Los autobuses ferroviarios de pasajeros de unidades múltiples diesel Clase 142 de British Rail se construyeron para British Rail (BR) de 1985 a 1987. La clase se construyó con un alto nivel de similitud con el ampliamente utilizado autobús Leyland National . Son parte de la familia de ferrocarriles Pacer . El último automóvil de pasajeros se retiró del servicio en 2020.
British Rail Class 142 Pacer | |
---|---|
En servicio | 1985-2020 |
Fabricante | British Rail Engineering Limited , Derby Litchurch Lane Works Leyland Bus |
Orden no. |
|
Apellido | El que marca el paso |
Construido | 1985 (142001–050) 1986–1987 (142051–096) [2] |
Servicio ingresado | 1985–87 |
Renovar |
|
Número construido | 96 uds. |
Número conservado | 26 uds. |
Número desechado | 52 uds. |
Formación |
|
Diagrama | |
Números de flota | |
Capacidad |
|
Operador (es) | |
Depósito (s) | |
Línea (s) servidas |
|
Especificaciones | |
Construcción de carrocerías | Estructura inferior de acero . Cuerpo y techo de aleación de aluminio . |
Longitud del coche | 15,55 m (51 pies 1 ⁄ 4 pulgadas ) [2] |
Ancho | 2,8 m (9 pies 2+1 ⁄ 4 pulg.) [2] |
Altura | 3,86 m (12 pies 8 pulgadas) [2] |
Secciones articuladas | 2, diafragma flexible [4] solo dentro de la unidad |
Distancia entre ejes | 9 m (29 pies 6+3 ⁄ 8 pulgadas) [4] |
Velocidad máxima | 75 mph (120 km / h) [2] |
Peso | 24,5 t (24,1 toneladas largas ; 27,0 toneladas cortas ) por vehículo |
Motores primarios) | uno por automóvil: Cummins LTA10-R [7] (originalmente equipado con Leyland TL11) [2] |
Tipo de motor | 6-cilindro 10 litros [7] (Originalmente 6 cilindros 11,1 litros) [2] turbo Diesel |
Salida de potencia | Cummins: 225 hp (168 kW) a 2100 rpm [7] Leyland: 205 hp (150 kW) a 1950 rpm [2] |
Transmisión | Voith T211r hidráulico de dos etapas [2] (originalmente SCG mecánico de 4 velocidades ) |
Calefacción de trenes |
|
Sistema (s) de frenado | Aire [4] |
Sistema (s) de seguridad | AWS , [4] TPWS |
Sistema de acoplamiento | BSI [8] |
Trabajo múltiple | Clases 14x, 15x y 170 [2] |
Ancho de vía | 1.435 mm ( 4 pies 8+1 ⁄ 2 in) de calibre estándar |
Fondo
A principios de la década de 1980, British Rail (BR) operaba una gran flota de DMU de primera generación , que se habían construido en décadas anteriores con varios diseños. [9] Al formular su estrategia a largo plazo para este sector de sus operaciones, los planificadores de British Rail reconocieron que se incurriría en costos considerables al emprender programas de renovación necesarios para el uso continuo de estas unidades múltiples envejecidas, particularmente debido a la necesidad de manipulación y eliminar materiales peligrosos como el amianto . A la luz de los altos costos involucrados en la retención, los planificadores examinaron las perspectivas para el desarrollo y la introducción de una nueva generación de DMU para suceder a la primera generación. [10]
En la etapa de concepto, se idearon dos enfoques separados, uno que involucró un llamado railbus que priorizó la minimización de los costos iniciales (adquisiciones) y continuos (mantenimiento y operacionales), mientras que el segundo fue una DMU más sustancial que podría ofrecer un mejor desempeño. que la flota existente, especialmente cuando se trata de servicios de larga distancia. [10] Si bien el último requisito, más ambicioso, conduciría en última instancia al desarrollo de la British Rail Class 151 y la familia Sprinter más amplia de DMU, los funcionarios de BR reconocieron que era deseable una unidad más barata para el servicio en los ramales más pequeños que no serían indebidamente afectado por especificaciones de rendimiento más bajas o una configuración de alta densidad. Por lo tanto, el departamento de investigación de BR emprendió el trabajo para avanzar en ambos enfoques a principios de la década de 1980. [10]
Durante este período, se construyeron varios prototipos para explorar diferentes diseños y enfoques para implementar el concepto de railbus. Uno de esos vehículos fue una unidad de dos coches, denominada Clase 140 , construida entre 1979 y 1981. [11] Este prototipo se presentó con mucha fanfarria en junio de 1981. [11] Las pruebas iniciales con la Clase 140 revelaron varios problemas, como dificultad para detectar el tipo a través de circuitos de vía . Esto se resolvió de manera confiable cambiando el material de las zapatas de freno de un compuesto a hierro . [10] Dos inconvenientes menos fáciles de abordar fueron el alto nivel de ruido generado durante el tránsito, particularmente en rieles articulados más antiguos , una consecuencia de la conexión directa del autobús entre el bastidor inferior y la suspensión con la carrocería que transmitía las fuerzas de impacto a través de la carrocería. También se observó que la inclusión de miembros de refuerzo en la carrocería del autobús producida en masa aumentó significativamente el costo de producción general, lo que eliminó gran parte de la ventaja de costos que era el objetivo principal del tipo. [10]
