Tag Archives: Trans-Pennine

Mk5 Coach Construction Starts

mk5-metal-cuttingmk5-interior

It begins. CAF have begun cutting metal for Trans-Pennine’s new rolling stock at their factory at Beasain in Spain.

CAF are building a total of 66 coaches, 13 five-car push-pull sets plus one spare driving trailer. They will be used on the North Trans-Pennine corridor between Manchester and Leeds, running from Liverpool in the west to Newcastle and Scarborough in the east,. Hauled by class 68 locomotives, they should enter service from 2018.

They’re the first daytime locomotive-hauled carriages to be delivered since the Mk4 stock on the East Cost Main Line at the end of the 1980s.

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CSMA: Trans-Pennine Express

Electronic music and First Trans-Pennine class 185s. What more can you want?

The music is from a live performance at Catford, London in 2016. The filming is by Chrissie Caulfield in Leeds, Darlington, Marsden, Huddersfield and around Standedge Tunnel.

I always associate the North Trans-Pennine line with gigs in York. I wonder which band is playing Fibbers and either Manchester or Bilston on consecutive nights?

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More new trains for TransPennine Express

First Trans-Pennine have announced more new trains for the North and Scotland. In keeping with their new image as an inter-city operator, the new rolling stock will be inter-city style rather than the regional type trains in use on their routes at the moment.

Half of the new trains will be 125mph EMUs for their Anglo-Scottish services from Liverpool and Manchester that run up the west coast main line. More interesting is that the other half, for the Manchester-Newcastle route, will be locomotive-hauled stock using class 68 locomovives. Some of these locomotives are already in use with Chiltern Trains hauling extensively refurbished  Mk3 stock, but Trans-Pennine’s order represents the first new loco-hauled daytime stock since the ECML Mk4 fleet in the 1980s.

It may well be that the decision to go for loco-hauled trains is a consequence of the postponed electrification of the route. Separating the traction from the coaching stock means that when the wires finally go up over Standedge, it will be a matter of swapping electric locomotives for the diesels, with the same coaches.

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Electrification Postponed: Echoes of 1963?

Midland Main Line 222 Meridian

So the government have postponed the Midland Main Line and Trans-Pennine electrification schemes amidst suggestions that the high-profile Great Western electrification is running seriously late and way over budget.

Given the Tories pre-election promises it’s looking like their equivalent of the Liberal Democrat’s tuition fees débâcle, at least on the surface. So much for the “Northern Powerhouse”. Though in this case, since it’s widely suggested that there were plenty of warning signs that the GW project was in trouble, but bad news was being deliberately suppressed prior to the election. Which means the charge against the Tories one of deliberate lying rather than broken promises.

There is horrible echo of the 1963 appointment of Dr Beeching in response to the cost overruns of the 1955 modernisation plan, though in a time where passenger numbers are rising year upon year we’re unlikely to see Beeching-style closures. The 1955 plan was a crash programme following years of under-investment on a network that had never really recovered from being run into the ground during World War 2. It involved a lot of new and untried technology, much of which wasn’t terribly successful, from manufacturers who seemed to be chosen as much because of politics than their expertise. A lot of money was misspent, both on unsuccessful locomotive designs and on vast freight marshalling yards which soon turned into massive white elephants. And let’s not mention the unspeakable horror that is Birmingham New Street station.

Likewise we’re now playing a heavy price for the lack of any large-scale electrification schemes since the late 1980s East Coast Main Line, a full generation ago. Paul Bigland describes it well: The Labour government from 1997 to 2010 believed there was no need for electrification because some magical new technology was just around the corner. So the British railway industry lost the skills base necessary for such large and complex engineering projects, which is one reason the Great Western scheme has run into such difficulties. It’s just the same as the stop-start-stop approach to rolling stock procurement has decimated Britain’s train manufacturing industry. We’re now importing locomotives and multiple units from America, Spain, Germany and even Japan because British works went out of business during lean years.

A more rational approach would have seen a slow but steady rolling programme of electrification over the past four decades; as one project finished the teams would move on to the next, and lessons learned in past projects applied to future ones. The Midland and Transpennine routes would have been electrified years ago, along with other trunk routes who’s electrification isn’t even on the horizon.

One final point. A lot of ill-informed commentators with political axes to grind are now claiming that the MML and TPE schemes are being scrapped in order to save HS2. Paul Bigland again skewers this argument as complete cobblers, emphasising the fundamental difference between upgrading existing lines and building brand new infrastructure. And yet again the anti-HS2 mob have no answer to the fundamental rationale behind HS2, the lack of capacity on existing routes heading north out of London.

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