Passenger Train Variations

On-train Refreshment Facilities

For all but the shortest of journeys many railways provide their passengers with on-board refreshment facilities.

In theory the refreshments available will vary depending on the type and duration of the journey the train is undertaking; this section looks at some of the options.

Traditionally InterCity trains on busy trunk routes would offer a full restaurant service using passenger coaches dedicated to the diners. Sometimes there would even be several dining cars (often one each for first and third class passengers) plus a kitchen car too. Restaurant services such as this are labour intensive - often requiring two chefs and at least two or three servers - so can be expensive to operate. They are also the most difficult form of refreshment facility to manage as passengers tend to arrive en masse (at stations) and all want their exquisitely prepared meals 'asap' so that they can enjoy maximum eating time before the train arrives at their destination station. This puts the on-train chef's under immense pressure to work very fast in a cramped and swaying kitchen section. The limited space also restricts the menu options which can be unfortunate if the choice of what is available is unsuitable for some people's dietary requirements (eg. vegetarians).
Having eaten and paid, on busy trains passengers would then be requested to relocate to seats elsewhere on the train because by lingering in the dining car they could be denying other passengers a chance of a meal.

On secondary routes food, if served on the trains, would be purchased from a buffet coach which would also include seated (and perhaps standing) areas for passengers to consume their purchases.

Nowadays it is rare for there to be more than one restaurant coach on a train, and usually it will be next to the first class seating area - or even included as part of the first class seating area. This is because providing refreshment facilities is not just expensive in terms of staff costs but the dedicated eating area can also reduce the overall passenger capacity (and hence perceived potential profitability) of the train. Unfortunately many of our InterCity railcos treat standard class passengers as "second class" and only allow then to use the restaurant if the first class passengers have not completely filled it. Often restaurant services are only available Monday-Friday daytimes - ie: not late evenings, at weekends or on public holidays.

Since privatisation some railcos (especially some of the longer distance railcos) have made significant investments in the range and quality of the foods their restaurants offer to passengers, with some of them winning cordon bleu awards for their fare. Meanwhile, some other railcos (even longer distance railcos) have effectively downgraded their refreshment facilities to mirror the facilities as offered by the "full service" airlines. Usually this includes completely abolishing the restaurant coach and serving (first class) passengers at their seats.

Many railcos also offer first class passengers complimentary newspapers and light refreshments, which during the week will usually be served at their seats by a steward, although at weekends and on public holidays the passengers may have to collect these from the buffet.

Meanwhile standard class passengers can buy food from the buffet or refreshment trolley, whichever is available. Or they can consume their own food, for instance bought at the station before joining the train. Most modern trains provide every passenger a table (fixed or airline-style fold-down) for this purpose (except on trains designed for very short journeys).

As speeds increase and journey times shorten so there is an increased likelihood of arriving at a person's chosen destination before having had enough time to eat a meal - and pay for it! Especially when (as with any quality restaurant) the time taken for the chef to personally prepare the fresh food and cook the meal is also taken into account.

The airline industry has also experienced these issues, plus has found that because of the very limited space on the aircraft the preparation of meals for every passenger can be physically "very challenging".

The "full service" airlines deal with these issues by serving their passengers complimentary 'tray' meals which are prepared in advance (at a central catering facility off the aircraft) with hot foods being rapidly reheated / warmed up (often in a microwave oven) before serving. Meanwhile on all but the shortest flights the "budget" airlines usually sell light refreshments from trolleys which the crew wheel along the galley.

Some rail services now emulate the airlines by offering their first class passengers airline style at-seat complimentary drinks and 'tray' meals which are also prepared in advance at a central catering facility, and (some of them) even offer the option whereby passengers who require special meals (eg: vegetarian, ceoliac, gluten-free, etc.,) can pre-book them in advance of travelling. (Sometimes breakfast also includes some non-tray items too, such as breads and croissants, as seen below - right).

As with the budget airlines, standard class passengers must buy their refreshments - either from the buffet carriage or from the refreshment trolley, depending on which exist on that service. But then they (usually) paid less for their travel ticket - so the reality is that the so called "complimentary" food which first class passengers receive could more aptly be described as "included in the cost of the travel ticket". (There is no such thing as a "free lunch", as the saying goes).

In Britain safety regulations stipulate that all 'take away' hot drinks must be supplied in carry-bags. This is to prevent passengers from burning their hands (on the plastic cups) when returning to their seats and also to reduce the incidents of passengers who loose their balance on the swaying train from accidentally spilling their very hot drinks onto seated passengers.

