Monday 21st October 2019
LNER’s flagship AZUMA trains started running between Lincoln and London Kings Cross today. They’re journeys which previously just ran between Newark North Gate and Kings Cross now projected back to start at Lincoln, so they’re not new journeys on the actual East Coast Main Line (ECML).
They provide a significant boost for people living, working or visiting Lincoln who now have four daytime journeys direct to and from London in addition to long standing peak hour journeys (07:30 from Lincoln and 19:06 return from Kings Cross) which LNER continue to run for now with an HST.
There’s also a peak hour direct train from Lincoln (07:05) to St Pancras via Nottingham and return (at 18:05) operated by East Midlands Railways but this takes almost three hours – an hour longer than via the ECML.
As you can imagine LNER rolled out the Azuma PR and marketing launch machine in Lincoln this morning to mark the occasion but it was noticeably low key compared to Azuma roll outs seen elsewhere during the summer. 
In fact although some razzmatazz was laid on for the first Azuma departure bound for Kings Cross at 11:18, this was all being quickly packed away at midday when I arrived on the first Azuma into Lincoln from the south (the 10:06 from Kings Cross). Twitter commentators also observed that only invited guests had been able to get close to the goodie bag action too.
I looked around for some colourful leaflets promoting the exciting new journeys that now leave Lincoln for London at 11:18, 13:23, 15:26 and 17:14 but all I could find in Lincoln station’s ticket office was the standard LNER timetable and a leaflet about the Azuma trains themselves.
The extra London journeys are shown in LNER’s May timetable booklet and they’re coded to show they’ll start at a date in the future to be confirmed on the website.
And thinking about the timings of the new southbound direct journeys, that first one at 11:18 doesn’t arrive into Kings Cross until 13:23 which is a bit late for a day out especially if you want to get the last new Azuma direct train back which leaves Kings Cross at 16:06.
It seems to me the new timetable is more geared to bringing people into Lincoln for a day out than taking people down to London. As said, my 10:06 train from London arrived into Lincoln at midday and there’s a new return at 17:14 giving a nice five and a bit hours to ‘do Lincoln’.
Southbound passengers do have earlier train options than 11:18 by either changing at Newark North Gate or via Sleaford and change at Peterborough – for example, there are options at 10:16 via the former (arrives Kings Cross at 12:22) or 10:18 via the latter (arrives Kings Cross 12:40).
It would seem a good idea if EMR and LNER could collaborate and produce a nice attractive leaflet showing all the Lincoln London travel options.
The plan is to run five coach Azumas on these new direct Lincoln journeys and this morning my train left from the north end of Kings Cross platform 0 where a ten coach train that had arrived earlier had been split.
We left exactly on time at 10:06 as the 10:03 to Leeds was also leaving slightly late and it was interesting to see us both enter the two bidirectional tracks together through the middle portal of Gasworks Tunnel especially as the Leeds train was unusually an HST and another HST was leaving through the western portal at the same time bound for sidings; and all this just six minutes after an HST left on the 10:00 to Inverness.
By the time we were north of Copenhagen Tunnel we were in the correct order behind the Leeds train as we were stopping at Stevenage but that wasn’t.
One odd thing was our formation was in reverse form with first class (coaches D – half of – and E) at the front, so as we pulled into Stevenage, Peterborough and Grantham passengers had to make a mad scramble up and down the platform as they were waiting at the lettered signs marked for the normal formation with A/B at the front.
It was also noticeable that despite being only five coaches we stoped at the extreme north ends of the platforms (as a ten coach train would) to line up with the letters (had they been correct) so passengers had much further to walk back to the station buildings and exits which are generally in the middle platforms.
The first class catering offer and menu is the same as on all LNER trains but sadly no hot food was available on my journey ‘due to a problem in the kitchen’. Luckily the ‘problem’ didn’t include the toaster and the usual biscuits, crisps and fruit were handed out.
