Anyone Been on a Train Recently?

Megahurtz400 said:
Get a train into London from Essex multiple times a month.

With a network railcard, a return is £30.

My partner lives in London so between us usually three weekends month one of us will be on the train.

Of the three years I’ve been doing this, I’ve maybe experienced one major delay, and apart from rail replacement works (which usually are pain free, just take a bit longer) the service has been flawless.

Probably more expensive, depending on having to pay for parking, but endlessly more enjoyable than dealing with traffic and idiots on the roads.

Sit there and look at the world go by, even when you’re horrendously hungover and not safe to drive anyway!

I’m on a train right now!

e: It seems I missed the drama, why is everyone ignoring it?!

@Diddums tell us more tell us more!
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London is very much the exception when it comes to public transport in the UK.

You'd think as the 2nd biggest city, Birmingham would have a decent service, but when my other half used to get the train to work and back, she'd have at least 1 cancelled journey per week (more often 2-3), and 3-4 delayed by 30+ minutes.

We used to be able to claim back 20-30% of her season ticket in delay repay every month!

My experience ~10 years ago was very similar :(
 
MichaelAwkward said:
Throughout the 70s and 80s BR had been improved immeasurably in structure and operations from the Big Four inherited legacy it was carrying through the 50s and 60s but was then held back by underfunding and government policy in other areas of transport (car ownership etc) also didn’t help.

BR as a vertically integrated state entity could have been a success. We all now look at other countries with envy and ask why we can’t have those things - we could have, just nobody wanted to pay for it and getting it back now is an even bigger ask.
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The post nationailsation BR was a disparate group of semi autonomous regional entities with each having its own preference for locomotive power.

You had the western region with its largely failed diesel hydraulic experiment while, on the east coast, you had the hugely successful Deltics.

Not exactly a joined up operation but if the whole network could have emulated the standards of the eastern region/LNER, it may have been different.
 
Every time we consider taking a train at the weekend for a city break, or to travel out to allow the train to take the strain, there's a replacement bus services instead.
 
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aVdub said:
Every time we consider taking a train at the weekend for a city break, or to travel out to allow the train the take the strain, there's replacement a bus services instead.
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Yes, which can be a nightmare when it needs to stop at every station to pick up passengers, particularly when the station is in the middle of a large population centre
 
aVdub said:
When does a thread ever stay on topic on the wonderweb?
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Rarely, if ever! Threads on the "wonderweb" (love that term!) have a knack for evolving (or devolving) into a kaleidoscope of tangents. Whether it's a serious discussion spiraling into meme territory or a hyper-focused thread transforming into a debate about pineapple on pizza, the internet is fueled by its chaotic energy.

That said, it's part of the charm—some of the best insights and funniest moments come from those unexpected detours!
 
That Jekka Gal said:
You had the western region with its largely failed diesel hydraulic experiment while, on the east coast, you had the hugely successful Deltics.
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That's not exactly true. While the Western Region diesel Hydraulics did have their problems initially (as do most newly introduced loco's and units) once sorted they were very reliable, especially the class 52 "Western's" and class 35 "Hymek's". They were only phased out due to them being classed as "non-standard" by the BR Board and the last of the Westerns was withdrawn in 1977, 16 years after the first was introduced in 1961. The Class 55 Deltics, also introduced in 1961, were designed for use on the east coast mainline (ECML) between Edinburgh and London. The ECML was upgraded to 125mph running in 1978 as the HST's started to take over the Deltic's duties. The Deltic's were also classed as non-standard and all 22 were withdrawn by January 1982 as a result of being displaced by the HST's and expensive running costs due to their pair of Napier Deltic two stroke engines. Ironically in 1962 a Deltic bodyshell with a single 2700hp English Electric four stroke engine called DP2 (Diesel Prototype 2) and was considered a great success in it's 5 years of running. Sadly it was involved in a terrible accident in 1967 when it ran into the back of a derailed goods train. Nevertheless, it was such a success it led to the fifty class 50 Diesel Electrics (albeit with a different bodyshell) which were originally used on the West Coast Mainline until electrification when they were passed to the Western Region and replaced the class 52 Westerns.

