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==History==
==History==
The first [[sleeping car]] train on the [[Great Western Railway]] was introduced at the end of 1877 for a service from [[London Paddington station]] to [[Plymouth Millbay railway station|Plymouth]]. This was provided with a {{RailGauge|84}} [[broad gauge]] coaches with two dormitories, one with seven gentlemen’s berths and the other with four ladies’ berths. These were replaced in 1881 by new coaches with six individual compartments.<ref>{{cite book| last = MacDermot| first = E T| title = History of the Great Western Railway |edition= 1|volume= 2 (1863-1921)| publisher = [[Great Western Railway]]| year = 1931| location = London}}</ref>
[[Sleeping car]] trains began in the [[United Kingdom]] in the 19th Century, and provision of sleeping berths between [[Cornwall]] and [[London]] dates back to the [[Great Western Railway]].
The Night Riviera name was coined in the mid 1980s by [[British Rail]] to complement the daytime [[Cornish Riviera Express|Cornish Riviera]] and coincided with the introduction of [[British Rail Mark 3|Mk3]] air-conditioned sleeping cars on this service. Due to the different departure times, the first Night Riviera was the 21:15 departure from Penzance, hauled by a [[British Rail class 47|class 47]] locomotive.


An additional service was soon added from London to {{stnlnk|Penzance}}, which eventually became known as the Night Riviera. For example, in 1920 the two trains left London at 22:00 for Penzance, and at midnight for Plymouth;<ref>{{cite book |title= Time Tables |date= 4 October 1920 |publisher= Great Western Railway |location= London }}</ref> by 1947 they had been brought forward to 21:50 and 23:50.<ref>{{cite book |title= Time Tables |date= 6 October 1947 |publisher= Great Western Railway |location= London }}</ref> Under [[British Railways]] sleeping cars were limited to just the Penzance service.<ref>{{cite book |title= Western Region Timetable |date= 14 June 1965 |publisher= British Railways |location= London }}</ref>
In 1978 twelve people died and thirteen people were injured in the [[Taunton sleeping car fire]].

On 6 July 1978 the up train left Penzance at 21:30 but never reached London. Approaching {{stnlnk|Taunton}} early the next morning the emergency brake was activated and it came to a stand short of the station with [[Taunton sleeping car fire|one of the coaches on fire]]. This had been caused by dirty linen that had been placed near a heater. Twelve people died and thirteen people were injured.<ref>{{cite book |last= Vaughan |first= Adrian |title= Tracks to Disaster |origyear= 2000 |year= 2003 |publisher= Ian Allan Publishing |location= Hersham |isbn= 0-7110-2985-7 }}</ref> At this time the down train left London at 00:05.<ref>{{cite book |title= Passenger Timetable, Great Britain |date= 2 May 1977 |publisher= British Rail |location= London }}</ref>

