Class 175

Class 175
Geof Sheppard · CC BY-SA 4.0 · source
Manufacturer	AnsaldoBreda Bombardier Transportation Alstom
Family	Turbostar Pendolino Voyager
Yearconstruction	1999–2001
Numberbuilt	27
Formations	2-car, 3-car
Operator	TransPennine Express Northern Trains FirstGroup Arriva
Carbody	Aluminium Stainless steel
Maxspeed	100 mph (160 km/h)
Engine	Cummins MTU Rolls-Royce
Gauge	Standard gauge

Class 175 is a diesel multiple unit high-speed passenger train introduced in the United Kingdom in the late 1990s for intercity regional services. Built for rapid regional links between major cities and provincial centres, it was deployed on corridors connecting Manchester with Leeds, Liverpool, York and Newcastle upon Tyne. The fleet entered service amid modernisation programmes associated with franchising changes involving operators such as FirstGroup and Arriva.

Design and Development

The design process involved collaboration between manufacturers associated with Italian and German rolling stock traditions, drawing on experiences from projects like Alstom Coradia and British multiple units used by Virgin Trains and Grand Central. Initial contracts were awarded during a period dominated by entities including Railtrack and later Network Rail, and the procurement aligned with requirements set by franchise holders including First North Western and TransPennine Express. Styling and engineering reviewed influence from Bombardier Transportation products and continental sets operating on routes such as Regional-Express services in Germany and Italy. Certification and type approval engaged regulators like the Office of Rail and Road and procedures reflecting standards rooted in Railway Safety frameworks shaped by reports from incidents such as the Hatfield rail crash.

Technical Specifications

Units were delivered in 2-car and 3-car formations with aluminium bodies and layouts intended for intercity comfort comparable to stock used by ScotRail and Wales & Borders services. Propulsion systems employed diesel engines developed by suppliers associated with Cummins and MTU engineering, with transmission systems drawing on designs used by Siemens multiple units. Braking incorporated electro-pneumatic systems akin to those fitted to fleets operated by East Midlands Trains and Greater Anglia. Onboard systems included passenger information setups similar to those used by Transport for London Rolling Stock and environmental controls meeting standards influenced by European Union interoperability directives. Maximum speed capability matched many regional expresses and was governed by signalling systems deployed by Network Rail, interfacing with AWS and TPWS equipment used across the national network.

Operations and Service History

Deployment saw these units used on services replacing older formations previously operated by companies such as Arriva Trains Northern and Northern Rail. Routine diagrams linked routes between hubs including Manchester Piccadilly, Preston, Carlisle, Holyhead, Stoke-on-Trent and Chester. Over time, operation passed through franchise transitions involving FirstGroup, Arriva, Stagecoach Group interests and contemporary operators like TransPennine Express and Northern Trains. Maintenance practices were benchmarked against depots associated with operators such as Doncaster Carr and Longsight and contract servicing sometimes involved third-party providers with ties to Bombardier Transportation and Alstom. Refurbishment programmes reflected interior standards set by other intercity fleets including those run by Virgin Trains and CrossCountry.

Accidents and Incidents

A number of operational incidents prompted investigations by agencies such as the Rail Accident Investigation Branch and procedural reviews influenced by historical inquiries like the Clapham Junction rail crash report. Incidents ranged from minor infrastructure-related damage on routes managed by Network Rail to more significant events requiring temporary withdrawal for inspection, similar in operational impact to earlier fleet issues faced by operators including FirstGroup and Arriva. Lessons from these occurrences informed maintenance regimes and policy adjustments advised by safety bodies including the Department for Transport.

Preservation and Future Plans

With rolling stock replacement cycles driven by franchising commitments and fleets introduced by manufacturers such as Stadler and Hitachi, long-term disposition has been subject to transfer, overhaul or cascade into secondary duties comparable to treatments of units from Class 170 and Class 158. Preservation interest has emerged among heritage organisations and groups linked to preservation sites such as National Railway Museum and private trusts that conserve examples of late-20th-century multiple units. Future plans depend on operator investment decisions influenced by rolling stock strategies from companies including FirstGroup and TransPennine Express, regulatory frameworks overseen by the Office of Rail and Road, and broader UK rolling stock renewal programmes aligned with corridors like Northern Hub and initiatives tied to intercity connectivity.

Category:British diesel multiple units