It would be better if all the Class 185 fleet were to remain under the control of one TOC that could use all the existing maintenance facilities, as is the case at the present time.
The other option is two operators sharing a fleet such as the 175s and 350s in the past, opposed to being allocated certain units.
The Lancashire Triangle electrification will release more Class 185 units to run on some secondary, but still important traffic routes, where the track will not be adversely affected by the use of these units.
I just don't understand why a lot of people think that 185s will be able to move on to other routes after electrification.
Manchester Airport to Scotland will go via Wigan and there is supposed to be a service replacing it on the Bolton corridor to interwork with the Barrow service. Philip Hammond has stated the diversion via Wigan will be permanent to not have too many short distance passengers overcrowding the Scottish service.
So, effectively after the diversion of Man Airport to Scotland we'll see the pre-Dec 07 timetable and diagramming on TPE.
Then after Blackpool electrification, if TPE hasn't been reorganised by then, I imagine we'll see more 6 car operation on North TPE.
Barrow and Windermere aren't confirmed as being electrified.
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That is the problem with the 185s most of the routes they are likely to be used on are likely to be electrified at some point before the 185s are life expired. They will never be any use for the far north line, look how much money it took to get the Windermere branch upto standard!
They also have a purpose built depot and maintenance facility at Ardwick, Manchester so IF all existing TPE are electrified (I doubt Doncaster-Cleethorphes will be electrified) I think it would make sense to cascade them down to other North West routes that involve steep gradients e.g. York-Blackpool and Buxton-Manchester, in particular.
