First TransPennine Express

File:First TransPennine Express logo.png

File:TPE passenger journeys.png

The TransPennine Express brand was launched in the early 1990s by British Rail,{{cite web |url = http://collectionsonline.nmsi.ac.uk/detail.php?t=objects&type=all&f=&s=Paper+drinks+coaster%2C+TransPennine+Express&record=0 |title = |publisher = collectionsonline.nmsi.ac.uk}}{{Dead link|date=May 2019 |bot=InternetArchiveBot |fix-attempted=yes }} and maintained by the privatised operator Northern Spirit and its successor, Arriva Trains Northern.{{cite magazine |title = Northern Spirit is brand new name for Regional Railways North East |magazine = Rail Magazine |issue = 332 |date = 3 June 1998 |page = 7}}

In 2000, the Strategic Rail Authority announced that it planned to reorganise the North West Regional Railways and Regional Railways North East franchises operated by First North Western and Arriva Trains Northern. A TransPennine Express franchise would be created for the long-distance regional services while the remaining services were to be operated by a new Northern franchise.{{cite web |url = http://www.yhtar.org.uk/tpebriefnote.pdf |title = Briefing Note: The Trans-Pennine Express rail franchise |publisher = Yorkshire & The Humber Transport Activist's Roundtable |date = October 2001 |url-status = usurped |archive-url = https://web.archive.org/web/20041020125001/http://www.yhtar.org.uk/tpebriefnote.pdf |archive-date = 20 October 2004 }} In July 2003, the TransPennine Express franchise was awarded to a joint venture between FirstGroup and Keolis, and the services formerly operated by Arriva Trains Northern and First North Western were transferred to First TransPennine Express on 1 February 2004.{{cite press release |archive-url= http://webarchive.nationalarchives.gov.uk/20090826025317/http://www.dft.gov.uk/press/releases/sra/2003a1/2003b/nnouncepreferredbidderfo1524.pdf |date=28 July 2003 |publisher= Strategic Rail Authority |archive-date=26 August 2009 |title=SRA Announce Preferred Bidder For TransPennine Express Franchise |url= http://www.dft.gov.uk/press/releases/sra/2003a1/2003b/nnouncepreferredbidderfo1524.pdf}}

The franchise was originally scheduled to end on 31 January 2012; however, in August 2011, the Department for Transport awarded First TransPennine Express a contract extension until March 2015.{{cite press release |url= https://www.gov.uk/government/speeches/new-franchising-programme |publisher= Department for Transport |date=5 August 2011 |title=New franchising programme}} Included was a clause to allow the end date to be brought forward to April 2014 to coincide with the end-date of the Northern Rail franchise. In March 2013, the Secretary of State for Transport announced the franchise would again be extended until 1 April 2016.{{cite web |url = https://www.gov.uk/government/speeches/franchise-announcement |title = Railway plan puts new focus on passengers |publisher = Secretary of State for Transport statement |website= gov.uk |date = 26 March 2013}} Despite this announcement, the long term future of the franchise remained uncertain; local transport authorities and consultancies proposed merging Trans-Pennine services into other franchises, speculating that this would increase efficiency on the rail network.{{cite web |title = Rail Franchising: Written evidence from First/Keolis TransPennine |url = https://publications.parliament.uk/pa/cm201213/cmselect/cmtran/writev/railfran/m11.htm |publisher = parliament.uk |date = 5 February 2013 |access-date = 16 March 2013}} Specifically, the Manchester Airport to Scotland service could be transferred to the InterCity West Coast franchise after the electrification of lines around Manchester by 2018, while the south Trans-Pennine route between Manchester and Cleethorpes could be transferred to East Midlands Trains, who operated an hourly service on the Manchester to Sheffield section.{{cite web |title = Research Project on Reviewing the Franchise Map |url = http://www.railwaysarchive.co.uk/documents/rvfm-jacobs-franchising-march2011.pdf |publisher = Jacobs Consultancy |date = March 2011 |access-date = 16 March 2013}}

In June 2014, the DfT confirmed that there would be two separate franchises in the north of England, one focused on delivering intercity rail services and the second to provide local rail services. At the time, proposals were made to transfer services including York to Scarborough and Doncaster to Cleethorpes services to the Northern franchise and transfer the Nottingham to Liverpool portion of the Norwich to Liverpool service operated by East Midlands Trains to the TransPennine franchise.{{cite press release |url = https://www.gov.uk/government/consultations/future-of-northern-and-transpennine-express-rail-franchises |publisher = Department for Transport |date = 9 June 2014 |title = Future of Northern and TransPennine Express rail franchises}}

