TransPennine Express
TransPennine Express is a state-owned British train operating company that provides intercity and regional passenger rail services across northern England and Scotland.[1] The operator assumed responsibility for the TransPennine franchise in May 2023 under the Department for Transport's direct management after the previous private franchise held by FirstGroup was terminated due to sustained poor performance, including high cancellation rates and delays.[2][3] Its network connects major cities and economic centers such as Liverpool, Manchester, Leeds, York, Newcastle, Edinburgh, and Glasgow via key routes crossing the Pennines, with services emphasizing faster journey times and capacity for commuters and business travelers.[4][5] TPE operates a fleet of modern multiple-unit trains, including the Nova 1 bi-mode units for diesel-electric versatility on non-electrified sections and Nova 2 electric trains, supporting ongoing electrification efforts like the Transpennine Route Upgrade, which aims to enhance reliability and speeds.[6][7][8] Since nationalization, the company has reported marked improvements in operational metrics, such as punctuality and on-time performance, alongside fleet expansions and timetable enhancements set for December 2025.[2][9]History
Formation and First TransPennine Express (2004–2015)
The TransPennine Express franchise was awarded in July 2003 to First TransPennine Express Limited, a joint venture majority-owned by FirstGroup plc, with operations commencing on 1 February 2004.[10] This new franchise separated Trans-Pennine services from the broader Northern England network previously managed under Arriva Trains Northern, focusing on inter-city connections across the Pennines between major urban centers in northern England and extending to Scotland.[11] The operator inherited existing routes, including Manchester to Leeds, Liverpool to Newcastle, and Manchester Airport to Cleethorpes services, aiming to enhance connectivity in underserved cross-Pennine corridors.[12] From 2006 to 2008, First TransPennine Express introduced new Class 185 diesel multiple units, which boosted capacity and enabled faster journey times compared to the inherited Class 158 stock, supporting expanded timetables with additional daily services on core routes.[13] This fleet modernization facilitated route extensions, such as enhanced links to Edinburgh from Manchester via Newcastle, and increased frequencies during peak periods, contributing to growing passenger numbers amid rising demand for regional express travel.[14] Integration with Network Rail's infrastructure upgrades, including signaling improvements, helped establish more reliable Trans-Pennine operations, with the franchise achieving notable punctuality benchmarks exceeding 90% in the late 2000s.[15] Despite early hurdles from aging infrastructure—such as limited electrification and bottlenecks on hilly Pennine sections—the period marked overall stability and growth, culminating in awards for operational excellence, including Train Operator of the Year in 2012 and the UK Excellence Award in 2014.[16][17] These accomplishments underscored effective management under FirstGroup's leadership until preparations for franchise renewal in the mid-2010s, setting the stage for further evolution without major disruptions.[18]FirstGroup and MTR consortium era (2016–2023)
In April 2016, the TransPennine Express franchise was awarded to First TransPennine Express Limited, a joint venture majority-owned by FirstGroup, commencing operations on 1 April 2016 with a term until 31 March 2023.[19][20] The agreement included commitments to invest over £500 million in infrastructure and rolling stock upgrades, alongside service enhancements such as additional daily trains, increased seating capacity by nearly double on key routes, and faster journey times through new high-speed bi-mode and electric trains under the Nova fleet branding.[21][22] The operator placed orders for the Nova fleet, including 19 Class 802 bi-mode units from Hitachi in 2016, five Class 397 electric multiple units from CAF in 2019 to address electrification priorities, and Nova 3 sets comprising Class 68 locomotives with CAF coaches.[23][24] These aimed to replace older diesel units and support route upgrades, but deliveries faced delays attributed to manufacturing processes, with Nova 3 sets postponed from late 2018 to spring 2019 and further slippage for some units.[24][25] Early operations saw targeted improvements, including timetable adjustments in December 2018 that enhanced punctuality and reliability across the network, with the first Nova 1 trains entering service in August 2019 to boost capacity on electrified sections.[26][27] These changes initially reduced disruptions and supported higher passenger volumes on core TransPennine routes. From 2020, services encountered rising disruptions amid COVID-19 recovery, including reduced demand followed by surges that strained resources, compounded by staff recruitment challenges and elevated sickness levels.[28] By early 2022, performance had declined markedly, with cancellation rates reaching nearly one in five services, prompting timetable reductions to manage driver shortages and maintain operational stability.[29][30]Termination of franchise and nationalisation (2023)
