View source for Pacer (British Rail)

{{short description|5 classes of 1980s British diesel railbuses}}
{{Use dmy dates|date=March 2016}}
{{Infobox train
| background = #cc9966
| name = ''Pacer''
| image = Exeter St Davids - FGW 142064 and 143611.jpg
| imagealt = 
| imagesize = 300px
| caption = A [[British Rail Class 142|Class 142]] and [[British Rail Class 143|Class 143]] at {{rws|Exeter St Davids}} in 2011
| interiorimage = 
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| service = 1984–2021
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| family = ''Pacer''
| replaced = 
| yearconstruction = 1979–1987
| yearservice = 
| refurbishment = 
| yearscrapped = 2020–present
| numberconstruction = 
| numberbuilt = 165 sets
| numberpreserved = 
| numberscrapped = 79 sets (141/142/143/144)
| formation = 71 sets (140/142/143/144)
| fleetnumbers = 
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| coupling = [[BSI coupling|BSI]]
| multipleworking = 
| gauge = {{RailGauge|uksg|allk=on}}
}}
'''Pacer''' was the operational name of the [[British Rail]] Classes [[British Rail Class 140|140]], [[British Rail Class 141|141]], [[British Rail Class 142|142]], [[British Rail Class 143|143]] and [[British Rail Class 144|144]] [[diesel multiple unit]] [[railbus]]es built between 1980 and 1987. They were inexpensively developed using a passenger body based on the [[Leyland National]] bus on top of a chassis based on the [[High Speed Freight Vehicle|HSFV1]] research vehicle. The railbuses were intended as a short-term solution to a shortage of rolling stock, with a lifespan of no more than twenty years. As modernised replacements were lacking, the Pacer fleet remained in service on some lines until 2021, 37 years after their 1984 introduction.<ref>{{Cite web|title=Last departure for Welsh Pacers |date=1 June 2021 |url=https://www.railnews.co.uk/news/2021/06/01-a-last-farewell-for-welsh.html |access-date=2021-08-18 |website=Railnews}}</ref>

All Pacer trains were scheduled to be retired by the end of 2019, as the [[PRM-TSI]] requires that all public passenger trains must be accessible to disabled people by 2020; however, the Pacer units were given dispensation until the end of 2020. Only one Pacer (the modernised 144e) met this requirement, and the remainder were, therefore, planned to be withdrawn by that date. Furthermore, a decision in 2015 by the [[Secretary of State for Transport|Transport Secretary]] required that such railbuses be removed from service by 2020 for the then-new [[Arriva Rail North|Northern]] franchise, stating that the "continued use of these uncomfortable and low-quality vehicles is not compatible with our vision for economic growth and prosperity in the north".<ref>{{Cite news|url=https://www.theguardian.com/uk-news/2015/feb/27/new-trains-replace-north-england-rolling-stock-pacer-2020|title=New trains to replace north of England's ageing rolling stock by 2020|last=Topham|first=Gwyn|date=27 February 2015|work=[[The Guardian]]|access-date=15 January 2021}}</ref>

At the start of 2020, 138 Pacer units of classes 142, 143 and 144 were either still in service or storage with three National Rail operators: [[Arriva Rail North]], [[Great Western Railway (train operating company)|Great Western Railway]] and [[KeolisAmey Wales]].<ref>{{Cite news |date=22 October 2019 |title=Pacers to continue into 2020, operators confirm |work=[[Railway Gazette]] |publisher=[[DVV Media Group]] |url=https://www.railwaygazette.com/uk/pacers-to-continue-into-2020-operators-confirm/54874.article |url-access=registration |access-date=15 January 2021}}</ref> After the 144s were withdrawn from the Northern franchise, [[Northern Trains]] retired its last Pacer unit, a 142, on 27 November 2020,<ref>{{Cite news|url=https://www.manchestereveningnews.co.uk/news/greater-manchester-news/final-call-hated-pacer-trains-19361262|title=Final call for hated pacer trains as last Northern 'truck on tracks' makes final journey|last=Slater|first=Chris|date=27 November 2020|work=[[Manchester Evening News]]|publisher=[[Reach plc]]|access-date=15 January 2021}}</ref> with Great Western Railway retiring its last 143 the following month.<ref name="MR-Jan21-GWR">{{Cite magazine|title=2+3 HSTs help oust GWR Pacers|magazine=Modern Railways|date=January 2021|page=103}}</ref> KeolisAmey Wales withdrew only its 142s in late 2020, passing its 143s to [[Transport for Wales Rail]], who phased them out in May/June 2021.<ref>{{cite news |url=https://caerphilly.observer/news/1001584/pacer-trains-taken-off-valleys-lines-after-30-years/ |newspaper=Caerphilly Observer |title=Pacer trains taken off Valleys lines after 30 years |first=Rhys |last=Williams |date=4 June 2021 |accessdate=5 June 2021 }}</ref>