Double-deck trains are looked at in greater detail in the section below.

A Few Examples From Japan

The first example comes from one of the very high speed Shinkansen trains. This is seen on the right.

The other examples (below) show the Shimakaze train which is operated by the Kintetsu railway, this being one of the Japanese private railways. This train is used on a scenic route where the journey justifies sightseeing style trains.

Food and drinks are purchased from a servery counter located at one end of the carriage.

The Long Distance InterCity Trains page has a few more photographs showing these trains, including the ability to see out the front / back windows in the two end carriages, the luggage lockers and smoking rooms.

More information about this cafeteria carriage and the entire luxurious train can be found at these links:
http://www.kintetsu.co.jp/senden/shimakaze/en/information/ (also includes a seating plan for the whole train).
http://tokyorailwaylabyrinth.blogspot.co.uk/2015/07/shimakaze-kintetsus-new-flagship-train.html

These trains also include western and Japanese style private rooms (some of which have sofas) and semi-open compartment type seating. These can be seen at this Wikipedia Commons image gallery:
http://commons.wikimedia.org/wiki/Category:Interior_of_Kintetsu_50000_series

Refreshment Trolleys

Not everybody likes walking through the train and queuing to be served at the counter, especially as at busy times the queues can be lengthy, sometimes even extending into the next carriage. Also, some people have difficulty carrying hot food and drinks whilst trying to return to their seats on the gently swaying train - even with the obligatory "carry bags" which prevent burning one's hands when holding hot drinks - so many rail services also provide 'at seat' light refreshment facilities operated by a member of the train crew who walks along the train with a refreshment trolley.

Some of the newest trains being introduced into Britain do not even feature refreshment facilities - the train operators suggest that this is to maximise passenger capacity, especially on routes which feed into our bigger cities which nowadays are seen to be "outer-suburban" - so the refreshment trolley will provide the only on-train refreshment service.

Knowing that not all rail services offer even refreshment trolleys some passengers will buy refreshments from retail outlets at the station before travelling.

In the 1950's and early 1960's the former British railways built several fleets of electric multiple unit trains for services between London and the South and East coasts which were designed to offer passengers InterCity-style facilities - including dedicated buffet (or on the East Coast services Griddle) carriages with seats & tables for passengers to consume their food. Although the swift journey times meant that generally lighter refreshments were more appropriate (and not long leisurely meals) the hot kipper breakfast was especially popular.

However changing demographics and eating habits plus increased operating costs resulted in the demise of the dedicated buffet carriages long before the rest of the trains - well before railway privatisation... Instead the focus of the refreshments was switched to a member of train crew walking through the train with a refreshment trolley - as seen above right.

By summer 2005 virtually all the older slam-door trains had been replaced with new sliding door trains designed for outer-suburban services on which refreshment facilities (if provided at all) are served from refreshment trolleys.

Many passengers also choose to buy their refreshments (especially hot drinks and "snack" type foods) before boarding the trains, usually from sales stalls on the station forecourt / near the ticket hall or on the platforms, as seen above right. This view comes from Baker Street Station on London's Underground where several of the busier stations feature retail outlets selling various types of hot and cold drinks as well as confectionary and snacks. Until WW2 some trains leaving these specific platforms included Pullman carriages which offered cooked meals.

Refreshment facilities at stations are looked at on the Stops & Stations page.

A special challenge comes with double-deck trains as there is the not inconsiderable question of getting the trolley up and down the steps between the various levels.

On the busiest of busy routes it can happen that passengers will have the choice of trolley, buffet and full restaurant services, although as stated earlier for full meals some British rail operators insist on giving preference to first class passengers (that is, if they offer full meals at all) often with 'standard' class passengers being refused full meals service.

Self Service Vending Machines

Both loved and loathed, self-service vending machines are well known as a way of selling goods - including light refreshments - on a 24/7 basis without having to have a member of staff available all the time.

Their use is well-known at places such as railway station platforms (plus the proverbial 1001 other locations) and some railway operators put them inside the trains too. The example shown here comes from Germany but there are others too.

Refreshment Trams

On very busy heavily loaded routes it can arise that overcrowding becomes an issue which restricts the ability of the railway to carry as many passengers as wish to travel. One solution would be to increase the frequency of the trains, however as much as passengers might like a train every few minutes it can happen that too many trains cause congestion on the tracks - especially at locations where many routes converge. Another solution would be to operate longer trains, however this is not just a simple case of attaching extra carriages to the train! For instance: it is also important that station platforms are long enough for the longer trains, and there may need to be (possibly expensive) alterations to the signalling system (and / or track configurations) as it could impede the smooth operations of the railway if trains which had been lengthened started blocking busy junctions when stopped at a red signal.