On 11 May 2023, the Department for Transport (DfT) announced it would not renew or extend the National Rail Contract for TransPennine Express (TPE), operated by a FirstGroup and MTR Corporation joint venture, citing persistent underperformance in service reliability and punctuality.[31] The decision followed months of significant operational disruptions, including an average cancellation rate of approximately 10% of scheduled services over the preceding year, which escalated to around 20% in the weeks prior to the announcement.[31] TPE's Public Performance Measure (PPM)—the percentage of trains arriving within 10 minutes of schedule—stood at 82% for services at their final destination in the year ending April 2023, falling short of contractual benchmarks and marking the lowest among all UK train operators for key metrics like on-time arrivals within 15 minutes (87% for the year to March 2023).[31] These failings were attributed to inadequate management of driver training, rostering, and contingency planning, as evidenced by DfT monitoring data, rather than external factors alone.[31] The termination invoked a contractual break clause within the emergency National Rail Contracts introduced in 2020 amid the COVID-19 pandemic, which allowed the DfT to reclaim operations without compensation to the private operator if specified performance thresholds were unmet.[31] Effective 28 May 2023, control transferred to DfT OLR Holdings Limited, a government-owned entity serving as the Operator of Last Resort (OLR), under a direct award services contract dated 26 May 2023.[32] The handover was executed seamlessly, with all existing staff retained under transferred terms, the full fleet remaining in service, and passenger tickets and compensation claims honored continuously.[31] Initial post-transition operations under OLR showed provisional stability, with no widespread service interruptions during the changeover, though underlying challenges such as infrastructure dependencies persisted.[31] This mechanism exemplified the DfT's use of performance-based remedies embedded in franchise agreements to enforce accountability, independent of broader policy shifts toward public ownership.[31]Ownership and operation
Franchise structure and governance
The TransPennine Express franchise was established as a direct award by the Strategic Rail Authority to First TransPennine Express, a subsidiary of FirstGroup, commencing operations on 1 February 2004 and initially set to run until 31 March 2015, with extensions granted thereafter.[33][34] This structure emphasized commercial operation over subsidized services, reflecting the post-privatization model where operators bid to manage specified routes while retaining fare revenues net of track access charges and other costs.[35] In December 2015, the Department for Transport (DfT) directly awarded a renewed franchise to First Trans Pennine Express Limited, a joint venture between FirstGroup and Keolis, effective from 1 April 2016 until 31 March 2023, under a seven-year term with provisions for performance-based extensions or early termination.[22][36] The agreement incorporated key performance indicators (KPIs) focused on punctuality via the Public Performance Measure (PPM) benchmark, aiming for improvements in on-time arrivals; cancellations, with targets below 0.90% adjusted for force majeure; and passenger satisfaction, tracked through the National Rail Passenger Survey (NRPS) with station scores at 75%, train scores at 74%, and customer service at 73%.[37] Incentives included profit-sharing mechanisms (10-13% above thresholds), while penalties encompassed remedial action plans, franchise payment adjustments for breaches, and financial liabilities under performance bonds required throughout the term and up to seven reporting periods post-termination.[37] Governance was primarily exercised by the DfT through a designated Franchise Manager, who conducted periodic performance reviews, approved variations to services or contracts, and enforced compliance via audits and termination clauses.[37] The Office of Rail and Road (ORR) provided economic regulation, approving track access agreements, setting industry-wide PPM standards in coordination with Network Rail, and overseeing safety authorizations and charging reviews.[37][38] In northern England, Passenger Transport Executives (PTEs), later consolidated under bodies like Transport for the North, contributed to integrated planning by specifying service levels and coordinating with the franchisee on regional priorities such as timetable integration and accessibility.[35][38] Franchise payments were structured around an annual financial model reconciling projected revenues against costs, initially committing £400 million in premiums to the DfT over the term, but adjustable for performance, fare regulation compliance, and external shocks, resulting in net subsidies to the operator during the COVID-19 period under Emergency Recovery Measures from March 2020, reflecting taxpayer support to maintain services amid revenue shortfalls exceeding £200 million annually in peak disruption years.[36][37] This mechanism underscored systemic incentives where strong performance could yield premiums, but shortfalls triggered compensatory payments, with bonds ensuring fiscal accountability to mitigate risks to public funds.[37]Operator of last resort management (2023–present)