The catering team alighted at Newark North Gate, the pantograph came down and the driver turned the diesel engine on as we headed off around the curve by the infamous Newark flat crossing (with an orange army platoon on hand) …
… and on to the tracks towards Lincoln where we passed the southbound 11:18 from Lincoln held at a signal until we cleared the single track curve.
That train then headed into Newark North Gate where it would wait from 11:45 until the long standing scheduled path with departure at 11:56, adding eleven minutes to the overall journey time.
My midday arrival into Lincoln was four minutes ahead of the 12:04 scheduled time and there were 92 of us on board as we pulled in; so not bad for a first journey.
I’m sure these new direct journeys will prove popular as people do prefer direct travel over changing trains on journeys of this kind. It’s just a shame there’s not an earlier southbound off-peak departure before 11:18 for now.
It’s interesting to receive a comment below that perhaps LNER are not fully committed to the Lincoln Azuma project – that would certainly explain the somewhat limp launch – and the franchise commitment to further enhancements.
Roger French
On Tuesday morning I caught the stopping train to Ipswich out of Liverpool Street at 11:04 as far as Marks Tey. It’s impressive to see the efficient use of track capacity on the fast lines out of Liverpool Street since May with a flotilla of trains pathed within minutes including the new ‘Norwich in 90’ only stopping at Ipswich leaving at 11:00; the normal hourly Norwich leaving at 11:02 with stops at Colchester, Manningtree, Ipswich and Diss then the train I caught with calls at Stratford, Shenfield, Chelmsford, Hatfield Peverel, Witham and Kelvedon. This train is followed out of Liverpool Street by a Southend Victoria train and then one to Clacton-on-Sea.
This is a lovely branch line which I ranked 85th in my 
Greater Anglia have sensibly placed a poster at Marks Tey explaining its policy on maintaining connections – the ten minutes allowance covers the stand time of the train on the branch within its hour’s cycle and obviously prevents knock on delays for further passengers – it was good to see this being stated even if the absolute background detail wasn’t fully explained.
I enjoyed a ride on a former Scania demonstrator on Beestons operated route 91 to Ipswich and noted it had oddly been fitted with a farebox alongside the driver for exact fares.
This puzzled me for an inter-urban route and as contactless wasn’t yet in operation despite the Ticketer ticket machine displaying the symbol I handed my £5 for the single fare over to the driver who issued a ticket in the traditional way. Beestons didn’t reply to my tweet asking about the farebox and contacless so I am still mystified what the policy is.
Route 91 takes 75 minutes for the 21 mile journey via Hadleigh to Ipswich; buses currently run every 90 minutes, but will be changing to two-hourly from the beginning of September, although an improved hourly frequency will be incorporated into the new timetable between Hadleigh and Ipswich.
It gave me a chance to have a look around Felixstowe and particularly the greatly slimmed down rail station, now a shadow of its former past glory.
There’s an hourly train that shuttles up and down between Felixstowe and Ipswich timetabled to take 26 minutes. The 15:24 arrival brought a good load of passengers in and left at 15:28 with another busy train load.
There’s plenty of people travelling between Ipswich and Felixstowe – I popped down to the seafront and reminded myself how attractive this coastal resort is.
It was approaching 16:10 and I eagerly waited the next X7 back to Ipswich. I was waiting outside the cinema, the stop before Great Eastern Square, and the slightly late 16:00 route 77 picked up most of the dozen or so waiting passengers just as the X7 arrived with just four of us getting on board – not very impressive – and while I was pleased to have a top deck view on the journey back I was a bit surprised not to see the branded ‘Felixstowe Flyers’ bus on any of the other X7 journeys observed later that afternoon.
… and another by a standard liveried bus…..
I can only assume vehicles on the X7 interwork with other routes across the late afternoon and evening peak which is a shame to lose the bespoke brand promoting what could be a decent alternative to the train and the all-stops bus routes. And I regret not being able to include a photo of a Flexistowe Flyers branded bus here despite trying to track it down, but I’m indebeted to the 
…and here’s a First Cymru….