On July 11 the London – Penzance sleeper service was relaunched with its new 'Night Riviera' name which was designed to complement the long-established daytime [[Cornish Riviera Express|Cornish Riviera]]. New [[British Rail Mark 3|Mark 3]] air-conditioned sleeping cars were introduced on this service which incorporated many new safety features that had been lacking in the [[British Rail Mark 1|Mark 1]] cars that had caught fire at Taunton a few years before.<ref name=MR420>{{cite journal | title = Night Riviera cuts sleeper travel costs | journal = Modern Railways | volume = 40 | issue = 420 | pages = 454 | publisher = Ian Allan Publishing | id = ISSN 0026-8356 | date = 1983 }}</ref> These were the first on the route to feature controlled emission toilets and so discharge facilities had to be provided at [[Penzance TMD]] and [[Laira TMD]] in Plymouth where the coaches were serviced, although for the time being the coaches were taken from Paddington to the [[Willesden TMD]] for discharging as [[Old Oak Common]] was not initially fitted with such equipment.<ref>{{cite journal | last = Abbott | first = James | title = Controlled emission toilets | journal = Modern Railways | volume = 40 | issue = 421 | pages = 554 | publisher = Ian Allan Publishing | id = ISSN 0026-8356 | date = 1983 }}</ref> A new priceing scheme was also introduced. Instead of paying a sleeping berth supplement on top of the fare for the journey, all inclusive fares were introduced that were set at competitive rates. The seating coaches that formed part of the train were mainly [[British Rail Mark 2|Mark 2]] coaches.<ref name=MR420/> The train by now was again leaving London at midnight, actually shown in the timetables as 23:59.<ref>{{cite book |title= British Rail Passenger Timetable |date= 29 September 1986 |publisher= British Railways |location= London }}</ref>
⚫
[[File:British Rail Mark 3A SLEP 10590 at Penzane.JPG|thumb|right|The recently replaced green-and-white livery]]
Motive power continued to be provided by a [[British Rail class 47|class 47]] locomotive. Privatisation saw the service become part of the [[Great Western Trains]] franchise and the train received their green livery. The business was later sold on to become [[First Great Western]]. For a while [[Motorail]] coaches were conveyed on certain days, but there proved to be insufficient traffic and so this was withdrawn in 2005{{fact}}. Following the franchise being relet – and retained by First Great Western – the service was revised in December 2006. The coach that used to be detached at Plymouth was withdrawn as it typically only carried four passengers; the train still calls but passengers need to alight straight away rather than stay in their berths until ready to leave. At the same time, the call at {{stnlnk|Bristol Temple Meads}} was withdrawn so that the train could use a variety of routes depending on overnight engineering needs.<ref>{{cite journal | last = Perren | first = Brian | title = First Group’s ten-year plans for the Western | journal = Modern Railways | volume = 63 | issue = 697 | pages = 61–66 | publisher = Ian Allan Publishing | id = ISSN 0026-8356 | accessdate = }}</ref> The old locomotives were retired and replaced in 2004 by re-engined class 47s, now known as [[British Rail Class 57|class 57]].{{fact}} The train was refurbished in 2008 and repainted into [[First Group]] blue livery and the seated coaches are nowdern Mark 3 vehicles fitted with redundant first class seats recovered from [[Inter City 125]] trains.<ref>{{cite journal | last = Marsden | first = Colin J | title = Night Riviera refurbished | journal = Modern Railways | volume = 65 | issue = 719 | pages = 70 | publisher = Ian Allan Publishing | date = 2008 | id = ISSN 0026-8356 }}</ref>


== Current operations ==
== Current operations ==
⚫
[[File:British Rail Mark 3A SLEP 10590 at Penzane.JPG|thumb|left|The recently replaced green-and-white livery]]
The service is usually hauled by one of four dedicated [[British Rail Class 57|Class 57]] locomotives. The locomotives and rolling stock did not receive First's new corporate colours of blue and pink in 2000, but have now mostly been painted in the new "Dynamic Lines" livery and "Power Car Blue" to match the [[High Speed Train|HST]] stock. In 2006 the Mark 2 day coaches were replaced with newer Mark 3 day coaches formerly operated by [[Virgin Trains]], with the green and gold colours applied to match the rest of the train, but now repainted into house colours. The rolling stock was refurbished at Wolverton Works during 2007-2008, the locomotives receiving remedial attention and a repaint at Brush-Barclay in Kilmarnock.
The service is usually hauled by one of four dedicated [[British Rail Class 57|Class 57]] locomotives. The locomotives and rolling stock did not receive First's new corporate colours of blue and pink in 2000, but have now mostly been painted in the new "Dynamic Lines" livery and "Power Car Blue" to match the [[High Speed Train|HST]] stock. In 2006 the Mark 2 day coaches were replaced with newer Mark 3 day coaches formerly operated by [[Virgin Trains]], with the green and gold colours applied to match the rest of the train, but now repainted into house colours. The rolling stock was refurbished at Wolverton Works during 2007-2008, the locomotives receiving remedial attention and a repaint at Brush-Barclay in Kilmarnock.


