British Rail Class 185

Infobox DMU
name = British Rail Class 185 "Pennine"

---

imagesize = 300px
caption = Class 185 no. 185103 at Castleton East Junction
background = #6600FF
Manufacturer = Siemens
Family = Desiro
Formation = 3 cars per trainset
Built = 51 trainsets
InService = 14th March 2006 - Present
Weight =
Capacity =
MaxSpeed = 100mph (Design) [cite web|url=http://www.transportation.siemens.com/ts/en/pub/products/tr/services/reg_trains/desiro/uk.htm |title=Desiro UK|publisher=Siemens|accessdate=2008-06-04]
Gauge =
Brakes =
Engine = Cummins QSK19
Operator = First TransPennine Express
SafetySystem = AWS, TPWS

The Class 185 (branded by its operators as the Pennine Class 185) is a diesel multiple-unit passenger train built by Siemens in Germany for the British train operating company First TransPennine Express.

Introduction

Fifty-one of these three-carriage 185s, together with nine two-carriage 170s, have replaced the Class 158s (that had been used on the North and South Transpennine Express routes, except Manchester Piccadilly to Hull), Class 175s (that used to be used on the Manchester Airport to Blackpool/Cumbria routes) and Class 220/221 Voyager trains (that used to be operated by Virgin Trains on the Manchester to Scotland routes). The trains are members of the Desiro family, of which electric variants are already serving in Britain as classes 350, 360, 444, and 450. These trains are powered by Cummins QSK19-R engines. cite web|url=http://www.tpexpress.co.uk/onboard/trains.asp|title=New Trains|publisher=First TransPennine Express|accessdate=2008-06-04]

The first train started operating on 14 March 2006 and the full roll-out of all 51 was completed by December 2006. Two depots have been built in Manchester and York to maintain the trains, along with a new fuelling facility in Cleethorpes.

Operations

Almost all First Transpennine Express Services are operated by 185s, except for the Manchester Piccadilly - Hull service, for which most services are run by a Class 170 Turbostar train. [cite web|url=http://www.railfaneurope.net/pix/gb/diesel/dmu/170/TPX/pix.html|title=170 Picture Gallery
accessdate=2008-06-16|work=Railfaneurope.net] This is due to the speed and weight problems between Selby and Hull. Sixteen 158s were sent to South West Trains in exchange for nine 170s to run on the Manchester to Hull route. Most of the rest of the former Transpennine 158s are now with East Midlands Trains and First Great Western, although two 158s and some centre coaches went to Northern Rail. The 175s were transferred to Arriva Trains Wales [cite web|url=http://www.arrivatrainswales.co.uk/Our_Fleet2.aspx|title=The Arriva Trains Wales fleet|publsiher=Arriva Trains Wales|accessdate=2008-06-04] and the Voyagers have remained with Virgin Trains [cite web|url=http://www.virgintrains.co.uk/travelling_with_us/our_trains/default.aspx|title=Our Trains|publisher=Virgin Trains|accessdate=2008-06-04] .

The Class 185 trains are designed to be faster at climbing hills, and have a maximum speed of 100 mph. First TransPennine Express expect these trains to be able to make up time more easily than the 158s should they be delayed, due to the higher acceleration afforded by the 2250hp provided by a 185's engines as opposed to the 1050hp provided by a 3 car 158.

In addition, due to their higher axle weight and route availability, which is RA 5 compared to the RA 2 of a Class 158, they are too heavy to run at the faster speed limits designed for sprinter class trains that are in place on some parts of the First TransPennine Express network. Therefore they can only run at the lower standard speed limits. Due to the higher acceleration of the Class 185 they are still able to run to the Class 158 timings on these routes, as can be shown by comparing old and new timetables.

To be able to run the Manchester Airport to Scotland services, First TransPennine Express dramatically decreased the frequency of the Manchester Airport to Windermere from 9th December 2007. [cite web|url=http://www.mcrua.org.uk/mcrr68.htm|title=Mid Cheshire Rail Report No. 68|publisher=Mid-Cheshire Rail Users Association|accessdate=2008-06-16|date=2006-06] This now means that 185s are used on the relatively short journeys of Preston to Windermere, approximately one hour in length and the shorter journey of Oxenholme to Windermere of 20 minutes. [cite web|url=http://www.tpexpress.co.uk/pdfs/Timetables/TT_May08_Cumb-Scots_web(1).pdf|title=Cumbria and Scottish Services Timetable 18th May - 7th September 2008|publisher=First TransPennine Express|accessdate=2008-06-04|format=PDF]

First TransPennine Express have chosen four members of staff to provide the voices for the on-board announcements. They were picked for their ‘friendly’ accents in a company competition.Fact|date=March 2008

The first units were delivered from Siemens in the old First livery, these were converted to the new First 'Dynamic lines' livery using vinyl wraps upon arrival in the United Kingdom. [http://www.railvolution.net/railvolution/upload/105.jpg] Later arrivals were delivered blank and given vinyls at Ardwick Depot, Manchester.

