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The move comes as Vivarail Chairman Adrian Shooter firms up his plans for converting the withdrawn Underground stock into diesel-electric multiple units DEMUs , to be known as D-trains.

Vivarail has signed a contract to buy enough vehicles to build 75 two- or three-car DEMUs, which works out as driving cars and 70 trailers.

Aside from a small number of vehicles being kept by LU for conversion into engineering trains, this is the vast majority of the available vehicles.

The trains run on the District Line. The intention is that it will then be approved for running on Network Rail track in the autumn.

We are also talking to all the bidders for the Northern franchise. He told RAIL that Vivarail will sell or lease the trains, with or without maintenance contracts, and that he expects to sell the first train at the end of next year.

The company has contracts in place with Revolve Brentwood, Essex , which is supplying the diesel power modules, and with Strukton Holland , which is supplying the IGBT - insulated-gate bipolar transistor, control equipment that controls the traction motors in both traction and braking.

And he countered the question that D-trains will be slower than other DMUs: We have had a performance simulation done for the Huddersfield-Sheffield route, which we selected because it has a selection of steep gradients, closely spaced stations and some higher-speed sections at the Sheffield end.

That is before taking account of the fact that platform dwell times are likely to be less, because we can have up to four doors per side.

Only the bare bodyshell, traction motors and bogies from the DStock will be re-used - the bodyshells are aluminium and free of corrosion, and the bogies are ten years old.

We most certainly intend to produce a train which is perceived by passengers to be just like a new train. Look at the Chiltern Mk 3s, for example.

The same people are involved. Stefanie runs our business publication RailReview, which was launched in She joined RAIL in and still writes features for the magazine covering various topics, as well as planning content for our portfolio of events.

Hmmm, not convinced about wether these would meet all the necessary legislation, but Adrian Shooter is nobody's fool.

Finding diesel engines that comply with the proposed EU legislation was supposed to be difficult. Can't see that they will be equipped with toilets however as there will be nowhere to fit the retention tanks.

The bogies are very track unfriendly so will attract high track access charges, however I suppose if they are 60mph max that will offset that a little.

The ride quality will be awful unless they do something like adding some additional secondary suspension. If they are like new trains keep them down in that there London.

London Underground receive massive government subsidies so why are the D78s being scrapped with 15 years life remaining? Living in Harrogate, I don't want my hated pacers replaced with an OLDER train, my journey decelerated to 60 mph max, with a worse ride and fewer peak seats in a four car train.

StPaddy, London Underground did not receive massive subsidies. What does the Northern Rail fares cover? Get that massive Northern Chip off your shoulders.

This is similar to the Northern subsidy if one includes the Network Grant, whose apportionment to Northern is ludicrously overstated.

We don't have chips on our shoulders, we have a genuine grievance and after last year's insulting franchise proposal we're angry.

The 'chip on my shoulder' is a very real grievance. Northern rail users are angry about London eating all the pies, and the South West and East Anglia are also complaining.

The maximum linespeed on the harrogate line is 60mph apart from yhe single line sections, so your journey will not be decelerated!!

They will have toilets. Not all configurations have toilets and if you're struggling to match seating capacity I predict it's the loo that would be sacrificed.

Pacers can do 75mph. D-trains will have a 60mph speed limit — already being called Crawlers. We have lines in the North where inter-urban and "country" using Vivarail's term trains can do 90 or more.

And how comfortable is D78 stock with its tube-style bogies even at 60? A 2-car D-train would have fewer seats than a 2-car Pacer.

So you need at least three cars. A longer train might be made up by adding trailers — reducing acceleration and eroding the claimed advantage of improved acceleration.

Oh and by the way, there are some stations where a 55m long 3-car D-train wouldn't fit at the platform. Reliability in service must be questionable - the "white van" diesel is unproven in the confined space under a D78 vehicle.

Most of the sample configurations have no toilets: Somebody with Mr Shooter's reputation should know better. Chiltern's passengers wouldn't accept this.

Crawlers might be suitable for short branch lines. I suggest parts of East Anglia and non-electrified Thames Valley branches. See how commuters in Henley, Marlow and Windsor like them.

They are used to something better. The North also deserves better. The main factor is that it is a temporary solution. Don't forget in around 5 years time there will be oodles of s, s, s, s, s, s, s etc.

Not to mention the entire fleet of Meridians and countless HSTs. In terms of he short platforms, they managed to fit HSTs with selective door operation so it shouldn't be an issue to fit the D-Train with that.

The question is this, do us in the north continue to be seperated from the south to the extreme by keeping our pacers, or do we accept a little gesture from them and accept some pretty decent trains made new inside.

I've used the District line alot and I can safely say that some of the track is in a far worse condition than some of the bad stuff up here.

So with that in mind I don't think ride quality can be any worse than a pacer. The sad truth regarding the toilet issue is that if the journey time end to end is below a certain time limit there is no requirement for a toilet.

But if they were to be used on a say Manchester Victoria to Preston service it wouldn't be too terrible.

Also like the pacers they won't be allowed to run on say the WCML or on faster lines for long distance because as you rightfully said the top end speed is lower.

Do bare in mind however that there are some pacers knocking about that are actually now restricted to 65mph. All I'm saying is that it might be worth keeping an open mind.

London commuters complained endlessly about the s poor seating capacity. But as a regular standing passenger I'd rather stand on one of those than a pacer!

As a railwayman with 13 years experience in various areas of the rail industry this is an interesting concept. Back in the 80s I don't remember much up until the late 80s due to young age!

BR wasn't in the best state. Ageing rolling stock, under-used branch lines etc. Thus the pacer was born. Love them or hate them they did, that is DID, a fantastic job and saved many of the branch lines and lowering the cost of running.

I have made no secret of my extreme dislike of the pacers. In my opinion they saved the day in the 80s and early 90s.

They should have been commended for doing exactly what they were built for and for BR to accept that they'd had their money's worth.

It however is now a shame that the north-south divide has got bigger and bigger over the last decade or so what with the amount of money being ploughed into rolling stock investment in the south, especially in the London and South-east.

It really does give us northerners the feel of total neglect and separation. However I think this D-Train concept might just save the day.

The south will actually do us a huge favour if this goes ahead. The D-Train could be the answer to us northerners prayers. This concept is almost a mirror image of 80s BR and the need for a cost effective short term solution to an inerrant problem.

In 5 or so years time there will be a massive surplus of DMUs due to the mass electrification projects. Some serious decisions will then have to be made as to which of the older 80s built rolling stock will be cost effective in remaining in service.

Like the pacers the , , , s etc. The question will need to be raised as to what will be scrapped or kept. The D-Train however will effectively be a light weight, custom built urban, interurban and country branch line unit due to the multitude of options for interior specifications.

The fact they will be new, apart from the bodyshell, bogies and motors, means that they could effectively operate for a far longer period of time than the 80s build sprinters useful lifespan.

They would ironically almost be a 21st century pacer! The light weight would seriously reduce operational costs in track access charges alone.

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