Something different: Caledonian Sleeper

Folks,

You don't have to travel to continental Europe to sample the delights of an overnight train. Slightly closer to home, ScotRail and First Great Western operate sleepers to Scotland and Cornwall. Last year I traveled on the Highland train to Fort William, so here's a mini trip report.

For full details on where to book and how to get the best fares, see The Man at Seat 61's website. We managed to get London - Fort William in a sleeper berth for £29 each - quite the bargain!

1. The trains depart from Euston station, the only London terminal with platforms long enough to accommodate the 16-carriage Highland sleeper. The train splits into three portions in Edinburgh: for Fort William, Aberdeen, and Inverness. We'll be taking the Fort William sleeper. Here we can see our train and a Virgin Pendolino waiting at Euston.

Euston Station by csd75, on Flickr

2. The trains are hauled by Class 90 electric locomotives as far as Edinburgh. ScotRail don't own any locomotives of their own, so these are provided by DB Schenker, who took over EWS. These locos (and the coaching stock) are capable of 110 mph running, but the timetable allows for more leisurely running at 80 mph. Note the slam doors on the Mk 3 stock - the automatic swing-plug doors were an innovation of Irish Mk 3 coaches that wasn't present on British Railways.

Class 90 locomotive by csd75, on Flickr

3. Inside, it's clear the Mark 3 stock is built to a less-generous loading gauge than the DB sleepers shown in my previous post on the AutoZug. Here's a shot of the side corridor - there isn't really room for two people to pass without getting very intimate unless you can step into an open compartment!

Mk 3 Sleeper - corridoor by csd75, on Flickr

4. The compartments themselves are a bit tighter than continental varieties, with only room for two berths rather than three. There's a sink underneath the window, but no showers on the train. The duvets and pillows are nice and fluffy!

Mk 3 Sleeper - interior by csd75, on Flickr

5. The lounge/restaurant carriage serves a range of hot and cold snacks, including Scottish classics like haggis, neeps, and tatties! It's furnished with a mixture of leather couches and restaurant tables for an open, relaxed feel.

Dinner in the lounge car by csd75, on Flickr

6. You'll probably be woken by the shunting in Edinburgh (I was!). To form the Fort William train, the two sleeping cars are removed and two carriages are added: a Mk 2 seated carriage and a Mk 2 lounge carriage. Yes, Mark 2 coaching stock are still in regular use in the UK! Our train is now a more modest four carriages long. Just as well, or it wouldn't fit into the short platforms of the West Highland Line.

IMG_7343 by csd75, on Flickr

7. Since the lines north of Glasgow aren't electrified, we also get a change of loco. A Class 67 diesel, also from DB Schenker. A dedicated fleet of 67sare used for Highland services: these have upgraded brakes to cope with the steep gradients on the route.

IMG_7369 by csd75, on Flickr

8. Signalling on the West Highland Line is mostly RETB. This is like a traditional token/staff based system with two exceptions: 1) the "tokens" authorising entry to a section are transmitted using radio to a computer on the train, and 2) no running signals are required - stop boards (see pic) are used to mark the section limits. At loops, spring-loaded points are used, set for the normal direction of travel for trains traveling in the facing direction. In the trailing direction, the points are designed to be pushed aside by the train, springing back into place for facing movements. The whole arrangement means no powered points, track circuits, or telegraph lines are required, so is cheap to install and operate. The equipment is now life expired, however, and will eventually be replaced by ETCS signalling.

IMG_7386 by csd75, on Flickr

9. One of the many old footbridges along the line. Here we can see that differential speed limits apply on the West Highland line. The regular users of the line, Class 156 DMUs, are permitted to operate at higher speeds than the heavier loco-hauled trains. Here we see the difference is quite marked: 40 mph for multiple units (MU) vs 20 mph for loco hauled trains.

IMG_7409 by csd75, on Flickr

10. We crossed a local service at Bridge of Orchy. Many of the stations on the West Highland appear to be in the middle of nowhere!

Bridge of Orchy by csd75, on Flickr

11. The scenery on the West Highland is simply stunning. Here's the dramatic backdrop at Bridge of Orchy station.

Bridge of Orchy by csd75, on Flickr

12. At 408m, Corrour station is the highest mainline railway station in the UK and close to the summit of the line.

IMG_7440 by csd75, on Flickr

13. Typical West Highland Line scenery.

Scenery from the train by csd75, on Flickr

14. Although the line continues to Mallaig, the Caledonian Sleeper terminates in Fort William. As this is a terminal station, trains to and from Mallaig must reverse here, similar to the arrangements in Kilkenny.

IMG_7445 by csd75, on Flickr

15. An overview of Fort William station. The lines to Mallaig and Glasgow diverge behind us, a few hundred metres from the platforms where the signal box is located (Fort William station and junction area has its own signal cabin and isn't under RETB control. As well as our sleeper train, a West Coast Railways Class 37 loco is also visible.

Fort William by csd75, on Flickr

Hope you enjoyed the virtual trip!

/csd