Rail travel in Great Britain Voyage Tips and guide

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With around 34,000 km (21,000 mi) of track, the National Rail passenger network of the United Kingdom is one of the densest and most well-used railway services in the world. It was several key British inventions that allowed for the development of modern railways, perhaps the most important being James Watt's reciprocating steam engine, developed between 1763 and 1775, and the first steam locomotive by Richard Trevithick, completed in 1804. The first passenger railway to use steam locomotives would begin operation between Stockton-on-Tees and Darlington in north-east England in 1825. This means the network is the oldest in the world. Most was constructed in the 19th century in massive civil engineering projects, many of which are now iconic (such as the Forth Bridge) and noted for their elegance and for being major feats of engineering. Although some parts are relatively Victorian and can be inefficient, there has been significant new investment. Britain's railways played a key role in the Industrial Revolution, allowing raw materials, goods and people to be rapidly transported across the country.

Following World War II, British railways went into a steep decline with the advent of private car ownership and commercial air travel, and were often seen as an outdated mode of transport that was an impediment to progress. Under recommendations made in the early 1960s by engineer and then-British Railways chairman Richard Beeching, the British government proceeded to dismantle or abandon many railway lines in favour of growing Britain's motorway network throughout the 1960s and 1970s. However, due to increasing congestion on British roads, increased fuel prices and increasingly cumbersome security measures for air travel, Britain's railways have been experiencing a resurgence in popularity since the 1990s, and passenger numbers in modern times have since surpassed their pre-World War II levels - over a network barely half as long.

Train travel is very popular in Britain—you'll find many services busy, and passenger numbers have been rising steadily. It is one of the fastest, most comfortable, convenient and enjoyable ways to explore Britain and by far the best way to travel inter-city. From High Speed 1, which connects London to Kent and mainland Europe, to preserved railways operating historic steam trains through idyllic countryside, to modern inter-city services and the breathtakingly scenic lines of Scotland, the train can be an enthralling and affordable way to see much that the UK has to offer. The National Rail network covers most of Great Britain, from Penzance in Cornwall to Thurso in the far north of Scotland, with over 2,600 stations.

The rail infrastructure is state-owned, while private companies (usually multinational transport companies) operate trains to destinations and service patterns specified by the government. (This guide does not cover rail travel in Northern Ireland—see Rail travel in Ireland.) The system is tightly controlled by the national and devolved governments in London, Edinburgh and Cardiff which heavily subsidise it.

Despite the large number of companies, for the traveller the experience is remarkably well-integrated. Tickets can be bought from any one station to any other in Great Britain, no matter how far away, how many train companies or changes of train are needed to get there. The National Rail website provides timetables and a journey planner.

While there are issues such as overcrowding at peak times, the train is an effective and enjoyable way to explore Britain and get around places of interest. It is also by far the best option for inter-city travel, with most inter-city trains travelling at 200 km/h (125 mph) and stations in most cities and towns being in the city-centre. Regional services travel up to 160 km/h (100 mph). While this means that services are not as fast as the high-speed lines of France, Germany or Japan, this is often made up by relatively high frequencies, with most main and secondary routes seeing at least 1 or 2 trains per hour, even over long distances such as London to Edinburgh.

The privatised system has been accused of many failings and there are frequent calls to re-nationalise the entire network – a process which the newly elected (2024) Labour government has committed to – but most train companies offer a good service, particularly on inter-city and mainline routes. This being said, reliability (and to a lesser extent, punctuality) varies considerably with some routes seeing high rates of cancellations and delays. It's not compulsory to reserve a seat on daytime trains in advance, but you'll often find tickets cost less the further in advance you book – fares can be shockingly high if you buy a ticket at the station on the day of travel, and surprisingly low if you book a few weeks in advance.

The award-winning National Railway Museum at York tells the story of Britain's railways and how they changed society from the 19th century to today, with many historic and record-setting locomotives, rolling stock and other exhibits. Admission is free.

The ownership and structure is complex, but you won't notice that when making a journey. The track, stations and infrastructure (except for preserved railways and some local metro services) are owned and maintained by Network Rail, a "not for dividend" company owned by the UK government.

Services are operated by the 31 train operating companies (TOCs), which generally lease rolling stock from rolling stock operating companies (ROSCOs). Almost all TOCs operate services under contracts with the UK government, or one of the devolved governments. Before Covid, companies competed to win franchises for a certain number of years, whereby they took on both revenue and costs, and either paid the government a premium or (more commonly) received a subsidy. During Covid, substantial reductions in passenger numbers resulted in franchises being replaced by management-style contracts, whereby revenue is passed to the government and the TOC is reimbursed their costs and paid a fee for their services; these arrangements largely continue to the present day.

TOCs' continued permission to operate, or ability to win extensions or future contracts, depends on factors including value-for-money, performance and customer satisfaction. Government officials and transport ministers play a heavy role in the process. A number of TOCs have experienced financial problems and poor performance, leading to them being taken over by the "Operator of Last Resort" (OLR), a subsidiary of the government. There are also a number of open-access operators, which are independent from franchising and run on a commercial basis, applying to the Office of Rail and Road (ORR) for track access rights.

The Rail Delivery Group represents all the passenger train companies, and markets them collectively as National Rail. National Rail has inherited the iconic white-on-red "double-arrow" logo (see illustration) first used by British Rail, the former state-owned railway operator which was privatised in the 1990s (although the infrastructure was re-nationalised in the early 2000s). The logo is used extensively to signify a railway station and on road signs, maps, tickets and other places.

Seeing Britain's railway heritage If you are interested in the role railways have played in British society, railway heritage, or just historic trains, a visit to the award-winning, free (and family-friendly) National Railway Museum at York is a must. Sited next to the station, it is the most popular national museum outside London and the many exhibits include the fastest-ever steam locomotive, Mallard, Queen Victoria's royal train, and the original Flying Scotsman.

Some train operating companies cover a particular geographical region, while others operate inter-city lines which pass through various regions. As of March 2024, the National Rail network of passenger operating companies consists of the following companies:

"Mind the gap" - Britain's metro services In addition to these mainline rail companies, some cities in the UK also have metro and light rail / tram services: Birmingham is served by the West Midlands Metro Blackpool has the only heritage tramway still in full service Edinburgh Trams serve the Scottish capital Glasgow's Subway loop is one of the oldest in the world The London Underground, Docklands Light Railway and Tramlink keep London moving Manchester's beloved Metrolink has eight lines Newcastle is served by the Tyne and Wear Metro Nottingham Express Transit operates slick trams Sheffield has the one and only Supertram The Elizabeth Line, London Overground and Merseyrail (see main list) are run like metros, but are in fact part of the National Rail network.

Avanti West Coast, the West Coast intercity route from London Euston to Birmingham, Liverpool, Manchester and Glasgow; also serves North Wales and the Lake District c2c operates suburban services between London Fenchurch Street and Essex Caledonian Sleeper is an overnight train between London Euston, Preston and Scotland - Edinburgh, Glasgow and the Highlands Chiltern Railways runs stopping trains from London Marylebone through the Chiltern Hills to Birmingham CrossCountry links most of the UK's major cities from the West Country and South Wales to the North East and Scotland, avoiding London East Midlands Railway (EMR) runs intercity from London St Pancras to Leicester, Nottingham and Sheffield, plus local services in the East Midlands and North Elizabeth Line zips across Berkshire, London and Essex from west to east, with stops at Heathrow Airport. Eurostar connects Britain to France, Belgium and the Netherlands with high-speed rail from London St Pancras Gatwick Express links London Victoria and Brighton to Gatwick Airport Grand Central runs from Bradford and Sunderland through Yorkshire to London King's Cross Great Northern runs suburban trains in north London and the East of England Great Western Railway (GWR) serves all points west from London Paddington, including Oxford, Bristol, Cardiff, and Swansea, plus Night Riviera Sleeper trains between Paddington, Devon and Cornwall Greater Anglia operate intercity and commuter services between London Liverpool Street, Cambridge, Norwich and other points east Heathrow Express runs from London Paddington to Heathrow Airport, non-stop

Hull Trains link Yorkshire and Lincolnshire with London King's Cross Island Line operates the Isle of Wight's scenic railway. London North Eastern Railway (LNER), the East Coast intercity route from London King's Cross to Leeds, York, Newcastle upon Tyne, Edinburgh, Aberdeen, and Inverness London Northwestern Railway offers stopping services on the London Euston - Birmingham - Liverpool axis. London Overground is an urban rail / metro network in London and south Hertfordshire Lumo runs a no-frills service from Edinburgh via Newcastle to London. Luton Airport Express links the Luton Airport Parkway to London St Pancras and stations in Bedfordshire and Northamptonshire Merseyrail is an urban rail / metro network in and around Liverpool and Merseyside Northern operates most local and commuter services in the north of England ScotRail operates Scotland's vast railway network, including Glasgow's numerous urban services South Western Railway (SWR) runs commuter and local services in south west London, Surrey, Hampshire and Dorset, from London Waterloo Southeastern runs high-speed, commuter and local services in south east London, East Sussex and Kent Southern Railway runs commuter and local services in south London, Hampshire, Surrey and West Sussex Stansted Express links London Liverpool Street to Stansted Airport Thameslink operates commuter trains north to south across London from Bedford to Brighton TransPennine Express knits the cities of northern England and southern Scotland together across scenic Pennine routes Transport for Wales serves Wales, parts of the West Midlands, and up to Manchester West Midlands Railway runs commuter and local services in the West Midlands, with an extensive urban rail network in Birmingham

"Faster than fairies, faster than witches, bridges and houses, hedges and ditches,

"Charging along like troops in a battle, all through the meadows the horses and cattle . . .