La Clase 140 se consideró un éxito general, por lo que BR emitió un pedido para un modelo de producción inicial, designado Clase 141 , a British Leyland durante 1984. [10] Durante sus primeros años de servicio, la Clase 141 experimentó numerosos problemas, particularmente con el calidad de transmisión y conducción; El trabajo realizado por la BR dio como resultado el rápido desarrollo de numerosas mejoras para abordar, al menos parcialmente, estas deficiencias. Sin embargo, a la hora de pedir más trenes de ferrocarril, se decidió que, en lugar de realizar estos pedidos posteriores para la Clase 141 adicional, sería más deseable adquirir derivados mejorados de la Clase 141. [10] En consecuencia, BR realizó pedidos de dos nuevos modelos de la familia Pacer con fabricantes independientes, estos son el Clase 142 y el Clase 143 . [10]
Diseño
La Clase 142 compartía un alto grado de similitud con el diseño de la Clase 141. Sin embargo, un área importante de cambio es que tanto la Clase 142 como la Clase 143 presentaban un cuerpo notablemente más ancho, en lugar de adherirse al ancho del autobús estándar como según la Clase 141; específicamente, el ancho se amplió a la cantidad máxima permitida para permanecer dentro del gálibo de carga . [10] Esto dio como resultado un área interna aumentada para acomodar a los pasajeros, lo que permitió instalar una disposición de asientos de tres por dos para una capacidad máxima total de 121 asientos por juego. El aumento de asientos fue particularmente útil ya que, además de su uso en servicios de alimentación rurales, los planificadores de la BR habían previsto el uso de la Clase 142 en servicios urbanos de corto alcance. [10] Cada unidad tiene una capacidad de asientos de cualquier número entre 102 [5] y 121 pasajeros por juego de dos autos. En teoría, debería haber 106 o 121 asientos por unidad. [12]
Tanto las carrocerías como los bastidores se diseñaron para ser intercambiables, como había especificado BR. Para lograr esto, se fabricaron sobre plantillas . [10] Habían sido diseñados para que todo el cuerpo pudiera ser reemplazado durante una remodelación / reconstrucción de mediana edad, y que el cuerpo de reemplazo tampoco estuviera limitado a las mismas dimensiones exactas. El área del bastidor, además de su función estructural, acomodaba todos los aparatos de propulsión junto con la mayoría de los equipos eléctricos. [10] Como medida de ahorro de costes, los fabricantes debían utilizar directamente el equipamiento estándar de los autobuses de carretera en varias áreas, incluidos los accesorios de pasajeros y la disposición general de la cabina, junto con otras áreas siempre que fuera posible; [10] [13] [14] A diferencia de la Clase 141, que presentaba cableado estándar automotriz para el equipo de tracción con el resultado de bajo rendimiento, BR exigía cableado de grado ferroviario para los circuitos de tracción y frenado tanto para la Clase 142 como para la Clase. 143 para ofrecer una mayor fiabilidad. [10]
Como originalmente construida, la disposición de tracción de la Clase 142 consistía en un motor Leyland TL11 200 HP, un Engranajes Self-Cambio de caja de cambios automática mecánico y un Gmeinder unidad de accionamiento final sobre cada vehículo de carretera únicamente un solo eje. [15] Esta disposición de propulsión fue tomada en parte del autobús Leyland National, así como compartida con la Clase 141 anterior. [10] A diferencia de la Clase 141, se utilizó un controlador basado en microprocesador para la transmisión automática desde el principio, lo que permite los problemas de fiabilidad planteados por la lógica de relé defectuosa y la mala conexión a tierra presentes en el predecesor deben evitarse por completo. Otra mejora fue la instalación de auto-acopladores y auto-conectores que permitieron que la Clase 142 funcionara en múltiples con las DMU Clase 150 Sprinter . [10] La Clase 142 está equipada con puertas exteriores de doble plegado, idénticas a la Clase 141 anterior. Cada automóvil tiene una capacidad de combustible de 125 galones. [dieciséis]
Ambos ejes (uno de conducción por autocar en el extremo interior) se instalaron directamente en el chasis en lugar de estar montados en bogies , a diferencia de las DMU tradicionales. Se ha atribuido a esta disposición poco común el resultado de que las unidades de la Clase 141 posean una conducción relativamente accidentada, especialmente al atravesar pistas o puntos articulados. Se ha dicho que su calidad de viaje combativamente pobre es un factor importante en la impopularidad general de este tipo entre los pasajeros. [17] Como resultado positivo de las experiencias de BR con la Clase 141, la Clase 142 presentaba una disposición de suspensión mejorada para mejorar la comodidad del pasajero, que consistía en una base de resorte más ancha y amortiguadores dobles instalados, características que BR había considerado necesarias para proporcionar niveles suficientes de rendimiento, y también se había adaptado a todos los Clase 141 más antiguos. [10]
El chirrido excesivo de la brida en curvas cerradas ha sido un problema en muchas rutas operadas por la Clase 142. [18] causado por la larga distancia entre ejes y la falta de bogies .