…. which only goes to show you can’t keep a good livery down and it makes sense for the First Ipswich/Eastern Counties marketing people to copy and adapt a smart livery from a sister company (for now) in the same Group.
However despite a modest load our journey got progressively behind schedule and after we hit crawling traffic by Kesgrave High School were over 15 minutes late when we reached the Park & Ride site at Martlesham.
Melton is a small station with nothing much to comment on, other than it’s in need of a makeover with all its station name boards looking distinctly faded and unloved. They were barely legible. I’m sure Greater Anglia have it in hand as Saxmundham was sporting smarter signs even though the former station building was still behind barriers following fire damage eighteen months ago.
To cut what’s becoming a long story short, I was waiting for the bus on route 64 in Saxmundham High Street and started to get twitchy that it hadn’t arrived…
….when I spotted a tweet from First Ipswich advising of a breakdown on the 64. Although there’s no timing point of 09:05 on the journey I was waiting for (it left Ipswich at 08:50), I deduced (correctly) the tweet was referring to my bus, especially as it was now around ten minutes after it’s scheduled arrival, so I took the nuclear option of sourcing a taxi to take me the last twenty minute ride over to Aldeburgh in time to pick up the vintage bus at 11:10.
… and then to Ipswich on a nice air conditioned Class 170 which made a nice change for the East Suffolk line and a welcome respite from the hot weather.
Welcome to a fourth day of travelling to tick off various ‘to do’ routes, destinations, new buses and trains which began with an early start from Llandrindod Wells on the first 06:18 journey which starts its journey at this lovely station and continues beyond Shrewsbury as a stopping train through to Crewe arriving at 08:50.
It turned out to be a quiet journey. We’d only collected ten passengers by the time we reached the main line at Craven Arms and picked up just a few more both there and the next station, Church Stretton, before arriving in Shrewsbury for 07:57 so a bit early for commuters; but that’s all you get in the Heart of Wales Line’s limited timetable until a 10:14 arrival (and then 13:32) which is probably too late for being at work. One passenger, along with myself, went all the way from Llandrindod Wells to Crewe but otherwise everyone got off at Shrewsbury and we collected a new cohort from there and the next six stations heading to Crewe.
From Crewe I headed south easterly on the line via Stoke-on-Trent to Derby alighting at Uttoxeter as I wanted to travel on three Staffordshire bus routes on my ‘to do’ list: First Potteries route 32 from Uttoxeter back to Hanley bus station in the city of Stoke-on-Trent, followed by route 18 across to Leek, and finally a route operated by Aimée’s, the 109, up to Macclesfield.
Hanley has a very impressive bus station with around twenty-five stands in a head-on semi-circular layout with some parking bays for buses laying over on the apron. 
It’s obvious much careful thought has gone into the architectural design of the structure, the practical bus manoeuvring area and the passenger circulating area which is an extremely pleasant space to wait.
Toilets had changed to being on ‘free vend’ since my last visit and were clean and presentable. There’s a small convenience store/coffee shop, but I noticed a lack of timetables posted on the wall although each departure stand had a screen showing the next three departures, and there were lists posted showing which service departed from each bay in service number order.
There’s a lovely large and airy unmarked travel office with two members of First Bus staff behind the counter and a display of timetable leaflets including both First Potteries and the D&G Bus booklet.
There seems to be a good relationship between First and D&G Bus throughout the Potteries. 
Finally, Leek bus station; well, let’s correct that from the start, it’s not a bus station, more a collection of poorly marked bus stops or stands along a depressing looking side street (stands are numbered 1, 2, 3, 4, then a gap, and then 8).
The 32, 18 and 109 bus routes are very pleasant ones to travel along with some great views across the Staffordshire countryside.
The 32 wasn’t very busy out of Uttoxeter but we picked up a good load as we approached Hanley.