==Features==
{{main|Railbus}}
[[File:Midland_Red_South_Leyland_National_NOE_551R.jpg|thumb|Some Pacers were based on the [[Leyland National]] bus]]
The Pacer series were built with low construction and running costs in mind, and so all of the Pacer units use:<ref name="JonKellyBBC">{{Cite news|url=https://www.bbc.com/news/magazine-35725299|title=Pacers: The train that the UK has struggled to get rid of|last=Kelly|first=Jon|date=7 March 2016|work=[[BBC News Online#Magazine|BBC News Magazine]]|access-date=15 January 2021}}</ref><ref>{{Cite news|url=https://www.aronline.co.uk/ar-cars/rail-projects-the-bre-leyand-pacers-the-dream-becomes-a-nightmare/|title=Rail Projects : The BRE-Leyland Pacers – the dream becomes a nightmare|last=Humble|first=Mike|date=13 January 2012|work=AROnline|access-date=15 January 2021}}</ref>
* A lightweight modified [[bus]] body and other bus components, such as seating, with a reinforced driver's cab area to comply with [[crashworthiness]] standards.
* A long-wheelbase four-wheel freight-wagon-inspired underframe, rather than the conventional arrangement of two four-wheeled [[bogies]]. This arrangement has been criticised for rough-riding, and causing loud noise and excessive wear to the wheels and track on tight curves.

==Background==
{{main article|British Rail railbuses}}

By the beginning of the 1980s, [[British Rail]] (BR) operated a large fleet of [[List of British Rail diesel multiple unit classes#First Generation|first generation diesel multiple units]] (DMUs), such as the [[British Rail Classes 101 and 102|Class 101]], which had been constructed in the 1950s and 1960s to various designs.<ref name="Thomas">{{cite Q|Q112224535 |author-link=David St John Thomas|first=David St John|last=Thomas |author2=Whitehouse, Patrick}}</ref> While formulating its long-term strategy for this sector of its operations, British Rail planners recognised that there would be considerable costs incurred by undertaking refurbishment programmes necessary for the continued use of these ageing multiple units, particularly due to the necessity of handling and removing hazardous materials such as [[asbestos]]. In light of the high costs involved in retention, planners examined the prospects for the development and introduction of a new generation of DMUs to succeed the first generation.<ref name = "shore">{{cite journal |last1=Shore |first1=A. G. L. |title=British Rail Diesel Multiple Unit Replacement Programme |journal=Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering |date=1987 |volume=201 |issue=2 |pages=115–122 |doi=10.1243/PIME_PROC_1987_201_165_02 |issn=0265-1904 |citeseerx=10.1.1.1008.3291|s2cid=109194039 }}</ref>
[[File:144011-Inside-PCD11 81 (48225032996).jpg|thumb|The bus-style bench seating originally used on a {{brc|144}} Pacer]]

During the early 1980s, BR developed two separate approaches towards developing a [[List of British Rail diesel multiple unit classes#Second generation|second generation]] of DMUs. The first involved the development of substantial DMUs which could deliver performance superior to the existing fleet, especially on long-distance services. This ultimately lead to the development of the [[British Rail Class 150|Class 150]] and [[British Rail Class 151|Class 151]] prototypes, and the wider [[Sprinter (British Rail)|Sprinter]] family of DMUs. Financial restraints led to the development of the second approach involving the so-called ''railbus'' that prioritised the minimisation of both initial (procurement) and ongoing (maintenance and operational) costs; BR officials recognised that a cheaper unit was desirable for service on the smaller [[branch line]]s that would not be unduly impacted by lower performance specifications or a high-density configuration. As such, work to progress both approaches was undertaken by BR's research department.<ref name = "shore"/>