Actualizaciones y renovaciones
A principios de la década de 1990, todos los miembros de la clase fueron mejorados mecánicamente debido a que las piezas originales comenzaron a fallar. En consecuencia, cada automóvil se reacondicionó con un motor Cummins de la serie L10 más potente (230 CV por automóvil, lo que equivale a 460 CV (340 kW) por unidad de dos automóviles) y una transmisión hidráulica de dos etapas Voith T211r, comenzando con un convertidor de par que conmuta a la unidad de acoplamiento de fluido una vez que la unidad alcanza una velocidad de 45 mph (72 km / h). [19] Todas las unidades se equiparon con una nueva transmisión Voith a finales de 1991 y los motores Cummins se instalaron entre 1993 y 1996 para mejorar la fiabilidad. Se ha demostrado que este cambio ha tenido un gran éxito, aunque se han producido fallos aislados, como cuando una unidad de Northern Rail se descarriló en la ruta de Blackpool a Liverpool en junio de 2009 debido a una falla del eje cardán. [20]
Operaciones
Ferrocarriles provinciales / regionales de British Rail
A partir de las nuevas, algunas unidades se pintaron de acuerdo con la región en la que operaban. Por ejemplo, las primeras 14 unidades patrocinadas por Greater Manchester Passenger Transport Executive (142001-014) recibieron GMPTE naranja y marrón, luego las siguientes 13 unidades con base en West Country (142015- 027) se pintaron con una librea de chocolate y crema inspirada en Great Western Railway y se comercializaron como 'Skippers'. [21]
Canadá
La unidad 142049 se envió a Vancouver , Canadá para la Expo 86 . [22] La unidad conservó su librea de Ferrocarriles Regionales y realizó tres viajes al día durante todo el verano desde Abbotsford a New Westminster . Para operar en rieles canadienses, estaba equipado con radio y luces de cuneta, y recibió la designación RB100 para identificación por radio. [23]
Después de la privatización
Inglaterra del norte
Tras la privatización de British Rail , la flota de la Clase 142 se dividió entre North Western Trains en el noroeste y Northern Spirit en el noreste.
Northern Spirit inició sus operaciones en 1997 y continuó hasta 2000. En este punto, la empresa matriz MTL tuvo dificultades y la empresa fue vendida a Arriva , quien la rebautizó como Arriva Trains Northern en 2001.
En 1998, ATN cambió siete Clase 142 (142085-142091) por siete unidades Clase 150/2 de Valley Lines. [24] En octubre-diciembre de 2002, se cambiaron por unidades no renovadas 142072-77 y 080-3, ya que la 142086-091 había sido recientemente renovada por Northern Spirit y Valley Lines deseaba comenzar su remodelación desde cero.
En 2004, First North Western y Arriva Trains Northern se fusionaron en la franquicia ferroviaria Northern, que heredó una flota combinada de 79 Class 142.
Los 79 Clase 142 fueron pintados con la librea Northern Rail. Debido al aumento del número de pasajeros en el norte de Inglaterra (alrededor del 10% anual e incluso más del 25% anual en algunas estaciones donde estaban en funcionamiento los 142), [14] algunas unidades habían sido reemplazadas por trenes Sprinter . [25]
Cinco Pacers Clase 142, en servicio con First Great Western , fueron devueltos a Northern Rail en diciembre de 2008. El resto regresó a Northern Rail en noviembre de 2011, mucho más tarde de lo planeado originalmente.
