Colas Class 67s visits
Exeter today on a test train
David Tozer
Exeter today on a test train
David Tozer
171214a 67027 'Charlotte' with 67027 'Sheila' on the rear pass Exmouth Junction with the 04.56 1Q23 Old Oak Common via Salisbury Honiton Exeter and back via Honiton. Copyright David Tozer
Class 800
First Impressions Part 5
Derek Buttivant
First Impressions Part 5
Derek Buttivant
The previous four parts have looked at some of the detail of the new trains. This final part is about the overall impression - based on just one Reading-Cardiff journey. There will be some subtle differences between the class 800 units and the class 802 which will eventually operate to Devon and Cornwall. Notably, the 802 engines will be uprated to give more power, so they might make more noise. With electrification not having reached further west than Maidenhead on the day I travelled, all of my journey was with diesel power. I rode in one of the vehicles with an engine under the floor and, while it could be heard, the noise level and vibration were both significantly lower than in previous units such as the Voyagers and 180s and very much lower than in units such as the 15X and 16X series. The main line through Swindon and Bristol Parkway to Cardiff is probably about as smooth as it gets - and the ride was indeed smooth. It remains to be seen what it's like on the Berks & Hants or through Devon and Cornwall where there are more curves and plenty of bumpy sections.
Seat comfort in first class was reasonable with all seats at tables in a 2+1 configuration. Leg room here is good, though the large tables in four-seat bays, lacking a folding section, require some flexibility to get in and out of the window seats. The single seats are partially airline-style. The last refurbishment of HST first class seating, in plush-looking but rather slippery leather, resulted in almost all single seats being airline and with consequent difficulty in accommodating pairs of passengers travelling together. In standard class the 800 seating is mainly airline and quite a lot harder but it seems less cramped than in an HST. Nevertheless, the extra three metres of length means even more people to try to manoeuvre along the gangway, stow luggage and queue to exit than in the HSTs.
With ten coaches on an afternoon off-peak train, most seats were unoccupied and the trolley had no trouble passing through. It could be very different in peak conditions. With no gangway connection between the two units, extra crew are also needed to service the two separate parts of the train. There are also, of course, two very expensive kitchens to carry around, occupying virtually one full coach between them. One oddity of the new trains when running as a coupled pair is that of coach lettering. We are used to HSTs with seven or eight coaches labelled A to E or F, plus K and L (G,H and I are not used). Lettering on class 800s is A to E when operating singly, but when a second unit is added the letters continue through the alphabet - otherwise trains would have two Coach As, two Bs, etc and that would be confusing. We have also become accustomed to HSTs running in "normal" formation with 1st class at the London end and station announcements made when they are in "reverse" formation. GWR depots do their best to get HSTs turned round as soon as possible to avoid the complications of being "back to front". Single, 5-car class 800s can be similarly treated but there are bound to be occasions when one unit of a coupled pair is the opposite way round from the other. This can result in first class (and the kitchens) being at the extreme ends of the ten-car train, next to one another in the middle, one in the middle and one at the rear or one at the front and one in the middle! It remains to be seen how these various possibilities are communicated on station platforms for passengers to find the right coach. Presumably the 800's will never run with one vehicle missing or duplicate vehicles either!
Overhead scrolling information screens are clear and, as with most modern trains, give a list of calling points and name the next stop. They can provide other information such as safety notices and details of forthcoming disruption to services. They can also include the coach identity letter - important in view of the above.
Overall, I felt that the ambience of the Hitachi class 800 trains does not represent (as has been claimed) a lowering of standards from those of the HSTs. As with most changes, some are for the better and some worse. We'll see (or perhaps not!) whether they are in as good shape as the HSTs after 40 years but I shall not be unhappy to ride in the 802s when they come to Cornwall.
Derek Buttivant Many thanks Derek
Seat comfort in first class was reasonable with all seats at tables in a 2+1 configuration. Leg room here is good, though the large tables in four-seat bays, lacking a folding section, require some flexibility to get in and out of the window seats. The single seats are partially airline-style. The last refurbishment of HST first class seating, in plush-looking but rather slippery leather, resulted in almost all single seats being airline and with consequent difficulty in accommodating pairs of passengers travelling together. In standard class the 800 seating is mainly airline and quite a lot harder but it seems less cramped than in an HST. Nevertheless, the extra three metres of length means even more people to try to manoeuvre along the gangway, stow luggage and queue to exit than in the HSTs.