During this period, a number of prototypes were constructed to explore different designs and approaches for implementing the railbus concept. The initial prototype, known as [[British Rail railbuses|Leyland Experimental Vehicle (LEV) 1]], was a joint project by the [[British Rail Research Division]] and [[Leyland Motors]] and used a [[Leyland National]] bus body mounted on modified freight vehicle underframe ([[High Speed Freight Vehicle|High Speed Freight Vehicle (HSFV) 1]]). A subsequent test vehicle, a single two-car unit, designated as the [[British Rail Class 140|Class 140]], was constructed between 1979 and 1981.<ref name=Smith3>{{cite book |title=Class 140: The Past, The Present, The Future |first=R.I. |last=Smith |publisher=Keith & Dufftown Railway Association |year=2002 |isbn=0901845213 |page=3}}</ref> The principal difference between the Class 140 and the preceding R3 concept was the incorporation of the underframe structure into the body above, thus making the latter a load-bearing structure.<ref name = "shore"/> Other changes included the strengthening of the cant rail area and the use of standard BR multiple unit ends, enabling compliance with full [[Union Internationale des Chemins de fer]] (UIC) end load specifications for multiple units.<ref name = "shore"/> Internally, a mixture of standard railway multiple unit seating and bus seating was installed. The resulting railbus was relatively lightweight, as had been desired by BR's concept.<ref name = "shore"/>

The Pacers had originally been intended as a low-cost stopgap solution to the rolling stock shortage, with a maximum lifespan of twenty years.<ref name="JonKellyBBC"/><ref name=yp-20151017>{{Cite news |url=https://www.yorkshirepost.co.uk/news/opinion/simon-bradley-will-pacer-trains-trundle-into-history-at-last-1-7520082 |archive-url=https://web.archive.org/web/20171215111413/https://www.yorkshirepost.co.uk/news/opinion/simon-bradley-will-pacer-trains-trundle-into-history-at-last-1-7520082 |archive-date=15 December 2017 |title=Will Pacer trains trundle into history at last? |last=Bradley|first=Simon|work=[[The Yorkshire Post]] |publisher=[[JPIMedia]] |date=17 October 2015 |access-date=15 January 2021}}</ref> A total of 165 Pacer trains (totalling 340 carriages) were built for BR. By 2015, the majority of these remained in operation with various private train operating companies, despite the type being in excess of thirty years old. Outside of the UK, Pacer demonstrator units toured various nations, including the U.S., Northern Ireland, Belgium, Sweden, Thailand, Malaysia and Indonesia, without producing significant sales. [[Islamic Republic of Iran Railways|Iran]] purchased redundant [[British Rail Class 141|Class 141]] units, for use on suburban lines around [[Tehran]] until 2005.<ref name=yp-20151017/>

==Class 140==
{{main article|British Rail Class 140}}
[[File:British Rail class 140.jpg|thumb|right|The prototype Pacer Class 140]]
The Pacer series was the result of an experiment to assess the viability of using bus parts to create a [[diesel multiple unit]]. The two-car Class 140 was a prototype vehicle that was built in 1980 at [[British Rail Engineering Limited]] (BREL)'s [[Derby Litchurch Lane Works]]. This prototype was introduced with much fanfare during June 1981.<ref name=Smith3/> During its trial period, the Class 140 toured various lines across the UK. It later functioned as a demonstration unit for the incoming fleet based on the type, the [[British Rail Class 141|Class 141]].<ref name=Smith3/> By 1985, the unit was in use as a driver training vehicle.<ref name=Smith3 /> From September 1986, the sole Class 140 was allocated to [[Neville Hill TMD|Neville Hill]].<ref>{{cite magazine |title=Class 140 moves to Eastern Region |first=Steve |last=Knight |magazine=[[RAIL (magazine)|Rail Enthusiast]] |publisher=EMAP National Publications |date=November 1986 |issue=62 |page=30 |issn=0262-561X |oclc=49957965}}</ref>

