British Rail Class 185
From Wikipedia, the free encyclopedia
| British Rail Class 185 "Pennine" | |
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 Class 185 185103 |
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| In service | 14th March 2006 - Present |
| Manufacturer | Siemens |
| Family name | Desiro |
| Number built | 51 trainsets |
| Formation | 3 cars per trainset |
| Operator | First TransPennine Express |
| Specifications | |
| Maximum speed | 100mph (Design)[1] |
| Engine | Cummins QSK19 |
| Safety systems | 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.[2]
Contents |
[edit] 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 engines. [2]
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.[2]
[edit] 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. 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 [3] and the Voyagers have remained with Virgin Trains[4].
The Class 185 trains are designed to be faster at climbing hills, and have a maximum speed of 100 mph. 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 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.[5][not in citation given] 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.[6]
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.[citation needed]
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. Later arrivals were delivered blank and given vinyls at Ardwick Depot, Manchester.[citation needed]
[edit] Going forward
A major uncertainty which has continued to run into the start of 2008 is if the 3-car 185 fleet will be able to cope with the growth in passenger numbers in the future. The addition of a fourth coach into some of the new trains is a possibility and the DfT is now assessing the viability of this option, as announced at the start of February 2008.[citation needed] It is expected that DfT will allow a fourth carriage to be added, but with added expense from the First Keolis franchise. Trains can get extremely crowded, especially between Huddersfield and Leeds at weekday peak times and on Saturdays.[7] It is also very likely that extra capacity will be needed on the routes between Manchester Airport and Preston and beyond in the summer.[5][not in citation given]
[edit] 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.[8]
A Passenger Focus survey found that less passengers are satisfied that there is enough room for passengers to sit or stand than in Autumn 2006, likewise less 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.)[8]
[edit] 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.[8]
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.[8]
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.[8]
[edit] Engine and ride quality
The Cummins QSK19 engines have proven to be inefficient in terms of fuel and oil, using both to excess. As of January 2007, the oil usage was approximately 2.5 gallons per engine per day, hence many of the units having oil splattered up the side of them. A crankcase breather modification is in progress to address this problem. Note that the German version of Desiro utilises MAN engines and do not have this problem.[citation needed]
Another disadvantage is the higher noise levels of these engines compared to the older 158 units. This is noticeable on board especially within first class and certainly on the platform, but the real impact is felt by people living near the line. It is made worse still by the 'triple-peaking' effect as the train passes, due to the three motors on each traction unit.[8]
[edit] Opening the doors
Unlike older DMUs operating the north west and north east England lines, the guard is able to control the central locking of the entire train from the rear cab or from a control panel in the centre coach of the train rather than having to return to his cab at the back of the train every time the train comes to rest at a platform. However, despite this advantage over older rolling stock frequenting the same lines operated by the likes of Northern Rail etc, many passengers get annoyed at the delay between the train coming to rest at a platform and the central locking being released by the guard. This is generally due to the guard being in the wrong place in the train for example whilst undertaking revenue duties. The guard then has to walk to a door control panel to operate the power operated doors, which can be difficult when passengers are getting up to disembark the service. It is therefore sometimes possible for the train to be stationary for the best part of 15-30 seconds before passengers can start disembarking the service or boarding the train.
Once the train exceeds 3 miles per hour, the power is switched off to the door control panels, which also stops the supply of air to the doors, to prevent accidental opening during motion including the use of the emergency egress handles. The same system can be heard disengaging just prior to the train coming to rest.
Additionally, when at rest at a platform, the doors will automatically close after a timed period. This helps to speed up departure when the time comes to lock the train and also to keep the ambient temperature inside the train when waiting for some time at a platform.[citation needed]
[edit] 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
[edit] Problems with new trains
The new trains have proved popular with commuters who reguarly 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,[8] and find the engines to be noisy.[citation needed]
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.[5] 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[5] 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.
When travelling east of Scunthorpe the unit only run on two engines to save fuel, but this in turn means they are late in to Cleethorpes or late arriving at Scunthorpe[citation needed].
Transpennine Express claim that there are only five less standard class seats on a 185 over a 220.[5] However, the loss of the Windermere service means on average that there are 93 less seats available between Manchester and Preston every hour.[5]
Transpennine Express has also suffered from Department for Transport interference[citation needed] - along with a reduction in the original order of 56 units being reduced to 51, an additional batch of 24 coaches to extend sets to 4 cars would have been better utilised making 8 new units.[citation needed] The 4 car sets will not be able to used on North Eastern services with York TMD unable to accommodate them for fuelling and Heaton TMD at Newcastle only able to accommodate 2 sets for commencement of services / overnight storage.[citation needed] The business argument by the DFT, that making more than 24 units 4 cars in length would be unviable, has been dismissed by Vernon Barker of Transpennine.[citation needed]
[edit] Gallery
 185139 |
 185108 |
 185112 at York station in original livery |
[edit] References
- ^ Desiro UK. Siemens. Retrieved on 2008-06-04.
- ^ a b c New Trains. First TransPennine Express. Retrieved on 2008-06-04.
- ^ The Arriva Trains Wales fleet. Retrieved on 2008-06-04.
- ^ Our Trains. Virgin Trains. Retrieved on 2008-06-04.
- ^ a b c d e f The development of the December 2008 rail timetable within Greater Manchester. Greater Manchester Passenger Transport Executive (2008-02-01). Retrieved on 2008-06-04.
- ^ Cumbria and Scottish Services Timetable 18th May - 7th September 2008. First TransPennine Express. Retrieved on 2008-06-04.
- ^ Leeds City Region Transport Vision
- ^ a b c d e f g h The Pennine Class 185 experience (PDF). Passenger Focus (2007-05). Retrieved on 2008-06-04.
[edit] External links
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