…. and must rank even more uncomfortable than the ironing boards in Thameslink trains, and that’s saying something.
We had a reasonable load as we headed to Leek on the thirty-five minute journey, and although much of the route is built up, there were some great views to see as well.
… before spotting the nearside skirt panels.
Then I thought Leek had a variety of different small independent bus companies…
until I noticed all the legal lettering was for the same Aimée’s …
… and most displaying the same advert for taxi drivers for an obviously associated company.
As you can see Aimée’s timetables for the four routes it runs from Leek were posted behind the driver on the bus I travelled on …
… and it was a step back in time to see the ticket machine ….
But I enjoyed the journey and once again saw some lovely Staffordshire scenery.
Sadly the old Dartmoor Sunday Rover ticket which gave extra value by combining both bus and rail travel on journeys around and across Dartmoor was withdrawn after 2015 and hasn’t reappeared – and even better, in 2014 and 2015 it even included trains on the main line.
But it’s well worth taking the first train of the morning from Exeter St Davids to Okehampton at 09:04 arriving at 09:50 giving plenty of time to take a ride on the Dartmoor Railway heritage line where they often run a former Thumper train (on my previous visit) ….
…..or an eclectic mix of locomotive and carriages including a Brake Van which you can travel on with a great forward view when being pushed from behind and an amazingly friendly guard called Don who gave a running commentary as happened this morning on the 10:15 from Okehampton….
….and takes you to Meldon Viaduct and which is well worth a visit.
Alternatively the Exeter to Okehampton train stops at Crediton and Sampford Courtenay stations along the way both of which are interesting stop-offs to explore.
The return of the 279 bus route after its three year absence is very welcome as not only does it make this circular tour possible but it’s a great scenic route in its own right.
The timetable is fairly limited but the 12:20 journey to Gunnislake is ideal with train connections at both ends if you’re doing the circuit anti-clockwise from Exeter as are the two journeys from Gunnislake at 10:05 and 14:00, for a clockwise circuit, which connect with trains from Plymouth as well as at Okehampton (see timetable below).
Go-ahead owned Plymouth Citybus operates the route from its small depot in Callington. It follows the A386 from Okehampton towards Tavistock all along the western perimeter of Dartmoor save for a couple of deviations to the west to serve Bridestowe and Lydford.
There were nine of us on the 12:20 journey this afternoon all doing the same round trip, which was quite an impressive turn out. Another passenger boarded just outside Okehampton and travelled to Tavistock. Our driver observed it’s the most he’s seen as no one travelled last time he did the trip. He’s based at Liskeard depot as no-one from Callington wants to do the Sunday rest day work containing the 279!
On a previous visit to Gunnislake station in Spring 2018 I noticed the old 187 timetable for Summer 2015 (its last year of operation) with its more frequent service was still on display in the bus shelter and I tweeted Plymouth CityBus to let them know. Frustratingly it was still there this afternoon and sadly there was no mention of the new 279 timetable.
This is very unfortunate particularly as there was superb information at Okehampton in both the station and the authentic bus stop outside.
The contrast couldn’t be more stark.
The viaduct over the River Tamar at Calstock is just one of the spectacular sights on the journey….
….and it’s also worth looking out for the two ungated level crossings which are very unusual for a full size passenger rail line in regular use.
At Bere Alston the train reverses back from the stub of the line (which used to continue to Tavistock and Okehampton) before continuing south down the valley to the wonderful Bere Ferrers (and note the ‘Beer Ferris’ spelling on the former signal box in the photograph below!).
Now here’s a station well worth stopping off at and having a look around if you have time.
Not only is the station itself done out in splendid heritage signs and posters but Chris Grove who lives in the former booking office owns the neighbouring land which he’s turned into a 
It’s a fascinating place and if you’re really keen, Chris offers accommodation and meals in some of the carriages.
I didn’t have time to visit today but I thoroughly enjoyed my visit when passing through last weekend and Chris was a great host.