On 28 May 2023, TransPennine Express (TPE) entered operator of last resort (OLR) management under DfT OLR Holdings Limited, a Department for Transport (DfT) subsidiary established as a temporary public body to oversee rail services when private franchises fail.[31] [39] This transition absorbed the franchise's operational and financial risks, shifting focus from private profit-driven incentives to direct public sector recovery efforts aimed at stabilizing services amid prior high cancellation rates exceeding 10% in early 2023.[31] [40] Managerial continuity was prioritized, with Chris Jackson appointed as permanent managing director on 14 September 2023, following his interim role from the OLR handover; his leadership emphasized resolving inherited issues such as driver training backlogs, which had stemmed from pre-nationalization understaffing.[41] Initial OLR directives mandated staff retention measures and accelerated training programs to rebuild operational capacity, reducing reliance on short-notice cancellations for crew shortages.[32] By 2025, OLR oversight had yielded verifiable service stabilizations, including full timetable restoration in December 2024 and frequency enhancements such as three trains per hour on Manchester-West Yorkshire diversionary routes from July 2025.[42] [43] DfT performance data reported cancellations down 75%, passenger journeys up 42%, and revenue growth of 54% compared to May 2023 baselines, alongside stakeholder satisfaction rising from 5% in March 2023 to 94% by March 2025.[44] [45] Governance under OLR enforces direct DfT accountability, eliminating private franchisee profit margins and associated layered subcontracting, which DfT reports attribute to faster implementation of recovery plans without shareholder dividend pressures.[40] Preparations for the December 2025 timetable include capacity expansions tied to business plan commitments for enhanced reliability and carbon reduction modeling.[46]Services and routes
Core network and principal routes
The core network of TransPennine Express focuses on trans-Pennine connectivity across northern England, linking major urban centers in the North West, Yorkshire, and North East, with extensions to Scotland. Principal routes traverse the Manchester-Leeds corridor as the backbone, facilitating regional travel between economic hubs like Manchester, Leeds, and Newcastle. Services emphasize semi-express patterns with stops at key intermediate stations to support commuter and inter-city demand.[4] One primary route runs from Manchester Airport to Newcastle, passing through Manchester Piccadilly, Stalybridge, Huddersfield, Dewsbury, Leeds, York, Northallerton, Darlington, Durham, and Newcastle Central. This corridor operates approximately 13 direct services daily in each direction during the December 2024 to May 2025 timetable period, equating to intervals of about 90 minutes off-peak.[47] [9] A parallel service connects Liverpool Lime Street to Newcastle via Manchester Oxford Road, Manchester Piccadilly, Leeds, York, and intermediate North East stations, with around six daily departures in each direction. This route underscores east-west linkage, incorporating the core Manchester-Leeds section and extending northward.[48] [49] The Manchester-Huddersfield-Leeds segment forms a foundational intra-regional link, integrated into multiple services with hourly frequencies where capacity allows, calling at stations including Stalybridge, Huddersfield, and Dewsbury. Anglo-Scottish extensions from Manchester Airport or Liverpool to Edinburgh Waverley or Glasgow Central proceed via Preston and Carlisle, operating limited daily services to integrate with West Coast Main Line paths.[50] [4] Ongoing Transpennine Route Upgrade works, including electrification and track enhancements between Manchester, Huddersfield, Leeds, and York, periodically necessitate diversions, bus replacements, or reduced frequencies, such as hourly limited services during closure periods in 2025. These interventions aim to enable future capacity for up to six trains per hour on upgraded sections, enhancing reliability and economic connectivity across the Pennines.[51] [52][53]Timetable variations and peak services