During August 2014, the DfT announced that FirstGroup, Keolis/Go-Ahead and Stagecoach had been shortlisted to bid for the next franchise.{{cite web |url = https://www.gov.uk/government/news/shortlist-for-northern-and-transpennine-express-rail-operators-revealed |title = Shortlist for Northern and TransPennine operators revealed |publisher = Department for Transport |date = 19 August 2014}} On 9 December 2015, FirstGroup was awarded the franchise in its own right with TransPennine Express taking over on 1 April 2016.{{cite magazine |title = FirstGroup awarded TransPennine Express franchise |url = http://www.railtechnologymagazine.com/Rail-News/firstgroup-awarded-transpennine-express-franchise?dorewrite=false |access-date = 9 December 2015 |magazine = Rail Technology Magazine |date = 9 December 2015}}{{cite magazine |title = Arriva and First chosen for Northern and TransPennine franchises |url = http://www.railjournal.com/index.php/main-line/arriva-and-first-chosen-for-northern-and-tpe-rail-franchises.html |access-date = 9 December 2015 |magazine = International Railway Journal |date = 9 December 2015}}{{cite web |title = FirstGroup plc welcomes award of TransPennine Express rail franchise |url = http://www.firstgroupplc.com/news-and-media/latest-news/2015/09-12-15.aspx |access-date = 9 February 2016 |date = 9 December 2015}}

File:185140 approaching Northallerton. .jpg

As a result of timetable changes in May 2014, five trains per hour instead of four operated on the core route between Manchester and Leeds on the Huddersfield Line. This was made up of the following services:

• 1tph between {{rws|Liverpool Lime Street}} and Newcastle via {{rws|Manchester Victoria}}
• 1tph between Liverpool Lime Street and {{stnlnk|Scarborough}} via Warrington Central and Manchester Piccadilly
• 1tph between {{rws|Manchester Airport}} and {{rws|York}} via Manchester Piccadilly. This was also a 24-hour service.
• 1tph between Manchester Airport and Middlesbrough via Manchester Piccadilly
• 1tph between Manchester Piccadilly and Hull.

Most services between Manchester Airport and Newcastle ran early morning/late evenings.

Under Arriva Trains Northern, Newcastle services continued to {{stn|Sunderland}}. When First TransPennine Express first took over the franchise it extended the Manchester to Hull service to {{rws|Bridlington}}, a decision later reversed.

In May 2014, an hourly service between Liverpool Lime Street and Newcastle Central was introduced. It ran non-stop between Liverpool and Manchester Victoria and onward to Newcastle via Leeds reducing journey times between Liverpool and Manchester by 15 minutes and Liverpool to Leeds by 25 minutes.

File:Manchester Piccadilly station MMB 51 170303.jpg at Manchester Piccadilly]]

An hourly service operated from Manchester Airport to {{rws|Cleethorpes}} via Manchester Piccadilly, {{rws|Stockport}}, {{rws|Sheffield}}, {{rws|Doncaster}} and {{rws|Scunthorpe}}.

TransPennine North West used sections of the Styal Line, Manchester to Preston Line, West Coast Main Line, Furness Line and Windermere Branch Line. These services were formerly operated by First North Western with the exception of the Scottish routes, which were previously operated by Virgin CrossCountry from Manchester Piccadilly.

Following timetable changes in May 2014 the following services operated:

• 1tph between Manchester Airport and Blackpool North. Some services also ran to/from {{rws|Barrow-in-Furness}} and {{rws|Windermere}} which are detached/attached at Preston. A number of peak services start or terminate at Preston.
• 1tph between Manchester Airport and Glasgow Central or Edinburgh Waverley (alternating). Most of these services used Class 350s (some Edinburgh services run in 8 car formations) however a number of peak services were run by Class 185s via Bolton/Wigan North Western and Bolton/Chorley.

