Edmund's extended excursion

[railfan99]

Fair point. I will try to quote the unit designation if that is the best way to go.

 

[railfan99]

I did not spend long at Derby on that Tuesday, departing on time at 1808, arriving London St Pancras just before 1940, so this EML train was only two minutes late. I enjoyed its rather minimal free refreshments in first class.

The Tube transfer to Paddington saw another 10 minutes on the rails.

GWR does not accept overseas made bookings for its Night Riviera sleeping cabins. I encountered an obnoxious booking clerk who criticised me for trying to book on the night of travel. He claimed the train was booked out and that he did not have access to the booking diagram/manifest but conceded there were always no-shows.

However from the comfort of the regrettably dry first class lounge on platform 1, a friendly barman/conductor sold me a berth for £90, and ar least one other in my car was vacant.

We were able to board from about 2235. I was tired so did not record the loco number. Nor did I avail of the free drink.

We departed a minute late at 2346. Next morning the Plymouth stop was 0510 to.0547 with Penzance arrival a minute early at 0753. The loco was a diesel 'Pendennis Castle'.

I had slept well. The riding quality was very good. Compared to older style Australian sleeping cars, the lack of a shower and toilet in each twinnette cabin was poor, but the drivers drove smoothly and tracks good.

I used the excellent Penzance lounge, showering prior to 0830. Staff were most pleasant. The towel was in good nick and the water hot.

 

[railfan99]

The 0910 hours from Penzance had 829021 at the front and 821021 at uts rear, departing on time.

This was a really enjoyable trip that I wished would last 12 hours. I estimate there were at least 250 on.board by departure from Exeter St Davids at 1212.

Staff were attentive despite quite a lot of patrons in first class. Agsin, this train was handled well. Refreshments were superior to EML. The furst ckass seats were excelleng with great scenery including a view of workingmen's cottages appriaching Plymouth.

We arrived Taunton at 1239 and a half where 14 joined and five, including me, alighted. The timetable had a bit of paddjbg earlier.

I walked to the Minehead bus stop where ar 1310 hours, I joined bus 67705 operated by Buses of Somerset with another 21 on board. Bishops Lydeard arrival at WSR's station stop was af 1330.

 

[Techniquest]

£90 for a berth sounds expensive to my ears, but I don't know if that is right or not. I am glad to hear the sleeper was good though. The old First Class lounge at Paddington was really nice, I don't know if it's even an option these days sadly. I just remember bits about it and I liked it way more than the one that was there when I last had need to use it.

You will have had a Class 57/6 on your sleeper train, and you might be interested to know the GWR IET you had to Taunton was Class 800/3 number 800321. I did have to check that one, as I could not remember if it was that one or 802101. The numbering of each part of the many IETs I have never got used to! I just checked and it was 57604 for your sleeper loco.

 

[Andy Pacer]

The OP has mentioned previously they have not yet had the time to research all these things, and is not super knowledgeable on the class numbers etc I have similar problems when travelling on trains outside of the UK, especially when it comes to things like the NYC Subway.

Presumably @Watershed Is helping with that research with their post.

 

[railfan99]

I have yet to get to it but the GWR NR was more enjoyable than Caledonian Sleeper. The sleeper rode better.

 

[Watershed]

I have yet to get to it but the GWR NR was more enjoyable than Caledonian Sleeper. The sleeper rode better.

The CAF Mk5 coaches used on the Caledonian Sleeper have a very unsettled ride, as with most modern CAF stock in Britain. The BR Mk3s used on the Night Riviera have a much smoother ride, interrupted only by the squeaking of the inter carriage connections every time the train brakes or accelerates...

 

[railfan99]

I did not norice the latter. But I was out like a light. No apparent rough starts or stops.

The quality of train driving in the UK seems good.

 

[railfan99]

The CAF Mk5 coaches used on the Caledonian Sleeper have a very unsettled ride, as with most modern CAF stock in Britain. The BR Mk3s used on the Night Riviera have a much smoother ride, interrupted only by the squeaking of the inter carriage connections every time the train brakes or accelerates...

Given Night Riv doors open outwarda, has ORR mandated a finite life date? I hope not.

