IMO^▸ (in my opinion), Hydrogen power for trucks OR trains is a rather silly idea and arguably more of a political fashion than a sensible engineering solution.

Hydrogen is inherently expensive, bulky, explosive, hard to store and transport, and has little to commend it.

Bulk or long distance transport of goods should be by rail, not road. Preferably by electric railway.
Road transport is often unavoidable for part of the journey, and this part should be by electric road vehicle.
Battery technology has advanced very considerably and is now viable for a daily range of at least 200 miles.

Many urban centers could benefit from trolleybuses for passengers, and the same infrastructure could power electric delivery vehicles thereby not just conserving battery charge, but actually re-charging the battery.
It might be worth equipping some major roads with overhead electrification for both buses and trucks.

Calls for more research into, or tests of hydrogen power is IMHO^▸ (in my humble opinion) often a crafty political way of avoiding doing anything about pollution from road traffic.
"lets ban older and more polluting vehicles" Cant do that it might hit the poor.
"lets ban all fuel burning vehicles" Cant do that, much too radical.

"Call for research into hydrogen" Sounds good, and postpones doing anything much.

I have had the odd fillet steak, but have largely eaten beef stew, pasta, eggs on toast, in rotation.
Obtaining supermarket home deliveries is not easy and anyway I wish to limit my use of these so as not to deprive others.

I therefore aim for a delivery about every two weeks, and what I eat is determined by how recent the delivery was.

Delivery day and the first few days thereafter. Baked beans on toast, eggs on toast, fried Spam sandwiches, to use the bread before it goes bad.
Days 4, 5, Beef stew done in large slow cooker. Make 4 portions, two for eating on days 4 and 5  and two for freezing. Served with fresh green vegetables and smash.
Days 6, 7, 8, and 9 Various combinations involving dried pasta and tinned tomatoes or packet sauces.
Days 10 and 11. Tinned steak and kidney pudding with tinned or frozen vegetables.
Day 12 and 13, the frozen beef stew that I made earlier, but with tinned or frozen vegetables.
Remaining days until delivery, varies.

If the main meal is taken at lunchtime, a liter of orange juice.
If taken in the evening, a liter or two of beer.

As the weather warms I will give up beef stew and eat more cold food. Various combinations of hard boiled eggs, tinned tuna, cold tinned meats, and salad stuff. The main limit being very limited storage life of salad foods.

Tinned and dried goods are from stock, but I aim to purchase volumes broadly similar to consumption so as to keep a rotating stock.
No panic buying, but also trying not to deplete stocks that might be needed in the longer term.

If the main meal was only light, or small in volume then cheese afterwards, or tinned fruit and cream. Usually only one course to save washing up.

True, but perhaps we could bring back buffets and full length trains without having to re-introduce Diptheria, Rickets, or hitler ?
More research needed.

I was thinking more of a pint of draught beer and a mixed grill, than tea and a ham sandwich.
Newer trains are indeed safer in accidents, but the risks never worried me, rail was still a very mode of transport even before modern trains.
Provision for disabled travellers has improved, IN THEORY, but in practice a lot of services are so overcrowded that the able bodied are left behind, so not much chance of a wheelchair user being able to board.

Part of the problem is indeed the vast cost of modern trains.
Back in the good old days, older stock was kept, perhaps beyond its "natural" life  and saw limited "rush hour only" use, or "summer Saturday" use.
The real cost of keeping the old stock available was almost zero. It could be scrapped if significant repairs were needed. The storage cost nothing in sidings already owned by the railway.

These days though the owner of an otherwise unused siding will expect substantial payment for its short term use.
And the old trains tend to suddenly become non compliant as soon as the new ones arrive.

And why are modern trains so hugely expensive ? I know that they are increasingly sophisticated, but so are private cars and aircraft. Yet aircraft and cars have got cheaper in real terms, whilst trains have got more expensive.

Trains from London Victoria to Brighton used to have buffets, and they were well patronised. That to me suggests that similar provision on Thameslink trains to Brighton would be popular with customers.

The most important improvement needed on  many services is train length/capacity.
Whilst preferences for individual train designs do indeed vary a lot, almost no one wants to stand on a train of inadequate length.

The new fixed formation 12 car Thameslink units are indeed an improvement as regards capacity. No good for myself as I have left London, but still a step forward over 4 car units that all too often ran as 4 car instead of 8 car or as 8 car instead of 12 car.
In view of the journey length on Thameslink, they should have had buffets IMO^▸ (in my opinion). Central London to Brighton would appear to justify such provision.

I am most concerned that the present virus induced drop in passenger numbers will be used to justify the postponement or cancellation of much needed capacity enhancements.

It seems to me that a lot of the problems including the infamous sewage smells on virgin trains, and a general lack of capacity, are due to basic poor design of new trains.
I refer here NOT primarily to the wretched IETs^▸ (Intercity Express Train), they are merely the latest manifestation of a general policy of shorter trains with worse facilities.