Revision as of 13:09, 9 October 2009

Night Riviera
Franchise(s)Part of Greater Western franchise
Main route(s)London - Cornwall
Other route(s)
None
Fleet size4 Class 57 locomotives
18 Mark 3 coaches (seated and sleeper)
Stations called at
15
Parent company
First Great Western
Other
Websitewww.firstgreatwestern.co.uk/Content.aspx?id=1555

The Night Riviera is a sleeper train service operated by First Great Western. It is one of only two remaining sleeper services on the railway in Great Britain (the other being the Caledonian Sleeper). It runs two trains per night, six days a week (Sun-Fri) between London Paddington and Penzance, with one train departing in each direction.

History

The first sleeping car train on the Great Western Railway was introduced at the end of 1877 for a service from London Paddington station to Plymouth. This was provided with a 84 broad gauge coaches with two dormitories, one with seven gentlemen’s berths and the other with four ladies’ berths. These were replaced in 1881 by new coaches with six individual compartments.[1]

An additional service was soon added from London to Penzance, which eventually became known as the Night Riviera. For example, in 1920 the two trains left London at 22:00 for Penzance, and at midnight for Plymouth;[2] by 1947 they had been brought forward to 21:50 and 23:50.[3] Under British Railways sleeping cars were limited to just the Penzance service.[4]

On 6 July 1978 the up train left Penzance at 21:30 but never reached London. Approaching Taunton early the next morning the emergency brake was activated and it came to a stand short of the station with one of the coaches on fire. This had been caused by dirty linen that had been placed near a heater. Twelve people died and thirteen people were injured.[5] At this time the down train left London at 00:05.[6]

On July 11 the London – Penzance sleeper service was relaunched with its new 'Night Riviera' name which was designed to complement the long-established daytime Cornish Riviera. New Mark 3 air-conditioned sleeping cars were introduced on this service which incorporated many new safety features that had been lacking in the Mark 1 cars that had caught fire at Taunton a few years before.[7] These were the first on the route to feature controlled emission toilets and so discharge facilities had to be provided at Penzance TMD and Laira TMD in Plymouth where the coaches were serviced, although for the time being the coaches were taken from Paddington to the Willesden TMD for discharging as Old Oak Common was not initially fitted with such equipment.[8] A new priceing scheme was also introduced. Instead of paying a sleeping berth supplement on top of the fare for the journey, all inclusive fares were introduced that were set at competitive rates. The seating coaches that formed part of the train were mainly Mark 2 coaches.[7] The train by now was again leaving London at midnight, actually shown in the timetables as 23:59.[9]

The recently replaced green-and-white livery

Motive power continued to be provided by a class 47 locomotive. Privatisation saw the service become part of the Great Western Trains franchise and the train received their green livery. The business was later sold on to become First Great Western. For a while Motorail coaches were conveyed on certain days, but there proved to be insufficient traffic and so this was withdrawn in 2005[citation needed]. Following the franchise being relet – and retained by First Great Western – the service was revised in December 2006. The coach that used to be detached at Plymouth was withdrawn as it typically only carried four passengers; the train still calls but passengers need to alight straight away rather than stay in their berths until ready to leave. At the same time, the call at Bristol Temple Meads was withdrawn so that the train could use a variety of routes depending on overnight engineering needs.[10] The old locomotives were retired and replaced in 2004 by re-engined class 47s, now known as class 57.[citation needed] The train was refurbished in 2008 and repainted into First Group blue livery and the seated coaches are nowdern Mark 3 vehicles fitted with redundant first class seats recovered from Inter City 125 trains.[11]

Current operations

The service is usually hauled by one of four dedicated Class 57 locomotives. The locomotives and rolling stock did not receive First's new corporate colours of blue and pink in 2000, but have now mostly been painted in the new "Dynamic Lines" livery and "Power Car Blue" to match the HST stock. In 2006 the Mark 2 day coaches were replaced with newer Mark 3 day coaches formerly operated by Virgin Trains, with the green and gold colours applied to match the rest of the train, but now repainted into house colours. The rolling stock was refurbished at Wolverton Works during 2007-2008, the locomotives receiving remedial attention and a repaint at Brush-Barclay in Kilmarnock.

