The ‘Fishguard Flyer’ has a problem…
It may be the only express service into and out of south-west Wales, but in the fairly recent past the daytime Fishguard ‘boat train’ was, for some years, deliberately worked by class 150 DMUs. At the time, the service was the 10:57 Cardiff to Fishguard and 13:30 return, at one point continuing to Cheltenham Spa. At the time of writing (March/April 2017), the eastbound service now terminates at Cardiff Central, while the westbound train has been extended to start back from Newport. I believe Arriva Trains Wales now diagram a class 158 on the working, but that may have changed again. Even if a 158 is diagrammed, it seems that class 150s still appear regularly as stand-ins (presumably because the 158s are required in mid and north Wales).
Whether by design or out of necessity this is, in my opinion, a serious problem. The class 150 is, essentially, an inner-suburban design; although the ones in ATW’s fleet have 2+2 seating rather than the even higher-density 2+3 arrangement some other operators have on class 150s. The wide doors are of the recessed, ‘metro-sliding’ type; faster to open/close than plug doors but requiring a large section of windowless wall for the door to slide into. This means that not only is floor space lost to wide standing areas just inside the doors but the seats adjacent to the doors have no window.
Even passengers who do get a window don’t have a great journey; there are very few tables (and on ATW’s units these are not ideally aligned with the windows either) and the rest of the seats lack legroom. While the same could be said for the class 153s, the single-car ‘Super Sprinters’ do at least have smaller doors at the ends of the carriage, rather than the large ones interrupting the passenger saloon on a class 150 ‘Sprinter’.
As well as being wide and of the recessed type, the passenger doors on a class 150 are located towards the middle of each car (nominally one third and two thirds along). This suburban layout aids the flow of passengers on and of trains, keeping station dwell times to a minimum, but interrupts the passenger saloon area. This cannot be helpful for designing a comfortable seating layout that aligns with the windows etc.
The class 150 design then is optimised for busy short-distance stopping trains, with quite a bit of space for standees and short dwell times. But, as I wrote at the beginning, the Fishguard daytime boat train, unofficially known as the ‘Fishguard Flyer’, is an express service. Westbound, it calls only at Cardiff, Bridgend, Llanelli, Whitland and Fishguard & Goodwick (the eastbound working also serves Carmarthen). Even if using a class 158, which has one of the slowest power-door systems in use, instead of a 150 adds a minute at each station the limited calling pattern that’s only five or six minutes on the whole journey. On a service that takes 2 and a half hours between Fishguard & Cardiff that’s a small price to pay for a comfortable journey (150s are so uncomfortable that I have generally had enough after an hour). A 158 probably would make up some of the time anyway by running above the 150’s max speed of 75mph on parts of the line between Bridgend and Briton Ferry, and I doubt the difference in dwell time would be as much as a minute per station in most cases. That’s because the narrow doors on a 158 don’t seem to be too much of an impediment when passenger numbers are within the capacity of the unit; I expect it is when passengers have to stand that the aisle gets clogged and dwell times go through the roof if the train has the passenger doors at the vehicle ends. If the railway was run in the interests of passengers, long-distance and fast services would always be formed of trains of sufficient length to seat all passengers; so stop wasting saloon space with wide doors and give us some legroom instead.
Suburban Express? It’s an oxymoron; sort it.
There’s a general point here for the next Wales & Borders rail franchise here too, as well as the specific one about the Fishguard service. Suburban trains (those with ‘doors at thirds’) cannot provide maximum comfort and are therefore only acceptable on short-distance services with frequent stops and large volumes of passengers, because it is in those cases that units suitable for longer journeys (ie. with doors at the vehicle ends) suffer from extended dwell times (and more stops means those dwell times have a bigger overall impact).