Carrying on down the Tamar Valley the River becomes impressively wider as it’s joined by the River Tavy with the rail line bridging over the latter just before the rivers join.
The line then continues under the Great Western main line with restricted views of the famous Royal Albert bridge behind the not so famous road bridge ….
….before the branch joins the main line itself just after St Budeaux Victoria Road (alongside St Budeaux Ferry Road on the main line). Continuing into Plymouth there are magnificent views of the Dockyard as this section of the tour comes to an end.
It’s a summer Sunday afternoon, so expect the last leg of this circular trip to be busy; the main line ride from Plymouth to Exeter. I’ve taken many journeys back from the West Country on a Sunday afternoon and the train is invariably packed even before it leaves Cornwall. The Gunnislake train arrives into Plymouth at 14:43 with a handy fifteen minute connection on to the 14:58 GWR train back to Exeter St Davids arriving there at 15:57. However, this train comes up from Penzance and is notorious for being ‘rammed’.
It arrived into Exeter at 16:07 just ten minutes later than the Penzance originating train did.
This final leg of the circular tour provides a lovely hour’s scenic ride through Ivybridge, Totnes, Newton Abbot and Teignmouth before the crème de la crème, the gorgeous section of line through Dawlish.
There’s something seriously amiss with Caledonian Sleeper’s train service.
Caledonian Sleeper have been making much of the luxury offered by their new deluxe sleeper coaches, offering a “timeless experience”; it’s just a pity “timeless” is turning out to be “trainless”. The problem being expectations have been seriously raised with Caledonian Sleeper hyping up their new ‘hotel-on-wheels’ at five star prices – it’s £395 for a Club double room on the Highlander between London and Fort William/Aberdeen/Inverness for a single night journey (and no Railcard discounts are available), that’s just shy of £800 for a return journey or ‘two nights stay’ – and for that you expect five star service, not ‘replacement road transport’.
Again, it gives the impression of total incompetence.
These latest disasters on Friday came just twenty hour hours after there was confidence on Thursday wheel problems on the damaged train from 11th June would finally be fixed for the weekend …
It’s a really lovely refurbished sleeper too. It may not have the en-suite options now offered by Caledonian Sleeper (together with their troublesome teething problems), but it’s still a very pleasant ambiance both in the berths and the lounge car.
I thought it a bit odd the window blind above the hidden sink had been replaced by a sticky cover over the window which I didn’t like to peel off so was unaware where we were on the journey especially in Cornwall in daylight but apparently its a temporary fix for a broken blind.
The lounge car is very nice and I must say I prefer it to the new Caledonian Mark 5 lounge car. This one also has a mix of seating layouts ….
…. as well as impossible to sit on bar stools …
which apparently are perch places ‘to lean against’ rather than sit on – pleased that was clarified for me in time!
Enough chit chat about Sleeper trains, it’s now ‘Breakfast in Penzance’ with a few hours spare before beginning our travel adventure proper in Lands End at 1240.
… it’s time to begin the adventure on our first bus the 1240 First Kernow A1 to Penzance. We left a couple of minutes late but no worries as our revised schedule gives us more time in Penzance.
And we also met the lovely Tony who coincidentally is also heading to John O’Groats raising money for Guide Dogs. He’s taking a route via London and the Caledonian ‘Highlander’ Sleeper to Inverness (as we’re catching that same train but from Crewe) and then he’s taking the (later) train to Thurso tomorrow morning rather than the Stagecoach X98 bus.
All good so far as we enjoy the lovely Cornish countryside and the narrow roads (Porthcurno below!).
The train was just leaving ….
… but then came to a halt so we chased up the platform thinking the train manager in the rear cab had seen us ..
…. but to no avail, it was a brief emergency stop and the train headed out again leaving Tony behind.
Luckily he has now arranged a Plan B to catch the 1449 to Plymouth with us and then jump on the next train from there to Paddington arriving 2039 so he should just make it to Euston for the Highlander leaving at 2115 to Inverness.