 

[railfan99]

£90 for a berth sounds expensive to my ears, but I don't know if that is right or not. I am glad to hear the sleeper was good though. The old First Class lounge at Paddington was really nice, I don't know if it's even an option these days sadly. I just remember bits about it and I liked it way more than the one that was there when I last had need to use it.

You will have had a Class 57/6 on your sleeper train, and you might be interested to know the GWR IET you had to Taunton was Class 800/3 number 800321. I did have to check that one, as I could not remember if it was that one or 802101. The numbering of each part of the many IETs I have never got used to! I just checked and it was 57604 for your sleeper loco.

Huge thanks for giving loco etc numbers.

 

[Techniquest]

Huge thanks for giving loco etc nunbers.

No problem I'll try and provide more as and when I can. We have so many classes of train here it can get very confusing, not so bad for us 'natives' but we're used to it!

 

[Watershed]

Given Night Riv doors open outwarda, has ORR mandated a finite life date? I hope not.

No, although clearly the stock's life is finite and I would expect it to run for perhaps another 5 or 10 years at most, having been refurbished a couple of years ago. However, the continued use of slam doors is the reason why the Night Riviera no longer serves as a local service within Cornwall, with all of the stations now pick up/set down only.

 

[railfan99]

I joined the 1440 hours ex Bishops Lydeard with 9351, modified by WSR, doing the honours. Six cars were the load, but a few weeks ago, consists had been seven.

It was wonderful to finally observe beaut stations like Crowcombe Heathfield in person.

After crossing 7828 on six cars at Williton, it having just above 100 passengers. Minehead arrival was two early at 1600.

I did a switch trip to marvellous Blue Anchor with an hour mostly in the signal box. In my state of Victoria, we used to have miniature electric staffs, not tokens, but identical machines. I then stayed overnight in a Minehead pub.

WSR patronage has been good in Sep 2022 but August was affected by the heat and some diesel operation.

 

[railfan99]

Next morning I was on the 1000 hours ex Minehead to Dunster where I left my suitcase. My feet protested the riverside - more a flowing creek = walk to Dunster village and Castle, well worth visiting.

I hobbled back to the station, joining the 1228 hours and enjoying an excellent pastie (Oz spelling) and 500ml Quantock Brewery WSR stubbie (bottle) for £7.20 from the friendly buffet car volunteers.

7828 on the down train was late so we were at Williton from 1304 to 1317. It had 67 passengers by my count. BL arrival was 20 late at 1455. The bus was on time at 1420 and took 20 minutes to reach Taunton. There were four on before I joined with a further six boarding en route. The one way fare was £4.20. Rather high I thought.

I have subscribed for WSR shares. Excellent railway. Please support it.

 

[railfan99]

At Taunton I boarded CrossCountry's five car Plymouth to Edinburgh, the 1453 hours that was away two late. Car E was 221131. After Cheltenham Spa, there were only six seats vacant in car B. Birmingham New St was reached at 1700, four late.

I transferred to the 1729 hours to Derby, a three car railcar set with 170104. I had to stand until Tamworth along with 15 others in my car. Well patronised. Journey was fast with msny commuters and it was good to see an oil train at a siding plus an intermodal terminal. YouTube previously told me Water Orton sees much freight pass through. Derby arrival was at 1838.

 

[railfan99]

On Friday 30 September I joined the 0932 hours CC with 220011 for the 20 minutes trip to Loughborough, arriving on time at 0952. In that short time a staff member served me a free hot chocolate. Impressive.

I caught a £5.50 taxi to the Great Central Railway station. The taxi driver claimed i was his first fare of the day.

By luck, GCR had the second day of its steam gala. I was sold a £28 blue Edmondson ticket.

Despite afternoon rain, the day was terrific as I travelled behind 92214, 41312, 65894 and my favourite, 46521. I even did the short branch GCR has. It is a railway with big plans. Others on board were friendly.

The 1975 era Leicester heritage bus conveyed 20 of us back to the mainline station by 1620 hours. The weather had turned foul.

 

[railfan99]

I then used fhe 1637 hours CC with 222010 if I correctly recorded it as a five car set.

It was very busy. Staff allowed economy passengers into car D. To use your terms, rammed and declassified. The Oz word for very full is chockas.

We arrived London St Pancras two minutes late at 1807.

