Luggage space causes a lot of grumbles. Once there were guards vans, but this all came to an end in the 1980s, when the oily Cecil Parkinson – then transport supremo – made it clear that the vans would not replaced because railways were as good as dead.

The railways desperately needed new trains to replace 1950s rolling stock and Parkinson (read Margaret Thatcher) was hoping to sweep local rail services away and replace them with buses. In the end, the bus venture foundered, but Cecil got his revenge by forcing the railways to build cheap and nasty trains, fitted with lots and lots of seats.

This looked mighty cost-effective on paper, and seats – as any passenger will tell you – are generally a good thing, But for those with luggage, bicycles, prams or wheelchairs (almost everyone, in other words), the new trains proved deeply unpopular.

The Class 150 ‘Sprinter’ was typical of this new generation. Nearly 150 seats were crammed into two carriages – three abreast on one side of the narrow aisle and two on the other. Initially the trains had no tables, and no provision for luggage, although common sense has prevailed over the years, with seats being removed, albeit in a piecemeal and random fashion to make way for luggage. Most Sprinters now have space for a portable wheelchair ramp, and either one or two folding bench seats per two-car train for bicycles and/or other luggage.These changes have reduced the seating capacity to 142 in some units, but helped to keep the trains flexible in day-to-day service.

…there’s plenty of luggage space where it’s most needed, but extra passenger seats when required…

For the Westcountry, at least, the situation is about to change, following some clever design work.Wealthier train operators are simply replacing the elderly Sprinters, but for the cash-strapped Wessex,Wales & Borders and Valley Lines TOCs, new vehicles were not an option. Instead, the decision was made to refurbish the 15 year old trains, at a cost of £75,000 a time. A few units have already been completed at Canton Depot in Cardiff, and the final trains in the 25 strong fleet should be back in service by Autumn 2003.

The refurbished two-car units provide a mix of ‘traditional’ airplane-style seating, plus seven tables with facing seats, and 25 tip-up seats located close to the doors.These trains need to handle holiday crowds and peak hour commuter traffic (often on the same day), so the aim has been to provide plenty of luggage space where it’s most needed, but extra passenger seats when required.The area around the doors has always been spacious, but now for the first time, there are two tip-seats in each vestibule.

Perhaps the most welcome change is the removal of the much maligned three/two abreast seating formation, and replacement with a more conventional two/two abreast arrangement.The result is a fresher, more open appearance, and a conventional width gangway, against a mere 42cm on the old Sprinters.

The bike space is still there, but instead of a crude tip-up bench seat, the company has fitted three individual tip-seats on either side of the carriage. A bicycle still occupies three full seats, but several folding bikes or items of luggage can now be accommodated along with one or two passengers as required. And if a group of bikes are travelling at a quiet time, they can be placed both sides of the carriage – room for about six bikes in all.

Thanks to the new tipping seats, the overall seating capacity of the two-car units has barely changed at 141.This is effectively an increase because the old three-abreast seats were rarely filled. On the outside, the trains are locally ‘branded’, with large graphics on Welsh,Wessex or Westcountry themes.

For folding bike commuters, the new trains are a big advance, providing enough room for ten or more bikes per carriage without any serious loss of passenger space.

It’s nice to have some good railway news for a change.The Cardiff team has effectively produced a new train at a fraction of the cost of the real thing. For those still living with old-style Sprinters, refurbishment can make a real difference at a reasonable cost.This sort of make over should pay dividends very quickly, both in terms of passenger comfort and financial return.

For further information contact Richard Gibson, head of Public Affairs,Wessex Trains tel 01392 473117 mail richard.gibson@wessextrains.co.uk