We had a more sedate connection on to the 1725 Cross Country train to Leeds which we’re with as far as Tamworth at 2119.
Just time for some selfies with Geoff and Vicki as our next Virgin Trains arrives to take us on to Crewe.
2220 Crewe
I’m still not sure what the point of these info-screens are, but at least they brighten up the platform.
I pressed the green ‘i’ button but nothing happened.
One minute early arriving into Perth. All looking good.
More importantly Tony and Gaynor are now awake and up …
Not only that but a big surprise to be met off the train by Sir Peter Hendy, Chairman Network Rail (who was attending the AGM of the Friends of the Far North Line that morning) – thanks so much Peter for taking the trouble to meet us – even though we were dashing through for the bus it was a delight to stop and have a quick chat.
Then it was fond farewells to Tony and Gaynor and that dash to the X98 at the nearby bus station.
And another thanks – to Daniel and David, top bosses at Stagecoach North Scotland, for making sure our connection was made …
… and the right ticket was issued – a through ticket right to John O’Groats.
It’s been an epic journey and in such great company. Huge thanks to Vicki and Geoff for joining me…
…..and catching the 80 on their final journey leg to John O’Groats.
1630 Thurso
To celebrate a year of blogging and the upcoming Longest Day of the year I’m heading down to Cornwall on GWR’s Night Riviera sleeper train tonight to begin an epic 24-hour Lands End to John O’Groats trip by bus and train beginning tomorrow, Thursday, afternoon.
On most weekdays, this famous journey can be accomplished in exactly 24 hours using ground based public transport; leaving Lands End at 13:34 on a First Kernow bus on route A1 and arriving John O’Groats excactly twenty-four hours later, coincidentally also at 13:34 on the Stagecoach route 77 arrival from Wick.
The A1 arrives Penzance at 14:33 giving a fairly comfotable 16 minute connection to the GWR train leaving at 14:49. This arrives Plymouth at 16:51 and the Cross Country departure is at 17:25 through to Tamworth arriving there at 21:18. Another comfortable 17 minute connection there on to the Virgin train at 21:35 and into Crewe at 22:17 for the Caledonian Sleeper at 23:50.
Except another crunch point will come on that X98 journey as there are currently frustrating delays on the route at the infamous scenic Barriedale Braes coastal hairpin bends with road re-aligning works in full swing. 
Here’s hoping there’ll be no more than a fifteen minute hold up on the three hour thirty minute journey from Inverness and that vital connection to the 177 isn’t missed.
The Epping Ongar Railway is having one of its popular steam weekends this weekend and I took a ride to the end of the Central Line to have a look.
Thanks to Roger Wright’s ownership interests, you can always count on decent bus connections from right outside Epping Station to North Weald using Roger’s extensive London Bus Company fleet of heritage London buses.
RTs and an RMA were among the vehicles out today providing a half hourly service between Epping and North Weald with some journeys continuing to Ongar and even Shenfield and they were all as busy as usual.
On the railway EOR had three steam engines providing an hourly service from North Weald east to Ongar as well as west to Coopersale where the line currently terminates in the middle of a forest but with no alighting or boarding facilities. It takes fifteen minutes to travel from North Weald to Ongar and around half that time to Coopersale along the single track line.
The three steam engines on parade yesterday included Met 1 (photographed above) famous for the honour of working the last steam-hauled London Transport passenger train in 1961 and now a regular attender at steam events in the London area from its base at the Buckinghamshire Railway Centre ; 4270 (photographed below) a GWR 2-8-OT which spent its entire career hauling heavy coal trains in South Wales and now resides at the Gloucestershire Warwickshire Railway; and 5197 (phoptographed further down the page) USA S160 a 2-8-0 locomotive designed for heavy freight work across Europe but spent much of its career in China before a life of preservation normally based on the Churnet Valley Railway.