With the completion of the first stage of the North West electrification programme, the Scottish services were operated from 8 December 2013 by newly arrived Class 350 electric units and rerouted to stop at Wigan North Western after joining the West Coast Main Line close to Newton-le-Willows. Most stops at Bolton and Chorley were withdrawn as a result. With a number of peak services still operating via Bolton/Chorley or Bolton/Wigan North Western.{{cite web |title = December Changes: Changes to services between Manchester, Bolton, Chorley, Preston and Cumbria / Scotland |publisher = First TransPennine Express |url = http://www.tpexpress.co.uk/train-timetables/december-north-west-timetable/ |year = 2013 |access-date = 1 December 2013 |archive-url = https://web.archive.org/web/20131203004844/http://www.tpexpress.co.uk/train-timetables/december-north-west-timetable/ |archive-date = 3 December 2013 |url-status = dead |df = dmy-all }}

Official performance figures released by the British railway infrastructure company Network Rail for period 7 of the financial year 2013/14 were down on the same period last year at 87.8% (PPM) and MAA up to 12 October 2013 stood at 90.5%.{{cite web |title = Rail performance results period 7 |url = http://www.networkrail.co.uk/about/performance/ |publisher = Network Rail |access-date = 26 December 2012 |archive-url = https://web.archive.org/web/20151208114925/http://www.networkrail.co.uk/about/performance/ |archive-date = 8 December 2015 |url-status = dead }}

First TransPennine Express inherited a fleet of two- and three-car Class 158 Express Sprinter trains from Arriva Trains Northern. It also operated Class 175 Coradias on hire from Arriva Trains Wales.

One of the most prominent commitments of the franchise was the replacement of the entire fleet. Various requirements of this new fleet of diesel multiple units were stipulated, such as the ability to operating at speeds up to {{convert|100|mph|km/h|abbr=on}}, comparable acceleration to the {{brc|180}}, the presence of air conditioning and two toilets per vehicle (one of which being suitable for reduced-mobility passengers), gangways between individual carriages, space for storing both luggage and bicycles, internal CCTV coverage, provision for wheelchair passengers, and first class seating.{{Sfn|Strategic Rail Authority|2003|loc=Schedule 14, Part 2, Section 2.1.b (p. 227, in work p. 532)}} During September 2003, contract for supply and maintenance of 56 trains was signed between First TransPennine Express and the rolling stock manufacturer Siemens.{{cite news |url = http://news.bbc.co.uk/1/hi/england/3169779.stm |title = 100mph fleet will cut rail times |date = 21 August 2003 |work = BBC News |access-date = 12 November 2013 |archive-url = https://web.archive.org/web/20170803182031/http://news.bbc.co.uk/1/hi/england/3169779.stm |archive-date = 3 August 2017 |url-status = live}}{{cite web |url = http://www.internationallawoffice.com/Deals/Detail.aspx?g=e349de20-69d1-4f47-b516-ccfad6231919 |title = Deal Details: £260 million procurement contract – First/Keolis Transpennine Ltd, FirstGroup plc, HSBC Rail (UK) Ltd, Keolis SA, Siemens AG |website = International Law Office |publisher = Globe Business Publishing |access-date = 3 December 2013 |url-status = dead |archive-url = https://web.archive.org/web/20131112040152/http://www.internationallawoffice.com/Deals/Detail.aspx?g=e349de20-69d1-4f47-b516-ccfad6231919 |archive-date = 12 November 2013}} During early 2004, the new train requirement was reduced from 56 to 51 units by the Strategic Rail Authority (SRA).{{cite news |url = http://news.bbc.co.uk/1/hi/england/3578297.stm |title=First profits to hit expectations |date = 29 March 2004 |work = BBC News |access-date = 12 November 2013 |archive-url = https://web.archive.org/web/20170803182329/http://news.bbc.co.uk/1/hi/england/3578297.stm |archive-date = 3 August 2017 |url-status = live}} These trains were specifically designed to traverse the steep hills encountered on the TransPennine routes and thus had a relatively high power output compared to other DMUs;{{sfn|Whitehouse|2007|p=16}} however, as this level of power was unnecessary for most of the train's routes, it incurred relatively low fuel efficiency.{{sfn|Bower|Schönau|Skipton-Carter|Buchanan|2012|loc =Section 3.1.2 (pp. 95–96, in work pp. 102–103)}}

