Regarding DMUs, I'm familar with London Underground's D stock converted into DMUs for low density service. One thing I thought is NYCT's R32s converted to DMUs for branch line and low density much like the D stock. The main issue is the end crash specs (never sure if the R32s were rated to the ICC end buff load in their day), but the fact that one Sperry railcar (SRS 140
) was built from a leftover NYCT IRT R33 shell in 1965 hints it may be possible after all.
mtuandrew wrote: ↑Sat Jun 06, 2020 1:43 amUnless you’re talking about mainline service that happens to be eight DMUs, the average 2-car train in Britain would probably be served by either a coach bus or a full-size train here. For the concept to be useful here, it needs to serve odd places (worse highway, better railroads), be an off-hours version of a full train, or be a section of a train that would allow passengers a one-seat ride instead of a forced transfer to a bus.
VIA uses the short DMU format in Northern Ontario local service (really only one car since the RDC4 is baggage/express only).
MUs (Arrows) seem to work the the Gladstone Branch fine and back in the Lackawanna regime and into NJDOT, the 1930 Lackawanna electrics could be combined or split at Summit to and from Dover trains, allowing through one-seat rides to Hoboken Terminal, illustrating the beauty of MU operation.
Since my friend continues to chain smoke nonstop, she is probably an Alco.