- "From a Railway Carriage", Robert Louis Stevenson

The world's first public railway opened between Stockton and Darlington in north-east England in 1825, marking the start of a railway-building boom. Most railways in Britain were built by private companies in search of profit; dozens of small companies ran local lines, merged and took over each other, as others entered the market. By the mid-19th century, these had grown into a national railway network. In the 1920s, the government decreed they all merge into the four large companies that are best known today: the Southern Railway, London and North-Eastern Railway (LNER), London, Midland & Scottish Railway (LMS) and the Great Western (GWR). What followed was a "golden age" of speed records, iconic locomotives such as Flying Scotsman and images of the train as an elegant yet everyday form of travel (you'll see modern train company names harking back to this golden age). Following World War 2, in which most of the infrastructure was worn down on war duties, damaged or destroyed by bombing raids, the government nationalised all railways in 1948. The resulting state-owned British Rail ran trains for nearly fifty years, during a time of change when steam was replaced by diesel and electric traction, large numbers of feeder and marginal lines were closed in the "Beeching Axe" as the age of the car arrived, line speeds increased, and the now-iconic double-arrow logo (sarcastically referred to as the "arrows of indecision") came to symbolise the railway network and the presence of a station.

British Rail's (and now National Rail's) double-arrow logo and associated typeface of the 1960s are recognised as design classics of the period (unlike almost anything else British Rail did) but are only one of many achievements of design and engineering accomplished by railway companies in Britain. In the 19th century, majestic stations such as London St. Pancras, King's Cross, Paddington and Liverpool Street were erected by railway companies. These "rail cathedrals" symbolised the success of the companies who built them and the places their lines ran through (e.g. the Midland bricks of which St. Pancras is constructed). Iconic bridges and viaducts of the Victorian era such as the Forth Bridge have come to symbolise the regions they run through. In the 1920s and 30s, streamlined locomotives such as Mallard became symbols of modernity which now symbolise the zenith of UK rail travel, while railway travel posters between the 1930s and 1950s pioneered a style of art which showcased Britain at its most attractive.

Despite the lows of the Beeching era in the 1960s, British Rail rebounded in the 1970s and 80s as it fought back against the new motorways. The state-owned corporation developed a new unified brand for its long distance express services known as InterCity, and this, along with electrification of the two main line routes from London to Scotland and new, high technology rolling stock saw a boom in patronage that in turn safeguarded the loss making regional routes and remaining branch lines from closure. However, decline and neglect were still very evident throughout the system as it suffered from a lack of investment from government. With the political climate of the time favouring private operation of public services, it was inevitable that the network would be moved from state control to the private sector. This era also saw two major new developments in rolling stock. Unlike France, where new high speed lines were built all across the country, British Rail deemed it more feasible to build new trains adapted to the curvy and often non-electrified existing network. The "High Speed Train" (HST) was intended as a stopgap until the "Advanced Passenger Train" (APT) was to enter service. However, while the latter was plagued with teething problems, a lack of political consensus in its favor and ultimately saw only very little revenue service, the HST remained in service for over 40 years on intercity services, and it was only from 2019 that it was slowly re-allocated to regional services, where (as of October 2023) it remains in use by two operators. The active tilting technology pioneered by the APT is still used in the Pendolino trains that run on British tracks.

Following a badly-conceived privatisation in the mid-1990s, the network was fragmented with different companies running track, rolling stock, and dozens of small companies operating trains but with heavy government intervention, subsidy and control of the system. The infrastructure (e.g. track, signals and stations) was renationalised in the early 2000s after a financial meltdown triggered by the fatal Hatfield crash in October 2000, and since then the system has bedded-in and developed into an effective transport system, albeit with some ongoing issues, to give a mixed public/private-sector railway. Profits accrued to the private sector but subsidies were paid and exact services to be run were specified by the government. By 2013, passenger numbers were booming despite annual rises in fares. Brits pay among the highest fares for train travel in the world; for instance, a yearly commuter ticket from an outer London suburb is more expensive than the BahnCard 100 valid for travel on all German trains.

Throughout the 2010s, it became clear that the franchise system was unsustainable: with each franchise renewal, ever fewer bids were made by a dwindling list of companies, and irregularities with several franchise tenders forced the government to award short-term extensions to the incumbent franchise holders. Additionally, there was an increase in franchise failures, requiring the government to take over as an "emergency stopgap" - repeatedly so in the case of the East Coast Main Line franchise. Increasingly vocal calls for change were largely met with inaction from Whitehall, until events were overtaken by the COVID-19 pandemic: with passenger levels plummeting, the rail industry was left on the verge of bankruptcy, and the government had to act. In March 2020, franchises were effectively suspended and replaced with temporary management contracts, whereby the government carried all of the costs and received all of the revenues.

In September 2020, it was announced that the franchise system would not return. While permanent renationalisation was always unlikely under a Conservative government, the new system will entail the state having a much tighter grip. In May 2021, the government said that it would be replaced by a concession model under a new body called "Great British Railways" (GBR), whereby companies would be awarded a long-term contract in return for a fixed annual payment from the Treasury, with timetabling and fares under state control and fare revenue going back into the public purse. However, in the meantime, two more franchises were nationalised due to financial irregularities and poor performance respectively, leading to a record 4 out of UK government's 14 franchises now falling under public ownership. It was later announced that the creation of GBR had been delayed. Several of the devolved governments have also renationalised their regional operations: in February 2021, Transport for Wales services were brought into public ownership by the Welsh (Labour) government, whilst the Scottish (SNP) government did the same for ScotRail services in April 2022 and for Caledonian Sleeper services in June 2023. In July 2024, the new Labour government introduced the Passenger Railway Services (Public Ownership) Bill, which will make it policy to "nationalise" all rail contracts as they expire.

Many lines cut through spectacular British countryside and run along dramatic coasts, particularly in Scotland, Wales and the north and south-west of England. In many places, elegant Victorian viaducts and bridges add to (rather than detract from) the beauty of the natural landscape. Of the many such scenic routes, here are a few that are part of the National Rail network and provide a transport service to the communities along the route, as well as attracting tourists. Preserved and heritage railways operate others (usually by steam train) in gorgeous countryside (see Heritage and steam railways below on preserved railways).

• Cambrian Line (Shrewsbury - Aberystwyth/Pwllheli). This is a route that travels first through the semi-mountainous upland terrain of Mid Wales, and then the Dovey Valley before reaching the coast. The route passes through Machynlleth before splitting at Dovey Junction some distance southwest. The southern portion heading for Aberystwyth, the northern portion to Pwllheli in North Wales. On the northern arm, the coast of first the Dovey estuary and then Cardigan Bay is alongside. The mountains of Snowdonia are first to the north and then east as the line delicately weaves its way up the coast. The railway line crosses Mawddach Estuary on the noted Barmouth Bridge, continuing north, to reach Harlech and turning west to Minffordd and Porthmadog. A run west along the northern edge of Cardigan bay completes the run into Pwllheli. The route also connects with many of the narrow gauge "little trains of Wales" which can be used to explore the mountainous Welsh interior.
• Exeter-Penzance (including part of the Riviera Line): Designed by the famous engineer Brunel as part of his Great Western Railway, this line runs from Exeter, Devon to Penzance, Cornwall and includes long stretches where the railway runs directly on the sea wall, such as at Dawlish. It also runs through lush valleys, past the dramatic Dartmoor, crosses viaducts by Brunel and enters Cornwall by the impressive Royal Albert Bridge across the River Tamar (pronounced TAY-mar). Images of waves breaking by the railway line at Dawlish are iconic of Devon. The stretch between Exeter and Newton Abbot is especially pretty, as the train travels along the sea wall through the pretty coastal towns of Starcross, Dawlish and Teignmouth (pronounced "Tin-muth"). Keep you eyes glued to that window for that 15- to 20-minute stretch!
• Heart of Wales Line The entire journey from Swansea to Shrewsbury takes around four hours, and passes through some of Wales' most scenic mountain areas and picturesque market towns.
• Stonehaven-Aberdeen: The line north of Edinburgh to Aberdeen crosses the iconic Forth Bridge. At its northern end, between the pretty harbour town of Stonehaven and the "Granite City" of Aberdeen it runs for 20 minutes or so along a dramatic, craggy coast with spectacular cliffs soaring down into the north sea. Rugged inlets and churning waves breaking on the rocks add to the scene. The route is especially impressive at sunrise (as may be seen if taking the sleeper from London to Aberdeen)
• The Far North Line from the rapidly-growing city of Inverness to Britain's most northerly town, Thurso, runs through impressive Highland scenery as well as along the Moray Firth, the Dornoch Firth and the impressive coast of Sutherland. Another scenic route leaves Inverness for Kyle of Lochalsh, with its links to the spectacular isle of Skye.
• The Settle-Carlisle Line runs 73 mi (117 km) from Settle in North Yorkshire (or you can join the train earlier at the major city of Leeds) to the city of Carlisle, near the Scottish border. The most scenic railway in England, it runs through the dramatic Pennine Hills and the Yorkshire Dales National Park. Of the many viaducts, the dramatic Ribblehead Viaduct with its 24 stone arches is most notable, and there is good walking from many of the stations on the route. (This line was earmarked for closure in the 1980s, but public pressure and growing freight traffic has meant it remained open)
• The West Highland Line from Glasgow to the ports of Mallaig and Oban is probably the most spectacular in the UK and regularly voted among the top railway journeys in the world. The nightly sleeper from London Euston also follows this route to Fort William and in summer a daily steam train "The Jacobite" plies the last section between Fort William and Mallaig. Spectacular vistas include Gareloch, Loch Lomond, Rannoch Moor, the Great Glen, Glenfinnan Viaduct, and finally the Hebrides as you approach Mallaig.