I was dead tired but used the Tube to Euston. CS was truncated to Glasgow or Edinburgh thanks to the 1 October 2022 strike.

This meant I would miss the Strathspey Railway on Saturday. As I had booked an hotel in Glasgow, I enquired in the first class lounge if I could transfer to that train, the 2345 hours but was told it was full.

92023 was my loco. I was in car J near the front. I went to bed and did not visit the lounge car.

The cars were rougher than the smooth GWR Night Riv so I did not sleep as well.

 

[Techniquest]

Good to hear the GCR was enjoyable, although mega ouch to the uncomfortable night on the sleeper. Just to correct a typo, it would be 92023 at the head of your train

Chockas, I like that word and I'm going to try and adopt it for my upcoming trip report

 

[xotGD]

Good to hear the GCR was enjoyable, although mega ouch to the uncomfortable night on the sleeper. Just to correct a typo, it would be 92023 at the head of your train

Chockas, I like that word and I'm going to try and adopt it for my upcoming trip report

Chocka, or chock-a-block, is also a British term for very full. I once had a colleague mis-type it as chock-a-bollock!

Among rail enthusiasts, "wedged" or "wedge-out" tend to be used.

 

[Techniquest]

Chocka, or chock-a-block, is also a British term for very full. I once had a colleague mis-type it as chock-a-bollock!

Among rail enthusiasts, "wedged" or "wedge-out" tend to be used.

Certainly it seems less well used, chockas that is, and I don't often hear someone say chock-a-block. Rammed, absolutely. Packed, most certainly. Wedged isn't one I hear anywhere, railway or not. Maybe it's a bit of a regional thing?

 

[xotGD]

Certainly it seems less well used, chockas that is, and I don't often hear someone say chock-a-block. Rammed, absolutely. Packed, most certainly. Wedged isn't one I hear anywhere, railway or not. Maybe it's a bit of a regional thing?

Or generational?

 

[Techniquest]

Or generational?

I'd say that was likely

 

[railfan99]

I am back in Oz. Apologies for the lack of posting but our time was occupied with travelling on many trains through about eight nations in Europe, so at night, sleep was the priority after up to 23,000 steps during the day looking at attractions.

I arrived to a deserted Edinburgh Waverley station. Truly odd, so after resting for a short time I found the nearest tram/light rail stop and did a return journey, initially with tram 268-A, to Edinburgh Airport from the current city terminus at St Andrew's Square. Patronage was low on the way out but higher on the return.

My next train was the 0945 hours Edinburgh Waverley to Helensburgh Central, with 65107 at the front and 65137 of six cars in total. This arrived seven minutes late at 1158 after a fairly scenic riverside run in the later stages.

I was back at Glasgow Central by 1317 after catching the 1225 from Helensburgh, where I checked in to my hotel.

 

[railfan99]

Sunday 2 October saw me presenting at a not overly busy Glasgow Queen St for the 0956 hours morning train of a three car DMU, 153373-52453-156453 for the trip to Oban, the last Scottish significant rural railway I had yet to do.

Annoyingly the platform was not indicated until five minutes before departure. If European railways can be so efficient at allocating platforms to each train, what stops UK rail operators? Sunday morning isn't a peak period!

The journey was as expected very scenic with a pleasant small (former?) signal box noted at Arrochar and Tarbet at 1115 to 1116, four minutes late and a very narrow road amazingly with a set of traffic lights protecting a narrow road from turning traffic five minutes after departing Loch Awe at 1220 hours, on time. At the Falls station, an upper semaphore was noted: great.

At Taynuilt we crossed 156457 (two cars if I recorded it correctly) that was already at the station as we arrived. It wasted no time in departing and was well patronised.

There were 20 plus off when we arrived at Oban at 1313 hours, nine minutes late. Some of the trip was very slow that I ascribe to steep gradients. I don't know if temporary speed restrictions contributed.

It was pleasant to walk around Oban that while seeing many tourists on a Sunday lacked Venetian-style crowding. The weather had been dull on the train from Glasgow but improved a bit while in Oban.

Returning to Glasgow on the 1610 up saw the same set in use, but better patronised. There were quite a few foreigners (including backpackers) who joined at Oban,with the guard having to go trackside to operate a set of points a minute or so after we'd pulled out of the station.