Initial testing with the Class 140 uncovered several issues, such as difficulty detecting the type via [[track circuit]]s, this was reliably resolved by swapping the material of the brake blocks from a [[Composite material|composite]] to [[iron]].<ref name = "shore"/> Two less easily addressable drawbacks were the high level of noise generated during transit, particularly on older [[jointed rail]]s, which was a consequence of the railbus's direct connection between the underframe and suspension with the body that transmitted impact forces across the body. It was also observed that the inclusion of strengthening members in the mass-produced bus body added significantly to the overall production cost, which eliminated much of the cost advantage that was the primarily goal of the type.<ref name = "shore"/> The original traction power train of the Class 140 consisted of a Leyland TL11 200&nbsp;HP engine, a [[Self-Changing Gears]] mechanical automatic gearbox and a [[Gmeinder]] final drive unit on each car driving only a single axle.<ref name=Smith7>{{cite book |title=Class 140: The Past, The Present, The Future |first=R.I. |last=Smith |publisher=Keith & Dufftown Railway Association |year=2002 |isbn=0901845213 |page=7}}</ref> This propulsion arrangement was in part taken from the Leyland National bus. The controller for the automatic transmission was observed by BR engineers to the cause of numerous operating failures and other reliability issues; this was allegedly due to defective [[relay]] logic and poor [[Earthing system|earthing]].<ref name = "shore"/>

==Class 141==
{{main article|British Rail Class 141}}
[[File:141108 at Colne Valley Railway.jpg|thumb|right|A preserved Class 141 at the [[Colne Valley Railway]]. The resemblance to the bus is clear by the flat roof and windows.]]
The Class 140 was viewed to be an overall success, and thus BR issued an order for an initial production model, designated [[British Rail Class 141|Class 141]], to British Leyland during 1984 with production commencing thereafter.<ref name = "shore"/> During its early years of service, the Class 141 experienced numerous issues, particularly with the [[transmission (mechanics)|transmission]] and ride quality; work undertaken at BR's direction resulted in the quick development of numerous improvements to at least partially address these shortcomings. When it came to ordering more railbuses, however, it was decided that instead of placing these follow-on orders for further Class 141, it would be more desirable to procure improved derivatives of the Class 141.<ref name = "shore"/> Accordingly, BR placed orders for two new models of the Pacer family with separate manufacturers, these being the Class 142 and [[British Rail Class 143|Class 143]] respectively.<ref name = "shore"/>

The prototype was joined by another 20 two-car units which formed the Class 141 fleet. The units were used mainly in [[Yorkshire]], operating on predominantly suburban services. They had a capacity of 94 passengers per two-car set, and two Leyland TL11 engines gave a total of {{convert|410|bhp|abbr=on}}, resulting in a top speed of {{convert|75|mph|0|sigfig=2}}. The Class 141s were built with standard [[Leyland National]] bodies, whose comparatively narrow width meant they could only be fitted with standard bus seating. The later Pacers had widened body panels to allow increased seating. Furthermore, in order to maximise cost savings, the manufacturers made use of road bus-standard electrical equipment, passenger fittings, and general cab layout wherever possible.<ref name = "shore"/>

During 1988, in response to reliability problems related to the electronics used, the entire class was briefly withdrawn and underwent a technical upgrade at the [[Hunslet-Barclay]] works in [[Kilmarnock]]. The reliability issue was largely resolved via the replacement of the original [[relay]]-based controller of the [[transmission (mechanics)|transmission]] with an alternative that was [[microprocessor]]-based.<ref name = "shore"/> The units were permanently withdrawn from British Rail service in 1997. Many Class 141s were sold to [[Islamic Republic of Iran Railways]].<ref name=yp-20151017/>

==Class 142==
{{main article|British Rail Class 142}}
[[File:Hugh llewelyn 142 017 (6285803767).jpg|thumb|right|A [[Northern Rail]] Class 142 ''Pacer'' in debranded [[Arriva Trains Wales]] livery at [[Leeds railway station|Leeds]]]]
The next and largest Pacer class was the Class 142. As BR was considering ordering more railbuses, it was decided that, instead of placing these follow-on orders for further Class 141 vehicles, it would be more desirable to procure improved derivatives of the Class 141.<ref name = "shore"/> Accordingly, BR placed orders for two new models of the Pacer family with separate manufacturers, these being the Class 142 and [[British Rail Class 143|Class 143]] respectively.<ref name = "shore"/>

The Class 142 again was built by Leyland and BREL, in 1985. The body was based on a Leyland National bus, built at [[Workington]] in [[Cumbria]]. Many fixtures and fittings of the Leyland National could be found on the units. The new class had a greater capacity of 120 passengers per two-car set and the same engines were used. The first sets were used initially on [[Devon]] and [[Cornwall]] branch lines and on commuter services in the [[North West England|north west]]. The units from Cornwall were eventually moved to [[Liverpool]] and the [[North East England|north east]], and the Class 142s became a common sight on services across the north of England. 

