I've read the replies as saying:

1. it was/is a pilot project.
2. seems to work - but not perfect (cost of in cab work)
3. good lessons learnt to pass on to future generations of technology (dives for Wikipedia for ATO^▸ (Automatic Train Operation))

As for line speeds - my experience going westward was the Class 158/159s did a healthy 60-70mph.

Going eastbound - we did have a couple of lengthy (10-15min) pauses at passing loops - perhaps more typical of Single Line Operation that the signalling system.

As ever - thanks for all the informed help.

I recently hasd the pleasure of ambling across central Wales on train and noted the lack of signalling - or to be exact, the lack of signals themselves.

From Welshpool to Aberstwyth and Pwllheli there are not a signal in sight.

The whole Cambrian line seemed to be operated by radio signals - presumably connected to the locomotive cab. Whilst watching the magnificant scenery pass by I was left pondering about this signalling system and its implications:

1. could this be used elswhere across the West, perhaps on lesser used lines or branch lines.
2. was my presumption that over the longer term this would be a significant cost saving to running the lines as the hardware infrastrure of the signalling was removed from any equation
3. how robust has it been (I could not find much information about it onine). My observation over a week of travel was that it seemed very reliable and even allowed for some sophisticated movements ie - trains sharing platforms at station (Machynlleth)

Just posting in case anyne has more information and insight - and I am always open to education !

Onboard train maps (above doors) now show Class 387’s limited services to Cardiff and Bristol.

Thanks for the information. It looks like a slow journey home it is.

Can someone be super helpful and explain or point me to information regarding off peak tickets to London. I have a meeting in London mid-morning and am trying to work out which tickets I can use.

I know that from my local station (in the Thames Valley) I can purchase an off peak return into London after 9:30am.

My meeting is due to finish at 2:30, meaning I can be back at Paddington by 3:30 safely.

But if my meeting overruns or I am delayed getting to Paddington for the return what trains can I use my return on ?

I’m not sure this has been mentioned on this thread - it is getting quite a few pages long now - but I would like to highlight the ride quality (actually the lack there of) of the IET^▸ (Intercity Express Train).

This Saturday was an opportunity to go roaming across the Southern/Western region - where a total of 6 different types of stock was sampled. And the ride quality difference was marked.

By far the best was the Class 450 EMU^▸ (Electric Multiple Unit) - my first experience of these. The quality of ride across some lumpy and bumpy southern rails was remarkable - with more than one occurrence of such a smooth departure I was caught out from registering it taking place.

I was also taken aback of how big the inside of these units felt. A completely different feel from the IEP^▸ (Intercity Express Program / Project.) and its slight claustrophobic ambience with its inwards slanting sides (ala Class 222). I wished I had a tape measure to do a more scientific comparison!

Back to my point - with two new relatively new class types why is there such a difference in ‘standards’ - is it’s down solely to manufacturers doctrine / preference.

I know I might be accused of comparing apples with pears - but London to Southampton is not vastly different from London to Bristol with similar stopping patterns at major centres. The only plus point for the IET I could note was that it had, it seemed, better acceleration than its EMU brethren.

But surely the IEPs^▸ (Intercity Express Program / Project.) were ordered to cover South Wales intercity services? Or why order such numbers of units ?

I’m not complaining about the 387 as such - I think they very comfortable units.

Just wondering what Hitachi might do with under-utilised IEP fleet. Might they head elsewhere if GWR^▸ (Great Western Railway) reverts to more 387 use ?

A few months  ago on a UK^▸ (United Kingdom) rail forum (which I cannot find the link to now) said all the train leasing companies had inflationary price increases in their contracts (to varying degrees)

I wonder if the occurrence of using 387s and not IEPs^▸ (Intercity Express Program / Project.) is because they are cheaper when ‘on lease’

This service is not rammed with spare seats available in the 8 car unit.

Maybe a better ‘fit’ for the demand ?

Definately no at seat or above seat reservations.

Train Manager is on-board as we just had a rare ticket check ?
So not even DOO^▸ (Driver-Only Operation (that is, trains which operate without carrying a guard)), right ?

Apologies - should be 12:13

https://www.realtimetrains.co.uk/service/gb-nr:P93792/2022-11-12#allox_id=0

Currently sitting on the 12:09 ex-PAD^» (Paddington (London) - next trains) to Cardiff and it’s a Class 387 !

Outside the mild confusion for passengers staring at the train and wondering, lack of seat reservation indicators it seems to be a GWR^▸ (Great Western Railway) branded unit, but unlike the ‘real local 387s’ this one has no route maps above the doors showing the stops between Paddington and Didcot Parkway/Newbury normally done under the wires.

Is this a regular ? The lack of route maps does suggest a Subfleet of 387s for longer distance runs

I was wondering if anyone had found information on GWR^▸ (Great Western Railway) running additonal trains to London (or Windsor) during the mourning period for Queen Elizabeth ?
Its reported in the press (see BBC^» (British Broadcasting Corporation - home page) website) that rail operators were looking at additonal trains inclusing night services.
The Windsor branch from Slough presents its own challenges - with no passing loop to faciliate a higher frequency service - but will longer trains than the normal 2 car Turbos be available ?

For longer distance trains my plans over the summer have not changed much (strikes withstanding). Where my travelling habits have changed is use of the train for “local” journeys in and around Reading/TV.

And not because of the ticket prices - which I think are competitive given the current price of fuel.

I am put off using the train because of the cost of using APCOA^▸ (Car parking company used at GWR^▸ (Great Western Railway) - controlled stations in the area) managed station car parks. An off-peak day ticket has *doubled* in the last two years at my local station. It now costs more to park the car at the station than it does to buys a peak return ticket into Reading !

This associated price rises does not get the press it deserves.

How can this type of pricing behaviour promote the use of trains. When people talk about being ‘priced off’ using the railways - the *entire* associated costs needs to be factored in. It’s not just about the tickets.

Oh ! And my local once full by 8:30 station car park is now, at most, 1/3 full by midday.
Indicative measure of the issues facing the rail companies.

This might not be the time to post ths question - or indeed the correct thread to do it in - but has anyone else noticed that the Class 387 doing the emergency PAD^» (Paddington (London) - next trains)-RDG^‡(resolve)-DID^» (Didcot Parkway - next trains)-SWI^» (Swindon - next trains) 'shuttles' are actually doing so in times that are the same as the IETs^▸ (Intercity Express Train).

It got me thinking if there was long term value in keeping these services, in some form..

I can see benefits with longer distance services being able to 'skip Swindon' to provide better times to further points (or is skipping Swindon comitting some kind of GWR^▸ (Great Western Railway) heresay!); a service that is (arguably) using stock with more comfortable seats than the IETs; the tax payer getting more use/more value out of those very expensive wires that have just been erected.

Current timings are showing a end to end time of 1 hour (or just under) - thats acceptabe in a 387, right ?

Paddington tonight at 17:41 - devoid of trains Platforms 1-8