An achievement of British Rail which is still in place today is that you can purchase a through-ticket from any station in Great Britain to any other station, regardless of the number of changes or train companies involved. Tickets can even be bought to include travel on the London Underground, Manchester Metrolink and many other local metro services.

HS2 A second, much longer, high-speed rail line is under construction; High Speed 2 (HS2) is being built to relieve the West Coast Main Line (WCML). The first section (Phase 1), intended to open between 2029 and 2033, will link London to a new station in Birmingham and the existing WCML near Lichfield, with services continuing onto Manchester, Glasgow and other major destinations. The planned Phase 2 extension of the line beyond Birmingham/Lichfield is unlikely to proceed (as of 2023), having been stopped by the government on financial grounds. The new 360-km/h (225-mph) line will radically improve connections between many British towns and cities far beyond its route, but the high costs and perceived negative environmental and social impact have garnered much criticism. Similarly, despite the route giving cities outside the southeast a high speed train for the first time, some northerners perceive it as deepening, not healing the North-South divide and London dominance.

Most inter-city services travel at speeds up to 125 mph (201 km/h), even on non-electrified lines. Britain was the first country to introduce high-speed diesel services in the 1970s (using InterCity 125 trains that, refurbished, are still a mainstay of some routes today). Unlike some countries, high-speed services generally do not cost more than others, except for the trains running on High Speed 1 from London St Pancras to stations in Kent. Here you pay higher fares than slower services that don't use the high-speed line. Away from the inter-city lines, speeds are typically up to 100 mph (160 km/h) on main lines, and less on more minor routes. In the old Southern Region (a region bounded by the River Thames and the South Western Main Line to Weymouth), even inter-city services are limited to 100 mph (160 km/h) due to the constraints of third-rail electrification.

On non-inter-city services (especially in South-East England), you may hear the term "fast", as in the following announcement: "Calling at Sevenoaks, Petts Wood, Bromley South, then fast to London Charing Cross". This does not necessarily refer to speed - it means non-stop. So the train in the above announcement would miss out the many stations between Bromley South and London Charing Cross. A "fast" service is non-stop, while "semi-fast" means calling at only certain stations.

In general, there are two classes of travel: standard class and first class. Most commuter and regional trains offer standard class only.

• Standard class accommodation generally has two seats either side of the aisle with a mix of 'facing table' or more private 'airline-style' seats. Some trains, designed for more intensive commuter use, may have three seats one side and two the other, or even just perches along the walls with plenty of standing space.
• First class accommodation on inter-city services has two seats and one seat either side of the aisle, with a larger seat, more legroom, an at-seat service of drinks, refreshments and a newspaper (not all at seat services are available at the weekend). First class on commuter services is usually much more basic and may be two seats either side of the aisle with no at-seat service. Other than on long journeys (2 hours or more) or busy trains (i.e. 8 am train into London) it is almost pointless to buy a first class ticket. This is because, apart from the fact that you are more likely to get a seat (which can be guaranteed if you obtain a reservation), it has almost no benefits for the often significant price difference. Do check prices when booking, though, as Advance first class fares can sometimes be surprisingly reasonable, and on a longer journey extra leg and elbow room as well as the (often quite good) meals and drinks are nice. It's also worth checking the train operator's website to see what first class gets you, for example Avanti West Coast offers a full meal service, while some other operators only offer you a bigger seat. On weekends many operators offer a fairly cheap first class upgrade once you've boarded the train, called "Weekend First" - see details on this National Rail page. This is usually announced, and you pay the upgrade to on-train staff. In some cases it is also possible to guarantee an upgrade by paying in advance at a ticket office.
• Standard Premium accommodation is an additional class of travel offered on most Avanti West Coast services, priced between first and standard class. It allows passengers to sit in the same type of seats and carriages as first class, but there is no at-seat food or drink service. It is possible to upgrade to Standard Premium onboard the train for a fixed upgrade fee, which varies up to £35 depending on the length of the journey being made. The Train Manager takes payment of the upgrade after you have sat down.

Inter-city services (e.g. long-distance services on the Main Lines listed below) typically offer the following onboard amenities:

• Almost all services have seat reservations, which can be made free of charge when buying your ticket, or afterwards at a ticket office or directly through the operator's customer services. These are indicated by a paper tag or electronic display above each seat.
• Most services have a walk-up buffet, or a trolley service of drinks and refreshments moving through the train. Timetables usually indicate whether this is available on a particular service, and if so, whether it is available throughout, or only for part of the journey.
• All services have air conditioning.
• All services have at least one carriage with a fully disabled-accessible toilet and baby changing facilities.
• All services have WiFi internet connectivity. This is free, but often slow and intermittent (particularly in rural areas).
• Many services have a "Quiet Coach" where making unnecessary noise is not permitted. Devices should be set to silent, and telephone calls are not permitted, in such coaches.

Regional services (e.g. those operated by TransPennine Express, and some Chiltern Railways, Transport for Wales, West Midlands Trains and ScotRail services) typically offer the following onboard amenities:

• Many longer distance regional services have seat reservations, which can be made free of charge when buying your ticket, or afterwards at a ticket office or directly through the operator's customer services. These are indicated by a paper tag or electronic display above each seat.
• Some longer distance regional services have a trolley service of drinks and refreshments moving through the train.
• Air conditioning is often, but not always, available.
• All services have at least one carriage with a fully disabled-accessible toilet and baby changing facilities.
• Many services have WiFi internet connectivity. This is free, but often slow and intermittent (particularly in rural areas).

Commuter services (e.g. those operated by Southeastern, Southern Railway, Thameslink, South Western Railway, c2c, London Overground, Elizabeth line) typically offer the following onboard amenities:

• Air conditioning is often, but not always, available.
• Some trains have toilets. Where these are available, there is at least one carriage with fully disabled-accessible toilet and baby changing facilities.
• Many services have WiFi internet connectivity. This is free, but often slow and intermittent.

The inter-city network developed from six historic mainlines. Line speed is up to 125 mph (201 km/h), but is up to 186 mph (299 km/h) for High Speed 1 which is only achieved by Eurostar with domestic trains limited to 140 mph (230 km/h), and 100 mph (160 km/h) for the Great Eastern line. The 125-mph top speed on the West Coast main line can only be achieved by tiling trains, with conventional trains limited to 110 mph (180 km/h). All inter-city lines connect to London at one end, except for the Cross-Country Route. There are numerous stations in London, with each mainline terminating at a different station (e.g. Paddington, King's Cross, St. Pancras, Euston). These stations are linked by the London Underground network.

• High Speed 1 (HS1) connects London with many destinations in Kent such as Canterbury, Rochester and the Medway Towns, Margate, and Dover, and with the Channel Tunnel to France. Domestic services run at 140 mph (230 km/h) from London to cities and towns in Kent, and Eurostar international services run at 186 mph (299 km/h) to Paris, Brussels and Amsterdam. This line runs from St Pancras.
• East Coast Main Line - from London King's Cross to Edinburgh Waverley via Peterborough, York and Newcastle, with a branch to Leeds. Services run at least hourly from London to Newark-on-Trent, Leeds, and Edinburgh, with less frequent services to Bradford, Hull, Sunderland and Aberdeen.
• West Coast Main Line - from London Euston to Glasgow Central via Milton Keynes, Preston and Carlisle, with branches to Birmingham, Manchester and Liverpool. Services run at least hourly from London to Birmingham, Chester, Liverpool, Manchester and Glasgow, with less frequent services to Bangor, Holyhead, Blackpool and Edinburgh.
• Great Eastern Main Line - from London Liverpool Street to Norwich via Colchester and Ipswich. Half-hourly services run the length of the line.
• Great Western Main Line - from London Paddington to Bristol Temple Meads via Reading, with branches southwest to Devon and Cornwall, and west across the Welsh border to Cardiff and Swansea. Services run at least hourly from London to Oxford, Worcester, Bristol, Cardiff, Swansea and Plymouth, with less frequent services to Hereford, Cheltenham, Paignton and Penzance.
• Midland Main Line - from London St. Pancras to Sheffield via Leicester and Derby, with a branch to Nottingham. Services run at least hourly from London to Corby, Nottingham, and Sheffield.
• Cross-Country Route - connecting Scotland, northern England, the Midlands, southern and south-west England. Unlike all other inter-city lines it does not reach London and most services run via Birmingham.

