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Network rail take on class 153s?


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Prob 'cos they're available and can go pretty much anywhere on route survey work.  We had 153.311 on 5Z01 Derby-Whitland today, seen at Ferryside.  No NR markings that I could see.

 

rev 153311 Ferryside 21Jul21 5Z01 Derby-Whitland.jpg

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You can't do with 153s things you could do with original DMUs as each cab has a control cubical behind each cab 

So won't be any inspection vehicles or route learners without major rebuilding 

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2 hours ago, Metr0Land said:

Prob 'cos they're available and can go pretty much anywhere on route survey work.  We had 153.311 on 5Z01 Derby-Whitland today, seen at Ferryside.  No NR markings that I could see.

 

rev 153311 Ferryside 21Jul21 5Z01 Derby-Whitland.jpg

 

The Network Rail branding is what appears as a black patch on the blue side in your pic.

 

153311 5Z01 Derby RTC to Whitland

 

East Midlands stuff is already fetching decent prices on ebay - expect a further  hike.....

Edited by newbryford
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2 hours ago, uax6 said:

I wonder if these are going to be the units that NR use to replace lengthmen?

 

Andy G

 

"Go anywhere" 950001 is apparently NRs most heavily used asset. The 153s will be a useful supplement.

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They are being trialled on video inspection, predominately through S&C. Currently the MPV used cannot cover what is required. With the current desire to move from physical inspection to train borne, these will prove very useful.  

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I would say that there are quite a few possibilities of ideas that Network Rail could potentially do with the 153s.

 

1 ) The units could be reformed back to 2 coaches as they were when built as class 155s

 

2 ) Some153s could be completely stripped of cab equipment and placed in between 2 with the smaller 2nd cabs removed as in idea #1 so there would be 2 coaches each with just 1 cab and the 3rd with no cabs although the engine could be retained or it could be removed and used as a spare engine in case of a failure, the testing equipment could be fitted throughout all 3 coaches similar to the coaches used in the loco hauled network rail train.

 

3 ) The units could be converted for hybrid operation allowing electric operation aswell to test ohle as 1 of the current test trains has a coach fitted with a pantograph but having a 2nd & perhaps further test trains fitted with pantographs would allow network rail to test much more ohle on any given day thus getting it done quicker.

 

I know these ideas may be ridiculed, however, as these units can go anywhere, having hybrid operation would be beneficial and also allow network rail to cut down on exhaust emmisions into the atmosphere therefore lowering their diesel fuel bill aswell.

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With the bus style of bodywork does this mean that the bodies are non-load bearing?  This would mean more drastic alterations for specialised use would not be so problematic.

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10 hours ago, 313201 said:

2 ) Some153s could be completely stripped of cab equipment and placed in between 2 with the smaller 2nd cabs removed as in idea #1 so there would be 2 coaches each with just 1 cab and the 3rd with no cabs although the engine could be retained or it could be removed and used as a spare engine in case of a failure, the testing equipment could be fitted throughout all 3 coaches similar to the coaches used in the loco hauled network rail train.

 

Alternatively just leave the cabs in place as that costs nothing and you're not exactly losing "useful" space to them and you retain the flexibility to reform them anyway you like.

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18 hours ago, newbryford said:

 

The Network Rail branding is what appears as a black patch on the blue side in your pic.

 

153311 5Z01 Derby RTC to Whitland

 

East Midlands stuff is already fetching decent prices on ebay - expect a further  hike.....


Good thing I’ve got my five Hornby EMT Class 153’s :locomotive:

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Not quite go anywhere. They do have C3 route restriction plus other local restrictions, mainly due to the steps at the small cab end bogie.

 

The bodies are load bearing on these, built of steel sections with the Leyland bodies riveted to it. It was why they have little cabs at one end because the rebuild would have been too big due to the vertical steel sections either side of the door openings.

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Class 153’s are banned between Southampton and Fareham, via Netley because of the steps on the short end.  Much to the horror of Wessex Trains control, a 158/153 combo with the 153 on the rear, was doing a Cardiff - Portsmouth and the 153 was supposed to be detached at Southampton.

 

The plan was bullet proof except nobody told the crew working the train, no had a driver been diagrammed to uncouple and take the unit to the sidings.  So when the train arrived at Portsmouth Harbour, it was headless chicken time and a Fratton driver was called in from home, uncouple and stable it at Fratton, at reduced speed.  He got paid 12 hours overtime rate for about 45 mins work.

 

To get it back to Westbury, it was decided to remove all the steps once the driver was onboard and travel at reduced speed from Fratton to Westbury.  The question was asked “why didn’t they send it back via Botley and Eastleigh” as they wouldn’t have need to take the steps off, to which control replied “oh yeah”.

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4 hours ago, cheesysmith said:

Not quite go anywhere. They do have C3 route restriction plus other local restrictions, mainly due to the steps at the small cab end bogie.

 

The bodies are load bearing on these, built of steel sections with the Leyland bodies riveted to it. It was why they have little cabs at one end because the rebuild would have been too big due to the vertical steel sections either side of the door openings.

 

If used in departmental use I guess there is scope for making the small cab bigger by making the vestibule at that end part of the cab. Any NR staff on board could use the other door as the normal  entry / exit to the saloon area.

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23 hours ago, 313201 said:

 

2 ) Some153s could be completely stripped of cab equipment and placed in between 2 with the smaller 2nd cabs removed as in idea #1 so there would be 2 coaches each with just 1 cab and the 3rd with no cabs although the engine could be retained or it could be removed and used as a spare engine in case of a failure, the testing equipment could be fitted throughout all 3 coaches similar to the coaches used in the loco hauled network rail train.

 

 

Many tasks that used to require a couple of coaches of test equipment can these days be done with much smaller sensors and mid range computers. There are test trains such as the MerMec Roger 1000 which can do essentially the same job as the NMT in a single vehicle. 153s could easily do a variety of jobs including ultrasonic testing, video survey, communications testing and route learning.

 

Cheers

David

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