My feet were aching due to huge amounts of walking so unusually I didn't record the arrival time, but we halted for a couple of minutes before being given the road for a platform at Glasgow. An enjoyable day and great to see no 'rail replacement buses'.

My Eurailpass was checked on the forward journey but not on the return.

 

[TT-ONR-NRN]

Sunday 2 October saw me presenting at a not overly busy Glasgow Queen St for the 0956 hours morning train of a three car DMU, 153373-52453-156453 for the trip to Oban, the last Scottish significant rural railway I had yet to do.

Just a bit of information.
This in bold is the train number in the UK, which identifies the whole train. What's in italics is a carriage number. We usually use the train number as it's often hard to identify what type of train it is from just the carriage number, whereas the first three numbers are the Class of stock.

So you travelled on 153373 (one carriage train, carriage number is 57373 btw) attached to 156453 (two carriage train, carriage numbers are 52453 and 57453)

 

[TT-ONR-NRN]

running on time with car K 69131 and power car 390131. Patronage was light.

Another example, 390131 is the number of the whole train, which is one of the Class 390 type, and 69131 is a carriage number Doesn't matter in the slightest, of course, but just some information.

 

[railfan99]

Thanks TT-ONR-NRN.

On Monday 3 October I joined the 0940 hours Glasgow Central to London Euston at its origin.

I was booked in car K at the front of the train, meaning a long walk. Seat 7 (backwards) was the only seat left as I reserved just before travel (not ideal, but gave me flexibility: it's also bad manners to use a pass and not travel using a seat reservation, as it potentially denies someone else a booked seat). The station was well arranged, attractive (loved the clock!), historic, nicely renovated and very pleasingly, busy. Little sign of rubbish on the concourse or platforms. 390112 was at the rear. I did not use the first class lounge.

We departed on time. This was a very pleasant Avanti West Coast journey, made all the more enjoyable by noting many passengers using it. While I wasn't able to stick my head out to better record the on-offs, perhaps 1000 used the train at some stage as there seemed to be a goodly amount of local travel.

Doing a walk-through upon departing Carlisle at 1052 and a half, there was the following patronage:

cK = 8
cJ = 18
cH = 1
cG = 4
cU = 43
cF = 52
cE = 50
cD = 30
cC = 21
cB = 41
cA = 9

meaning 26/5 and 246 in the respective three classes available, as cars J/K were 1st, G/H standard premium and the rest economy or as you call it, standard. This was by no means the highest patronage at any stage en route, as for instance after Oxenholme, car G had 12, car H had 7 and car J 21. At Lancaster there were at least 30 on, and we stopped from 1141 to 1149 hours while a ticketless female passenger in standard class was ejected. Apparently she locked herself in a toilet but was somehow discovered and kicked off. I don't know if British Transport Police were involved, but heard a little conversation over a radio. Later, a friendly male Scottish conductor said to me 'it happens, but not every day' when I asked 'is this common?' With no barrier checks at some stations, easy enough to sneak on so kudos to the staff for discovering her.

At Preston where there was a staff changeover, at least 60 joined. At Wigan NW another 30 joined, Warrington Bank Quay saw 15 plus on and Crewe at least 20. I couldn't record how many alighted at each stop as was in the front car.

There was the opportunity of a great photo of a beautiful reddish viaduct on another line (on the up side: i.e. to my left in the southerly direction of travel) at 1118 hours. I have yet to look up where that was.

The drivers were smooth in braking and acceleration and while I know some of the more informed on these fora may question my judgment, largely the tracks were very smooth at above 200kmh, including over crossovers and points. In summary I loved the journey and may well repeat it on another trip from the distant slums of Oz

The food service was satisfactory. Enjoyed the usual delicious hot chocolate as well, plus IIRC an enjoyable local beer. Beautiful countryside and of course a line that's challenging in places for steam locos on special trains.

We arrived London Euston at 1436, but I could have stayed on board quite happily for another six hours, as the seating was comfortable despite not being forward-facing.

 

[busestrains]

Sunday 2 October saw me presenting at a not overly busy Glasgow Queen St for the 0956 hours morning train of a three car DMU, 153373-52453-156453 for the trip to Oban, the last Scottish significant rural railway I had yet to do.