Ongar is the original ‘start-of-the-line’ of the Central Line; the shuttle ‘Tube’ service between Epping and Ongar closed twenty-five years ago in 1994. It’s a nice Underground quirk that despite this all distances on the system are still measured from the zero mileage post situated literally at the end of the line at Ongar station.
There’s a great surprise inside the station building at Ongar this weekend as the brilliant railway painter Malcolm Root has a small exhibition displaying some of his original paintings in the ‘Penny Salon’, and how lovely it was to meet Malcolm there too.
His paintings are renowned for capturing an amazing level of detail not only of the locomotive and train itself but the whole atmosphere of the wider setting including people and other vehicles all in the period style.
The whole atmosphere on the Epping Ongar Railway yesterday was also brilliant helped by the dedicated staff and volunteers who take their roles impressively seriously as well as a great mixture of fine engines and old carriages reminding of a time when seats really felt grand to sit in and always lined up with windows.
There are aspirations to extend the EOR beyond Coopersale to terminate just before the current Epping Underground station at a new platform and station called Epping Glade. This would be a great addition and be a tremendous boost for the railway but it will be sad to see route 339 lose its raisin d’être.
It may not rank as high as the West Highland Line, the Kyle of Lochalsh Line or the Far North Line in the great Scottish Scenic Rail Lines stakes but ScotRail have rightly designated the line down to Stranraer as a Scenic Rail Journey and very justifiably so too.
While I was in Glasgow on Monday in between consecutive night sleeper train travels I took the opportunity to take another ride down to Stranraer and remind myself why I ranked it thirteenth in 
It’s not that Stranraer itself is a must-visit destination, sadly the town is well past its prime now the Belfast ferry has moved further up the coast, leaving desolation where lorries and cars once formed their orderly queues before boarding.
It’s also not that the first part of the journey south from Glasgow is particularly scenic either. It’s not.
The line’s scenic reputation comes from the eighty minute ride south of Ayr on the single track section through the lovely stations at Maybole, Girvan, and Barhill.
It’s not that there are lochs. Nor mountains. Nor huge spectacular valleys.
It’s just mile after mile of stunning Scottish countryside with rolling hills, rivers and plenty of lush green landscape.
The Stranraer timetable is not particularly attractive either. It’s an approximate two-hourly frequency but only three journeys start in Glasgow (six hours apart at 0808, 1413 and 1813) with most of the other journeys starting in Kilmarnock. Even those Glasgow journeys are bettered by taking a later train on the more direct route to Ayr, saving twenty minutes, and having a handy 6 minute connection in Ayr to the earlier leaving Stranraer train that went the slower route via Kilmarnock.
Still, on the upside I had a bit of time to look at the major work now in progress to renovate and make safe the hotel above Ayr station which began as an emergency measure a few months ago when the building was suddenly declared dangerous necessitating the complete closure of the station and rail lines in the area at great inconvenience.
It turned out eight of us bound for Stranraer were left stranded in Ayr and in view of the two hour wait until the next train staff summoned an eight seater taxi which arrived in twenty minutes and we set off for the eighty minute drive down to Stranraer, which aside from the wait, took about the same journey time as the train.
I’d travelled this route before on Stagecoach’s route 60/360 and it’s a great scenic ride with some lovely coastal views contrasting with the more inland route taken by the train, so it made for an interesting and welcome variation.
This headland peninsular is officially called The Rhins but apparently the locals don’t call it that. It protrudes out towards Belfast in the south western corner of Dumfries and Galloway.
Luckily when I was in Dumfries earlier this year I took a photograph of a bus map displayed in bus shelters in the town as in the frustrating absence of finding a bus map online to refer to, this proved invaluable in working out which bus routes to travel on to explore both ends and both sides of The Rhins. Update is I found the online map after publishing this post thanks to a helpful reader – see below for more explanation.
The timing worked perfectly to travel on the 1155 one-return-journey four-day-a-week departure on the McCullochs Coaches operated circular route 412 from Stranraer to Leswalt, Envie and Galdenoch (see map above).