While these are the routes showing high speed services, some operators run longer-distance "fast" or "semi-fast" connections on local lines, one such example being Greater Anglia's West Anglia Main Line "fast" service which only calls at London Liverpool Street, Tottenham Hale, Harlow Mill, Bishops Stortford, Audley End, Whittlesford Parkway and Cambridge. A much longer Transport for Wales service travels regularly from Milford Haven to Manchester calling at towns and cities like Carmarthen, Llanelli, Swansea, Bridgend, Cardiff, Newport, Abergavenny, Crewe and Manchester Piccadilly. These trains are not served by high speed trains and will often operate at slower speeds. They may also call at intermediate stations on the route. It is worth checking where your train stops at, and whether there may be a quicker connection, for example, Great Northern's London King's Cross - Cambridge would be quicker than Greater Anglia's London Liverpool Street - Cambridge.

A vast network of lines provide services between towns and cities of regional importance (e.g. Liverpool - Manchester), local services (e.g. Settle - Carlisle) and commuter services around many major cities (the network is particularly dense around London, Glasgow, Birmingham and Liverpool). Most towns and cities of interest or importance can be reached by rail, or by rail and a connecting bus link (e.g. a bus service connects Leuchars Station with St Andrews). It's worth trying the journey planner on the National Rail website to see if a place you're interested in is served (see section on Planning your Trip below).

On some rural, local services (particularly in the north-west and south-west of England), some smaller stations are request stops. This will normally be indicated on the schedule, and announced on the public-address system. If boarding at a request stop, the train will slow down and may also sound its horn - if you wish to board the train then raise your arm so that the driver can see you. If you wish to alight at a request stop, you should notify train staff as to which station you wish to get off at and he will signal the driver to stop.

When boarding a train at some rural Scottish request stops north of Inverness, it is instead necessary to use the Request to Stop Kiosk on the platform to request that the train stops.

There are three scheduled sleeper trains in Britain that operate every night (except Saturday) in each direction. Travelling more slowly than their equivalent daytime trains, they offer a comfortable means of overnight travel. All feature a lounge car that is open to passengers booked in berths (although on busy nights the Caledonian Sleeper sometimes restrict access to the lounge car to first-class passengers only). A buffet service of food and drinks is available in the lounge car, offering affordable snacks and drinks.

The Scottish Government's Operator of Last Resort runs two Caledonian Sleeper services, departing every night except Saturday in each direction:

• The Lowland Sleeper leaves London Euston around 23:00, and divides at Carstairs to reach Glasgow Central and Edinburgh for 07:30; the southbound trains depart Glasgow and Edinburgh around 23:30.
• The Highland Sleeper leaves London Euston around 21:00, and divides at Edinburgh to reach Aberdeen for 07:40 (returning 21:40), Inverness for 08:40 (returning 20:40) and Fort William for 10:00 (returning 19:30). Passengers travelling between London and Edinburgh may not use the Highland Sleeper, as this is just a service halt. This train stops at many intermediate stations (eg Dundee, Stirling and Perth) but very early in the morning: it might be more convenient, and cheaper, to take the Lowland Sleeper to Edinburgh or Glasgow then change to a daytime train.

Reservations on Caledonian Sleepers are compulsory. If you already hold a flexible ticket or rail pass, you need to pay a sleeper supplement if you would like to have a room rather than a seat; if you want to travel in a seat, you just need to obtain a seat reservation (for free - e.g. through Caledonian Sleeper's website). It is possible to use the Highland Sleeper between Edinburgh and Fort William (and intermediate stations) in either direction as a 'daytime' train if holding a flexible ticket or rail pass, but a (free) seat reservation is similarly required.

The Caledonian Sleeper introduced new CAF-manufactured rolling stock in 2019. Reclining seats are cheapest: these are in a 2+1 layout comparable to daytime first class but with no at-seat service, and the lights stay on all night. It's an uncomfortable way to spend the night; note that sitting passengers on the Fort William portion of the train must change carriages in Edinburgh during the middle of the night. Sleeper compartments have up to two berths in three configurations: "classic" rooms include up & down bunk beds and a washbasin; "club" rooms have up & down bunks with basin, WC and shower, and a complimentary breakfast; and double bedrooms have one double bed with basin, WC and shower. These are sold on the same basis as hotel rooms, so you pay extra for single occupancy, but you don't have to share with a stranger. Pricing is dynamic, you pay less in advance, much more at weekends or around the Edinburgh Festival if indeed there are berths available. Reckon £140 single and £170 double "classic" to Edinburgh and £45 for seating only. Booking is open 12 months in advance and trains often sell out weeks or months ahead (particularly on popular routes or dates). You'll generally be given an e-ticket which you'll have to present on boarding (either on your phone, or printed out if you prefer).

Great Western Railway operates the Night Riviera Sleeper, which travels along a single route from London Paddington to Plymouth, Devon and Penzance, Cornwall, calling at numerous intermediate stations. Reservations on Great Western Railway sleepers are optional (but recommended) in seated accommodation, and supplements are payable on top of the basic fare to reserve a berth. The Night Riviera offers two kinds of accommodation:

• Standard class seated accommodation (the seats do not recline).
• Sleeper berths: either a cabin with two berths or (for a higher supplement) a cabin with just one. Solo travellers will not have to share with another traveller, but must book a single cabin instead. The sleeping compartments have been refurbished to a very high standard and each includes a washbasin with soap and towel, a compact wardrobe and electric sockets with USB charging ports. Sleeper berth passengers will be served a complimentary breakfast. There are no showers on board the sleepers, but berth passengers may use the showers at Paddington, Truro and Penzance stations free of charge. Berth passengers may also use the first class lounge at Paddington before or after their journey.

A British peculiarity is the Parliamentary train or ghost trains. This is usually where the railway company wants to close the station, or a particular service, or the entire line, but the legal process for doing so is complex and expensive. So instead they run the very minimum service that the law requires: just one a week, in one direction only, usually at an inconvenient time. Other parliamentary trains are used to keep up driver familiarity with unusual movements. An example of the latter was the once-daily Chiltern Railways train to London Paddington instead of the usual London Marylebone, since trains were occasionally diverted there. This route is now 'served' by a weekly replacement bus service from West Ealing to West Ruislip on a Wednesday.

Other examples of parliamentary trains include:

• London Liverpool Street to Enfield Town via South Tottenham, Saturday at 0531 (trains normally go via Stoke Newington)
• Wolverhampton to Walsall direct, Saturday at 0638
• Gillingham to Sheerness-on-Sea, weekdays at 0456 and return at 2132
• Northampton to Crewe stopping at Polesworth station, Monday to Saturday at 0723

The companies’ behaviour is somewhat cynical; there is however an upside to this. Unlike the stations and lines closed during the "Beeching Axe", when Britain lost half its rail network in the span of not even a full decade, stations or lines (only) served by a "Parliamentary Train" can become regular stations and lines with frequent service rather quickly. It does not happen maybe as often as some would want, but there have been instances of lines going from the bare minimum of "train service" in order to avoid the lengthy process of shutdown, to regular and actually useful service.

Britain's longest train journey The longest single train journey in Britain is the 08:20 from Aberdeen to Penzance, operated by CrossCountry . It takes nearly 13 and a half hours (arriving at 21:43) making thirty-three intermediate stops and covering 1162 km (722 miles). It is operated by either a four coach Class 220 Voyager or five coach Class 221 Super Voyager diesel train, and is prone to overcrowding at busy points on the journey. A delightful travel piece in the Telegraph recounts a father and son's experience of the complete journey on a summer's day.

The best source of information is the National Rail website at http://www.nationalrail.co.uk/. It has a very useful journey planner, gives live updates for all stations, has station information and plans, ticket information, as well as a useful Cheapest Fare Finder (however "split ticketing" may still be cheaper, see #Split-journey tickets). Most of these services are also available by telephone from the National Rail Enquiries phone service on +44 3457 48 49 50. The National Rail website gives prices but does not sell tickets (however it will link to a choice of several websites which do). Among the train operators' websites, a useful one for planning travel and buying tickets is:

• Great Western Railway is a privately owned train company which uses an easy-to-use ticketing system and unlike most websites also sells some rovers online here^{[dead link]}. As with all train company websites, it gives information and sells tickets for all services in Great Britain operated by any company.
• Other useful websites include northernrailway.co.uk, scotrail.co.uk, southwesternrailway.com and trainsplit.com

It is advisable not to use most of the independent train booking websites that also exist, as these often charge unavoidable additional fees for tickets which can all be purchased without the fees from any train companies website! (e.g. for booking, receiving tickets by post or collecting them at the station). The only exception is that some third party sites, such as trainsplit.com, offer split tickets which can save you a significant amount (see #Split-journey tickets).

• Do not use most third-party ticket websites: tickets sold on thetrainline.com, redspottedhanky.com, mytrainticket.co.uk or raileasy.co.uk can be purchased at a cheaper rate and without any booking or card fees from any train company's website! Some third-party ticket websites charge booking/collection fees, while the official train company websites do not. thetrainline.com advertises frequently in the media in the UK, leaving some people convinced that it's cheaper, however in reality it's impossible to get a cheaper deal there no matter what anyone tells you!