Going forward

The 185s are seen as too small for Transpennine services [ [http://www.leeds.gov.uk/leedscityregion/docs/Appendix4_Transport_vision.pdf Leeds City Region Transport Vision ] ] and it is likely 8 car units will be needed by 2014 cite web|url=http://www.gmpta.gov.uk/uploads/agendas/1/110/Reports/Item%2011%20Dec%2008%20Rail%20Timetable%20(%201%20February%202008).pdf|title=The development of the December 2008 rail timetable within Greater Manchester|publisher=Greater Manchester Passenger Transport Executive|date=2008-02-01|accessdate=2008-06-04|format=PDF] which will need to have a top speed of at least 100mph to meet targets for reducing journey times.

Response

The 185s are attracting a mixed response from passengers and TransPennine Express staff members. Compromises have clearly been made between their role as long-distance inter-regional trains (for example Manchester Airport to Edinburgh is 3 hours and 45 minutes) and their more commuter-orientated use by relatively short-distance commuters in peak hours (e.g. the Liverpool-Warrington-Manchester and Huddersfield-Dewsbury-Leeds-Garforth-York corridors).

The "inter city"-style 2+1 first class seating, electrical power outlets at all table seats, large windows with seats aligned to the windows and a decent amount of leg room has been popular with passengers. Like on 175s, the amount of leg room is good because the backs of the seats are thinner and firmer than on trains such as the 158 and the 170.cite web|url=http://www.passengerfocus.org.uk/news-and-publications/document-search/document.asp?dsid=1013|title=The Pennine Class 185 experience|publisher=Passenger Focus|date=2007-05|accessdate=2008-06-04|format=PDF]

A Passenger Focus survey found that fewer passengers are satisfied that there is enough room for passengers to sit or stand than in Autumn 2006, likewise fewer passengers were satisfied that there is enough room for luggage and with the frequency of services. Although, more passengers are pleased with how clean the trains are and feel that their ticket price provides value for money. (The survey is likely to have included people who travel on 170s as well as 185s.)

General ambience

The general ambience of the trains is rather more commuter-like than the 158s, with wide double doors at 1/3 and 2/3 of the way down the carriages rather than the usual long-distance train narrow doors at the carriage ends) and increased standing room.

However the new door arrangement creates a more spacious and accessible atmosphere within the carriage. Furthermore around half of all seats are arranged around tables of four. This runs contrary to the trend for ever more unidirectional seats on British trains.

The loss of seats relative to an equivalent three-coach 158 means that more passengers have to stand at peak times, however the increased door access space accommodates this.

The air conditioning on board these trains has, in the past, attracted many complaints from passengers as it was simply set too cold. It is also rather noisy and draughty. However, a software modification has now been completed and the temperature is somewhat improved. Complaints from passengers regarding the temperature have decreased.

Features of the Pennine Class 185 trains

*Carriages with more space, enhanced lighting, increased legroom and wider doors
*More tip-up seats, and all seats aligned to windows
*Laptop/mobile phone charging sockets in First Class and at table bays in Standard Class
*Fully reclining seats in First Class, in 2+1 layout rather than 2+2 in the 158s they're replacing.
*Dedicated wheelchair areas and disabled toilets with additional capacity for bicycles
*Improved catering service available between Manchester Piccadilly and Doncaster, Preston and York (Mon to Fri 07:00 to 19:00 and selected Saturday trains)
*New electric heating and air conditioning systems
*Trains will be pre-cooled / heated at the depot ready for service
*New on-board passenger information system with up-to-date travel information and announcements
*on-board CCTV and emergency call points

Problems with new trains

The new trains have proved popular with commuters who regularly use the 185s on short journeys. However, they have proved unpopular with long distance travellers who find the standard class seating too firm to sit on for up to four hours, and find the engines to be noisy.Fact|date=June 2008

In December 2007 Transpennine Express took over the Manchester to Scotland service from Virgin Trains. They also restructured the timetable to make the previously 2 hourly Manchester Airport to Windermere service infrequent, in order to have enough units to run a 2 hourly service between Manchester and Scotland, extending the Scottish service to Manchester Airport. However, this resulted in one less train every 2 hours between Manchester and Preston, which is a very busy corridor. It also meant that the Scottish services were being run by 100 mph Class 185 Pennine Trains, rather than 125mph Class 220 Voyagers. The actual increase in journey time on Scottish services in theory is minimal as the length of stops at stations like Preston and Lancaster has been reduced. However, that means there is less chance of a late running train being able to reach its destination on time.

First TransPennine Express claim that there are only five fewer standard class seats on a 185 over a 220. However, the loss of the Windermere service means on average that there are 93 fewer seats available between Manchester and Preston every hour.

First TransPennine Express has also suffered from Department for Transport interference as the original order of 56 185 units was reduced to 51.

ee Also

*First TransPennine Express
*Class 170 - other fleet used by First TransPennine Express.
*Desiro
*Class 350
*Class 360
*Class 380
*Class 444
*Class 450

References

External links

* [http://www.tpexpress.co.uk/onboard/trains.asp TransPennine Express: New Trains]
* [http://www.paul-zimmer.de/pzswt/first.htm Photo Gallery at paul-zimmer.de]