A pesar de estar construidos para servicios de parada de ramales, los Clase 142 se utilizaron principalmente en servicios de cercanías urbanos dentro y fuera de ciudades como Liverpool , Manchester , Sheffield , Leeds y Newcastle , y se vieron en servicios de larga distancia de hasta tres horas, incluidos el servicio 1632 Middlesbrough-Carlisle (casi 110 millas); también se habían utilizado en servicios entre Blackpool North y Chester a través de Stockport, que dejó de operar en diciembre de 2008. Los 79 pasaron con la franquicia Northern a Arriva Rail North en abril de 2016, y las unidades restantes se transfirieron al operador estatal Northern Trenes el 1 de marzo de 2020.
En junio de 2020, se anunció que 13 Clase 142 podrían volver a entrar en servicio si fuera necesario, siendo las unidades 142004, 018, 023, 058, 065, 068, 070, 071, 078, 087, 090, 094 y 095 , [26] lo que hicieron el 6 de julio de 2020 tras la introducción de un nuevo calendario, debido a la necesidad de una capacidad adicional de distanciamiento social durante la pandemia de COVID-19 , acoplada a la clase 150 para evitar la necesidad de no ser PMR. (personas de movilidad reducida) modificado.
Los Pacers fueron retirados de los trenes del norte el 27 de noviembre de 2020, [27] siendo el último servicio el Kirkby de las 16:36 a Manchester Victoria , operado por 142004. [28] [29]
Merseyside
Un total de diecisiete Clase 142 unidades basadas en Newton Heath TMD (142041-049 y 142051-058) ha sido reformado para su uso en Merseyside Transporte de Pasajeros Ejecutivo 's City Line de servicios en torno a las áreas de Liverpool y de Greater Manchester. [30] La remodelación incluyó indicadores de ruta de matriz de puntos, un nuevo diseño de asientos individuales de respaldo bajo y las unidades se repintaron con la librea de Merseyrail. Tras la privatización, estas unidades pasaron a First North Western en marzo de 1997. Todos estos conjuntos se transfirieron a Northern en 2016, sin embargo, permanecieron con la librea del operador anterior Northern Rail .
Gales
Valley Lines acquired its Class 142s by swapping Class 150/2 units with Arriva Trains Northern.[31] The Class 142s were initially painted in Valley Lines livery.
Transport for Wales used its Class 142 Pacer trains on the commuter lines around Cardiff, Barry and Penarth known as the Valley lines. All of its Class 142 Pacer fleet wore the turquoise and cream house colours of Arriva Trains Wales.[32] The Class 142 units were also primarily used on South Wales Valley line routes and routes through the Vale of Glamorgan. On Valley and Vale of Glamorgan services, Class 142s were often coupled together with Class 143 or Class 150 units to cope with demand on the busy Valley Lines network. The Class 142s received minor refurbishments with retrimmed seats in new moquette, plus the installation of ceiling-mounted CCTV cameras.[33]
South West England
Twelve Class 142 Pacers were received by First Great Western in 2007, and started operations in December 2007. These were loaned from Northern (where they had been stored), in part to cover for the refurbishment of FGW's Sprinter fleets but also to allow the Class 158s to be reformed as three-coach sets.
The 142s were based at Exeter TMD, working alongside the similar Class 143s on services in Devon and Cornwall, including the Avocet Line, Riviera Line and Tarka Line.
Five 142s were returned to Northern Rail in the autumn of 2008, following the completion of the refresh of Class 150 Sprinter units. The remaining seven units were returned to Northern Rail in November 2011 after being replaced by class 150 units cascaded from London Overground and London Midland.
Retiro
All 94 Class 142s were to be withdrawn by mid-2020, as they do not comply with the Persons with Reduced Mobility Technical Specification for Interoperability (PRM-TSI).[34][35]
Bidders for the Northern franchise that commenced in April 2016 were required to order new DMUs and take on Sprinters and Turbostars (Classes 150, 156, 158 and 170) released by other franchises as replacement.[36] The Long Term Passenger Rolling Stock Strategy for the Rail Industry indicates up to 500 non-electric carriages will need to be built in the short term.[37] Northern withdrawals were scheduled to commence in November 2018 with the last to be removed from traffic in October 2019.[38] This has been slightly delayed until the first Class 195 enter service.
Wales & Borders franchise holder KeolisAmey Wales planned to replace all of its Class 142s by mid-2020.[39]
In August 2019, Northern retired seven and placed them in store at Heaton TMD.[40][41] Scrapping commenced in December 2019 with 142005 taken to CF Booth, Rotherham.[42] In December 2019, three withdrawn Northern units were transferred to Transport for Wales for spare parts.[43]
In December 2019, both Northern and Transport for Wales were issued derogations to allow use into 2020. Northern Trains are permitted to the use the units until the 31 May 2020, but only whilst coupled to a compliant unit,[44] whilst Transport for Wales are permitted to use the units until 31 July 2020 and can be operated alone.[45] This was later extended to the 31 December 2020 for both operators.[46][47]
The final Class 142s were withdrawn from Northern in November 2020[48] and Transport for Wales in December 2020.