A feature of the network is that you can purchase a through-ticket from any one station to any other in Great Britain, regardless of which or how many train companies you will need to travel on. At stations, you can buy tickets at ticket offices or ticket machines. An increasing number of stations have no ticket office and very minor ones will not have a machine; in this situation you should buy your ticket on-board from the conductor as soon as you can. Alternatively, most travellers buy their ticket online or through an app. You can buy your ticket from one of the train companies' websites or apps, all of which have a journey planner and sell tickets for all companies' services, not just their own. There are also many third party retailers who are licensed to sell tickets on behalf of the train companies. If you buy your ticket online or through an app, you can receive your tickets in a number of different ways (depending on the retailer and journey):

• E-ticket: you receive a PDF which shows a barcode and the ticket details. You can download as many copies of this as you like, to display either using a PDF reader or within the retailer's app on a digital device (phone, iPad etc.), or to print at home (using plain, white A4 paper is advised). There is no requirement for the ticket to be activated prior to use, or for the person travelling to show ID - it is sufficient to show the e-ticket itself. Some retailers may also allow you to add an e-ticket to your Apple Wallet or Google Pay. E-tickets aren't available for journeys which involve using the London Underground (e.g. crossing London), or for most journeys involving ScotRail or Merseyrail.
• Collection at station: you can pick your ticket(s) up at any train station which has ticket collection facilities - i.e. most stations with a ticket machine or ticket office. If you are collecting tickets from a machine, you need a bank card (some retailers require this to be the exact payment card used), plus the 8-character ticket collection reference in your confirmation email. If travelling from an unstaffed station without a ticket machine, or certain airports which do not have a direct National Rail connection, it will not be possible to collect your ticket there. You should either choose another fulfilment option for your tickets, or collect your ticket from different station before travelling.
  • If travelling within Scotland on ScotRail services, the conductor may unofficially accept seeing your confirmation email instead. If travelling to a station with barriers, they may ask you to collect your ticket there to leave the station. For example, boarding a train at Achnasheen, you would show the conductor your confirmation email. When arriving in Inverness, you may need to print out your ticket from the machine there. In this case, select Inverness as your collection station when buying the ticket.
• M-ticket: when buying a ticket on an app, for journeys involving ScotRail and (for some ticket types) Transport for Wales you will be sometimes offered an m-ticket rather than an e-ticket. M-tickets look similar to e-tickets (they also have a barcode and ticket details), but you do not receive a PDF and can only display them on one device within the app used for buying the ticket. They must be activated prior to starting your journey.
• Post: you can have tickets sent to you by post, but this takes 2–3 days, so is not available for journeys within the next few days. There is usually a postage charge.

A ticket does not guarantee a seat unless you also have a seat reservation. Depending on ticket type and train company, this may come automatically with the ticket or you may be asked if you wish to reserve a seat - ask if you are unsure. Some trains (mostly local and commuter services) do not permit seat reservations. If you have no seat reservation, you may have to stand if the train is busy.

Point-to-point tickets come in three types: Advance, Off-Peak and Anytime. There are also 'Rover' and 'Ranger' tickets, for unlimited journeys in a particular area. You can choose between flexibility (generally more expensive) and value (less or no flexibility), similar to an airline. In increasing order of cost, tickets are classed as:

• Advance - these are usually the cheapest tickets, although if you are making a return journey, an Off-Peak or Anytime Return can sometimes be cheaper than two Advance tickets. With Advance tickets, you must travel on the exact train(s) selected when booking, and you can't break your journey (e.g. stop off at an intermediate station, or board or get off at different stations to those shown on the ticket).
  • Most train companies now allow Advance tickets to be bought until 5-10 minutes before the train leaves.
  • Advance tickets are limited in availability, and typically increase in price as you get nearer to the date/time of departure. On busy trains, Advance tickets will sell out several days or weeks beforehand - after this point, only Off-Peak or Anytime fares will be available if you want to travel on that train.
  • Advance tickets are only sold as single (one-way) tickets. To make a return journey, simply purchase two singles.
  • Up until the scheduled departure time of the journey, it's possible to change an Advance ticket to a different date or time, or to an Off-Peak or Anytime fare, subject to payment of any difference in fare plus any administration fee, up to £10, charged by the retailer.
  • If (without good reason) you board a different train to that stated on your Advance, your ticket is considered invalid and you will either need to pay for a new ticket (at full price), be charged a Penalty Fare (at least £100 extra, reduced to £50 if paid promptly), or be reported for prosecution.
• Off-Peak - these can be bought at any time until the train leaves, and do not vary in price. They are not tied to a specific train - you can use any train, subject to the applicable time restrictions (such as "not before 09:30AM on weekdays") and route/operator restrictions (such as "not via London" or "Northern only").
  • Time restrictions vary widely depending on the journey being made; online journey planners and apps will automatically work out whether Off-Peak tickets are valid for a given journey. Each Off-Peak ticket has a 2-character "restriction code" (e.g. B1), which explains the applicable restrictions. You can look up the details at nre.co.uk/XX, where XX is the code.
  • For some journeys, there are also cheaper Super Off-Peak or Evening Out tickets. These are the same as Off-Peak tickets, but with further time restrictions.
  • Off-Peak tickets are normally more expensive than Advance tickets, although this is sometimes not the case for return journeys (particularly if returning the same day, where Day Returns are usually available for shorter journeys).
  • Off-Peak tickets can be changed to a different date; an administration fee of up to £10 may be charged.
  • Off-Peak tickets can be "excessed" to a different route (e.g. via London if you have a "not via London" ticket) or to Anytime tickets, subject to payment of the difference in fare. This can be done through the company you bought your ticket from, or at any ticket office. It is also possible to pay the difference onboard the train; there is no penalty for this. Note that an operator restriction (e.g. "Northern only") cannot be excessed away, and you can be treated as travelling without a valid ticket if you board a train operated by the 'wrong' company with such a ticket.
  • With most Off-Peak tickets, you can break your journey anywhere en route. This means you can stop off, or start or finish your journey, at an intermediate station. There are a small number of tickets where this doesn't apply; you can find out if this is the case by looking up the details of the restriction code (see above).
  • Off-Peak tickets can be refunded before travel, or until 28 days after the ticket expires. An admin fee of up to £5 per ticket may be charged, though some retailers waive this charge.
• Anytime - these can be bought at any time until the train leaves, and do not vary in price. They are not tied to a specific train - you can use any train, subject to any route/operator restrictions (such as "not via London" or "Northern only").
  • Anytime tickets are normally more expensive than Off-Peak tickets, although this is sometimes not the case for return journeys (particularly if returning the same day, where Day Returns are usually available for shorter journeys).
  • Anytime tickets can be changed to a different date; an administration fee of up to £10 may be charged. Anytime Day Singles and Day Returns are valid only on the selected date; Anytime Singles are valid for 2 days. The outward part of an Anytime Return ticket is valid for 5 days; the return part is valid for a calendar month.
  • Anytime tickets can be "excessed" to a different route (e.g. via London if you have a "not via London" ticket), subject to payment of the difference in fare. This can be done through the company you bought your ticket from, or at any ticket office. It is also possible to pay the difference onboard the train; there is no penalty for this. Note that an operator restriction (e.g. "Northern only") cannot be excessed away, and you can be treated as travelling without a valid ticket if you board a train operated by the 'wrong' company with such a ticket.
  • With Anytime tickets, you can always break your journey anywhere en route. This means you can stop off, or start or finish your journey, at an intermediate station.
  • Anytime tickets can be refunded before travel, or until 28 days after the ticket expires. An admin fee of up to £5 per ticket may be charged, though some retailers waive this charge.

Where available, the cheapest fares are usually Advance tickets; however, if making a return journey (particularly a day trip) it may be cheaper to buy an Off-Peak or Anytime fare. Advance tickets are typically released for sale 8 weeks in advance, but this can vary from as little as a few weeks to 6 months depending on the operator and route. To check how far ahead 'Advance' tickets are available for the operator or route you're interested in, visit National Rail's "Booking Horizons" page. If you have not booked in advance, short and medium-distance travel is typically still affordable if you buy on the day of travel, but if you try to buy longer-distance tickets on the day (e.g. London-Scotland), make sure your budget is prepared.

If you are purchasing an Off-Peak or Anytime ticket, return fares are often only a small amount (£1 or 10p) more than a single (one-way ticket), though there have been changes to begin to move towards budget-airline style "single leg pricing". For most shorter distance journeys, there are only Day Return tickets, where outbound and return travel must be completed on the same day (tickets are valid until the end of the "railway" day, which ends at 04:29 the following morning). Tickets purchased after midnight are valid until 04:29 the following day (i.e. a maximum of 28.5 hours). On some intermediate-length routes, e.g. between London and Cambridge, both Return (return within a month) and Day Return (return the same day) fares are available. On longer journeys, Day Return fares are usually not available. Often people (including ticket office staff) will use "return" to mean "day return"—this can cause confusion. It's always best to specify when buying your ticket either "period return" (return within a month) or "day return" (return the same day) just to be sure you're getting the right one.

There are various ways to obtain discounts, for some people, some of the time. The simplest way to get cheaper tickets is always to book as far in advance as possible.

Note that the below focuses on tips that mainly apply outside London; travel within (and near) London is somewhat more complex and is covered in the dedicated Optimising London public transport article.