During 2006, First TransPennine Express acquired two static simulators from Corys TESS to better facilitate driver training ahead of the introduction of new rolling stock.{{cite magazine |url = http://www.railwaygazette.com/news/single-view/view/simulating-the-world39s-railways.html |title = Simulating the world's railways |date = 1 April 2005 |magazine = Railway Gazette International |location = London |publisher = Reed Business Information |access-date = 12 November 2013 |archive-url = https://web.archive.org/web/20131116031143/http://www.railwaygazette.com/news/single-view/view/simulating-the-world39s-railways.html |archive-date = 16 November 2013 |url-status = dead}}{{cite magazine |url = http://www.railwaygazette.com/news/single-view/view/simulation-possibilities-expand.html |title = Simulation possibilities expand |date = 1 May 2006 |magazine = Railway Gazette International |publisher = Reed Business Information |location = London |access-date = 12 November 2013 |archive-url = https://web.archive.org/web/20131116032728/http://www.railwaygazette.com/news/single-view/view/simulation-possibilities-expand.html |archive-date = 16 November 2013 |url-status = dead}}

File:First TransPennine Class 350, 350409, Patricroft railway station (geograph 4004447).jpg at {{rws|Patricroft}}]]

The Class 185 trains proved popular with off-peak travellers, although these satisfaction levels decreased for passengers undertaking long-distance journeys and at peak times.

{{cite web |title = The Pennine Class 185 experience |url = http://private2.passengerfocus.org.uk.s3.amazonaws.com/media/f909d3123c30f18b7d0fcf6d36e0fe83b794cbf4?response-content-disposition=attachment%3B%20filename%3D%22tpe_class_185_research_final.pdf%22&AWSAccessKeyId=AKIAIHUWXWN2ASXRXM4Q&Expires=1452633408&Signature=e4JcY8hoa6gwtC0MNQllShBe2dI%3D |url-status = dead |archive-url = https://web.archive.org/web/20160112210648/http://private2.passengerfocus.org.uk.s3.amazonaws.com/media/f909d3123c30f18b7d0fcf6d36e0fe83b794cbf4?response-content-disposition=attachment%3B%20filename%3D%22tpe_class_185_research_final.pdf%22&AWSAccessKeyId=AKIAIHUWXWN2ASXRXM4Q&Expires=1452633408&Signature=e4JcY8hoa6gwtC0MNQllShBe2dI%3D |archive-date = 12 January 2016 |access-date = 23 June 2021 |publisher = Passenger Focus}} Despite the Class 185s having a higher passenger capacity than two-car Class 158s, passengers were frequently left behind due to severe overcrowding around peak times.{{cite news |url = http://www.examiner.co.uk/news/local-west-yorkshire-news/2008/10/31/anyone-for-a-game-of-train-sardines-86081-22156765/ |work = Huddersfield Daily Examiner |date = 31 October 2008 |first = Emma |last = Davison |title = Anyone for a game of train sardines? |url-status = dead |archive-url = https://web.archive.org/web/20120212224147/http://www.examiner.co.uk/news/local-west-yorkshire-news/2008/10/31/anyone-for-a-game-of-train-sardines-86081-22156765/ |archive-date = 12 February 2012 }} During 2007, a report produced by Transport for Greater Manchester stated that projected passenger numbers would likely necessitate the introduction of {{convert|100|-|125|mph|abbr=on}} 8-car trains by 2014.{{cite web |url = http://www.gmpta.gov.uk/uploads/agendas/2/92/Reports/Item%2007.%20Heavy%20Rail%20White%20Paper%20&%20HLOS.pdf |title = Heavy Rail White Paper |publisher = Greater Manchester Passenger Transport Authority }}{{dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}}

File:185103 at Castleton East Junction.jpg at Castleton East Junction]]

At one point, it was planned to all services to be operated by the new Class 185 Desiros; however, weight restrictions on the Micklefield to Hull line restricted the Class 185s to {{convert|65|-|75|mph|abbr=on}}. To resolve this issue as well as to create extra capacity, First TransPennine Express leased eight Class 170 Turbostars from late 2006 that were surplus to South West Trains' requirements, and in November 2007 a ninth was transferred from Central Trains. The Class 185 fleet operated across the network while the Class 170 multiple units were used on services from Manchester to Cleethorpes, Hull and York.

