Ideal Rolling Stock for Cornwall

[whole diary]

[Kernow Otter]

Having noted the wide variety of opinion here on the benefits, or otherwise, of various different classes of rolling stock that are trundling around the UK^▸ (United Kingdom), I was wondering what this forum's opinion would be on the best suited rolling stock for the Cornish Mainline, Branch lines, and Intercity routes against the following criteria.

1.  All stations Penzance to Plymouth and return, with options for direct services from Plymouth to Newquay and Falmouth

2.  All stations Penzance to Plymouth, then fast to Reading and Paddington.

3.  Branch Line services.

[grandsire]

From a purely cost effectiveness point of view, use of HSTs^▸ (High Speed Train (Inter City class 43 125 units)) in Cornwall can hardly be a good thing - but of course the alternative is to abandon through services from the county.   Travel 1st class on the up Golden Hind and the two carriages are 95% empty until Plymouth.

[Southern Stag]

Based on what's available at the moment HSTs^▸ (High Speed Train (Inter City class 43 125 units)) are the best available, 150s as used on the Plymouth-Penzance services are inadequate on grounds of capacity and comfort. The full capacity of HSTs isn't used on a lot of services but 150s wouldn't provide enough capacity on a lot of them. 170s would probably be more suitable than 150s, they have interiors much more suited to 2 hour long journeys with 2+2 seating and tables, when a lot of Plymouth-Penzance services now run with 150/1s with 2+3 seating, they also have luggage space, which is almost non-existent on 150s but they retain 1/3 and 2/3 doors which help with quicker boarding and alighting.

[vacman]

150's are best for all the branches, 3 car 158's or 3 car 156's best for mainline as they have more luggage space in the form of the end luggage racks, or even 156+153 for busy daytime trains, a 2 car 156 would be adequate for most trains, and HST^▸ (High Speed Train (Inter City class 43 125 units))'s for limited stop services through Cornwall, London trains dont all need to be stopping at Liskeard, Par, Camborne and Hayle and no HST's need to call at Saltash, St Germans, Lostwithiel or Hayle. To be honest, 143's would be well suited to the Falmouth and Newquay branches rather than in Devon!

[LiskeardRich]

To be honest, 143's would be well suited to the Falmouth and Newquay branches rather than in Devon!

except the pacers couldnt handle the sharp curves of these branches when first introduced, causing their withdrawal from cornwall when they were first introduced

[Trowres]

Not exactly answering your question, but do you think there ought to be a rail option for the vast area of southern England between Reading and Plymouth exclusive so that they don't have to clog Cornwall's roads with their cars?
 

[eightf48544]

To be honest, 143's would be well suited to the Falmouth and Newquay branches rather than in Devon!

As I think i've posted before the only time i've ever felt motion sickness on a train was a 14X from Falmouth to Truro i was glad to get off and into a Mark 2.

I think the problem is that we are trying to use one train type for too many diverse services eg an HST^▸ (High Speed Train (Inter City class 43 125 units)) on a stopper.

I think we need a drastic rethink of the pattern of all train services and Cornwall seems to be a good place to try it out.

1.  All stations Penzance to Plymouth and return, with options for direct services from Plymouth to Newquay and Falmouth

2.  All stations Penzance to Plymouth, then fast to Reading and Paddington.

3.  Branch Line services.

Agree with type 1, possibly hourly but definitely 2 hourly

2 Should be a true IC^▸ (Inter City) Penaznce Truro Par (for Newquay) St Austall? Then fast Plymouth Exeter Westbury Reading London hourly

3 agree

Plus a Regional Express principle staions to Plymouth Bristol London to fit in with and possibly be passed by the ICs up to Taunton and from Bristol with the ICs from Tekmple Meads and Wales and Glouscester one from Swindon.

Thus getting to a IC RE^▸ (Religious Education) RB service with conections into each other at principle stations.

The problem is that we don't have enough infrastructure to do the overtaking. That's why I advocate that any new station on a main line should be 4 tracks. This style of station was recognised as giving the optimum capacity when the Barry, the GW^» (Great Western - used as an abbreviation for the area / lines under the Great Western franchise, as opposed to FGW which includes "First", the company operating them too. For tickets - about)/GC^» (Great Central Railway - link to heritage line) joint line etc were built in around 1900. Plus the GWR^▸ (Great Western Railway) buiding the WEstbury and Frome bypasses in the 30s which incidently were job creations schemes! Somehthing we need now? How about  4 tracks from Didcot to Wotton Bassett with a flyover at the latter. then you could reopen Uffington or Challow or a new site suitable for a Parkway.  Provided the 4 tracks are paired by direction.