An example of the complexity and lack of logic in ticket pricing is that it can sometimes be cheaper to split a journey into two or more segments, and buy a separate ticket for each segment. This can apply to any of the ticket types listed above. For example, as of August 2018 a standard-class off-peak return ticket from Reading to Bristol cost £63.20. If you are making that journey in a day, however, it would be better to buy day return tickets from Reading to Didcot (£6.60) and from Didcot to Bristol (£24.90) – a total of £31.50, saving over 50%. You would buy both tickets before starting the journey.

These tickets are valid only on trains that are scheduled to stop at the relevant intermediate station. In the example above, you would have to use a train that stops at Didcot; most Reading–Bristol trains do so. However, there is no need for you to get off the train and back on at the intermediate station. There is little rhyme or reason as to which journeys can be made cheaper by this tactic, although it seems that journeys starting and finishing at major locations tend to be relatively more expensive (in our example, Reading and Bristol are both much bigger places than Didcot). It also tends to be cheaper to split journeys without day returns into two shorter journeys with day returns (also seen in our example). You can either do your own research by using the National Rail site, or use a retailer that offers split tickets, such as TrainSplit, Trainline and Splitticketing. Splitting at every intermediate station normally increases the cost rather than decreasing it.

There's little additional risk by buying split tickets in this way, even if you're using more than one train. If you have two Advance tickets which can only be used on the booked trains, the first train is late and you miss your connecting train, then you are completely legally entitled to use a later connecting train as long as you have allowed the set 'connection time' (at least 5 minutes, up to 15 minutes for the largest stations – see BR Times and enter the station name for details) at your interchange station. Split ticketing has become increasingly common over recent years, so staff will likely be familiar with split ticketing (some even suggest it) and are unlikely to cause any difficulties in a situation like this.

At stations with ticket offices, it is possible to buy "split tickets" by asking for the exact tickets you want – you will normally not be pro-actively offered these, as ticket offices are under an obligation to offer the cheapest through ticket rather than the cheapest split tickets. At stations that only have a ticket machine, your ability to buy split tickets will vary depending on whether or not the ticket machine can sell tickets from other stations. If the machine does not support this, you could board the train with the first split ticket, and then immediately find the conductor to purchase the rest, but they would be under no obligation to sell you this ticket and some trains do not have conductors. If this were the case, you would have to leave the train at the last station where your ticket is valid. Buying all your tickets before starting your journey is safer.

There are many third-party websites (the most popular being Trainline) that can book tickets for train travel within the UK. Given that these websites typically charge a booking fee, this is usually a bad idea, as you can easily book a ticket from any train operator in Britain (for any journey in Britain, even if the journey is with a different operator) without paying a booking fee. There is little reason to use them, with the exception of the split-journey tickets case described above.

There may be several different routes or operators to your destination, with different fares. A ticket valid via "Any Permitted" route - valid on all operators and with no restrictions on the route - will typically be more expensive than a ticket that is restricted to a specific route or to a specific train company.

A little known secret is the possibility to excess a ticket to a different route. This allows you to save money when making a return journey whereby you travel on a cheaper route in one direction. Take for example Off-Peak Returns from Dundee to Inverness: there are two different routes available. One is free of any restrictions, bearing the route "Any Permitted", the other requires you to travel "via Aviemore". The former costs £56.10, the latter only £36.90. If you want to travel via Aviemore in one direction and via Aberdeen in the other, an online journey planner will only offer you the "Any Permitted" ticket. At a ticket office, however, you'll be able to buy the cheaper "via Aviemore" fare and obtain a change of route excess for the direction where you want to travel via Aberdeen (not passing through Aviemore). This change of route excess is charged at only half the difference between the two tickets. You'll pay a total of £46.50, a saving of more than 17% compared to the "Any Permitted" fare.

Similarly, on a small number of routes it's possible to get a cheaper ticket if you travel with a specific operator. Usually this involves taking a slower or less frequent train. For example, a single with no restrictions between Glasgow and Edinburgh is £12.50. A ticket valid on CrossCountry services only is £8.50. Similarly, look out for "West Midlands Railway/London Northwestern Railway only" fares between London and the West Midlands or North-West, or "Greater Anglia only" fares between Cambridge and London. Note that an operator restriction cannot be excessed away, and such tickets considered completely invalid on other operators' services. If you wish to travel on a different operator, you should obtain a refund of your original ticket (subject to an administration fee of up to £5) and buy a new ticket.

Most tickets (other than Advance tickets) allows you to break your journey as many times as you like within the day(s) on which they're valid. So if you're going from London to Edinburgh with a Super Off-Peak Single, you can stop off at York and/or Newcastle if you like. If intending to break your journey, it's a good idea to let staff know when they're checking your ticket - they may mark your ticket accordingly.

A growing trend in Europe is for low-cost intercity rail companies that operate single-class "no frills" services, in competition with budget airlines and coaches. As of 2022, only one such dedicated company operates in the UK: Lumo runs along the popular East Coast Main Line route between London King's Cross and Edinburgh Waverley, taking approximately 4h30m with stops at Newcastle and Morpeth (a single evening southbound service also calls at Stevenage). The company launched to much hype in autumn 2021, touting single fares of £20. However, their fares have increased since then, and many of their services are very busy. Still, there are bargains to be had, and you could even save on trips starting or ending beyond Edinburgh and London, by purchasing the additional portions separately; there are also now through fares such as "Lumo & ScotRail" for some destinations beyond Edinburgh or "Lumo & SWR", "Lumo & SE" etc. for some destinations beyond London. Make sure to check which ticket you're buying: truly low-cost tickets are only valid on Lumo (and connecting operators beyond London/Edinburgh), whereas the "Any Permitted" (valid for all routes and operators) tickets don't offer any savings, but you can use them on any company's trains (including Lumo). Lumo operates 5 trains per day in each direction.

Grand Central and Hull Trains are two other open access operators that compete with LNER on the East Coast route from London King's Cross. However, although they can be cheaper than LNER, they do not seek to primarily offer a low-cost option in the way that Lumo does.

West Midlands Trains (in cooperation with Transport for Wales for some journeys) and Chiltern Railways compete with Avanti West Coast between London and various destinations in the West Midlands and North-West. They offer cheaper "LNR/WMR only", "LNR/WMR/TfW only" and "via High Wycombe" fares, respectively. These can offer significant savings over the "Any Permitted" fare valid on all operators, e.g. a Manchester to London "Any Permitted" Off-Peak Return is £103.90, whilst an "LNR/WMR/TfW only" Off-Peak fare (which also has much less onerous time restrictions) is £50.40.

Discounts are available for:

• Children - up to the age of 15, normally 50%
• Small Groups – of between 3 and 9 people, typically a third off
• Large Groups – 10 or more people
• Railcards – discount cards for certain groups
• Regional Railcards – offering discounts within a specific region
• Some European railway staff

The most widely used system of discounts on National Rail are Railcards. Railcards cannot be used for Eurostar fares. Railcards can be purchased from any station ticket office (after completing a form and providing of proof of eligibility and a photograph) or online. Although these are primarily intended for British citizens, the discounts offered makes them useful for visitors to Britain who plan to travel a lot by train; if you are spending more than about £90 then the Railcard would pay for itself. Some Railcard are available in digital form where an image of the Railcard is displayed through a mobile phone app; if you want one, be sure to state it when you apply for one online as you cannot change a paper/plastic Railcard to digital format (and vice versa).

Note that several of the Railcards have a minimum fare of £12, below which the fare won't be discounted before 10am Mondays to Fridays; this should only impact people making a short trip though, and it does not apply to Advance tickets. There are also some Railcards which are not valid before 9:30am or 10am Mondays to Fridays.

• 16-25 Railcard offers a discount of 1/3 on most tickets for anyone aged 16 to 25 and full-time students of any age (with a suitably stamped form from a university). £30 per year or £70 for three years. The £12 minimum fare applies, except during the months of July and August.
• 26-30 Railcard offers a discount of 1/3 on most tickets for anyone aged 26 to 30. £30 per year, only available as a mobile 'app'. The £12 minimum fare applies.
• Family & Friends Railcard offers a discount of 1/3 on adult fares and 60% on child fares. Up to four adults and four children can travel on one Family & Friends Railcard. At least one named cardholder and one child must be travelling together for the whole journey. £30 per year or £70 for three years. This Railcard is not valid before 9:30am Mondays to Fridays.
• Senior Railcard offers a discount of 1/3 on most tickets for anyone aged 60 or over. £30 per year or £70 for three years. This Railcard is not valid for journeys within the former 'Network SouthEast' area (see Network Railcard below) in London and the South-East during the morning peak.
• Two Together Railcard is a new Railcard introduced in 2014 offering a discount of 1/3 for two named people (over 16) travelling together. Both people must have their photos on the card, and must stay together for the whole journey. If you want to travel with someone not listed on the Railcard, you will have to buy a separate Railcard. This Railcard is not valid before 9:30am Mondays to Fridays.
• Network Railcard is n unusual relic of the pre-privatisation British Rail era: it is a geographically specific Railcard that relates to the now obsolete 'Network SouthEast', the British Rail brand for the region of trains that radiate from London and the south east of England. It offers a discount of 1/3 on most tickets for the cardholder and up to three other adults and up to four children, aged 5 to 15 can save 60% on the child fare. Costs £30 a year. This Railcard is not valid before 10am Mondays to Fridays, and a minimum fare of £13 applies Mondays to Fridays.
• Disabled Persons Railcard offers a discount of 1/3 to eligible disabled or mobility restricted passengers. £20 for one year or £54 for three years. This Railcard does not have a £12 minimum fare restriction.
• HM Forces Railcard provides a similar 1/3 discount to serving members of the British armed forces and their families. It can only be obtained from military facilities and cannot be purchased at a station. The £12 minimum fare applies, except during the months of July and August.