Preservación
Several operational class 142 units have made it into preservation and additional sets are set to be saved/earmarked for preservation, most of which so far being ex-Northern operated units. The pioneer Class 142 Unit, 142001, is part of the National Collection and preserved at the National Railway Museum Shildon.[49] Other select units have also been purchased but will only be used to provide spare parts to the units which are planned to operate on heritage railways or museums.
Operational
Set number | Vehicle numbers | Livery | Location | Notes | |
---|---|---|---|---|---|
DMS | DMSL | ||||
142001 | 55542 | 55592 | Northern Rail unbranded | National Railway Museum Shildon | Operational[50] First unit built. |
142004 | 55545 | 55595 | Telford Steam Railway | Privately owned. Arrived at Telford in April 2021.[51] | |
142006 | 55547 | 55597 | Arriva Trains Wales unbranded | Llanelli & Mynydd Mawr Railway | Arrived 15 February 2021. It is the only Arriva Trains Wales unit not to be scrapped. To be restored to Valley Lines Livery.[52] |
142011 | 55552 | 55602 | Northern Rail unbranded | Midland Railway - Butterley | To be used as spares for 013.[53] |
142013 | 55554 | 55604 | Midland Railway - Butterley | To be restored to full working condition.[54] | |
142017 | 55558 | 55608 | East Kent Railway | Privately-owned. Preserved as "a good value and reliable form of traction to secure the long term future of the railway"[55] | |
142018 | 55559 | 55609 | Wensleydale Railway | Preserved on 3 March 2021. To be repainted into Skipper Chocolate and Cream livery.[56] | |
142019 | 55560 | 55610 | Waverley Route Heritage Centre | Arrived mid February 2020[57] | |
142020 | 55561 | 55611 | Merseyrail (unbranded) | Waverley Route Heritage Centre | Arrived early 2020.[58] |
142023 | 55564 | 55614 | Northern Rail (unbranded) | Plym Valley Railway | Arrived late 2020.[59][60] |
142029 | 55570 | 55620 | Northern Rail unbranded | Chasewater Railway | One of five sets made that display the fewest internal modifications, making it close to "original" condition[61] |
142030 | 55571 | 55621 | Chasewater Railway | The fourth Class 142 to be preserved, chosen due to being in close-to "original" internal condition.[62] | |
142035 | 55576 | 55626 | Wensleydale Railway | Possibly for use as parts donor[63][64] | |
142036 | 55577 | 55627 | East Kent Railway | Preserved as "a good value and reliable form of traction to secure the long term future of the railway"[65] | |
142038 | 55629 | 55579 | Mid-Norfolk Railway | Owned by the Mid-Norfolk Railway Preservation Trust; arrived 2020.[66] | |
142041 | 55582 | 55632 | Wensleydale Railway | Merseyrail Class 142 variant modified with high-capacity 3+2 seating and dot matrix destination indicators.[64] | |
142055 | 55705 | 55751 | Foxfield Railway | Merseyrail Class 142 variant modified with high capacity 3+2 seating and dot matrix destination indicators.[67] | |
142058 | 55708 | 55754 | Telford Steam Railway | Arrived at Telford in April 2021.[51] | |
142061 | 55711 | 55757 | Mid-Norfolk Railway | Owned by the MNRPT; arrived September 2020.[68] | |
142084 | 55734 | 55780 | Rushden Transport Museum | Arrived at Rushden in early in 2020.[69] | |
142091 | 55741 | 55787 | Rushden Transport Museum | Arrived at Rushden in early in 2020.[70] |
Non-railway use
Alongside the operational preserved Class 142s, some have been acquired for non-railway use.
