Monday 18th March 2019
During my initial trip on a brand new Class 800 train when they began running between Paddington and Bristol/Cardiff at the end of 2017 my first thought was to lament the end of the luxurious comfortable seats GWR had introduced in first class in HST trains the new IEP units were replacing.
I needn’t have worried. Fast forward nineteen months and here I am writing this very blog sitting in one of those self same seats in amazing luxurious comfort on one of the first-to-be-refurbished HSTs forming ScotRail’s ambitious ‘Inter7City’ project.
Like everything rolling stock wise on the railways this project is running hopelessly late due to ambitious timescales by the company doing the refurbs and no doubt more work being found to be done once the units are stripped back.
I’d been trying to track down the sole unit so far in passenger service, 43169, since its introduction last October but been thwarted on previous trips north of the border by initial spasmodic appearances in service between Edinburgh and Aberdeen and my living nearly 500 miles away!
Hearing a second refurbished unit had finally arrived for service with ScotRail seemed like a good opportunity to head up to Edinburgh and bag a ride. ScotRail have helpfully tweeted the train diagram for the refurbed train which includes an intensive day’s running between Edinburgh and Aberdeen and I settled on catching the 1230 from Edinburgh and the return journey leaving Aberdeen at 1600 this afternoon.
When Thameslink began running intensified services through the ‘core’ a wag observed it’s possible a delay down on the Brighton line could have repercussions through the tightly pathed East Coast line with knock on effects as far as Aberdeen or Inverness. I had a slight taste of that phenomenon this morning when a Horsham to Peterborough train in front of my 0800 Kings Cross to Edinburgh came to a stop north of Huntingdon for twenty minutes which, to cut a long story short, meant a 16 minute late arrival into Edinburgh at 1236 and missing my admittedly tight connection for Aberdeen.
Still, at least it gave me an opportunity to make a direct comparison between a two and a half hour journey up to Aberdeen on a Class 170 and a return journey south on the refurbished HST.
The first thing to note is you just wouldn’t believe the HST is over twice the age of the 170 which first appeared at the turn of this century rather than the mid to late 1970s birth of the HST. It just goes to show brand new is not necessarily always better (especially when it comes to trains).
The HST is in a different league power wise to the turbo charged 170s. I’m no expert in engineering matters but as a passenger I know when I’m on a classy train suited to ‘inter city’ work and when I’m on a train which never quite seems man enough for the job.
The comparison between the quality ambiance offered by travelling first class in the HST compared to the 170 is stark. Aside from the already mentioned seats in the HST you have your own carriage with 32 seats well spaced out and all nicely lined up with windows together with a refreshment buffet area and luggage rack. This adjoins a small galley kitchen where hot soups and drinks are prepared and sandwiches kept as well as a stylish counter for those travelling standard class to make their purchases.
Whereas in a Class 170 you’re cooped up in one of nine seats at either end of the train immediately behind the driver’s cab with the associated traction buzzing noises. It doesn’t shout luxury. It must be an optical illusion but a Class170 just seems narrower than an HST too! The seats certainly are.
On the way up to Aberdeen it took the trolley man almost an hour to reach me in the front first class compartment and offered complimentary tea/coffee and a biscuit/cake. On the HST one of two refreshment hosts was passing through the first class carriage almost immediately on leaving Aberdeen offering hot soup with a roll as well as tea/coffee and sandwiches in addition to encouraging a visit to the help yourself buffet area for a wide selection of biscuits, cold drinks and fruit pots. If I’d travelled at breakfast I’d have been offered a hot filled roll, porridge or other delights.
I took the opportunity to also sample standard class seats which have been retrimmed into a smart ScotRail moquette and although are still to the high back design used in GWR days are comfortable by modern day seat standards with adequate leg room. More so than the Class 170.
I didn’t count but there must also be many more standard class seats with three whole carriages worth compared to the three coaches in a Class 170 set which also includes the two first class sections at either end. There also seemed to be many more tables in an HST – I counted ten in one coach with slightly fewer in the carriage with the accessible toilet.
A cyclist on board mentioned there is only a rack for two cycles and when they’re both in situ it’s a bit tricky to access one to remove it. He didn’t reckon there are any spaces in the power car.
Obviously the refurbishment has included sliding doors and finally doing away with opening windows to lean through to open the door by the outside handle – which is a bit of a shame but inevitable in today’s safety conscious world.
Taking an HST south from Aberdeen, as I’m doing now, is nothing new. LNER (and it’s predecessors) have been running them on this line for decades, but what is revolutionary and hugely welcome is ScotRail have obviously given a lot of thought into how to make train travel really feel good with great attention to detail in this refurbishment notwithstanding these trains are forty odd years old.
The eventual plan is to run refurbished HSTs between Aberdeen, as well as Inverness, to and from Edinburgh and Glasgow taking in Dundee, Perth and Stirling along the way (hence the 7 cities). Based on today’s experience I’m confident it will be a huge success in attracting more passengers and creating a great impression of train travel.
Sadly it looks like it’s going to be quite a while before all the refurbishments are completed, but it will definitely be well worth the wait.
That’s a different arrangement for bikes in the second refurbishment, than the first & it still messes around with webbing straps. I designed a very basic unit back in 1990 for a loco-hauled Scotrail Young Explorer service, & a similar commercial product has been fitted to trains trams & buses for the past 30 years to my knowledge. By clever placing if a single hook & ‘reaction points’ the weight of a bike holds it firmly in position & loads in seconds. There are 3 hanging ‘straps’ in each power car in which bikes can crash around as the vehicle bounces around in its concealed ‘ Zebedee’ springs
with the quill drive traction motors belting out a racket to match an old tram car at 125mph. The buckeye between the end coach & power car gets well polished!
40 years ago when I was working in the original ECML HST roll-out the guard was expected to travel in the power car… That was soon changed. Now the fire suppression system can flood the space with suffocating gas in seconds, so the space is out of bounds on a moving train.
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