Class 385

Class 385
dave souza · CC BY-SA 4.0 · source
Name	Class 385
Service	2018–present
Yearconstruction	2016–2018
Numberbuilt	70
Formation	3/4 cars per unit
Carbody	Aluminium
Maxspeed	100 mph (160 km/h)
Traction	AC electric
Gauge	Standard gauge

Class 385 is an electric multiple-unit passenger train introduced into UK service in 2018. Built to replace ageing diesel fleets and to operate on newly electrified routes, it entered service amid debates about procurement, industrial strategy, and railway electrification. The type operates on intercity and regional routes, interacting with multiple rail franchises, infrastructure owners, manufacturers, and regulatory bodies.

Background and development

The type was procured during a period marked by major projects such as the Great Western Main Line electrification, the Edinburgh to Glasgow Improvement Programme, and the wider UK electrification programme. Political decisions by administrations including the Cameron ministry and the May ministry influenced funding and timelines, while industry participants such as Network Rail, Transport Scotland, and train operators negotiated rolling stock orders. The manufacturer worked alongside supply-chain firms that had links to companies like Siemens and subcontractors with histories tied to Bombardier Transportation and Alstom. Procurement controversies echoed earlier debates surrounding projects like the Crossrail procurement and the aftermath of the Intercity Express Programme.

Design approval required certification from the Office of Rail and Road and coordination with infrastructure owners following incidents such as the River Ribble derailment and lessons from the Clapham Junction rail crash inquiries. Trade unions including the RMT and the ASLEF engaged with operators over driver training and depot staffing during introduction. Financing involved rolling stock companies similar to Angel Trains and Eversholt Rail Group, reflecting long-standing franchise-era practices.

Design and technical specifications

The electromagnetic and mechanical design drew on modern standards employed on fleets such as the Class 700 and the Class 800 series. Car bodies use aluminium extrusions, comparable to those on units produced for Transport for Wales and units ordered by Avanti West Coast. Traction equipment includes AC motors compatible with 25 kV AC overhead systems used on routes electrified under programmes like the TransPennine Upgrade. Bogie design and braking systems reflect safety recommendations following investigations by the Rail Accident Investigation Branch and align with interoperability requirements set by the European Union Agency for Railways standards in effect during procurement.

Passenger features include passenger information systems similar to installations on the Thameslink. Accessibility complies with regulations referenced in instruments such as the Equality Act 2010, while onboard systems integrate with ticketing arrangements adopted by operators like ScotRail and contactless infrastructure deployed across stations managed by Network Rail and municipal authorities including the City of Edinburgh Council. Depot interfaces were developed for facilities akin to those at Haymarket Depot and Polmadie Depot.

Operations and deployment

The fleet entered service on routes connecting cities such as Edinburgh, Glasgow, and suburban corridors radiating from Waverley station and Glasgow Central. Operators scheduled units for peak commuter diagrams and intercity diagrams similar to services provided by carriers like FirstGroup and ScotRail franchise operators. Timetabling adjustments referenced capacity constraints encountered during major events at venues such as Hampden Park and festivals in Edinburgh Festival Fringe periods.

Deployment required staff training programmes coordinated with bodies like the Rail Safety and Standards Board and unions including the TSSA. Maintenance regimes were established in depots influenced by practices at facilities such as Leeds Neville Hill Depot and aligned with warranty support from original manufacturer partners. Integration with signalling upgrades, including digital deployments akin to ERTMS trials, was part of phased implementation.

Incidents and safety record

The type experienced teething issues typical of new-technology fleets, prompting investigations by the RAIB and audits by the ORR. Operational events included wheel-slip diagnostics, software updates to train control systems, and constrained service patterns following infrastructure incidents on routes historically affected by flooding at locations like the River Clyde corridor and landslip-prone sections similar to those near Glen Ogle. Responses involved collaborative reviews with emergency services such as local Police Scotland forces and resilience planning informed by prior lessons from the Cumbria floods responses.

Safety upgrades implemented after early incidents referenced practices from the aftermath of the Paddington rail crash and followed technical bulletins circulated by industry bodies like the RSSB. Driver training and revised maintenance intervals were among the mitigations adopted.

Fleet list and preservation

The production run comprised multiple three- and four-car units allocated to specific diagrams and depot allocations. Individual unit numbers and allocations were recorded by enthusiasts and registries maintained by organisations such as the Railway Herald and preservation groups like the National Railway Museum. While few units are candidates for heritage preservation due to their modern systems and continued revenue service, multiple societies monitoring contemporary fleets—akin to the Heritage Railway Association—have documented liveries, delivery dates, and depot histories.

Preservation prospects depend on future cascades, retirements of older fleets like those previously operated by franchisees such as Abellio and Arriva divisions, and decisions by rolling stock companies patterned after Vivarail conversions in the preservation sector.

Reception and legacy

Contemporary reception mixed praise for improved acceleration and reduced diesel usage with criticism over procurement timelines and reliability during early service months, echoing debates around earlier fleets like the Class 345 and the Intercity Express Programme. Academic and industry analyses by institutions such as the Imperial College London and think tanks with interests in transport policy compared its lifecycle emissions to modern diesel multiple units and net-zero targets endorsed by the UK government and devolved administrations. The fleet’s legacy will be judged by its contribution to modal shift on corridors served between major nodes like Glasgow Queen Street and Edinburgh Waverley and by its role in enabling wider electrification projects linked to regional development initiatives.

Category:British multiple unit classes