Could also possibly do with a flyover West of Didcot to take the Down Relief over the Up and Down Mainlines.

[Btline]

The IC^▸ (Inter City) service to London should definitely not call at all stops in Cornwall! 4 stops max as above. HST^▸ (High Speed Train (Inter City class 43 125 units)) standard rolling stock.

The line should really be electrified as part of the GW^» (Great Western - used as an abbreviation for the area / lines under the Great Western franchise, as opposed to FGW which includes "First", the company operating them too. For tickets - about) scheme and as part of a XC^▸ (Cross Country Trains (franchise)) scheme. Then an electrostar service every hour to cover all the stops. Until then, a turbostar service.

[Southern Stag]

Personally I believe the HSTs^▸ (High Speed Train (Inter City class 43 125 units)) need to call at all stations still. If you don't call HSTs then stock with a similar level of capacity will be required. Running two trains per hour seems wasteful to me, the HSTs wouldn't be that busy as lots of people would be changing for the local services. Cornwall doesn't really have one big station which everbody uses, and with the exception of Truro, which is noticeably busier, all stations seem to have a similar amount of usage.

[JayMac]

Until then, a turbostar service.

Sounds good. If you are talking present day then we'll gladly swap London Midland/Chiltern 172's and Chiltern 168 Turbos for FGW^▸ (First Great Western) 14x and 15x.  

[Btline]

But if journey times can be reduced by axing stops, then more passengers will use the services! Perhaps not every IC^▸ (Inter City) train would axe stops, but the only key ones/during peaks e.g. Cornish Riviera.

[Southern Stag]

But if journey times can be reduced by axing stops, then more passengers will use the services! Perhaps not every IC^▸ (Inter City) train would axe stops, but the only key ones/during peaks e.g. Cornish Riviera.

I think more people value the convenience of not having to change than a small improvement in journey time. And if you were travelling from a station which doesn't have a direct HST^▸ (High Speed Train (Inter City class 43 125 units)) then journey times will increase by the time you've caught the connecting train to somewhere, trains have to be a minimum of 20 minutes apart in Cornwall because of the constraints of the signalling system, so it's going to add 20 minutes to journeys. The Cornish Riviera is named because it serves Cornwall, so calling at most the stations seems sensible to me, the Cornish Riviera has good journey times because it skips stops beyond Plymouth.

[anthony215]

Until then, a turbostar service.

Sounds good. If you are talking present day then we'll gladly swap London Midland/Chiltern 172's and Chiltern 168 Turbos for FGW^▸ (First Great Western) 14x and 15x.  

Yes and according to a tweet from Roger ford tonight the DFT^▸ (Department for Transport) have been looking at re-bodying some of the pacer units (some work for ADL/Optare then perhaps?)

[JayMac]

Yes and according to a tweet from Roger Ford tonight the DFT^▸ (Department for Transport) have been looking at re-bodying some of the pacer units (some work for ADL/Optare then perhaps?)

What about Wrightbus? They're still an independent concern. I was going to say Plaxton as well, but a little Google research tells me they are now part of Alexander Dennis Ltd (ADL).

On reflection, perhaps not Wrightbus though. They are the company responsible for Boris's 'New Routemaster'. We could end up with double decker pacers with an open rear platform!

Serious for a moment. Can the 142/143 fleet really be rebodied and life extended to comply with all the various safety (particularly crashworthiness) and access legislation that is current or in the pipeline?

[eightf48544]

Serious for a moment. Can the 142/143 fleet really be rebodied and life extended to comply with all the various safety (particularly crashworthiness) and access legislation that is current or in the pipeline?

I would have thought that "You can't make a silk purse out of Sow's ear" applies.

Not sure why they are even bothering, it's a pity we don't have much of rolling stock industry left as I would have thought something like a British made Stadler LINT unit would be a good replacement for the Pacers. They do narrow gauge ones which would probably fit the Brritish loading gauge. The trouble is most of them are low floor.