The Class 142s received substantial upgrades during the early 1990s, which included the installation of more powerful [[Cummins UK|Cummins]] engines, which gave a total power output of {{convert|460|bhp|abbr=on}} per two-car set. A number of units were then modified for use on the [[Merseyside Passenger Transport Executive|Merseyside PTE]] [[City Line (Merseyrail)|City Line]] on [[Merseyrail]] in the Liverpool region, which included dot-matrix route indicators, improved seating and Merseyrail PTE paintwork. 

The Class 142s moved into the control of [[Arriva Trains Northern]] and [[First North Western]] at privatisation, and subsequently passed on to [[Northern Rail]], [[Arriva Rail North]], [[Northern Trains]], [[Arriva Trains Wales]], [[KeolisAmey Wales]] and [[Transport for Wales Rail]]. Eight Northern Rail units were temporarily withdrawn from service, replaced by a cascading of [[British Rail Class 158]]s.<ref name="nrwithdraw">{{cite web|url=http://www.northernrail.org/images/upload/Angel%20Trains%20leases%2030%20Class%20158%20diesel%20multiple%20units%20to%20….pdf|title=Angel Trains leases 30 Class 158 diesel multiple units to Northern Rail|date=13 March 2007|website=[[Northern Rail]]}}{{Dead link|date=August 2024 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> [[First Great Western]] received 12 units on loan from Northern Rail from December 2007 to November 2011 (five units were returned to Northern Rail in December 2008) to cover for refurbishment of its fleet and to allow most of its Class 158 fleet to be rebuilt as three-car sets.

==Class 143 and Class 144==
{{main article|British Rail Class 143|British Rail Class 144}}
[[File:144017 at York.JPG|thumb|right|Three coach Class 144 at [[York railway station|York]]]]
Around the same time of the Class 142 development, a Pacer railbus was being developed by [[Kilmarnock]] based [[Hunslet-Barclay]]. The units used a [[Walter Alexander Coachbuilders|Walter Alexander]] bus body. The units were given the number [[British Rail Class 143|Class 143]] and entered service in 1985. Again with two 205&nbsp;bhp engines giving a total output of {{convert|410|bhp|abbr=on}} and a top speed of {{convert|75|mi/h|km/h|abbr=on}}, the class originally had a capacity of 122 passengers. The class was used in the North East before being transferred to Wales and the South West, and were moved over to [[Valley Lines (train operating company)|Valley Lines]] and [[Wales & West]] control during privatisation. They then passed on to Arriva Trains Wales, [[Wessex Trains]], [[First Great Western]] and [[Transport for Wales Rail|Transport for Wales]]. The interiors were completely changed in 2000, when the Valley Lines service was introduced, with full back, coach-type seating installed throughout, along with improved fittings. This reduced [[seating capacity]] to 106 seats per set.