The westbound service operates with headcode 1C99; the reverse as 1A40.

Route

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† Limited or asymmetric service |} Unlike the Caledonian Sleeper, the only other current UK sleeper service, the Night Riviera operates along a single route. From London Paddington, the train stops first at Reading then has a long run without advertised stops to Taunton. This allows it to be use a variety of different routes depending on engineering work or other blockages each night:

At London Paddington

It then continues to Exeter St Davids, Newton Abbot and Plymouth. The train then crosses into Cornwall and calls at Liskeard then most stations down the Cornish Main Line to the terminus at Penzance.

The 2009 timetable serves Totnes, Lostwithiel and Hayle in one direction only with no service stops at Par or Taunton for the eastbound train on Sunday night/Monday morning.[12]

Amenities

The Night Riviera operates Standard Class only. Passengers pay standard fares, with extra charges for sleeping berths (a single berth is more expensive per person than a double berth). Sleeper passengers receive the following amenities:

  • Dedicated steward to provide an at-seat food and beverage service
  • Air-conditioned sleeper berths
  • A toiletry pack
  • Morning wake up call
  • Newspaper and breakfast
  • Use of First Class Lounge on arrival in Paddington, including refreshments
  • Use of showers for sleeper berth passengers upon arrival at Paddington.
  • Free taxi transfer from Paddington to St Pancras International for Eurostar passengers

The Night Riviera was also responsible for pulling the last Motorail service on British railways; the Friday Night Riviera had special carriages capable of accommodating a number of cars which were pulled as part of the train. This service was only available in the summer from May to September, but was permanently withdrawn after 2005.

  • A sleeper coach
    A sleeper coach
  • Kitchen car
    Kitchen car
  • Seated accommodation
    Seated accommodation
  • Guard's coach with seats
    Guard's coach with seats

References

  1. ^ MacDermot, E T (1931). History of the Great Western Railway. Vol. 2 (1863-1921) (1 ed.). London: Great Western Railway.
  2. ^ Time Tables. London: Great Western Railway. 4 October 1920.
  3. ^ Time Tables. London: Great Western Railway. 6 October 1947.
  4. ^ Western Region Timetable. London: British Railways. 14 June 1965.
  5. ^ Vaughan, Adrian (2003) [2000]. Tracks to Disaster. Hersham: Ian Allan Publishing. ISBN 0-7110-2985-7.
  6. ^ Passenger Timetable, Great Britain. London: British Rail. 2 May 1977.
  7. ^ a b "Night Riviera cuts sleeper travel costs". Modern Railways. 40 (420). Ian Allan Publishing: 454. 1983. ISSN 0026-8356.
  8. ^ Abbott, James (1983). "Controlled emission toilets". Modern Railways. 40 (421). Ian Allan Publishing: 554. ISSN 0026-8356.
  9. ^ British Rail Passenger Timetable. London: British Railways. 29 September 1986.
  10. ^ Perren, Brian. "First Group's ten-year plans for the Western". Modern Railways. 63 (697). Ian Allan Publishing: 61–66. ISSN 0026-8356.
  11. ^ Marsden, Colin J (2008). "Night Riviera refurbished". Modern Railways. 65 (719). Ian Allan Publishing: 70. ISSN 0026-8356.
  12. ^ "National Rail Timetable 135 (Summer 2009)" (PDF). Network Rail. Retrieved 2009-05-11.

External links


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