There are also several local Railcards that are only valid within a specific region or on a specific set of lines. A full list of such Railcards is available at National Rail

British railway staff working for National Rail operators receive a "Rail Staff Leisure Card" (also known as a "Priv"), entitling them and their partner/dependents to 75% off most public fares (other than Advance tickets) for leisure journeys. They can also obtain a 75%-discounted season ticket (see below) for journeys between their places or residence and work (or education, for dependents). They can usually travel for free on services operated by the company they work for, and often also on affiliated companies or other companies where there is a reciprocal agreement.

Staff working for Network Rail receive a more restricted "Online Leisure Card", which has a similar 75% discount to the "Priv" but that can only be used to buy tickets online, and with some restrictions on the operators that can be used.

Staff in employment before 1 April 1996 receive enhanced "safeguarded" travel facilities, which include reciprocal discounts with London Underground and Eurostar and in some cases, free travel within certain areas or for a limited number of days each year.

All European state railway companies (except for Sweden's SJ) participate in the FIP scheme (French: Facilités de circulation Internationales du Personnel des chemins de fer; English: International Travel Facilities for Railway Staff), allowing their staff to apply for an FIP card. This card entitles them to 50% off most British public fares (other than Advance tickets) for leisure journeys. This discount is increased to 75% for employees of the French, Belgian, Irish and Northern Irish state railway companies (SNCF, SNCB, IÉ and NIR, respectively). Similarly, after 1 year's service, British staff can apply for an FIP card, giving them 50% discounts on FIP-participating operators, increasing to 75% for SNCF, SNCB, IÉ and NIR.

"Priv" and FIP discounts can generally only be obtained

Britain's most overcrowded train The popularity of train travel in the UK has soared since the 1990s. Some parts of the network - mostly commuter services around big cities - suffer from overcrowding. Planning journeys outside the rush hours (06:00 - 09:30 & 16:00 - 19:00) can make tickets cheaper and journeys significantly more comfortable.

Commuters can get some savings by purchasing a season ticket. These are available from staffed ticket offices and ticket machines for a fixed route between any two stations you specify. That being said, if you can avoid having to get a season ticket, do so, as they are still rather expensive. For example, if you have a Disabled Persons Railcard (recall that it's valid on peak trains without a minimum fare), a season ticket is likely to be more expensive. Similarly, for the 16-25 Railcard, given that the minimum £12 fare applies only M-F before 10AM, consider whether a season ticket is actually cheaper as a result. The same applies to "Flexi Season" tickets, which is an "8 days within 28 days" pass, and hence designed for people working in a hybrid setting. The discounts are computed from Anytime fares, which makes them rather expensive.

If a friend or family member has an annual season ticket issued for travel within the "Gold Card" area, they can purchase tickets for you to travel together at a discount (and also buy one Railcard for themselves or someone else for £10 each year). When travelling with children, this can often be a substantial discount.

There are three principal types of rail pass available to visitors to the UK which permit unlimited rail travel. Supplements are payable for Eurostar and sleeper trains (unless travelling in seats).

• Interrail is a pass for European residents. The most popular type is the Global Interrail pass, which is valid across all 33 participating countries (including the UK). British residents can also buy Global Interrail passes, but such passes can only be used in Britain on two nominated days within the pass' validity, for travel to/from a port, airport or border. There are two types of dedicated Interrail passes which cover parts of the UK: Interrail Great Britain is valid for travel throughout England, Scotland and Wales, while Interrail Ireland is valid for travel in Northern Ireland and the Republic of Ireland.
• Eurail is the same as Interrail, but for non-European residents. The pricing for Eurail was historically different, but is now aligned with Interrail.
• Britrail passes can only be purchased by non-UK residents, and must be purchased online or in your home nation before you depart for the UK. Britrail passes cover travel in Great Britain, but not Northern Ireland. As well as a national pass, there are regional Britrail passes covering specific areas of the country.

See European rail passes for more information.

Largely a relic of the nationalised British Rail era, Ranger and Rover tickets are tickets that permit unlimited travel with relatively few restrictions over a defined geographical area for a period of anything from one to fourteen days, including options such as "three days in seven". There are numerous regional rangers and rovers available, with a full list of tickets (with their terms and conditions) on National Rail's page. There are also national Rovers as follows:

• All Line Rover - This allows 7 or 14 days travel on almost all scheduled rail services throughout England, Scotland and Wales. As of January 2023, it costs £540 (7 days) or £818 (14 days) for standard class, and £818 (7 days) or £1250 (14 days) for 1st class. Children pay half-fare and most Railcard holders get 1/3 off.
• Spirit of Scotland Travelpass: 4 days in 8, or 8 days in 15 - £134 and £179 respectively, with concessions for children and Railcard holders.

Compared to Interrail/Britrail, the All Line Rover is normally considerably more expensive even with a Railcard (and usually less flexible), and hence tourists who have a choice should not take the All Line Rover. For those looking to travel within a specific region, there are Britrail passes valid for a specific region; compare the cost with the closest Ranger/Rover alternative (using Railcards if applicable) to see which is the better choice.

• PlusBus. An add-on ticket, which can be purchased with National Rail train tickets in Great Britain. It allows unlimited travel on participating bus operators' services, and in some cases trams, in the whole urban area of rail-served towns and cities (notably except London). You can either buy the PlusBus ticket at the same time you buy your train ticket, or you may show your valid train ticket at your destination's ticket office if you decide to buy PlusBus on arrival. You can buy PlusBus from any Ticket Office, by phone or at ticket machines operated by most rail operators. Several operators now allow you to buy PlusBus from their website. The best value PlusBus tickets tend to be for major metropolitan cities since the ticket often covers the whole metropolitan area for a fraction of the cost of a normal day ticket. If you have a Railcard then your railcard discount will be applied to the PlusBus ticket as well. NOTE: In England (only) there is a £2.00 per journey cap on bus fares in 2024. Between £2.50 and £7.00, depending on destination. (updated Mar 2024)
• Travelcards are an option from most stations in the South East when buying a Day Return to London. In addition to the journey to London, they provide unlimited travel by Underground, National Rail, tram, and DLR within Greater London. For example, an Oxford to London Off-Peak Day Return costs £26.60 without a travelcard. However, an Oxford to London Off-Peak Day Travelcard would cost £31.30, additionally giving unlimited travel around London for less than £5 extra.
• Weekend First upgrades allow the holder of a standard class ticket to upgrade to first class on Saturday and Sunday on certain long distance trains. The supplement is payable on the train to the conductor, subject to availability. Upgrades usually start at £5, but on some trains there is no complimentary at-seat service in first class at the weekend. There is more information on the National Rail website here.

The National Rail website has an information page for every railway station in Britain, with details of access, facilities, ticket office opening hours and recommended connection times. The 'live' Departures & Arrivals screen for every station can also be viewed online, with up-to-the-minute train running information.

If you are unfamiliar with your journey, arrive at the station with time to spare. Stations in Britain are often architecturally significant, so if you are early, take the time to look around.

Most stations have electronic departure screens listing trains in order of departure, platform, any delay, stations called at and the train operating company. At larger stations, there is often another screen labelled "Fastest train to..." followed by a list of popular stations. If your ticket doesn't tie you to a particular train, this screen is an easy way to determine the upcoming departure which will get you to your destination in the shortest time. At small or rural stations without electronic displays, signs will indicate which platform to wait on for trains to your destination.

Platforms may not be announced until a few minutes before the train is due to depart, and can sometimes change if the train is delayed. Listen for audio announcements, notably those that start with "This is a platform alteration." Many stations use automated subway-style ticket barriers: if you have a paper ticket, you insert your ticket face up, left end (with the arrows logo) first into the first slot facing you; your ticket is then returned from the slot on the top of the machine, and the act of taking it causes the barrier to open. If you have an eTicket, you scan the ticket on a reader below the paper slot. In London, you can tap an Oyster or contactless card on a reader. Staff are always in attendance with these barriers if you have a problem, and can also advise where to stand if you are travelling with a bicycle.

British trains do not have publicly announced numbers; they are identified at each station by their scheduled departure time (using the 24-hour clock), train company and destination (e.g. "The 14:15 CrossCountry service to Manchester Piccadilly"). If there is a delay to the train's departure, the original scheduled departure time is still used to identify it. Only a few trains carry names, such as The Flying Scotsman between London King's Cross and Edinburgh, The Northern Lights between London King's Cross and Aberdeen and The Highland Chieftain between London King's Cross and Inverness.

While at the station, be aware of what's going on around you. Try not to get in the way, make sure you stand well back from the platform edge (there is usually a yellow line to stand behind), and do not use flash photography, as this can distract drivers and front-line staff.

On trains with reservations, coaches are lettered. If you have a seat reservation, watch the outside of the train as it arrives for your coach letter (some major stations will have signs on the platform telling you where to wait). Coach A may be at the front or back of the train (depending on direction it's travelling in), and some letters may not be included (A-B-C-E, for example). Be careful to distinguish between the coach letter and seat number: some seat reservations show a suffix with the letter A (airline-style), F (facing direction of travel) or B (back to direction of travel) - for example coach B, seat 45A - these are not coach letters!

