Editor’s note: This article originally failed to note that all the pictures were of model trains, because the editor is an idiot. Anyway, we’ve now corrected it. Enjoy.
Everybody hates a Pacer, the tiny 30-year old trains that swarm around the railways of the North and Wales – and these hated carriages are not long for this world. Politicians have made promises to remove them from the network, and the Persons of Reduced Mobility Technical Specification for Interoperability (PRM-TSI) regulations have scheduled the axe to fall on 1 January 2020.
With the addition of disabled toilets, the Pacers could live on beyond this cutoff date – but nobody wants to spend the money installing an expensive toilet on a shit train. The Pacers are the rolling dead.
But wait! News from across the border has reached the Pacer’s Yorkshire stronghold. The authorities in Wales have reportedly come up with a cunning plan to save the Pacers currently serving the Valleys. The plan is so cunning, it might actually work. The plan – and I do want to emphasis quite how cunning it is – is… wait for it…
…to lock the toilet door
Further editor’s note: Originally we said that the plan was that of Arriva Trains Wales, which has now been in touch to deny it. Always happy to correct our mistakes, we are.
By taking the toilet permanently out of use, it becomes just as unusable to those with able-bodieds as to those without, thus meeting all regulations. This is probably not what equality campaigners were aiming for.
Told you it was cunning.
Arriva reasons that you can hold it in for the short journeys that its Pacers do. And it has a point: there are plenty of bus services that take over an hour, and have no toilets are provided. The only real issue I have with this plan is timing. How come the rail industry only just come up with it? This penny dropped for me about five years ago.
Anyway: if the loo-less Pacers are getting a new lease of life, what uses could the rail network put them to? I offer a few thoughts.
2 + 2 =
We actually have two types of two-car trains in the north: Pacers and Sprinters. The Sprinters are basically okay, and as they’re being modified to PRM-TSI standards, they will live on, which is handy.
So my first proposed use of the newly loo-less Pacer is as a rush hour buster. In the morning and evening peaks, why not couple a Pacer up to a Sprinter, turn a two-car train into a four-car one, and allow passengers to get a seat? That way, the train will still be accessible, so long as you get on the right coach, which is already clearly marked.
A pacer added to the rear of a sprinter calling at Amblethorpe on the author’s model railway.
Unfortunately, pacers don’t have end gangways. This means passengers cannot walk through from the Pacer to the Sprinter to uses its loo. You could keep the toilet open in this scenario, only as long as the Pacer never flies solo.
Pacer (left) without end gangway, sprinter (right) with end gangway at Colwick on the author’s model railway.
Looless to Pontecarlo
Alternatively, we could borrow an idea from the Welsh: lock the loos and keep ‘em running.
To be fair, there are some eye-wateringly long Pacer journeys. Kirkby to Blackburn and Nunthorpe to Hexham both take way over 2 hours for the Pacer to complete (I’ve done the latter, so you don’t have to). These would not be sensible services to make loo-less.
But shorter trips such as Leeds to Knottingly, which takes just 35 minutes end to end, could be suitable. This would be a cheap way of giving Castleford and Pontefract four train per hour. But the trains would have to be exclusive to a route: there can be no expectation that there will be a toilet on the train.
New parcels vans
Back in the days of nationalization, British Rail (BR) used to have a parcels business, which carried newspapers and Royal Mail post around the country. To do this, BR was in the habit of converting old passenger trains into parcels trains.
This service could be reinvented using the Pacers. They could trip from distribution centres to city centre stations at night, with electric vehicles then taking the goods onwards to central shops and businesses. During the day, they could couple on to passenger trains, tagging along for the ride to Barrow or Hull.
Hard to see this happening on the privatised railway, but it’s an idea.
FMU: Freight Multiple Unit
Rumour is that the Pacer was invented when someone at BR research looked at their very impressive new high speed freight wagon and thought: “If I removed the top, add an engine and a bus body I’ll have a really cheap passenger train.”
Why not reverse engineer this idea 40 years later? Keep the engine and the driving cabs, but chop out the passenger compartment to leave a big gap above the chassis. This would leave room for a 40ft shipping container. A two car unit could only carry two containers, but there may be enough power to add a wagon in-between to increase the capacity to three.
This isn’t an efficient way of transporting containers, admittedly – but if the FMU could be added to a passenger train, then you don’t need an extra driver or an extra path on the railway line, making it more efficient. The route that springs to mind as one where this could make a difference is from Inverness to the Far North: Tescos could kept its containers on the rails all the way to Thurso.
Most trains have room for a bicycle. Some have space for two, three, even four.
But this low capacity is starting to become a problem as more people take their bikes with them on the train. One car of a Pacer could be converted into a bike coach, like they have in Denmark.
As with the other ideas here, this would only work if the trains could be run in multiple with a Sprinter. This would be equally useful on commuter routes and on our scenic railways, where people want to access the great outdoors by train and bike.
Speaking of the scenic railways, the one thing about a Pacer that is very good are its windows, which provide an uninterrupted view of the landscape. This it not a sought-after feature as you commute in from Bolton to Salford, but it’s marvellous in the Yorkshire Dales or the Cumbrian Coast.
So why not give Pacers an internal refurbishment, leaving plenty of room for bikes and rucksacks, and add them on Sprinter running on the beautiful railways of the North, Wales and Scotland?
1 + 2 + 1 =
Taking several of these ideas and bringing them together, we have what follows.
A Sprinter, to provide the accessible toilet and a comfortable suspension for the discerning passenger. A Pacer coach, with space for small parcels, plenty of bike racks and a door dedicated for bike loading and off-loading. The other Pacer coach dedicated to providing the best views, preferably with tables so groups can travel together.
The imaginative way of doing this is to split up the Pacer and put each coach on either end on a Sprinter. This gets round the problem of the gangway doors, and means the guard will be able to walk the full length of the train. The commuter version of this train would have the Pacer coaches fitted out with longitudinal seating and grab rails, as found on London Overground trains.
A sprinter sandwiched between the two halves of a pacer waits to depart from Amblethorpe on the author’s model railway..
The North is promised shiny new trains, which may – but, probably, won’t – create enough extra capacity enough to put an end to over-crowding. But Pacers, as much as they’re hated, could still provide a solution to a few of the country’s railway problems, just so long as we think beyond just locking up the loos.
All images courtesy of the author.
This article is from the CityMetric archive: some formatting and images may not be present.