Set number | Vehicle numbers | Location | Notes | |
---|---|---|---|---|
DMS | DMSL | |||
142028 | 55569 | 55619 | Wensleydale Railway[71] | Purchased by a couple who work on the line, for conversion into a home.[71] |
142033 | 55574 | 55624 | Private Site: Bridgend | Acquired by South Wales Police for training.[72] |
142043 | 55584 | 55634 | Kingstanding Police Training Centre | Acquired by Sussex Police for training.[73] |
142045 | 55586 | 55636 | Kirk Merrington Primary School, Kirk Merrington | Acquired for use as a library.[74] |
142060 | 55710 | 55756 | Wensleydale Railway | To be converted into a holiday let and arts space.[75] |
Libreas
BR Western Region
BR/Manchester PTE
BR Provincial two-tone blue
BR Provincial with added Network NorthWest
Regional Railways
Revised Greater Manchester PTE
First North Western
First Great Western
Valley Lines
Arriva Trains Wales
Arriva Trains Northern
Merseyrail
Northern Rail
Detalles de la flota
Class | Built | Cars per Set | Operator | Numbers | Unit nos. |
---|---|---|---|---|---|
Class 142 | 1985–87 | 2 | Stored | 21 | 142003,[a] 142007, 142011, 142013–014, 142018, 142023,[a] 142032, 142035, 142041, 142047, 142051, 142056, 142061, 142071, 142078, 142087, 142089–090, 142094[76] |
Scrapped | 52 | 142002, 142005, 142008–010, 142012, 142015–016, 142021–022, 142024–026, 142031, 142034, 142037, 142039–040, 142042, 142044, 142046, 142048–050, 142052–054, 142057, 142059, 142062–070,142072-073, 142079-142083, 142085-086, 142088, 142092–093, 142095–096[citation needed] | |||
Preserved | 21 | 142001, 142004,[b] 142006, 142011, 142013, 142017, 142018, 142019–020, 142023, 142027,[c] 142029–030, 142035 ,[d] 142036, 142038, 142041, 142055, 142058, 142061, 142084, 142091[77] | |||
Converted for Non-railway use | 5 | 142028, 142033, 142043, 142045, 142060[78] |
Named units
Select units have previously carried names.
- 142009 – Newton Heath 125 1876–2001 (denamed)[79]
- 142073 – Myfanwy (denamed)
- 142080 – Caerphilly RFC (denamed)[80]
Accidentes
- Two Class 142 units have been withdrawn through accident damage. The first of which was unit 142059, which was withdrawn in 1991 after colliding with a buffer stop at Liverpool Lime Street. The train had run away down the hill from Edge Hill whilst returning with brake problems. The train was running without passengers at the time and the driver and guard both survived the accident without serious lasting injury. The platforms were evacuated in time before the train struck the buffers.[81]
- The most serious accident involving a Class 142 was at Winsford in 1999.[82] The driver of Class 142 No. 142008 operated by First North Western, running empty from Crewe to Liverpool Lime Street overran a red signal on the slow line and stopped in the path of the 06:15 London Euston to Glasgow Central Virgin Trains express, hauled by a Class 87 electric locomotive, No. 87027 Wolf of Badenoch.[83] The impact, which caused the unit to be written off, severed the Pacer's body from its frames and caused severe internal damage. This raised concerns over the crashworthiness of the design.[84][85]
- On 11 June 2009, a Class 142 (No. 142042) operated by Northern Rail derailed while en route from Blackpool to Liverpool. All but one of the 40 passengers on board escaped injury. An initial investigation was carried out by the UK Rail Accident Investigation Branch which determined that the engine mounted under the rear coach became detached and fell onto the track at a recorded speed of 57 mph, derailing the rear axle. The detachment of the engine caused extensive damage to underfloor equipment, severing control wires and damaging the braking system resulting in an automatic emergency brake application. The engine became detached following the failure of its attachment to the flywheel housing. Two of the three engine mounting points are on the flywheel housing which remained attached to the vehicle. Engine parts were recovered and taken to the engine overhauler's workshops for supervised examination and dismantling. The bearings and other internal engine parts were found to be in order with no signs of overheating or seizure. The engine crankshaft had broken between the big end bearing of the sixth cylinder and the main bearing in the engine casing at the flywheel end. This break exhibited marks characteristic of a fatigue failure. The torque load on the crankshaft of an engine on full power is at its maximum between the last cylinder and the flywheel, the location of the fracture. A piece of the main bearing and its fixing bolt were the first items found in the debris trail towards the derailed train at 453m back from where the train stopped. The engine block was 205m back from the stopped train. The track was damaged over a distance of 330m. The engine had been overhauled and was fitted to 142042 in March 2008. The crankshaft had been used in two other engines before being fitted to this engine. It had been reground and subjected to magnetic particle inspection (MPI) to check for flaws before it was fitted to this engine. The unit had covered 114,577 miles since returning to service. The rebuilt engines were given an interval of 400,000 miles between overhauls. Subsequently, newer more sensitive MPI equipment was introduced by the engine overhaulers.[86] Problems with engines on 142s have been experienced before.[87]
- On 8 August 2009, Arriva Trains Wales unit 142069 derailed during an empty stock movement at Rhymney, South Wales. The unit was preparing to work a morning service with 143625 when it derailed on a set of points and hit the platform edge. 142069 was later removed by road to Cardiff Canton depot and fears were raised that the frame might have been damaged beyond repair. These fears proved unfounded and the unit has since returned to service.