During May 2014, the Class 350/4s electric multiple units commenced operation on services between Manchester and Scotland.{{cite web |url = http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/west%20coast%20main%20line/westcoastmainlinerus.pdf |title = West Coast Main Line route utilisation strategy |publisher = Network Rail |archive-url = https://web.archive.org/web/20121001190637/http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/west%20coast%20main%20line/westcoastmainlinerus.pdf |archive-date = 1 October 2012 }} This arrangement enabled the diesel trains previously used on the Manchester to Scotland services to be transferred to other TransPennine Express services.{{cite web |url = http://www.dft.gov.uk/pgr/rail/pi/rail-electrification.pdf |archive-url = http://webarchive.nationalarchives.gov.uk/20170123080842/http://www.dft.gov.uk/pgr/rail/pi/rail-electrification.pdf |url-status = dead |archive-date = 23 January 2017 |title = Britain's Transport Infrastructure: Rail Electrification |publisher = Department for Transport |date = July 2009 }} The Manchester Airport to Blackpool route was also electrified, allowing further diesel trains to be cascaded on to other TransPennine Express services. However, this work was not completed until after the end of the former TransPennine Express franchise.{{cn|date=December 2023}}

In February 2012, the Department for Transport announced that 10 four-car electric Class 350 Desiros had been ordered to operate services from Manchester to Scotland via Wigan after electrification.{{cite press release |url = https://www.gov.uk/government/news/extra-trains-and-faster-journey-times-will-boost-capacity |publisher = Department for Transport |date = 29 February 2012 |title = Extra trains and faster journey times will boost capacity}}{{cite press release |url = http://www.tpexpress.co.uk/about-ftpe/news-centre/2012/02/rail-passengers-in-the-north-of-england-and-scotland-to-benefit-from-new-trains/ |publisher = First TransPennine Express |date = 29 February 2012 |title = Rail passengers in the north of England and Scotland to benefit from new trains}} It was confirmed that all the existing rolling stock would remain with the franchise to boost capacity.

However, in March 2014, it was announced that the nine Class 170 Turbostars would move to Chiltern Railways.{{cite news |url = http://www.manchestereveningnews.co.uk/news/campaigners-fury-nine-transpennine-express-6768197 |title = Campaigners' fury as nine TransPennine Express trains sent south in 'crazy and scandalous' move |newspaper = Manchester Evening News |date = 3 March 2014 |url-status = dead |archive-url = https://web.archive.org/web/20140312230704/http://www.manchestereveningnews.co.uk/news/campaigners-fury-nine-transpennine-express-6768197 |archive-date = 12 March 2014 }} MP Stephen Hammond revealed on 12 March 2014 that all of the Class 170/3s would remain with First TransPennine Express until the May 2015 timetable change.{{cite web |url = http://www.parliamentlive.tv/Main/Player.aspx?meetingId=14995&player=silverlight&wfs=true |title = Wednesday 12 March 2014 Meeting started at 9.29am, ended 11.30am |website = ParliamentLive}}

In January 2015, it was confirmed Chiltern would take five of the Class 170s from May 2015 and the other four from February 2016. First TransPennine hired Class 156 Super Sprinters (which were originally intended to be used for extra capacity on Northern Rail services) from Northern Rail to work in pairs on the Manchester Airport-Blackpool North route,{{cite web |title = Train Announcement |url = http://www.tpexpress.co.uk/about-us/news/2015/01/announcement/ |url-status = dead |archive-url = https://web.archive.org/web/20150109161817/http://www.tpexpress.co.uk/about-us/news/2015/01/announcement/ |archive-date = 9 January 2015 |access-date = 9 January 2015 |website = First TransPennine Express}} ahead of that route's transfer (along with the services to Barrow-in-Furness and Windermere) to the new Northern franchise in April 2016.

First TransPennine Express's franchise agreement required the establishment of two new depots equipped to handle the new rolling stock that it was to operate. The primary depot was to be sited in Manchester while a secondary depot suitable for both stabling and maintenance activities was to be based at York. In addition, an existing depot at Cleethorpes was to be upgraded with refuelling and controlled-emission toilet servicing facilities and a train electric auxiliary supply.{{Sfn|Strategic Rail Authority|2003|loc=Schedule 14, Part 2, Section 2.1.e (p. 228, in work p. 533)}}

