We often hear complaints in the media about overcrowding on our railway system here in the UK, normally with reference to peak commutes in and out of our big cities. But this is about a Sunday afternoon…
On the way back from visiting my partner’s family in North London, we changed train at Herne Hill to head home to Bromley.
The train arrived from Victoria, only four coaches long, and looked very busy – lots of people already standing up. As we both had an overnight bag and a couple of other things, we actually ended up split across different coaches in order to board. The train also left two young women behind on the platform, who both had luggage and couldn’t find a doorway that they could get in with their suitcases. The driver closed the doors while they were still looking for space, and set off, leaving them to wait half an hour for the next train.
I doubt the driver deliberately left them, for all he or she knew, the women with the luggage could have just got off the train, but the fact is, it’s going to suck getting left behind and having to wait ages for your next train, especially if you’re coming to the end of a long journey.
But, the driver is under an amount of pressure to depart on time because of the way delays are aggressively accounted for, attributed and traced back to their root cause, on the modern UK rail network. (For those who need some serious bedtime reading, here’s a link to a rather dry 116 page document called the Delay Attribution Guide. It’s purpose being to guide Delay Attributors, yes, there really is such a job, in identifying the source of delays.)
Onboard, the train didn’t have quite as many people as a crush-loaded train typical rush hour, but was just as full in other ways – the space being taken up with pushchairs, bicycles and luggage – people coming back from days out and trips away from home.
The fact is that weekends can now be just as busy as midweek rush-hours, but with a noticeable difference in the type of passenger – not only do they have more and bulkier belongings with them, but they also that some of them don’t make that journey every day. This means they don’t know the drill, and therefore can’t really follow the seemingly unspoken rules of being a commuter that make the system deal with the pressure during the work week.
The design of the train doesn’t particularly help those with prams or bulky luggage either. These surburban trains are designed for their main duty of rush-hour people carriers, and maximise seating and standing areas. They don’t have proper cycle spaces, and only small overhead luggage racks – no good for larger cases, so these tend to block the doorways. Nothing “wrong” per-se given the design decision made, bearing in mind the main purpose of the train, but travel habits have changed since they were designed in the 1990s (e.g. cheap air travel, internet-enabled last minute deals on weekends away, etc.).
Adding to this, engineering work can displace passengers from their normal routes, and events can create spikes in loadings.
The trains on many routes are also more sparse on Sundays, e.g. every 30 minutes instead of every 15, so with rising passenger numbers, and more bulky belongings being carried at the weekends, why are the trains shorter on Sunday than during the week?
If the train operators are running shorter trains “because Sundays are quieter”, this might be a valid statement in terms of total passenger count carried per day, but the passenger count per train can be as high as it is midweek, and if so, can this form a basis to run trains which are the same length as those midweek?