Sadly many of us have seen it all before. The Voyagers won't have enough seats in the peak periods leaving our major cities we said. The contrary arguments were unconvincing - more frequency where it wasnt needed and sadly we were proved right. Fifteen years having grown weary of the misery on that particular franchise, it is depressing to see the same mistakes made time and again.
While VXC were ordering their new trains, ATN as it was had 3/4 car 158s on what is today TPE, today we have 3 car 185s on TPE north even in the high peak, replete with First Class, extra doors and full PRM standards, in fact barely more Standard seats than a 2 car 158.
By 2020, Transpennine Express will have seen delivery of its' second brand new train fleet inside of fifteen years - that is quite unprecedented. Plus, do you realise that the number of carriages operated by TPE will have more than doubled compared to what was operating twenty years previously? Granted, the North West - Scotland service has been added since, but the North West services, which weren't part of the Northern Spirit TPE operation, will have been chopped out by that point.
I've already made the argument, but a 5-car Hitachi AT-300 will have a capacity comparable to that of a 6-car class 185 formation, of which there are currently few. A 5-car Desiro Verve may well be similar. With every train operating with the equivalent capacity of a 6-car class 185, and at an enhanced frequency of six trains per hour (hopefully there will be the opportunity to double up the two semi-fast services per hour that are retaining 185s at peak times), this represents a DRAMATIC increase in capacity.
This is nothing like the Voyager situation, where 4 and 5 carriage trains with poor capacity replaced a fleet of 7 carriage ones. With TPE, we are getting both longer trains AND the frequency enhancement.
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Electrification of the Manchester-Leeds-York line will be done by 2023 or so, which is only going to be a few years after the introduction of the new bi-mode trains on the route. Since there would be plenty of demand for these bi-mode trains elsewhere on the network, replacing them with an electric train more suitable for TransPennine Express duties should be a reasonably simple matter. The train manufacturers have all come out with ideas for 125mph-capable commuter trains which would be a perfect fit for the line.
Good grief, are we calling for a
third brand new Transpennine fleet within twenty years?
hock: I'm fairly confident that bi-mode units are being ordered for Transpennine North so that they can make use of the wires as they go up.