Annoyingly the platform was not indicated until five minutes before departure. If European railways can be so efficient at allocating platforms to each train, what stops UK rail operators? Sunday morning isn't a peak period!

The journey was as expected very scenic with a pleasant small (former?) signal box noted at Arrochar and Tarbet at 1115 to 1116, four minutes late and a very narrow road amazingly with a set of traffic lights protecting a narrow road from turning traffic five minutes after departing Loch Awe at 1220 hours, on time. At the Falls station, an upper semaphore was noted: great.

At Taynuilt we crossed 156457 (two cars if I recorded it correctly) that was already at the station as we arrived. It wasted no time in departing and was well patronised.

There were 20 plus off when we arrived at Oban at 1313 hours, nine minutes late. Some of the trip was very slow that I ascribe to steep gradients. I don't know if temporary speed restrictions contributed.

It was pleasant to walk around Oban that while seeing many tourists on a Sunday lacked Venetian-style crowding. The weather had been dull on the train from Glasgow but improved a bit while in Oban.

Returning to Glasgow on the 1610 up saw the same set in use, but better patronised. There were quite a few foreigners (including backpackers) who joined at Oban,with the guard having to go trackside to operate a set of points a minute or so after we'd pulled out of the station.

My feet were aching due to huge amounts of walking so unusually I didn't record the arrival time, but we halted for a couple of minutes before being given the road for a platform at Glasgow. An enjoyable day and great to see no 'rail replacement buses'.

My Eurailpass was checked on the forward journey but not on the return.

For future reference if you are in the UK again you can use Real Time Trains to find out the platforms of trains long before they are displayed on the board:

Realtime Trains | Search

Realtime Trains is an independent source of live realtime running information for the Great British railway network.

www.realtimetrains.co.uk

Unfortunately some stations seem to wait until the last minute to display the platform even when the train has been sitting in the platform for ages.

 

[Techniquest]

It sounds like you've had an incredible time around Europe! A lot of exploring and a whole ton of trains, clearly. The last bits of your time in the UK look to have been good fun too, and yes you did indeed record the 156 correctly as a 2-car train. I note you had a Class 153+156 combination to Oban, the 153 being one of ScotRail's 'bike trains'. I haven't properly sampled that yet, but a trip to Oban is absolutely on the cards and I will be doing so then!

You'll have had a pair of Class 334 EMUs to Helensburgh, they're good trains and quite audibly pleasant in the motor coaches

Very pleased to hear Avanti did you proud with the 390 to London. I do like their First Class, some of the most comfortable seats in the UK in my opinion!

 

[railfan99]

Continuing with Monday 3 October, I used the Tube, departing Euston at 1457 and was then at Moorgate 1505 to 1519, arriving London Liverpool St at just before 1521.

Despite being unfamiliar with this major sttaion (which was busy!), I connected through the barriers to the 1530 hours to Norwich, a Greater Anglia train that had about 50 per cent of seats occupied (so it was difficult to find two vacant seats together in this 2+2 configuration) with 110 as the rear unit or car. My ticket was checked at 1540 which I thought efficient as I wasn't in the front or rear car.

The toilet was inoperable in my car. I enjoyed observing the level crossings, some of which were old-style operated.

Norwich arrival was at 1718. It immediately struck me what a wonderful station building this is, whether one views the 'interior' or the exterior. I said this to a girl at the WH Smith outlet and she understandably said 'I work here and guess you're right but I never think about it'. Station staff were pleasant.

This was a great location for an overnight as a Premier Inn and Greene King chain (dining) hotel ('pub') were within 100 metres.

Next morning, 4 October, I joined the 0821 hours to Sheringham that departed on time with set 411. 912411 was the leading car if I recall. It came in from Sheringham at 0808 hours with in excess of 100 alighting, but there were only 20 to 30 on board when we departed in the 'reverse peak' direction.

At North Walsham it was pleasing to note two (rail wagons) oil tankers in a siding, and at least 12 waiting for an up that arrived. We were there from 0847 to 0851 hours.

I hadn't realised that trains on the branch reverse at Cromer. This took exactly three minutes from 090950 to 091250. Quite efficient but no doubt the driver's done it hundreds if not more times.

Sheringham arrival was a minute early at 0921 hours. These modern railcars were quite impressive: a decent speed at times. There was at least one short length of non-welded rail IIRC.