One thing you can't get away from is that the original post is quite correct about the comfort of these modern trains since privatisation. Passenger comfort has gone out of the window now. The Hitachi trains are notoriously uncomfortable with thinly padded seats and upright seating positions (in standard class anyway). Previously I didn'y think that any train could be more uncomfortable than the Voyager 4 and 5 car units but these Hitachi units take the biscuit. Back in BR days all coaches and Locomotives were UK built, in the later years many by BR's own engineering division, BREL (British Rail Engineering Limited). I think that the MK1 and MK2 coaches were by far the most comfortable we have ever had in the UK. The MK 1's, especially the corridor composites that had the corridor down one side and the seats divided up into compartments were particularly comfortable with deep padded and sprung seats, a window you could open and your own heating control for the compartment as well as reading lights above the seats. The MK 2's did away with the compartments but the seats were still very comfortable with wrap around headrests and a table for every group of four seats. The Mk 2D onwards introduced sealed windows and air conditioning. The MK 3's were introduced with the HST prototype in 1972 before coming into full service with the production HST's. Later a loco hauled version was introduced after line speeds on several routes were increased past 100mph. Several coaches of the Royal Train are MK3's. The MK4's were introduced with the Class 91 IC225 fixed sets on the ECML but sadly they have been replaced by the awful Hitachi units now and the majority of the MK4's, Class 91's and DVT's have gone for scrap although Transport for Wales still use some MK 4's and DVT's on loco hauled services.

There isn't a single British owned mainline rail locomotive/carriage manufacturer left now and most rolling stock is imported in kit form to be assembled in the UK or imported completed. We have locomotives and rolling stock imported from Germany, Spain, USA/Canada, Belgium, Italy, Switzerland, Japan and probably other countries as well. Since privatisation the priority has been cramming in the maximum number of seats at the expense of passenger comfort and almost the complete removal of buffet/restaurant cars on scheduled passenger services. You can't even be guaranteed of a window next to your seat these days due to the ridiculous positioning of seats next to a bodyshell pillar.

The majority of trains these days are 2, 3, 4 and 5 car fixed units and overcrowding has gone beyond ridiculous levels. Back in the 60's the average train was 11-14 coaches. In the 70's 9-10 coaches. In the 80's and early 90's it was 7-9 coaches then privatisation reared it's ugly head and British Rail was divided up into sectors and trains "rationalised" to make it look attractive to potential buyers and trains became shorter and units started replacing locomotive hauled trains as they were cheaper to run with their multiple smaller engines and fixed sets not needing to have a locomotive "run around" it's train at the end of it's journey. Thus was born the lack of capacity and lack of passenger comfort that we have today. I saw pictures just before Christmas of passengers crammed into 5 car Hitachi units like sardines because the operator cancelled the train in front of it due to a lack of train crew and everyone were trying to get home on the services that were left. People were squeezed so tight that they had touble closing the doors. Not only is this massively uncomfortable, it is also highly dangerous. I dread to think of what could have happened if the train was involved in a high speed derailment (line speed was 125mph) or any other type of crash.

Something drastically has to change on our railways if they want to encourage more people onto trains and out of their cars. Currently it's expensive, uncomfortable and you can't even guarantee that you will get to your destination as trains keep being cancelled due to no driver being available to take the train forward and passengers being dumped on the platform and left to fend for themselves. There was a lot wrong with British Rail but at least you eventually got to where you were going in the majority of cases and a bit of wind or snow didn't stop the trains from running apart from in extreme cases.

No I am not a "spotter", just very interested in railways since a little boy and I have amassed a huge collection of books, many of which are focussed on the Western Region, in particular Devon and Cornwall.
 
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@pastymuncher you may have seen this, it randomly popped up in my feed (presumably due to my drunk obsession of listening to old diesels cold-starting), but if not, have a watch, bloody interesting part of train history:

 
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Yes iv used the train in longer distance trips but not shorter ones. IE I don't use it as a commuting option as the nearest station is 2 miles away . But for getting to and from london airport etc it's been more convenient.

Not having to pay ulez for certain trips, not having to worry about parking or driving.

GWR usually operate a buffet trolley, although if it's busy they may not offer it.
 
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pastymuncher said:
That's not exactly true. While the Western Region diesel Hydraulics did have their problems initially (as do most newly introduced loco's and units) once sorted they were very reliable, especially the class 52 "Western's" and class 35 "Hymek's". They were only phased out due to them being classed as "non-standard" by the BR Board and the last of the Westerns was withdrawn in 1977, 16 years after the first was introduced in 1961. The Class 55 Deltics, also introduced in 1961, were designed for use on the east coast mainline (ECML) between Edinburgh and London. The ECML was upgraded to 125mph running in 1978 as the HST's started to take over the Deltic's duties. The Deltic's were also classed as non-standard and all 22 were withdrawn by January 1982 as a result of being displaced by the HST's and expensive running costs due to their pair of Napier Deltic two stroke engines. Ironically in 1962 a Deltic bodyshell with a single 2700hp English Electric four stroke engine called DP2 (Diesel Prototype 2) and was considered a great success in it's 5 years of running. Sadly it was involved in a terrible accident in 1967 when it ran into the back of a derailed goods train. Nevertheless, it was such a success it led to the fifty class 50 Diesel Electrics (albeit with a different bodyshell) which were originally used on the West Coast Mainline until electrification when they were passed to the Western Region and replaced the class 52 Westerns.

