British Rail Class 185

British Rail Class 185

TransPennine Express class 185 unit 185120 departs York.

The interior of Standard Class aboard the Siemens Class 185 Pennine Desiro

The interior of Standard Class aboard the Class 185
Manufacturer Siemens
Built at Uerdingen, Krefeld (assembly)[1]
Family name Siemens Desiro
Replaced Class 158
Class 170
Class 175
Constructed 2005 - 2006[2]
Entered service March 2006[3]
Number built 51 trains[4]
Formation 3 cars per trainset:
DMOSB+MOSL+DMOCLW[5]
Fleet numbers 185101 - 185151[4]
Capacity 154 standard, 15 first
Operator(s) Northern
TransPennine Express
Depot(s) Ardwick depot, Manchester[3]
York (Leeman Rd.) depot[3]
Specifications
Car body construction Aluminium[1]
Train length 71.276 m (233.85 ft)
Car length 23.763 m (77.96 ft)
Width 2.673 m (8 ft 9.2 in) [1]
Height 3.710 m (12.17 ft) (max)
3.850 m (12.63 ft) (ARL)[6]
Floor height 1,247 mm (49.1 in)
Maximum speed 161 km/h (100 mph)
Weight 168.5 t (165.8 long tons; 185.7 short tons) (empty)[1]
Axle load 18.5 t (18.2 long tons; 20.4 short tons) (max.)
Prime mover(s) Cummins QSK 19[1][7]
Power output 560 kW (750 hp) at 2100 rpm[8]
Transmission Voith T312 bre turbo transmission, SK-485 final drive.[7]
Acceleration 0.49 m/s2 (1.6 ft/s2)[9]
UIC classification 2'B'+B'2'+B'2
Safety system(s) AWS, TPWS
Multiple working Yes.[10]
Track gauge 1,435 mm (4 ft 8 1⁄2 in)
Notes
Sources: Class 185 (technical information), Siemens, except where noted. Data refers to 3 car unit.

The Class 185 'Pennine' units are a diesel multiple-unit (DMU) passenger train of the Desiro UK family built by Siemens in Germany for the train operating company First TransPennine Express. Today they are all operated by Northern and TransPennine Express.

A £260 million order for 51 3 car trains and associated maintenance depots was placed in 2003, and deliveries took place between 2006 and 2007.

Background and history

Class 185s in original FirstGroup livery
Class 185 at York in First TransPennine Express Dynamic Lines livery

In 2003 a consortium of FirstGroup and Keolis was awarded the then new First TransPennine Express franchise.[11][12] As part of the franchise agreement the franchise holder was to introduce a new fleet of 100 mph trains.[10]

The specifications in the franchise agreement required a train "similar in type to the Class 175/180 or Class 220", but with a 1/3-2/3 door arrangement, and top speed of 100 mph. Also specified was air conditioning, two toilets per vehicle with one suitable for reduced mobility passengers, gangways between individual carriages, luggage and bicycle storage space, passenger compartment CCTV, provision for wheelchair passengers, and first-class seating.[10] Additionally the train's acceleration was to be an improvement on the Class 158 and comparable to the Class 180. The agreement specified 168 carriages, with an initial option to reduce the carriage order by 18.[10]

The franchise agreement also required the construction of two depots for the new rolling stock; the main depot was to be at Manchester, with a depot for stabling and maintenance at York. In addition, a depot at Cleethorpes was to be upgraded with refuelling and controlled emission toilet servicing facilities, and a train electric auxiliary supply.[13] The franchise agreement specified a performance aim of 37,500 miles per casualty, with entry into service between March 2006 (first unit) and November 2006 (entire fleet).[14]

By August 2003 Siemens had been named as the preferred bidder for the trains.[15] A contract valued at £260 million for supply and maintenance of 56 trains was signed in September 2003 between Siemens AG, operators First/Keolis Transpennine Ltd, and leasers HSBC Rail (UK) Limited.[16] The new train requirement had been reduced from 56 to 51 units by the Strategic Rail Authority (SRA) by 2004.[17]

The trains were built at Siemens' plant in Uerdingen in Krefeld; the first unit began test trials at the Wildenrath test circuit in July 2005.[1] An official launch took place at Wildenrath in December 2005.[18]

Construction of the main depot, Ardwick rail depot, began March 2005;[19] opening in 2006.[20] Work was started on the new Leeman Road depot in York in December 2005.[21] The depot was opened in May 2007.[22]

In 2006 TransPennineExpress acquired two static simulators for driver training from Corys TESS.[23][24]