It was followed by the similar [[British Rail Class 144|Class 144]], comprising a Walter Alexander body on BREL underframe, which was introduced in 1987. The most substantial design change was the replacement of the Leyland-built engine with a more powerful [[Cummins UK|Cummins]] LTA10-R counterpart,<ref name="engine">{{cite book |title=Diesel Multiple Units 2010|year=2010 |publisher=Platform 5 |isbn=978-1-902336-75-6 |page=15}}</ref><ref name=BRBDMU220 >{{cite book| title = Vehicle Diagram Book No. 220 for Diesel Multiple Unit Trains (Railcars)| publisher = British Railways Board| location = Derby| date = 1982| at = DP240, DP241, DR205| work = Barrowmore MRG| url = http://www.barrowmoremrg.co.uk/BRBDocuments/Book220Issue.pdf| access-date = 18 February 2016| archive-date = 21 January 2015| archive-url = https://web.archive.org/web/20150121172516/http://barrowmoremrg.co.uk/BRBDocuments/Book220Issue.pdf| url-status = live}}</ref> as well as the original mechanical transmission being replaced by a [[Voith]] [[hydraulic]] unit.<ref name=Fox87-42>{{cite book |title=Multiple Unit Pocket Book |series=British Railways Pocket Book No.2 |edition=Summer/Autumn 1987 |year=1987 |first=Peter |last=Fox |publisher=Platform 5 Publishing Ltd. |isbn=0906579740 |oclc=613347580 |page=42}}</ref><ref name = "railmag 2019">{{cite magazine |url = https://www.railmagazine.com/news/rail-features/pacers-the-unlikely-local-heroes |title = Pacers: the unlikely local heroes… |magazine = Rail  |date = 12 August 2019 |access-date = 28 November 2020 |archive-date = 21 September 2020 |archive-url = https://web.archive.org/web/20200921165839/https://www.railmagazine.com/news/rail-features/pacers-the-unlikely-local-heroes |url-status = live }}</ref> A Class 144 unit was formed of either a two-car set with 122 seats or a three-car set with a total capacity of 195 passengers and {{convert|690|bhp|abbr=on}}, though still limited to {{convert|75|mi/h|km/h|abbr=on}}. The units were used in the North East, passing to [[Arriva Trains Northern|Northern Spirit]] at privatisation, then to [[Arriva Trains Northern]], [[Northern Rail]], [[Arriva Rail North]] and [[Northern Trains]].

==Analysis==
[[File:143axles.jpg|thumb|Unlike traditional DMUs, Pacers lack bogies, instead featuring a single axle fitted directly to the chassis at the end of each coach.]]
The Pacers have often been criticised as being of poor quality. Instead of the usual [[bogie]]s, Pacers use a basic four-wheel two-axle configuration which often results in a ride which is noisier and less comfortable than other trains. The lack of articulation can result in a rough ride, especially over [[railroad switch|points]], and a loud squealing noise around tight curves. The lack of bogies also results in a more basic [[Suspension (vehicle)|suspension]], which can result in a bumpier ride; this has given rise to the nickname "[[Pumpjack|nodding donkeys]]" owing to the trains' up-and-down motion on uneven track. The basic [[bench seat]]ing can also be uncomfortable.<ref name="JonKellyBBC"/> The early units, especially the {{brc|141}}s, were also especially unreliable.<ref name=yp-20151017/>

The fact that Pacers have only been used in certain areas of the north and south-west of England, and the south of Wales, but not London or the south-east of England, has also created resentment.<ref name="JonKellyBBC"/><ref name=yp-20151017/>

Concerns were raised about safety after the [[1999 Winsford railway accident|1999 Winsford crash]],<ref>{{Cite news|url=http://news.bbc.co.uk/1/hi/uk/383785.stm|title=Safety fears over commuter trains|date=2 July 1999|work=[[BBC News]]|access-date=15 January 2021}}</ref> which involved a [[First North Western]] [[British Rail Class 142|Class 142]] Pacer running as empty stock, which was involved in a collision with a [[Virgin Trains]] [[British Rail Class 87|Class 87]] express after the Pacer unit had fouled the main line at [[Winsford railway station|Winsford]], [[Cheshire]] on the [[West Coast Main Line]].<ref>{{Cite news|url=http://news.bbc.co.uk/1/hi/uk/375946.stm|title=Train driver averts disaster|date=23 June 1999|work=BBC News|access-date=15 January 2021}}</ref> The body of the Pacer was severed from its frame, to which it was attached by wire straps, causing severe internal damage; the unit was written off. Twenty-seven passengers and crew were injured, four seriously. However, all passenger injuries were on the other train, as the Class 142 was running empty at the time.<ref>{{Cite report|url=http://www.railwaysarchive.co.uk/documents/HSE_Winsford1999.pdf|title=Report by the Health and Safety Executive's Railway Inspectorate into the train accident at Winsford South Junction on 23 June 1999|date=17 September 1999|publisher=[[Health and Safety Executive]]|access-date=15 January 2021}}</ref>

Arguments have been made that Pacers were the saviour of some branch lines, with their low costs and relatively good fuel economy of {{convert|10|mpgimp}}<ref name=yp-20151017/> making them a pragmatic solution at a time when budgets were tight.<ref name="JonKellyBBC"/> This has however been disputed, with the reasoning that since rolling stock costs make up a low proportion of the total cost of running a service, the lines would have remained open even without Pacers. Furthermore, given the modifications or upgrades made to the units' engines, doors, fire protection, gearboxes and brakes in the first decade of their service, the total build cost of the units in some cases exceeded those of an equivalent Sprinter unit.<ref>{{cite magazine |last= Walmsley |first= Ian |title= Four wheels on my wagon |date= June 2022 |magazine= [[Modern Railways]] |volume= 79 |issue= 885 |page= 40 |publisher= [[Key Publishing]]}}</ref>