- On 3 October 2009, a unit of the class collided with another train at Darlington.[88]
- On 4 January 2010, unit 142029 collided with a train comprising two Class 159 diesel multiple units at Exeter St Davids. Nine people were injured.[89]
- On 10 April 2011, a cardan shaft failure on 142045 led to an incident at Durham, injuring a member of the public with a piece of ballast kicked up by the detached shaft.[90]
- On 27 April 2012, unit 142091 was working the 1125 Lincoln – Adwick service when it hit a landslide after exiting Clarborough Tunnel near Retford causing major frontal damage to the unit. Two people were taken to hospital with minor injuries, one of these being the driver.[91][92] The landslide was blamed on heavy rain and poor drainage.[92] The unit has since returned to service.
- On 4 October 2016, unit 142072 caught fire at Caerphilly.[93]
- On 9 October 2018, unit 142086 derailed at Sheffield station.[94][95][96]
In 2009, John Pugh, the then Liberal Democrat MP for Southport, described the Class 142 as "unsafe". However the UK Government's Transport Secretary at the time Geoff Hoon denied this claim saying, "I would not accept that any of that rolling stock is unsafe", and that they constantly upgrade them.[97][98]
Modelos
- In 1987, Hornby Railways launched its first version of the BR Class 142 (Pacer) railbus in OO gauge.[99]
- In 2019, Dapol launched a model of a Class 142 Pacer in N gauge.[100]
- In 2020, Realtrack Models announced that it intended to produce a model of the class 142 in several liveries.[101]
Notas
- ^ a b earmarked for preservation
- ^ Operated Northern Trains' final passenger movement with this stock (2J30 16:36 Kirkby to Manchester Victoria on 27 November 2020)
- ^ Currently at Chasewater Railway as a source of spares only
- ^ 142035 will most likely become spares for 028 and 041 at Wensleydale Railway.
Referencias
Citations
- ^ a b c Fox & Hughes 1994, pp. 15–16, 25
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- ^ a b "Passenger Focus response to Network Rail's North West Route Utilisation Strategy". Transport Focus. 11 January 2007. Archived from the original on 13 December 2020. Retrieved 1 December 2020.
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- ^ a b c d e f g h i j k l m n o p q Shore, A.G.L. (1987). "British Rail diesel multiple unit replacement programme". CiteSeerX 10.1.1.1008.3291. Archived from the original on 28 November 2020. Retrieved 27 November 2020. Cite journal requires
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- ^ 142s to be retained into 2020 Rail Express issue 283 December 2019 page 13
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- ^ Wilkinson, Peter (4 December 2019). "The Railways (Interoperability) Regulations 2011 – Northern Class 142 – 2020 accessibility deadline" (PDF). DfT. Archived (PDF) from the original on 1 January 2020. Retrieved 1 January 2020.
- ^ Wilkinson, Peter (4 December 2019). "The Railways (Interoperability) Regulations 2011 – Transport for Wales Rail Services Class 142s – 2020 accessibility deadline" (PDF). DfT. Archived (PDF) from the original on 1 January 2020. Retrieved 1 January 2020.
- ^ Wilkinson, Peter (26 May 2020). "The Railways (Interoperability) Regulations 2011 – NTL Class 142 – 2020 accessibility deadline" (PDF). DfT. Archived (PDF) from the original on 9 June 2020. Retrieved 21 August 2020.
- ^ Wilkinson, Peter (17 July 2020). "The Railways (Interoperability) Regulations 2011 – Transport for Wales Rail Services Class 142s – 2020 accessibility deadline" (PDF). DfT. Archived (PDF) from the original on 28 November 2020. Retrieved 21 August 2020.
- ^ "Final farewell to fleet of Pacer trains". BBC News. BBC. Archived from the original on 30 November 2020. Retrieved 13 December 2020.
- ^ Pioneer Class 142 claimed for National Collection Rail Express issue 268 September 2018 page 76
- ^ First Pacer train goes into Locomotion museum at Shildon Archived 25 December 2019 at the Wayback Machine The Northern Echo 19 December 2019
- ^ a b "New Arrival of 'Pacers'". Telford Steam Railway. 16 April 2021. Archived from the original on 28 April 2021. Retrieved 28 April 2021.
- ^ llanellirailway (15 February 2021). "Pacer Railcar for Cynheidre". llanellirailway. Retrieved 18 February 2021.
- ^ [1] Archived 28 November 2020 at the Wayback Machine, 142011 to be used as spares.