One thing you can't get away from is that the original post is quite correct about the comfort of these modern trains since privatisation. Passenger comfort has gone out of the window now. The Hitachi trains are notoriously uncomfortable with thinly padded seats and upright seating positions (in standard class anyway). Previously I didn'y think that any train could be more uncomfortable than the Voyager 4 and 5 car units but these Hitachi units take the biscuit. Back in BR days all coaches and Locomotives were UK built, in the later years many by BR's own engineering division, BREL (British Rail Engineering Limited). I think that the MK1 and MK2 coaches were by far the most comfortable we have ever had in the UK. The MK 1's, especially the corridor composites that had the corridor down one side and the seats divided up into compartments were particularly comfortable with deep padded and sprung seats, a window you could open and your own heating control for the compartment as well as reading lights above the seats. The MK 2's did away with the compartments but the seats were still very comfortable with wrap around headrests and a table for every group of four seats. The Mk 2D onwards introduced sealed windows and air conditioning. The MK 3's were introduced with the HST prototype in 1972 before coming into full service with the production HST's. Later a loco hauled version was introduced after line speeds on several routes were increased past 100mph. Several coaches of the Royal Train are MK3's. The MK4's were introduced with the Class 91 IC225 fixed sets on the ECML but sadly they have been replaced by the awful Hitachi units now and the majority of the MK4's, Class 91's and DVT's have gone for scrap although Transport for Wales still use some MK 4's and DVT's on loco hauled services.

There isn't a single British owned mainline rail locomotive/carriage manufacturer left now and most rolling stock is imported in kit form to be assembled in the UK or imported completed. We have locomotives and rolling stock imported from Germany, Spain, USA/Canada, Belgium, Italy, Switzerland, Japan and probably other countries as well. Since privatisation the priority has been cramming in the maximum number of seats at the expense of passenger comfort and almost the complete removal of buffet/restaurant cars on scheduled passenger services. You can't even be guaranteed of a window next to your seat these days due to the ridiculous positioning of seats next to a bodyshell pillar.

The majority of trains these days are 2, 3, 4 and 5 car fixed units and overcrowding has gone beyond ridiculous levels. Back in the 60's the average train was 11-14 coaches. In the 70's 9-10 coaches. In the 80's and early 90's it was 7-9 coaches then privatisation reared it's ugly head and British Rail was divided up into sectors and trains "rationalised" to make it look attractive to potential buyers and trains became shorter and units started replacing locomotive hauled trains as they were cheaper to run with their multiple smaller engines and fixed sets not needing to have a locomotive "run around" it's train at the end of it's journey. Thus was born the lack of capacity and lack of passenger comfort that we have today. I saw pictures just before Christmas of passengers crammed into 5 car Hitachi units like sardines because the operator cancelled the train in front of it due to a lack of train crew and everyone were trying to get home on the services that were left. People were squeezed so tight that they had touble closing the doors. Not only is this massively uncomfortable, it is also highly dangerous. I dread to think of what could have happened if the train was involved in a high speed derailment (line speed was 125mph) or any other type of crash.

Something drastically has to change on our railways if they want to encourage more people onto trains and out of their cars. Currently it's expensive, uncomfortable and you can't even guarantee that you will get to your destination as trains keep being cancelled due to no driver being available to take the train forward and passengers being dumped on the platform and left to fend for themselves. There was a lot wrong with British Rail but at least you eventually got to where you were going in the majority of cases and a bit of wind or snow didn't stop the trains from running apart from in extreme cases.

No I am not a "spotter", just very interested in railways since a little boy and I have amassed a huge collection of books, many of which are focussed on the Western Region, in particular Devon and Cornwall.
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Very informative post.

Yes, I remember the Westerns very well for the distinctive sound of the engine as much as anything. You always knew when a Wezzie was coming down the tracks. I did read somewhere, though, that they were phased out as the diesel hydraulic transmission was nowhere near as efficient as that of the diesel electrics.

Wasn"t aware of the previous life of the class 50,or Hoover, though. That was one of 2 locos used on Western region services fromBristol to London - the other being the class 47, Brush 4. I can also remember the HST prototype, 252001, plying that same route back in the day.

Oddly enough, talking of loco hauled services, GWR (or FGW) did run a seasonal service from Bristol to Weymouth until comparatively recently (10 yrs, or so ago) - it was a double header wih 2 class 31s up front and, unsurprisingly, it was very popular. Used it myself a couple of times but wouldn't dream of getting on one of those 2 car bog units that currently serve that route.

I believe there are still occassional loco hauled services (class 37s) up on the west coast of Scotland but, unless you're a dedicated basher, you're not likely to be ever riding on one.

Not a spotter either but both my brothers were gricers and the London to Bath line ran past my old school so I picked up more than a passing knowledge from my fellow classmates for whom trains were a pleasant diversion from tedious classes.
 
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