Ashford is a regional service rather than the sort of service that I expect Pacers operate.
If these 'D stock' conversions were ever produced <I doubt it> they would be most suited to urban routes with a high frequency of stops like that which I believe the pacers were designed for.
Suggest you read some of the threads on pacers as you'll find that they're not just used on short urban routes!!!
I did not say that Pacers were only being used on the types of routes that they seem to have been designed for.................
The current top speed of D78s is apparently 62mph meaning without re-engineering them to run faster they'd be useless for Northern as well. Northern Pacer routes quite often have sections on mainlines where they need to be able to run at 75mph (minimum) but 90mph would cause less pathing constraints.
Brighton-Ashford is a regional service rather than the sort of service that I expect Pacers operate.
Well then you need to change your expectations.
Unusual but not unknown on Blackpool North-Liverpool Lime St for one.
You'd probably want to keep any converted D stock trains on isolated/low speed lines, both to compensate for poor crash worthiness and so as not to mess up the pathing of other services. Reading - Basingstoke for example is already a busy route, so using slower trains would interfere with the Cross Country and Freightliner services.JamesRowden said:That service only being timetabled for 75mph stock is interesting considering that many branches around the Thames Valley have a maximum speed of no more than 75mph but use 90mph stock.
Back on topic: it looks to me although jcollins's hypothetical trial of converted D-stock trains would be far better suited to the following routes around Reading:
Reading-Basingstoke
Reading-Redhill/Gatwick
Henley Branch
Marlow Branch
Windsor Central Branch
Greenford Branch
The fact that many of those routes would be electrified a few years after the trial would mean that it would be easier to get them replaced if they turned out to be a failure.
That service only being timetabled for 75mph stock is interesting considering that many branches around the Thames Valley have a maximum speed of no more than 75mph but use 90mph stock.
Back on topic: it looks to me although jcollins's hypothetical trial of converted D-stock trains would be far better suited to the following routes around Reading:
- Reading-Basingstoke
- Reading-Redhill/Gatwick
- Henley Branch
- Marlow Branch
- Windsor Central Branch
- Greenford Branch
The fact that many of those routes would be electrified a few years after the trial would mean that it would be easier to get them replaced if they turned out to be a failure.
Of course, I expect that converted D-stock trains are fantasy land.
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There might well be many lines in the north that I don't know about that would be more suitable for such a test.
That service only being timetabled for 75mph stock is interesting considering that many branches around the Thames Valley have a maximum speed of no more than 75mph but use 90mph stock.
That service only being timetabled for 75mph stock is interesting considering that many branches around the Thames Valley have a maximum speed of no more than 75mph but use 90mph stock.
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