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. All 51 trains were in service by January 2007. Initially the trains replaced two- and three-car British Rail Class 158 units.[25]

Design

Class 185 multiple working at York

Each carriage contains a separate diesel powertrain driving both axles of a bogie via cardan shafts.[26] Each powertrain consists of a 560 kW Cummins QSK 19 engine driving a Voith T312bre three speed hydrodynamic transmission which drives two axles in one bogie via a Voith SK-485 final drive.[27][note 1] The engine and torque converter were frame mounted underfloor and suspended from the car body by flexible mounts. A third underfloor module contains cooling systems and an electrical generator.[27] The hydraulic converter includes an integrated retarder (brake).[26] Cooling fans and the electrical generator are powered via a hydrostatic drive.[26] The electrical generator provides a 400V 50 Hz three phase electrical supply for the train, which is transformed or rectified to a 230V 50 Hz single phase supply, a 110V DC auxiliary supply, and a 24V DC battery supply. Connections bridge the main 400V AC and 110V DC supplies across the cars of each train set.[29] Component suppliers included Dellner (couplings), ZF (dampers), SKF (bearings), Westinghouse Brakes (braking systems).[1]

The train's bogies are versions of Siemens' SF5000 bogie. The design has an axle distance of 2.600 m (8 ft 6.4 in), with radial arm primary suspension utilising steel coil springs with rubber elements; the secondary suspension is an air spring design supporting a bolster. Motor bogies have traction forces transmitted from bogie to frame via rods from a centre pivot. Mechanical brakes are wheel mounted discs.[30] The units have a route availability of RA 5. The class 185 is heavier and has a stiffer suspension than the class 158 it replaced on some routes;[31][note 2] On some routes including the Hope Valley route, York to Scarborough Line, Hull to Selby Line (Micklefield junction-Hull), and between Northallerton and Middlesbrough the class 185 units were not permitted to operate at the same speeds as the Sprinter type DMUs; however the higher acceleration of the class 185 units could be used to partially offset the lower speed restriction.[32][33][34]

As delivered each train consisted of three cars; one end car had 64 second class seats in [2+2] arrangement with a mixture of facing seats with tables and airline style arrangements, as well as luggage and bicycle facilities; the middle car had 72 second class seats also in a mixture of arrangements in [2+2] formation, and incorporated a standard toilet; the other end car had a further 18 second class seats, and 15 [2+1] arrangement first class seats, plus a wheelchair space, and a reduce mobility access toilet.[1][35] Toilets were supplier by Driessen, seats by Grammer, and by Fainsa, and air conditioning from Air International Transit.[1]

Eco-Mode

The trains were designed for the hilly routes;[36] as a result the units had a high installed power, unnecessary for most of the train's route sections - leading to low fuel efficiency relative to other DMUs.[37] In mid 2007 Siemens and TransPennine Express began a programme, named 'Eco-Mode', to improve the efficiency of the fleet. The project involved generating driver information giving route advice allowing more efficient driving, including information on when it was feasible to shut down a diesel engine, leaving the train 'cruising' on two of the three engines. Additionally fuel consumption was reduced by performing shunting using only one engine, and automating complete engine shutdown at depots. Initial changes in working practice resulted in a 7% fuel saving.[38][39][40] Furthermore, as the engines are idling less and thus operating less (engine hours reduced by two hours a day per train), their service life may be extended by 15%.[40]

Operations

Fifty-one of these three-carriage 185s, together with nine two-carriage 170s, have replaced the Class 158s[41] (North and South TransPennine Express routes), Class 175s (routes between Manchester Airport and Blackpool / Cumbria) and Class 220/221 Voyager trains (operated by Virgin Trains on routes between Manchester and Edinburgh / Glasgow).[42]

The majority of TransPennine Express Services are operated by 185s, with the exception for the Manchester Piccadilly – Hull service which is mostly run by a Class 170 Turbostar train due to speed/weight restrictions between Selby and Hull.

To free up stock for services between Manchester Airport and destinations in Scotland, the then First TransPennine Express dramatically decreased the frequency of the Manchester Airport to Windermere route from December 2007.[43]

In 2014 introduction of ten electric Class 350 trains on services between Manchester and Scotland allowed the displacement of Class 170 and some Class 185 units to provide additional capacity on FirstTPE's network.[44] Four Class 185s are currently loaned to Northern on a daily basis, this arrangement will end in December 2017.[45][46]

Relivery and refurbishment

The Class 185s are scheduled for an internal refurbishment and external relivery, this will include relivery into the new TransPennine Express livery, new First and Standard class seating (Television screens on the back of 1st class seats has been proposed), plug sockets and free WiFi. There will also be new carpets, toilets, interior colours, and more improved features throughout the train. Units: 185/108, 185/123, 185/131 and 185/144 have been reliveried into the new TransPennine Express livery but are yet to receive their internal refurbishment.