With ten coaches on an afternoon off-peak train, most seats were unoccupied and the trolley had no trouble passing through. It could be very different in peak conditions. With no gangway connection between the two units, extra crew are also needed to service the two separate parts of the train. There are also, of course, two very expensive kitchens to carry around, occupying virtually one full coach between them. One oddity of the new trains when running as a coupled pair is that of coach lettering. We are used to HSTs with seven or eight coaches labelled A to E or F, plus K and L (G,H and I are not used). Lettering on class 800s is A to E when operating singly, but when a second unit is added the letters continue through the alphabet - otherwise trains would have two Coach As, two Bs, etc and that would be confusing. We have also become accustomed to HSTs running in "normal" formation with 1st class at the London end and station announcements made when they are in "reverse" formation. GWR depots do their best to get HSTs turned round as soon as possible to avoid the complications of being "back to front". Single, 5-car class 800s can be similarly treated but there are bound to be occasions when one unit of a coupled pair is the opposite way round from the other. This can result in first class (and the kitchens) being at the extreme ends of the ten-car train, next to one another in the middle, one in the middle and one at the rear or one at the front and one in the middle! It remains to be seen how these various possibilities are communicated on station platforms for passengers to find the right coach. Presumably the 800's will never run with one vehicle missing or duplicate vehicles either!
Overhead scrolling information screens are clear and, as with most modern trains, give a list of calling points and name the next stop. They can provide other information such as safety notices and details of forthcoming disruption to services. They can also include the coach identity letter - important in view of the above.
Overall, I felt that the ambience of the Hitachi class 800 trains does not represent (as has been claimed) a lowering of standards from those of the HSTs. As with most changes, some are for the better and some worse. We'll see (or perhaps not!) whether they are in as good shape as the HSTs after 40 years but I shall not be unhappy to ride in the 802s when they come to Cornwall.
Derek Buttivant Many thanks Derek
Penzance
Steve Widdowson
Steve Widdowson
Class 50 50029 Renown in Network South East colours stands at Penzance station sidings. 20th June 1987 Copyright Steve Widdowson
Copperhouse Creek crossing.
A query?
A query?
At Hayle the level crossing and associated swing bridge have long been a cause of interest. However, the still existing but inoperable swing bridge was not the first crossing of the narrow access to Copperhouse Creek and Canal. The original line - the Hayle Railway, came from Redruth down Angarrack incline and along what is now King George V walk and continued to the first Hayle station, which lay just beyond Hayle viaduct, alongside Penpol Terrace. It is obvious studying a map that this line did not use the 'current' swing bridge which dates from 1880 - the alignment is all wrong.
An excellent publication 'Hayle Railway Walks' says that the crossing was by means of a 'drawbridge' to permit waterbourne traffic access to the canal.
The location of this bridge is not precisely known nor its construction. A 'draw bridge' can be either one which lifts up, as across a castle moat, or swings. Has anybody, please, any idea of what was there?
Did the bridge carry the locomotive hauled passenger trains, or were these horse powered for the last stretch to the station?
Roy Hart writes :- I have read of a 'drawbridge' at Hayle -but these things are often unreliable. It is possible, though, because the Hayle Railway did not necessarily use engines all the way to the terminus - certainly in the early years, horses did the last lap. Hayle Railway advertising referred to trains terminating (in later years, I think) at HAYLE RIVIERE. Riviere is the old name of Clifton Terrace. Many thanks for that Roy.
An excellent publication 'Hayle Railway Walks' says that the crossing was by means of a 'drawbridge' to permit waterbourne traffic access to the canal.
The location of this bridge is not precisely known nor its construction. A 'draw bridge' can be either one which lifts up, as across a castle moat, or swings. Has anybody, please, any idea of what was there?
Did the bridge carry the locomotive hauled passenger trains, or were these horse powered for the last stretch to the station?
Roy Hart writes :- I have read of a 'drawbridge' at Hayle -but these things are often unreliable. It is possible, though, because the Hayle Railway did not necessarily use engines all the way to the terminus - certainly in the early years, horses did the last lap. Hayle Railway advertising referred to trains terminating (in later years, I think) at HAYLE RIVIERE. Riviere is the old name of Clifton Terrace. Many thanks for that Roy.
From a 25 inch to the mile map reproduced with permission of the National Library of Scotland. The abandoned railway is the old line from Redruth via the Angarrack incline. From the alignment of this it could in no way have used the existing swing bridge to access the metals alongside Penpol Terrace towards the original station which lay just beyond the viaduct - marked 'Bank'.
Ashburton
Ron Kosys
Ron Kosys
Looking a picture. 1420 at Ashburton on the 21st July 1971 Copyright Ron Kosys
Exeter Central
Banking
Adrian Hoblyn
Banking
Adrian Hoblyn
An undated picture of Class W 31924 on banking duties. Copyright the late Adrian Hoblyn
Exeter Central to St Davids
John Cornelius
John Cornelius
This line is signalled for two way working. Copyright John Cornelius