Where the loading gauge is of sufficient size, the use of double-deck (or bi-level) trains can provide a space (and cost) effective way to carry more passengers, in greater comfort, without the expense of extending platforms, altering signalling systems, etc. To fit both floors within the available loading gauge (so that the train will fit through tunnels, under bridges, a safe distance below overhead power wires, etc.,) some double-decker trains set the bottom deck lower down between the bogies (wheel units), and internally both decks may feature a slightly restricted headroom.

British people often ask why double-deck trains do not exist here too. The reasoning is simple - British trains and railway structures are generally of a less generous loading gauge (ie: smaller size - width & height) than overseas railway systems and therefore for most routes to use double deck trains virtually every bridge would need replacing / raising (or the track lowering to pass under it) plus the tunnels would probably need enlarging too.

In 1946 the Southern Railway built two experimental four carriage bi-level trains (which normally operated together as one eight carriage train) for use on suburban services linking London with Kent.

However it was not a true double decker as the upper-level seats were squeezed in between the lower-level seats to ensure that its overall height would remain within the clearances necessary to pass through tunnels and under bridges. Restricted clearances also meant that the windows for the upper-level compartments were sealed closed, with forced ventilation being provided instead.

The experiment was not deemed to be successful and instead single deck trains were lengthened from eight to ten carriages. Experience found that the upper-levels were somewhat cramped and with the forced ventilation sometimes failing rather stuffy too. In addition, station dwell times were often lengthy - this was attributed to the rather narrow compartment doors which served 22 seats and only permitted one person to pass through at a time.

Further information about these trains can be found at these links:
http://www.semgonline.com/gallery/4dd.html
Bulleid Double Decker Society http://dart75.tripod.com/bdds.htm
http://en.wikipedia.org/wiki/SR_Class_4DD

Several videos which were sourced from newsreels (but no longer with the commentary) showing these trains in action can be found on the ‘YouTube’ film / video website.
http://www.youtube.com/watch?v=evWtXSuMGvY
http://www.youtube.com/watch?v=22FWR3MmBIg
This video shows a prototype mock-up on demonstration. http://www.britishpathe.com/record.php?id=47988

Some modern double-deck trains are of the fixed formation "multiple-unit" type where train's motors / engines and control gear are spread out along the train.

Another option is to use heavy locomotives to haul the carriages in the traditional way. This has the potential to offer the passengers a better quality travelling experience free from motor / engine noise. For the railway operator it also means that when the passenger carriages are not being used (eg: at night or when undergoing scheduled maintenance, etc) the locomotive can be used for other trains.

A third option is to work on the push-pull principle with a locomotive at one end if the train and the carriage at the 'other' end of the train featuring a cab for the train driver. This makes reversing the trains' direction (at termini, etc) much easier as only the train driver must swap from one end of the train to the other end.

As with single deck trains the carriages on double deck trains can either be dedicated solely to passengers of the same ticket "class" - or split between the different classes.

However, with double deckers the possibility exists of splitting the carriage vertically, horizontally, or both!

The former would see both decks split between the two classes whilst the middle option would see the different decks being dedicated to the passengers travelling with each of the two ticket types, with (usually) the upper deck being dedicated to passengers travelling 1st class, and the lower deck for those travelling 2nd (or "standard") class. This is the option which is illustrated here.

The latter option tends to be followed on routes where shorter trains are used (eg: just two passenger carriages) and on commuter routes where fewer passengers travel 1st class. Typically this would mean that just a quarter of the carriage would be dedicated to passengers travelling 1st class.

Another variation with double deck trains is how passengers travel from carriage to carriage. There are three options for this; upper level, lower level. or in-between.

Very High Speed Double-Deck Trains

To cope with increasing passenger numbers the French and the Japanese have some double-deck TGV (Train à Grand Vitesse - Very High Speed Train) and Shinkansen trains.

The French variants are known as TGV Duplex. Each 8 carriage trainset seats 516 passengers - including 184 1st class - this being 40% more than single deck TGV's. As with their single-deck counterparts these trains were also designed to cruise at 300km/h (approx 186mph). To reduce the discomfort from the ear popping sensation when going through tunnels these trains feature airline style pressurised air conditioning.