Overcrowding and passenger feedback

The interior of First Class aboard the Class 185.

In 2007 Passenger Focus published a user survey on the Class 185. Satisfaction ratings of around 80% were given for many standard aspects of a train journey, such as availability of seats, seat comfort, ease of egression, cleanliness. Passengers gave satisfaction ratings of around only 70% on standing space availability. Lower averaged satisfaction ratings (~50%) were given for wheelchair space, bicycle space and for the inability to shield the sun, as well as overall design, and position and number of bins. Frequent travellers had a low level of satisfaction with toilet cleanliness.[47] The report concluded that overall users liked the new trains, but identified issues relating to peak crowding, particularly on evening peaks.[48]

By 2007 increased use of some of the TransPennine Express services (Sheffield Manchester Leeds) caused FirstGroup to start lobbying the SRA for a fourth car to the 3-car sets to increase capacity; however, the service overall was subsidised, presenting a cost barrier to further rolling stock leasing.[49][50]

By 2008 many of the peak-time trains operated on by class 185s on TransPennine Express services were suffering chronic overcrowding.[51][52]

Notes

  1. ↑ The Cummins QSK 19 engine and Voith T312bre torque converter are also used in Alstom's Class 180 Coradia DMUs.[28]
  2. ↑ Simulations of class 185 on TransPennineExpress routes predicted a small increase in rolling contact fatigue (2mm surface crack per 4 years), an increase which was not determined to be necessarily significant.[31]