TransPennine Express enhances service frequencies during peak commuting periods to accommodate higher demand, with rush hours typically defined as 07:00–09:00 and 16:00–19:00 on weekdays.[54] On the Manchester Piccadilly to Leeds route, operators schedule up to four trains per hour during these times on standard weekdays, providing additional capacity beyond base off-peak levels.[55] From 14 December 2025, timetable adjustments will introduce more frequent services on select routes, including expanded operations between key northern cities to support peak demand, alongside overall network improvements such as quicker journey times between Manchester and Leeds (reduced to 42 minutes).[9] [56] These changes aim to increase seat availability during high-usage periods, with TransPennine Express specifically boosting daily services on routes like Newcastle to Edinburgh from seven to eight trains Monday–Saturday.[57] Off-peak and weekend schedules feature reduced frequencies compared to weekday peaks, aligning with lower anticipated loads; for instance, services operate at intervals of every 30–60 minutes on core routes outside rush hours, with off-peak tickets valid from approximately 09:30 weekdays onward to incentivize travel during quieter slots.[58] [59] Advance booking promotions, offering up to 50% discounts for reservations made early, integrate with these patterns to distribute passenger loads away from peaks, thereby optimizing capacity utilization across the day.[60] Empirical data from Department for Transport crowding statistics indicate that TransPennine Express peak services historically experience significantly higher load factors than averages, with morning peak trains in major cities showing up to 21% standing passengers and instances of passenger loads exceeding capacity by over 100% on overcrowded services like Manchester–Leeds routes.[61] [62] In contrast, off-peak averages hover around 30–40% utilization network-wide, though TransPennine-specific figures reflect elevated peak pressures due to limited fleet capacity prior to recent upgrades.[63]Rolling stock
Current fleet
As of October 2025, TransPennine Express operates a fleet comprising Class 802 bi-mode multiple units (branded as Nova 1), Class 397 electric multiple units (Nova 2), and Class 185 diesel multiple units. The Class 802 fleet consists of 19 five-car bi-mode trains capable of operating on both electrified and non-electrified sections using diesel engines when overhead wires are absent, primarily serving routes such as Liverpool to Newcastle, Manchester to Scarborough, and services extending to Edinburgh.[64] These units, built by Hitachi, offer 342 seats including first-class accommodation and onboard amenities like free Wi-Fi.[6] The Class 397 Nova 2 trains are electric multiple units designed for fully electrified routes, including Manchester to Glasgow and Edinburgh via the West Coast Main Line, with 12 five-car sets providing enhanced capacity and performance.[65] However, reliability challenges have persisted, including a hot axle box incident on 10 October 2025 that disrupted services from Manchester Airport and Liverpool to Glasgow and Edinburgh.[66] Maintenance regimes for the Class 397 involve ongoing monitoring of axle boxes to mitigate such faults.[66] Class 185 diesel multiple units continue to form the core of services on non-electrified lines, with the fleet undergoing upgrades including the installation of European Train Control System (ETCS) Level 2 equipment to improve safety and reliability as part of the Transpennine Route Upgrade.[67] These two- or three-car units handle regional routes across the North of England, supported by acetic flush modifications to toilet systems completed in March 2024 for better hygiene maintenance.[14]| Class | Type | Number of units | Configuration | Primary routes | Key features |
|---|---|---|---|---|---|
| 802 | Bi-mode EMU | 19 | 5-car | Liverpool–Newcastle, Manchester–Scarborough/Edinburgh | Diesel backup for non-electrified sections, 342 seats[6][64] |
| 397 | EMU | 12 | 5-car | Manchester–Glasgow/Edinburgh | Electric-only, axle box monitoring[65][66] |
| 185 | DMU | Operational fleet | 2/3-car | Regional non-electrified | ETCS upgrade ongoing[67][68] |
Past fleet
Upon its formation in 2004 under the First TransPennine Express franchise, the operator relied on locomotive-hauled consists of Class 47 diesel locomotives paired with Mark 3 coaches for principal trans-Pennine routes, but these were phased out by 2006 due to their age and lower efficiency compared to incoming multiple units designed for faster acceleration and higher capacity on upgraded infrastructure.[69] Class 170 Turbostar diesel multiple units, comprising 15 two- and three-car sets built in 1999–2000, entered service in 2008 on regional routes including Manchester to Cleethorpes and Hull; they were withdrawn in May 2015 during the franchise transition, as their single-class layout and limited top speed of 100 mph (160 km/h) proved inadequate for evolving service demands amid electrification upgrades and fleet modernization.[70] The Class 185 Desiro diesel multiple units, 51 three-car sets delivered between 2005 and 2008, inherited across franchises served as the backbone until the partial rollout of Nova bi-mode trains from 2019; 23 units were subsequently returned to lessor Porterbrook by 2020 to reduce maintenance costs and enable cascading to other operators, given their exposure to high mileage and the shift toward dual-mode stock compatible with electrified sections.[71] Ten Class 350/4 Desiro electric multiple units, four-car sets transferred from Virgin Trains in 2014, operated on partially electrified routes like Manchester Airport to Edinburgh until their cascade to London North Western Railway in 2019–2020; retirement stemmed from delays in purpose-built Class 397 electrics and a strategic pivot to standardize on fewer types amid reliability issues with the 2005-built EMUs on upgraded lines requiring higher performance.[72]| Class | Type | Units | Years in Service | Withdrawal Reason |
