British Rail Class 185
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The Class 185 is a diesel multiple-unit passenger train built by Siemens in Germany for the British train operating company TransPennine Express. Fifty-one of these three-carriage units in operation, and have replaced most of the current Class 158 fleet and all of the Class 175 fleet. 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 engines rated at 750bhp, the same as the Class 220 engine.
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 fueling facility in Cleethorpes.
As of December 2006, most services on North West, North and South Transpennine routes are Class 185 traction, except for the Manchester Piccadilly - Hull service, which is booked to be a Class 158 on most services. This is due to the speed and weight problems which are detailed below, but comes as a disappointment to many passengers using the Manchester - Hull service. The 158's are due to be replaced by Class 170's on the Hull line in the next few months.
The trains are designed to be faster at climbing hills, and have a maximum speed of 100 mph. TransPennine Express expect these faster trains to be able to make up time more easily should they be delayed.
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 lighter trains that are in place on many parts of the TransPennine 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, but however, that doesn't help when they are running behind a slower stopping service, as happens on a regular basis.
TransPennine Express have chosen four members of staff to provide the voices for the onboard announcements. They were picked for their ‘friendly’ accents in a company competition.
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 vinyled at Ardwick Depot, Manchester.
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 Liverpool to Newcastle is almost four hours) and their more commuter-orientated use by relatively short-distance commuters in peak hours. The "inter city"-style 2+1 first class seating, electrical power outlets throughout the train, large windows with excellent seat alignment, and the improved seating in standard class have attracted much favourable comment.
However, the air conditioning on board these services has attracted many complaints from passengers as it is simply set too cold. Currently, the air conditioning (HVAC) is set at 18°C, which for many passengers, makes for an uncomfortable journey. However, a software modification is currently in progress to address this issue.
Also, the Cummins QSK19 engines have proven to be both very thirsty in terms of fuel and oil, using both to excess. Currently, as of Jan 2007, the oil usage is approx 2 and a half 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 hopefully address this issue.
Another disadvantage is the far higher noise levels of these engines compared to the older 158 units . This is noticeable on board to some extent, 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.
There is also an issue with the ride quality of these trains, as the suspension is very bouncy and the train tends to rock and roll about a lot, especially when the train is approaching a station where many points are involved.
Also the loss of seats relative to an equivalent three-coach 158 means that more passengers have to stand at peak times.
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.
[edit] Features of the Pennine Class 185 trains
Source: TPE on-board magazine
- Carriages with more space, enhanced lighting, increased legroom and wider doors
- Morse 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
- New catering trolley service (already in operation)
- New electric heating and air conditioning systems
- Trains will be pre-cooled / heated at the depot ready for service
- New onboard passenger information system with up-to-date travel information and announcements
- Onboard CCTV and emergency call points
[edit] External links