References

  1. 1 2 3 4 5 6 7 8 9 "TransPennine Express DMU starts commissioning trials". Railway Gazette International. London. 1 September 2005.
  2. ↑ Pritchard & Hall 2013, p. 243
  3. 1 2 3 "Class 185 - FirstTrans Pennine Express". Siemens. Retrieved November 2013. Check date values in: |access-date= (help)
  4. 1 2 Pritchard & Hall 2013, pp. 243–4
  5. ↑ Class 185 (technical information), Siemens, p.2
  6. ↑ "Class 185 Diesel Multiple Unit" (PDF). Retrieved 3 September 2015.
  7. 1 2 Diesel-hydraulic railcar "Class 185" .. (Voith), p.1
  8. ↑ Pritchard & Hall 2013, p. 242
  9. ↑ "Class 185 Diesel Multiple Unit" (PDF) (Data sheet). Eversholt Rail Group. Retrieved November 2013. Check date values in: |access-date= (help)
  10. 1 2 3 4 FIRST/KEOLIS TRANSPENNINE HOLDINGS LIMITED - FRANCHISE AGREEMENT (2003), section 2.1.b
  11. ↑ "SRA Announce Preferred Bidder For TransPennine Express Franchise" (PDF) (Press release). Department of Transport. 28 July 2003.
  12. ↑ "New operator for Pennine route". BBC News. 31 July 2003.
  13. ↑ FIRST/KEOLIS TRANSPENNINE HOLDINGS LIMITED - FRANCHISE AGREEMENT (2003), section 2.1.e
  14. ↑ FIRST/KEOLIS TRANSPENNINE HOLDINGS LIMITED - FRANCHISE AGREEMENT (2003), sections 2.3.d, 2.4.a
  15. ↑ "100mph fleet will cut rail times". BBC News. 21 August 2003.
  16. ↑ "£260 million procurement contract First/Keolis Transpennine Ltd, FirstGroup plc, HSBC Rail (UK) Ltd, Keolis SA, Siemens AG". International Law Office. Retrieved 3 December 2013.
  17. ↑ "First profits to hit expectations". BBC News. 29 March 2004. First added that its new TransPennine Express franchise had made a "good start", despite having a planned order for new trains reduced from 56 to 51 by the Strategic Rail Authority [...] A First spokesman said the figure of 56 new trains, which Siemens is building in Germany, had always been provisional
  18. ↑ "New Transpennine Fleet Launched in Germany". RailwayPeople.com. 12 December 2005.
  19. ↑ Modern Railways. 62 (672): 9. April 2005. Missing or empty |title= (help)
  20. ↑ "First TransPennine's new maintenance depot opens". www.railwaypeople.com. 16 May 2006.
  21. ↑ "Train depot work begins". The Press. York. 9 December 2005.
  22. ↑ "Duke of York visits city". The Press. York. 11 May 2007.
  23. ↑ "Simulating the world's railways". Railway Gazette. London. 1 April 2005.
  24. ↑ "Simulation possibilities expand". Railway Gazette. London. 1 May 2006.
  25. ↑ The Pennine Class 185 experience (2007), p.4-5
  26. 1 2 3 Class 185 (technical information), Siemens p.3
  27. 1 2 Diesel-hydraulic railcar "Class 185" .. (Voith), p.2
  28. ↑ High-speed diesel multiple units Class 180 of First North Western with T 312 bre turbo transmission + KB 190, KE-445 and SK-445 final drive and cardan shaft, Voith, May 2008
  29. ↑ Class 185 (technical information), Siemens p.4
  30. ↑ First Class Bogies (PDF), Siemens, SF 5000 UK TDG and SF 5000 UK LDG, pp.60-61; also p.67
  31. 1 2 Trials of wheel and rail rolling contact fatigue control measures: pre-modelling analysis and route simulations (PDF), Rail Safety and Standards Board, June 2008
  32. ↑ "Route 11 South Trans-Pennine, South Yorkshire and Lincolnshire" (PDF), Network Rail Route Plans 2008, Network Rail, p. 7, 2006
  33. ↑ "Route 10 North Trans-Pennine, North and West Yorkshire" (PDF), Network Rail Route Plans 2008, Network Rail, p. 7, 2006
  34. ↑ Business Plan 2005 - 26 Strategic Routes - Network Rail (PDF), Network Rail, 2005, Route 9: North Eastern, p.124; Route 10: North Trans-Pennine, North and West Yorkshire, p.135; Route 11: South Trans-Pennine, South Yorkshire and Lincolnshire, p.148
  35. ↑ Class 185 (technical information), Siemens p.2
  36. ↑ Whitehouse 2007, p. 16The Siemens-built [class 185] DMUs were designed with hill climbing in mind
  37. ↑ Bower et al. 2012, section 3.1.2, p.95-96.
  38. ↑ "DMU Eco-Mode fuels savings at TPE", www.railwaygazette.com, 21 December 2007
  39. ↑ "Trans-Pennine trains get greener", www.railwaygazette.com, 3 October 2008
  40. 1 2 "Easing up on throttle saves two million litres of diesel a year". Railnews.co.uk. 5 August 2008. Retrieved 15 August 2009.
  41. ↑ http://www.railmagazine.com/trains/new-trains/can-185s-conquer-the-pennines
  42. ↑ http://www.tpexpress.co.uk/news/2008/12/more-rail-services-for-scotland/
  43. ↑ "Mid Cheshire Rail Report No. 68". Mid-Cheshire Rail Users Association. June 2006. Archived from the original on 21 August 2008. Retrieved 16 June 2008.
  44. ↑ "New Trains FAQ", www.tpexpress.co.uk, retrieved June 2014, (Why won’t the trains be running on my route?) The displaced class 185s will all remain with TransPennine Express to enhance capacity and provide additional services on our other routes. (What happens to the existing fleet?) Other displaced class 185s will be used to provide additional capacity on our existing services. (I don’t live on the Manchester to Scotland route – how will I benefit?) The current class 185s and class 170 trains will be redeployed [..] more seats, longer trains and more frequent services may be available from late 2013. From May 2014 we will be providing 5 trains an hour between Manchester and Leeds (in both directions), [..] and reducing the number of 2 carriages services.. Check date values in: |access-date= (help)
  45. ↑ https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/407801/transpennine-express-invitation-to-tender.pdf
  46. ↑ http://www.networkrail.co.uk/browse%20documents/track%20access/2%20completed%20consultations/2016/2015.12.22%20-%20northern%20rail%20-%2031st%20sa%20-%20section%2022%20-%20closes%201%20february%202016/remapped%20services%20track%20access%20rights.pdf
  47. ↑ The Pennine Class 185 experience (2007) pp.5-9
  48. ↑ The Pennine Class 185 experience (2007) pp.3,10
  49. ↑ Whitehouse 2007, p. 18.
  50. ↑ Wolmar, Christian (8 June 2007), Northern Railway Boom Heightens Investment Needs
  51. ↑ Davidson, Emma (31 October 2008). "Anyone for a game of train sardines?". Huddersfield Daily Examiner.
  52. ↑ "A Long Term Vision for Transport in Leeds City Region - Appendix 4" (PDF). Leeds City Council. n.d. Archived from the original (PDF) on 25 June 2008.

Sources

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