|---|---|---|---|---|
| 47 + Mk 3 | Loco-hauled | Variable sets | 2004–2006 | Age and inefficiency post-electrification upgrades[69] |
| 170 Turbostar | DMU | 15 | 2008–2015 | Franchise change; inadequate for modernized routes[70] |
| 185 Desiro | DMU | 23 (of 51) | 2005–2020 (partial) | Fleet rationalization post-Nova introduction; high maintenance[71] |
| 350/4 Desiro | EMU | 10 | 2014–2020 | Cascaded for new electrics; performance limitations[72] |
Planned and future rolling stock
TransPennine Express continues to receive deliveries of its Stadler Nova fleet, comprising Class 397 five-car and Class 398 six-car bi-mode multiple units, with units arriving at depots such as Hull for testing and entry into service as part of the December 2024 timetable enhancements.[73] These trains, originally ordered in 2019, have faced delays due to specification changes, manufacturing issues, and training backlogs exacerbated by the COVID-19 pandemic, but ongoing introductions aim to increase capacity with hundreds more seats on Pennine routes.[74] Potential for additional units remains under consideration, aligned with partial electrification progress, though no firm orders beyond the initial 31 sets have been confirmed as of October 2025.[14] In parallel, procurement for a new fleet of electric multiple units (EMUs) is advancing to support the Transpennine Route Upgrade (TRU), which seeks full electrification between Manchester and York by the late 2020s.[75] Contract award for these trains, intended to replace diesel operations and enable faster, lower-emission services, was anticipated in July 2025, with deliveries, testing, and driver training scheduled for 2028–2030 to coincide with TRU milestones such as completed electrification between Leeds and York.[76] This initiative incorporates lessons from prior Nova delays, including stricter specification controls and phased integration to avoid service disruptions.[76] As of August 2025, approximately 25% of the 70-mile core Transpennine main line is electrified, paving the way for EMU deployment on upgraded sections.[77] Upgrades to existing diesel multiple units, such as European Train Control System (ETCS) retrofits on Class 185 fleets, are also planned to enhance compatibility with digital signalling on electrified routes ahead of full EMU transition.[78] These measures aim for comprehensive electric operations by the end of the decade, reducing reliance on bi-mode units and aligning with TRU's goals of cutting journey times (e.g., Manchester to Leeds from 50 to 42 minutes) and boosting frequency.[75] No additional locomotive-hauled options, such as the previously trialled Nova 3 push-pull sets, are planned following their withdrawal in December 2023 due to reliability concerns.[69]Performance and reliability
Key metrics and historical trends
TransPennine Express's Public Performance Measure (PPM), defined as the percentage of trains arriving at their destination within five minutes for journeys under 60 miles or ten minutes for longer services, demonstrated relative stability from the franchise's start in 2004 through 2019, with typical annual figures in the 80-90% range reflecting consistent operational reliability prior to external disruptions.[35] Performance declined sharply post-2020, exacerbated by pandemic-related and subsequent operational issues, reaching approximately 50% in the quarter to March 2023.[28] Cancellation rates followed a similar trajectory, remaining low in the pre-2020 era—often under 5% annually—before surging to 16.9% in March 2023, the highest among UK operators at that time.[28] Adjusted cancellation metrics, accounting for pre-planned shortfalls, peaked at 23.8% for the four weeks ending March 4, 2023.[79] Following the transition to operator of last resort status in May 2023, key metrics showed partial recovery, with Cancellations and Significant Lateness (CaSL) falling to 6.5% across all routes in period 2505 (covering late 2024).[80] PPM exhibited variability, including a 3.3 percentage point decline in the April to June 2025 quarter relative to the prior year, though some route-specific punctuality exceeded 90% in moving annual averages by mid-2025.[81][82]| Period | PPM (%) | Cancellation Rate (%) |
|---|---|---|
| Pre-2020 annual average | 80-90 | <5 |
| Q1 2023 | ~50 | 16.9 (official); 23.8 (adjusted) |
| Period 2505 (2024) | Not specified | 6.5 (CaSL) |
| Q2 2025 | Decreased 3.3pp YoY | Not specified |