==Replacements==
{{See also|British Rail Class 195|British Rail Class 230}}
{{multiple image
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| image1 = Blackpool train inside.JPG
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| image2 = Northern Class 150-1 refurbished interior. .jpg
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| footer = Pacers were primarily replaced by upgraded [[British Rail Class 150|Class 150]] units (see second picture) from other lines following the introduction of the Class 195. The Class 150 offers more capacity and in many cases operate as four-carriage services.
}}
{{As of|2020}}, the oldest Pacers on the national network were approaching 35 years old. All were planned to be withdrawn and scrapped by December 2019 as they do not comply with [[Rail Vehicle Accessibility Regulations]]. The first wave of class 142 withdrawal began in November 2020 by [[Northern Trains|Northern]], and a month later by [[Transport for Wales Rail|Transport for Wales]]. [[British Rail Class 143|Class 143]] and [[British Rail Class 144|144]] units also saw massive withdrawals in the late months of that year, the first 143 and 144 units being withdrawn in December 2020 by [[Great Western Railway (train operating company)|Great Western Railway]] and [[Northern Trains|Northern]]. [[Transport for Wales Rail|Transport for Wales]] were granted an extension of Pacer usage until May 2021.{{cn|date=October 2023}}

=== CAF Civity ===
In July 2019, rollout of Northern's [[British Rail Class 195|Class 195 CAF ''Civity'']] units had begun on certain routes, which allowed refurbished [[Sprinter (British Rail)|Sprinters]] no longer needed on those routes to be used to replace Pacers instead.

=== Vivarail D-Train ===
{{Main|Vivarail D-Train}}
These units are built out of [[upcycling|upcycled]] [[London Underground D78 Stock]], constructed between 1978 and 1981, which were in service on the [[District line]] until 2017. Conversion of the old stock to mainline railway use will involve re-using the aluminium bodyshells, traction motors and bogies from the D78 units and fitting them out with new diesel engines and interiors. The D-Train units underwent [[acceptance testing]] in 2015 and Vivarail pitched them to [[train operating company|train operating companies]] (TOCs), especially those bidding for the Northern franchise.<ref name="railmagazine140115">{{cite magazine |last1=Browne|first1=Stefanie|title=Vivarail ready to start converting first LU D-Stock |url=http://www.railmagazine.com/news/fleet/2015/01/14/vivarail-ready-to-start-converting-first-lu-d-stock|magazine=Rail |publisher=Bauer Consumer Media|access-date=24 January 2015|date=15 January 2015}}</ref> While no orders were received from Northern, [[Transport for Wales Rail|Transport for Wales]] will replace its Pacers with a combination of five D-Trains and rolling stock cascaded from other train operators,<ref>{{cite magazine |url=https://www.railjournal.com/passenger/main-line/800m-fleet-renewal-plan-for-new-welsh-franchise/ |title=£800m fleet renewal plan for new Welsh franchise |magazine=[[International Railway Journal]] |date=4 June 2018}}</ref> and other TOCs have ordered D-trains to replace other outdated rolling stock: [[South Western Railway (train operating company)|South Western Railway]] for the Isle of Wight's [[Island Line, Isle of Wight|Island Line]],<ref>{{Cite web|title=Class 484 - Trains for the Isle of Wight|url=https://vivarail.co.uk/class-484-trains-for-the-isle-of-wight/|website=VIVARAIL}}</ref> and [[West Midlands Trains]] for the [[Marston Vale line]].<ref>{{Cite web|title=First Class 230 begins passenger services between Bletchley and Bedford |date=23 April 2019 |url=https://www.londonnorthwesternrailway.co.uk/about-us/news-desk/first-class-230-begins-passenger-services-between-bletchley-and-bedford|website=London Northwestern Railway}}</ref>