- ^ [2] Archived 28 November 2020 at the Wayback Machine, 142013 to be maintained in service.
- ^ "142017 – 55558 & 55608 – Driving Motor Second & Driving Motor Second Lavatory". Archived from the original on 17 December 2020. Retrieved 15 December 2020.
- ^ Russell, David (March 2021). "'Skipper' for Wensleydale...and a '143'". Rail Express. No. 298. Horncastle: Mortons Media. p. 39. ISSN 1362-234X.
- ^ "142019 – 55560 & 55610 – Driving Motor Second & Driving Motor Second Lavatory". Archived from the original on 17 December 2020. Retrieved 15 December 2020.
- ^ "142020 – 55561 & 55611 – Driving Motor Second & Driving Motor Second Lavatory". Archived from the original on 17 December 2020. Retrieved 15 December 2020.
- ^ "142023 at Plym Bridge". Retrieved 28 February 2021.
- ^ ‘Skipper’makes a welcome Devon return
- ^ "Two of Northern's Pacer trains are going to this heritage railway to be preserved". Yorkshire Post. 23 December 2019. Archived from the original on 23 December 2019. Retrieved 27 December 2019.
- ^ "142030 – 55571 & 55621 – Class 142 Driving Motor Second & Driving Motor Second". Archived from the original on 17 December 2020. Retrieved 15 December 2020.
- ^ "142035 – 55576 & 55626 – Class 142 Driving Motor Second & Driving Motor Second Lavatory". Archived from the original on 28 November 2020. Retrieved 14 November 2020.
- ^ a b "Northern Trains Class 142 Pacer Withdrawls & Scrapping". Rail Record. Archived from the original on 5 June 2020. Retrieved 5 June 2020.
- ^ "142036 – 55577 & 55627 – Driving Motor Second & Driving Motor Second Lavatory". Archived from the original on 17 December 2020. Retrieved 15 December 2020.
- ^ "Second 'Pacer' train arrives at the Mid Norfolk Railway". Archived from the original on 24 November 2020. Retrieved 13 December 2020.
- ^ "142055 – 55705 & 55751 – Class 142 Driving Motor Second & Driving Motor Second Lavatory". Archived from the original on 17 December 2020. Retrieved 15 December 2020.
- ^ "Second 'Pacer' train arrives at the Mid Norfolk Railway". Archived from the original on 24 November 2020. Retrieved 13 December 2020.
- ^ "142084 – 55734 & 55780 – Class 142 Driving Motor Second & Driving Motor Second Lavatory". Archived from the original on 17 December 2020. Retrieved 15 December 2020.
- ^ "142091 – 55741 & 55787 – Class 142 Driving Motor Second & Driving Motor Second Lavatory". Archived from the original on 17 December 2020. Retrieved 15 December 2020.
- ^ a b Newton, Newton (4 April 2020). "Meet the young couple who saved two Pacers from scrap – and want to live in one". Yorkshire Post. Archived from the original on 26 April 2020. Retrieved 25 October 2020.
- ^ "142033 – 55574 & 55624 – Driving Motor Second & Driving Motor Second Lavatory". Railcar Association. Archived from the original on 14 November 2020. Retrieved 14 November 2020.
- ^ BR 55634 Class 142 BR Leyland 4-wheel 'Pacer' DMSL built 1986
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A train driver has prevented a major disaster by braking seconds before his express ploughed into another train.
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The railway inspectors say lightweight rail-bus trains do not meet current safety standards and they are concerned that some of them are now being used on the same tracks as conventional heavyweight inter-city and freight trains.
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Bibliography
- Fox, Peter (1987). Multiple Unit Pocket Book. British Railways Pocket Book No.2 (Summer/Autumn 1987 ed.). Platform 5 Publishing Ltd. ISBN 0906579740. OCLC 613347580.
- Fox, Peter; Hughes, Barry (1994). DMUs & Channel Tunnel Stock. British Railways Pocket Book No.3 (7th ed.). Platform 5. ISBN 9781872524597.
- Pritchard, R.N.; Fox, Peter (2009). Diesel Multiple Units 2010. British Railways Pocket Book No.3. Platform 5. ISBN 978-1-902336-75-6. OCLC 614300319.
- Smith, R.I. (2002). Class 140: The Past, The Present, The Future. Keith & Dufftown Railway Association. ISBN 0901845213.
Otras lecturas
- Marsden, Colin J. (2011). Traction Recognition (2nd ed.). Ian Allan. pp. 102–105. ISBN 9780711034945. OCLC 751525080.
enlaces externos
Media related to British Rail Class 142 at Wikimedia Commons