There are two types of double deck Japanese Shinkansen trains, these being the E1 and the E4, both of which are known by the marketing name "MAX" (Multi-Amenity eXpress). At busy times these trains can be as much as 200% loaded (ie: as many passengers standing as sitting).

The E1 Series Shinkansen were introduced (in 1994) specifically to relieve overcrowding on services used by commuters on the Tohoku Shinkansen and Joetsu Shinkansen, but by 1999 all six trainsets had been transferred to the Joetsu Shinkansen. The E4 Series Shinkansen date from 1997 and were built for commuter service on the Tohoku Shinkansen and Joetsu Shinkansen lines. For extra capacity at busy times two 8 carriage trainsets are coupled together to form 16 carriage trains.

Train Entry

Depending on the train design and platform height passengers may enter either the carriage at an intermediate level (from where they can go upstairs or downstairs) or at the lower level - from where there will be steps to reach the upper level.

Typically double-deck trains will have only one or two doors (or pairs of doors) per carriage. An exception to this can be found on some of the very busy RER (Réseau Express Régional - in English 'Regional Network, Express') trains which serve Paris, France. The reasoning behind this is to reduce station dwell times on what are exceptionally crowded routes that at the busiest times could be carrying as many as 60,000 passengers an hour, per direction.

Whilst externally the trains look virtually identical there are in fact two variants which feature slightly different stair arrangements. The type Z22500 (EOLE) trains are owned by the French mainline railways (SNCF - Société Nationale des Chemins de Fer Français) which uses them on RER line E. On this variant the centre doorway only leads to the lower level seating - apparently the purpose of this arrangement was to create a quieter seating area (on the upper deck) for longer distance regional passengers.

The Z2500 (ALTEO) / MI2N trains are owned by the Parisian urban transport operators (RATP - Régie Autonome des Transports Parisiens) which uses them on RER line A - and with this variant all three sets of doors serve both upper and lower level seating. (MI2N means "Materiel d'Interconnexion à 2 Niveaux" - Double Decker Interconnection Equipment / Rolling Stock).

These trains operate as "multiple-units" with fixed sets of 5 carriages per train offering 528 seats - and standing space for as many again - if not more! Frequently two such units operate as 10 carriage trains. They include small seating sections for passengers who wish to travel first class.

This link http://en.wikipedia.org/wiki/RER will open a Wikipedia page with more information about the Parisian RER.

Bilevel Gallery Cars

When double-deck carriages (bilevel cars) were introduced on North American railways (railroads) they identified a problem in that it would be physically difficult - if not impossible - for the conductor to check and sell tickets, collect payment and sell tickets to such a large concentration of passengers in one car, especially in suburban passenger service, owing to the short distance between stops.

The solution came in the form of the design of the "gallery" car. These features an upper level in the form of twin mezzanines running along both sides of the car, with an open area between them along the centre - hence the term "gallery".

Although it reduced the potential passenger capacity this solution enabled conductor(s) who walk along on the lower level to easily reach up and punch/validate tickets of the passengers seated on the upper level. Passengers would simply place their tickets in clips along a lengthwise panel, located slightly above the conductor's head and within easy reach. The conductor would then quickly check tickets and move to the next car.

Cyclists often complain that they would like to be able to take their bicycles with them when they travel by train so that having arrived at their destination station they can complete their journey on two wheels.

However not all railway (and tramway) operators permit the carrying of large bicycles, although often they will allow the small fold-a-way bicycles to be carried as hand luggage. The issue is that whilst on the train the bicycles have to be located somewhere - and that at busy times this can result in them negatively impacting on other (non-cycling) passengers (blocking seats, taking up space which on busy trains is often already at a premium and possibly even constituting a safety hazard)

On services where bicycles are permitted it sometimes happens that bicycle symbols are displayed on the outside of the carriages which have been designed to accommodate them. This is done partly to help the cyclists find where along the (often long) train the bicycle space is located & to encourage them to use it; but it is also done in the hope that in this way the cyclists will leave the rest of the train for passengers travelling without bicycles.

As many of the issues related to carrying bicycles on public transport are common to all the transport modes this topic is more fully covered on a small popup page which can be reached by clicking here.
For computers where javascript is disabled or which use pop-up blockers try clicking here Biker.htm to open the link in a new full size window.

Making A Rod For One's Back!

One argument used by transport operators for not allowing bicycles anywhere near public transport is that the bike riders themselves do not always act with responsibility. It is also well known that for reasons of personal safety many pedestrians absolutely detest having to share space with people riding bicycles. Unfortunately by their actions some cyclists do create the rod with which their own backs are beaten.