Transpennine Express Franchise Agreement
Nova 3 trains were Mark 5A cars, which are operated by locomotives and designed for their intercity lines.  The decision to purchase cars was unusual for the British market, which would have been the first acquisition of these vehicles since the 4-series of Marks for the Intercity 225 in the late 1980s. Davis argues that the construction costs of long-distance DMUs have been prohibitive in comparison and finds that it should be operated as a fixed-train push-pull train, without relying on the runarounds used in the past by locomotives.  From the outset, it was planned to tow them from a small fleet of 68-series locomotives, which required small, control-oriented modifications. According to the franchise documents filed with the Department of Transportation (DfT), consideration has been given to the operation of Nova 3 cars to be transported with two-mode 88-series locomotives, which are closely related to Series 68; However, this would depend on relatively ambitious and not yet funded proposals for global electrification in the region.  The review of the offers as a new franchise operator should have provided the government with a golden opportunity to ensure that all lines were properly served, which the government admits in another context (for example. B his argument in favour of HS2) which supports a region that can fully exploit its potential. Unfortunately, that is not what is happening. RMT believes that proposals for train traffic should be considered as proposals for additional services for those already in operation on the franchise. Services should be determined on the basis of their economic and social value and, ultimately, the needs of passengers, not grape pickers by private train operators. This also requires a maximum level of service specialization, which can be included in ITTs and, ultimately, in franchise agreements.
With regard to overcrowding and capacity, RMT estimates that this will increase the number of vehicles, i.e. the increase in rolling stock. Increasing the overcrowding threshold, unlike the issue of capacity, should not be considered an option, as it represents an additional burden on travellers and frees the franchisee from a key liability. TransPennine Express Franchise Routine Update. The RMT supports consultation and the involvement of local authorities in assessing the transport needs of the local area. Genuine consultation would allow local factors to be taken into account without the need to fragment them. RMT believes that the government is focusing on on-site passenger demand to prioritize certain services and routes and to enable the creation of a two-tier rail network. This is an attempt to adopt a dual-focus approach for major franchises, introducing different levels of specification and regulation, which considers them to be economically viable (profitable) or socially necessary (unprofitable).
Essentially, this means transferring most of the responsibility for the socially necessary journeys from the train operator to the taxpayer and passenger, and leaving the most profitable routes for franchisees. As part of an overhaul of the franchise card by the Department of Transport, services from Manchester Airport to Blackpool North; Manchester Airport to Barrow in Furness; Oxenholme was transferred to Windermere on April 1, 2016.  In July 2003, the TransPennine franchise was sold to a joint venture between FirstGroup and Keolis, and the services operated by Arriva Trains Northern and First North Western were transferred to First TransPennine Express on February 1, 2004.  On 11 November 2007, the routes between Manchester and Edinburgh and Glasgow via the West Coast Main Line, formerly operated by Virgin CrossCountry, were transferred to First TransPennine Express.  The new TransPennine Express (TPE) franchise has begun and has promised radical improvements over the next five years.