British railcars and diesel multiple units
In 1960 the Blue Pullman service was introduced using high-speed trainset consisting of coaches sandwiched between two power cars.
Initially this train was considered to be a diesel electric multiple unit, but for operational reasons the classification was changed and the power cars became identified as Class 43 locomotives.
By 1908 the GWR had purchased or built 99 railcars (or railmotors as they called them), but from 1917 began converting them into autocoaches for use on push-pull trains with a steam locomotive,[1] as these were more reliable and were able to haul additional carriages or goods wagons.
In 1914 the London and North Western Railway commissioned a 90 hp (67 kW) petrol-electric railcar, although this was converted into a driving trailer in 1924.
After World War I more powerful diesel engines were available and in 1928 the London Midland & Scottish Railway (LMS) commissioned a four-car diesel-electric multiple unit using a 500 hp (370 kW) Beardmore engine, similar to that used on the airship R101, placed in a power car that had been used on the Lancashire and Yorkshire Railway's electrified line from Bury to Holcombe Brook.
These had a 250 hp (190 kW) Sulzer engine driving two GEC traction motors and could seat 60 passengers, able to pull trailers or run in multiple.
[9] In 1938 the LMS built a 3-car articulated multiple unit at Derby, with two 125 hp (93 kW) motors driving the axles using a torque converter, controlled using an electro-pneumatic system.
Seating 162 including 24 first-class it ran in service between Oxford and Cambridge, but was withdrawn in 1940 due to World War II.
[21] The British Railway workshops at Derby and Swindon did not have the necessary capacity, so private carriage builders such as Metropolitan-Cammell, Gloucester, Birmingham and Cravens received orders.
[23] Not all units could work in multiple with each other, but the blue square coupling code covered 84 percent of the cars built, using a four-speed gearbox with gear selection controlled pneumatically.
[30] Introduction had been planned for June 1957, but special services were run early following a fire at Cannon Street in London.
[31] Elsewhere the standard loading gauge could be used and the trailer vehicles were similar to contemporary Southern Region electric multiple units.
Six coach sets were used on the London Midland Region, all first class with at seat service served from two kitchen cars.
Initially the rolling stock was considered to be diesel-electric multiple units, with coaches sandwiched between two power cars.
[35] Two prototype Class 210 DMUs were introduced in 1981, based on the Mark 3 coach bodyshell with a diesel engine mounted at the end of one of the driving cars.
[36] The Pacer series grew out of a single car prototype developed for export that used a body designed by Leyland Motors with bus components mounted on a 4-wheeled high-speed freight underframe.
[citation needed] The British Rail Engineering Limited Class 150 with a high density layout, followed by the 150/2 that had gangways between units.
Virgin CrossCountry were looking to replace a mixture of life expired loco-hauled trains and mid-life HSTs and have tilt for use on the West Coast Main Line.
[55] Diesel-electric and diesel-battery-electric Class 230s are being converted from London Underground D78 Stock for Transport for Wales Rail and West Midlands Trains.
Usually there is a float arm similar to a toilet cistern that cuts off the refuelling once a predefined level is reached, however if the pressure is too high, this can cause the train tank to overfill and leak fuel.