I can remember when the Waterloo to Exeter route was operated by full length loco hauled trains, with buffets and luggage vans. (and longer ago than that, they even had a restaurant) The replacement was 3 car DMUs^▸ (Diesel Multiple Unit), without buffets or bulk luggage space. After about 20 years of overcrowding some extra DMUs were obtained and some trains are now as long as all the old trains used to be. Still no buffet nor luggage space.

When I lived in South East London, most local train services were operated by 8 car slam door EMUs^▸ (Electric Multiple Unit). (4+4) Then came the new improved networker EMUs. A mixture of 4 car and 6 car trains instead of 8 car trains.
I almost always got a seat on the old 8 car trains, but routinely had to stand on the new shorter trains. If a single 4 car unit was used on a rush hour service, as happened regularly, then it was even worse.

And the longer distance services branded as "Kent Coast" even had buffets ! a facility not provided when downgraded to networkers.

And of course what was then virgin cross country replaced full length HSTs^▸ (High Speed Train) and loco hauled trains with shorter DMUs. Too short from day one, and still too short many years later.

The ageing stock on Waterloo to Exeter services COULD have been replaced either with new locomotives and hauled stock. Or even with decent DMUs, full length, with buffet, and luggage van, and perhaps even a restaurant. Not likely though. "what downgrades can we get away with"

The old slam door EMUs used in London, COULD have been replaced with decent new units of fixed 10 car length, with selective door opening. Not likely though "what downgrades can we get away with"

Virgin cross country could have replaced the old HSTs with new trains that were a bit longer than the old ones. Not likely though. 4 car and 5 car DMUs are the modern thing.

Re post #8, I have had a private communication from the wearer of the distinctly  non heritage bright green overall coats that offended my eyes. Such garments will be confined to the workshop in future.

BTW^▸ (by the way) I donated them to the railway, because they shrank in storage and no longer fitted me. A bit like the trousers of a respected member.

As GWR^▸ (Great Western Railway) are busy, I have done the press release for them.

"As conditions partially return to normal, passenger numbers are increasing. More customers are enjoying our new improved trains, and the many attractions that may be visited via our network.
We urge customers to follow good hygiene practice, with frequent hand washing or use of hand sanitiser.
We can not ensure a 2 meter social distance on board our increasingly popular trains, but will introduce an enhanced cleaning regime for the protection of staff and customers.
Our enhanced at seat catering offer remains suspended for your safety."

Which is good corporate speak for not doing anything much.

Splendid, bring them back.
"hated by everyone, except by those who actually used them" Bit like buffets on HSTs^▸ (High Speed Train).

Most unlikely to be a problem. Gentlemen know that Port is for savouring in modest volumes with or immediately after the sweet or cheese course of a meal, it is not for quaffing in quantity.
Port is also the proper* drink with which to drink the Loyal Toast to the sovereign.
Whilst not everyone is a gentleman, most non gentlemen do not know what Port is.

Beer is for quaffing by the pint in a public house or tavern, preferably good quality draught beer, though bottled beer is an acceptable alternative.

*At informal occasions, the Loyal Toast may be taken in beer, or wine, but for a formal dinner, Port is the proper drink. Those who do not wish to drink Port, should take a little water.
It is not considered proper to drink the Loyal Toast in strong spirits, nor in mixed drinks or cocktails containing strong spirits.

To be called "the broadgage tavern" of course.

Not for some time though.

As is well known, I am a fan of on train catering.
I doubt the accuracy of todays mantra about the little use made of such facilities  and the excessive costs.

The modern tendency is towards fixed formation multiple unit trains, IETs^▸ (Intercity Express Train) and the like. There is no real reason why a long fixed formation unit could not incorporate a proper buffet.
If reliably provided and offering a suitable choice of refreshment, such a facility would be well used in both rush hours.
Only a few diehards want alcoholic drink in the morning rush hour, but there is a demand for real coffee, bacon rolls, and related products in the morning peak, with alcohol and "pub snacks" being popular in the evening peak.
As regards the oft quoted space "wasted" by catering, I am not convinced.
A standard class IET vehicle has about 88 seats. It should be possible to design a new IET buffet car with a large central servery and longitudinal seating at each end with a total capacity of about 45.
At busy times, many customers would CHOOSE to stand in such a facility, just as many stand in public houses, despite seats being available. If about 45 people stand THROUGH CHOICE in the rush hours, then the total passenger capacity would be similar to a standard class seated coach.
I doubt that those standing in the old tavern cars complained about this !

For those unaware, my objections to the IETs are primarily the effective absence of catering and the hard seats. I don't object to the principle of bi mode operation, indeed I consider this to be a considerable advantage.
Add a buffet car, and fit padded seats, and I would consider them acceptable modern trains.