=== Class 144e Evolution ===
{{update-section|date=August 2023}}
The Class 144e (Evolution) was a proposed refurbished variant of the Class 144 which would bring it up to the requirements of the Persons with reduced mobility-[[Technical Specifications for Interoperability]] accessibility regulations.<ref name="rgi20150629">{{cite magazine |url=http://www.railwaygazette.com/news/passenger/single-view/view/porterbrook-unveils-pacer-dmu-life-extension-demonstrator.html|title=Porterbrook unveils Pacer DMU life-extension demonstrator|date=29 June 2015|magazine=[[Railway Gazette International]]|access-date=15 July 2015|archive-date=2 July 2015|archive-url=https://web.archive.org/web/20150702005739/http://www.railwaygazette.com/news/passenger/single-view/view/porterbrook-unveils-pacer-dmu-life-extension-demonstrator.html|url-status=live}}</ref> The demonstrator Class 144e unit (144012) featured a number of upgrades such as the addition of new 2+2 style seating, a fully accessible toilet, two wheelchair spaces and spaces for bicycles and luggage,<ref name="rgi20150629" /><ref>{{cite web|title=Class 144 Evolution|url=http://www.porterbrook.com/downloads/144Brochure.pdf|website=[[Porterbrook]] |access-date=27 March 2015|url-status=dead|archive-url=https://web.archive.org/web/20150402110005/http://www.porterbrook.com/downloads/144Brochure.pdf|archive-date=2 April 2015|df=dmy-all}}</ref> as well as Wi-Fi and media screens.<ref name="rgi20150629" /> [[Porterbrook]], which owns the Class 143 and Class 144 fleets, refurbished unit 144012 in 2014 to comply with the new legislation so that it could act as a demonstration unit.<ref>{{cite web|title=Brochure: Class 1143 & 144 Diesel Multiple Units|url=http://www.porterbrook.com/downloads/brochures/14x%20Brochure.pdf|url-status=dead|archive-url=https://web.archive.org/web/20140311205935/http://www.porterbrook.com/downloads/brochures/14x%20Brochure.pdf|archive-date=11 March 2014|access-date=2015-08-01|website=Porterbrook|df=dmy-all}}</ref><ref name="Clinnick2013">{{cite magazine |last=Clinnick |first=Richard|date=1 May 2013 |title=Angel Trains to withdraw all its Class 142 Pacers by 2020 |magazine=Rail |volume=721|page=11}}</ref> The demonstrator unit was expected to re-enter traffic in April 2015,<ref>{{cite magazine|title=Porterbrook's rebuilt Pacer set to enter traffic in April|url=http://www.railmagazine.com/news/2015/02/12/porterbrook-s-rebuilt-pacer-set-to-enter-traffic-in-april|magazine=Rail Magazine|access-date=27 March 2015|archive-date=18 March 2015|archive-url=https://web.archive.org/web/20150318102922/http://www.railmagazine.com/news/2015/02/12/porterbrook-s-rebuilt-pacer-set-to-enter-traffic-in-april|url-status=live}}</ref> but this was delayed until later in the year.<ref name="rgi20150629" />

==Preservation==
Over the course of the withdrawal of the series, several Pacers have been preserved for further use on [[heritage railway]]s. The [[National Railway Museum]] has preserved a train with the designation number 142001.<ref>{{cite magazine |title=Pioneer Class 142 claimed for National Collection |magazine=[[Rail Express]] |issue=268 |date=September 2018 |page=76}}</ref>

In May 2019, the government called for a public consultation on re-using the trains after withdrawal from service; suggestions have included re-using them as public spaces, such as village halls or cafes.<ref>{{cite news |title=Pacer trains 'could be used as village halls' |url=https://www.bbc.com/news/uk-england-48434379 |date=28 May 2019 |work=BBC News |access-date=13 June 2019}}</ref>

==References==
{{reflist}}

==Further reading==
{{Commons category|British Rail Pacers}}
* {{cite magazine|title=What future for humble 'Pacer'?|first=Tom|last=Reeve|magazine=[[Rail (magazine)|Rail]]|issue=314|publisher=EMAP Apex Publications|date=24 September – 7 October 1997|pages=34–39|issn=0953-4563|oclc=49953699}}

{{British Rail Pacer}}
{{British Rail DMU}}

[[Category:British Rail diesel multiple units]]
[[Category:British Rail brands]]
[[Category:Train-related introductions in 1984]]