Construction of the Ardwick train depot began in March 2005 and was completed in 2006.{{cite magazine |magazine= Modern Railways |volume=62 |issue=672 |date=April 2005 |page=9 |publisher= Ian Allan Publishing |publication-place= Shepperton}}{{Title missing|date=December 2022}}{{cite web |url= http://www.railwaypeople.com/rail-news-articles/first-transpennine-s-new-maintenance-depot-opens-1062.html |title= First TransPennine's new maintenance depot opens |date=16 May 2006 |work= RailwayPeople.com |access-date = 18 December 2013 |archive-url= https://web.archive.org/web/20131219002118/http://www.railwaypeople.com/rail-news-articles/first-transpennine-s-new-maintenance-depot-opens-1062.html |archive-date=19 December 2013 |url-status=dead}} In December 2005, work started on the new Leeman Road depot in York;{{cite news |url= http://www.yorkpress.co.uk/archive/2005/12/09/7976649.Train_depot_work_begins/?ref=arc |title= Train depot work begins |date=9 December 2005 |work=The Press |location=York |access-date=12 November 2013 |archive-url= https://web.archive.org/web/20131112214609/http://www.yorkpress.co.uk/archive/2005/12/09/7976649.Train_depot_work_begins/?ref=arc |archive-date=12 November 2013 |url-status=dead}} it was opened during May 2007.{{cite news |url= http://www.yorkpress.co.uk/news/1391287.Duke_of_York_visits_city/ |title=Duke of York visits city |work=The Press |location=York |date=11 May 2007 |access-date=12 November 2013 |archive-url= https://web.archive.org/web/20140312224429/http://www.yorkpress.co.uk/news/1391287.Duke_of_York_visits_city/ |archive-date=12 March 2014 |url-status=dead}}

First TransPennine Express managed the following 30 stations, many of which transferred to TransPennine (First Group):{{cite web |url = http://www.tpexpress.co.uk/about-ftpe/news-centre/2011/10/safe-and-sound-train-stations/ |publisher = First Transpennine Express |title = Safe and sound train stations |date = October 2011}}

{{Reflist}}

• {{cite book |title = Franchise Agreement relating to the services for the carriage of passengers by railway to be provided by First/Keolis TransPennine Limited |date = 23 September 2003 |publisher = Strategic Rail Authority |publication-place = London |at = Schedule 14, Part 2, Section 2: "Rolling Stock (Programme 2)", pp. 226–233 (in work pp. 531–538) |url = https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/229572/transpennine-express-franchise-agreement.pdf |archive-url = https://web.archive.org/web/20131112054237/https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/229572/transpennine-express-franchise-agreement.pdf |archive-date = 12 November 2013 |format = PDF |url-status = dead |access-date = 2 December 2022 |ref = {{SfnRef|Strategic Rail Authority|2003}}}}
• {{cite magazine |last = Whitehouse |first = Alan |title = TransPennine Express: First Past the Post |magazine = Rail Professional |issue = 122 |date = May 2007 |pages = 16–18 |issn = 1476-2196 |publication-place = Cambridge |url = http://www.railpro.co.uk/magazine/archive/PDFs/may07master.pdf |archive-url=https://web.archive.org/web/20131112053710/https://www.railpro.co.uk/magazine/archive/PDFs/may07master.pdf |archive-date = 12 November 2013 |format = PDF |url-status = dead |access-date = 2 December 2022}}
• {{cite book |last1 = Bower |first1 = Ed |last2 = Schönau |first2 = Niko |last3 = Skipton-Carter |first3 = Andy |last4 = Buchanan |first4 = Jim |last5 = Bradbury |first5 = Trevor |last6 = Barlow |first6= Tim |last7 = Ramdas |first7 = Vijay |title = GB Rail Powertrain Efficiency Improvements |date = 14 March 2012 |publisher = Ricardo plc |publication-place = Shoreham-by-Sea |url = http://www.ricardo.com/Documents/PRs%20pdf/PRs%202012/Q57475_DfT_GB_Rail_Diesel_Powertrain_Efficiency_Improvements_Word_FINAL_14Mar12.pdf |access-date = 2 December 2022 |archive-url = https://web.archive.org/web/20120906232407/http://www.ricardo.com/Documents/PRs%20pdf/PRs%202012/Q57475_DfT_GB_Rail_Diesel_Powertrain_Efficiency_Improvements_Word_FINAL_14Mar12.pdf |archive-date = 6 September 2012 |format = PDF |url-status = dead}}

• {{Commons category-inline}}
• {{Official website|https://web.archive.org/web/20160328051303/http://www.tpexpress.co.uk/}}

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Regional Railways North East franchise}}

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{{UK TOCs|defunct|state=collapsed}}

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Category:Defunct train operating companies in the United Kingdom

Category:FirstGroup railway companies

Category:Keolis

Category:Railway companies established in 2004

Category:Railway companies disestablished in 2016

Category:2004 establishments in England

Category:2016 disestablishments in England