This was a lovely thirty-five minute run with just me and one other passenger who alighted in Leswalt leaving just me to enjoy the trip round. The route was slightly curtailed due to a road closure but it was still an enjoyable and quiet rural ride.
The Fiat minibus has an interesting staggered 2+1 seat layout ….
…. and a livery which seems to be the base colours for the ‘south west of Scotland transport partnership’ brand as I saw another bus wearing similar colours and sporting a logo to that effect on route 500 to Dumfries operated by Stagecoach.
When I’d investigated the 
This eight journey a day route is shared with McCullochs Coaches who operate two school journeys and Wigtownshire Community Transport who operate a journey at 1700. We took nine passengers as far as Sandhead which is half way along the 44 minute journey (see map above) but the second half was just me on board although we brought two back from Drummore and another half dozen from Sandhead on the return.
Stagecoach also operate route 408 up to Kirkolm to the north of The Rhines but sadly the 1410 departure didn’t arrive, or more possibly the driver of the 407 when he got back to Stranraer st 1402 didn’t change the blind. There’s one other route, the 387 to Portpatrick on the west coast which is shared between Stagecoach, DGC Buses and Wigtown Community Transport and a convoluted town route in Stranraer, the 365, which Stagecoach also operate.
Having enjoyed the scenic rides up and down the ‘hammer head’ I decided to head back to Glasgow on the 1500 ScotRail departure from Stranraer; the scenery as far as Ayr was as gorgeous as ever and I thoroughly enjoyed the journey.
Frustratingly this train arrives Ayr at exactly the same time a fast train leaves for Glasgow making a connection impossible so I continued to Kilmarnock (photographed below) where there’s a more convenient three minute connection across adjacent platforms to a train passing through from Carlisle and which gets into Glasgow at 1737, whereas if the connection had been possible in Ayr it would have meant an earlier 1710 arrival into Glasgow.
If ScotRail are serious about promoting the scenic delights of the Stranraer line I would strongly recommend reviewing those tight and missed connections and promoting the timetable better – for example whereas the Ayr trains which offer either tight or missed connections are shown in the Stranraer leaflet; the Kilmarnock connections aren’t.
Annoyingly my shower didn’t work (again) along with the toilet flush packing up during the night and only a trickle of water from the basin tap in the morning. I experienced the same plumbing problems on my inaugural journey at the beginning of last month which indicates snagging issues are still very much to the fore on the new sleeper carriages.
It was meant to be the grand launch night, last night.
Meanwhile I rolled up at Euston for my second new Mark 5 Sleeper experience last night ready for an earlier departure at 2134 – a couple of hours earlier than the normal 2350 departure time as we were heading up the East Coast Main Line due to ‘improvement works’ shutting the West Coast Main Line.
Except nothing happened at 2100 and the new style check in lecterns remained empty.
After a while a member of staff with a clipboard came and advised us he was waiting for the Train Manager to authorise boarding but we weren’t given any reason for the delay among much mobile phone call making by this key staff member.
Back on board while passengers were settling in and grabbing a seat in the new and expanded lounge coach with its new and expensive (but obviously ‘locally sourced’) menu I was wondering why after a further hour had passed we were still sat in Platform 15 going nowhere.
With the benefit of hindsight I’m wondering why we were off as the 2044 departing Highlander had reached the Wembley sidings complex ten minutes later at 2055 but all was not well due to overhead power problems.
Following the above tweet at 2244 as we were departing, after the first hour’s delay, no more news came until 0115…
In the event, unlike the Highlander, we had the benefit of a lot of slack in our schedule and made up much of the delay. As we approached Edinburgh our expected arrival into Glasgow was given as a respectable 0730 – not too much delayed from our scheduled 0718.
The side destination panels were wrongly showing our train would be calling at stations on the West Coast Main Line – bit of a basic error that one!