All trains have power-operated doors; you must press an illuminated button to open the doors, and they close automatically before the train leaves. There may be a significant gap between the train and the platform edge. If the weather is cold and you are the last person to board, it is polite to press the 'close door' button to prevent cold weather coming in.

Seat reservations are marked either with paper tags on the headrest or an electronic display above the window, as well as on your reservation ticket. Usually not all seats are reserved unless the train is very busy - if a seat has no tag, it is unreserved and any ticket-holder can sit there. However, remember that unless you also have a seat reservation, your ticket does not guarantee you a seat. The reservation tag or display at each seat will specify the stations between which the seat is reserved (e.g. "Dundee - York"). If you do not have a reservation and all the seats appear to be reserved, look for one where the reservation starts at a station the train has not reached yet (and be prepared to move seats when it reaches there), or where the reservation ends at a station already called at. It is usual on most long-distance services to have an unreserved carriage, although if you are not joining at the start of the train's journey, seating may be limited, especially if travelling with others.

Keep your ticket and any reservation, pass and/or Railcard with you when you move about the train (e.g. to go to the toilet or buffet car), as you may be asked to show it by the train guard or ticket inspector. It is also likely that you will need it to exit the platform at your destination station, because subway-style ticket barriers are in use at many stations. If you cannot find your ticket at one of these, you will be in big trouble and liable to a hefty penalty plus the cost of a new full ticket. Always keep hold of your ticket until it is retained by the barriers or you leave the station!

Station stops are normally announced over the public address system or on scrolling electronic displays in the carriage.

Different trains vary in how much luggage space they provide. Nearly all trains (including all inter-city ones) have overhead racks suitable for small items like a small rucksack, briefcase, laptop bag, or other small luggage. Inter-city and regional trains have luggage racks suitable for larger suitcases. However, these luggage racks fill up quickly and on long-distance services there is usually not enough space for everyone, so board the train as early as you can to get a space. If you cannot get a space in the racks, and re-arranging the items there doesn't help, you may have to squeeze your luggage into any space you can find. This may be in the vestibule space and the ends of each carriage. Train staff do not tolerate luggage blocking aisles and doorways (this is dangerous in an emergency) and in extreme cases if it is an obstruction it may simply be dumped on the platform at the next stop. Theft of unattended luggage can be an issue so keep a close eye on yours.

On some trains, especially inter-city services, there may be a special luggage area which can be helpful if you have a large bag. For example, CrossCountry's Voyager trains have a luggage area in Coach D (see section below on different types of trains used). On some LNER services between London King's Cross and Leeds (operated using InterCity 225 trains), it is possible to place your bag in a luggage area (in the luggage van/driving car at the opposite end of the train from the power car/locomotive) if you are going to the train's destination. Ask the train guard or platform staff for help loading your luggage.

Luggage cannot be sent unaccompanied 'in advance' on the railway, and there are very few stations with 'left luggage' baggage storage facilities: only the main London terminals, Birmingham, Liverpool, Manchester, Leeds, Edinburgh and Glasgow have left luggage offices or lockers.

Getting food on the rail network can be a variable experience. Many long distance services provide a buffet car with a snack bar or a small shop, while others may have a trolley service wheeled to your seat. In most cases, refreshment provision doesn't extend beyond pre-packaged sandwiches, hot and soft drinks, fruit, and confectionery items. Transport for Wales include a full three-course meal on their Premier service between Manchester/Holyhead and Cardiff. LNER and Avanti West Coast include light meals for first class passengers on many services. Local services generally don't have any catering at all.

Only Great Western Railway offers a full dining car, and these Pullman services operate only on a limited number of trains on the London-Plymouth and London-Swansea routes. Spaces are limited and the prices for two or three courses are high, but it is worth trying if you fancy a treat. Although priority is given to first class passengers, standard class passengers may dine in the restaurant if space is available. Despite the Pullman name, the meals are served in ordinary first class carriages.

The Caledonian Sleeper has a 'club' car serving drinks and light meals. The Night Riviera Sleeper's lounge car has a bar and snack counter.

Private charters, rail tours and heritage railways may offer dining car experiences on some services, even the occasional Pullman recreation, albeit for a premium ticket price.

Many stations on the UK rail network have catering outlets. Whilst some stations have locally run independents, which see trade from both passengers and locals alike, outlets of fast food franchises, coffee chains or convenience stores are more typical. Major termini or hubs have a larger assortment of outlets. Marks and Spencer stores usually offer the best range of food and drink in-station, though are on the pricier side. Full service restaurants on stations are a rarity, as are platform side pubs. Some terminus stations are adjacent to grand railway hotels which offer restaurants.

If you want to be sure of having something to eat or drink, then bring your own. There are few restrictions on bringing your own food or drinks. Alcoholic beverages cannot be consumed or be carried visibly (whether open or not) on ScotRail services, and are also prohibited on TfL services in London. Some specific trains or stations may have alcohol restrictions if they are known to be problematic - there will be signs indicating this, and you (and your luggage) may be searched for alcohol before you can board.

Most regional and long-distance train services have onboard toilets. Provision varies, but there's usually one every two carriages. All trains with toilets have at least one wheelchair-accessible WC and these usually have a baby-changing table which folds down from the wall. Cleanliness levels are about the standard of other public loos in Britain; they could be better, but they're not disgusting.

Where there is an electric door on the toilet, there is usually a separate button for locking the door which you must press in addition to the one which makes the door close. If you don't press this button, people from the outside can open the door while you're inside. Likewise, you will not be able to open the door to get out without first pressing the unlock button.

Staffed stations usually have public lavatories open while staff are on duty, and they are usually free of charge.

Smoking is illegal on board trains in Great Britain (and in fact in any enclosed public place in England, Wales and Scotland). Trains are fitted with smoke alarms, including in toilets. If you are seen smoking, train staff will arrange for the British Transport Police to be waiting at the next station and you will be arrested and fined. Smoking is also illegal on station platforms and any other railway property, although at smaller or rural stations it is generally ignored if you smoke in the open air as far as possible from the main waiting area. Vaping electronic cigarettes is not allowed on board trains, but some train companies allow you to vape on the platform.

Whilst alcohol consumption on most trains and on stations is not necessarily banned, you may get disapproving looks from fellow travellers and from railway staff, if you consume it openly on the platform. Some exceptions to this are noted below.

During some events, and at certain times, train companies may restrict alcohol consumption on their services (for example trains going to popular sports events) and will publicise such restrictions on the train or at stations. If you are found consuming alcohol where it is restricted, it will be confiscated. You will only be fined if you fail to surrender your alcohol or continue to drink after being warned.

British Transport Police can also remove you from any station or train, at any time if you are deemed to be unfit to travel through intoxication, and railway staff show no hesitation in requesting their intervention to enforce the Railway by-laws, when required.

On trains operated by ScotRail, it is illegal to be in possession of visible alcohol (whether opened or not), or to consume alcohol at any time of day. This restriction does not apply to the Caledonian Sleeper Service, where alcohol is sold in the 'Club' car.

Under separate by-laws, many local transport networks such as the London Underground also implement alcohol bans.

There are approximately 2,560 railway stations throughout the UK, excluding urban rapid transit systems like the London Underground, Glasgow Subway, Tyne and Wear Metro and the Docklands Light Railway. Almost all stations belong to the state-owned Network Rail, who also manage day-to-day operation of major stations (e.g. Edinburgh Waverley). Others are leased to the train operating company running most of the services there, who are responsible for the operation, upkeep and staffing of the station. Stations vary in their facilities (see information on the National Rail website) but you are likely to have difficulty finding a rubbish bin/trash can at major stations due to the risk of terrorism.

Most stations are in the centre of towns or cities, or within walking distance. However, a station ending in Parkway (e.g. Bristol Parkway, East Midlands Parkway) has a large car park so commuters can drive to it and then take the train: this means it is far from the city/town centre, often in a distant suburb or even in the middle of nowhere. If there is a choice of stations, do not get off at a Parkway station if your destination is the city centre - for example, you would get off at Bristol Temple Meads and not Bristol Parkway for the centre of Bristol. An exception is if you are connecting to an onward destination - for example, the DART automated people-mover runs from Luton Airport Parkway to Luton Airport.

Many stations that date back to the Victorian era, such as the famed St Pancras in London, are architecturally very impressive, and may be worth the trip to have a look even if you are not travelling by train.

When making a journey that involves a connection between London stations, a through ticket will normally allow connecting travel on London Underground services. In the 19th century it was made illegal to build railway termini too close to the centre of London as it was thought this would put historic buildings at risk. As a result, most were built in a ring which at that time was just outside the centre, but following London's expansion in the 20th century, is very much within it. Bold type indicates a terminus-only station; most London stations are termini as only a few lines cross the capital.

Blackfriars Cannon Street Clapham Junction Charing Cross Euston Fenchurch Street King's Cross Liverpool Street London Bridge

Marylebone Moorgate Paddington St Pancras International Stratford Victoria Waterloo Waterloo East

Outside London, National Rail list the following as major connecting stations, where passengers most often need to change trains on multi-leg journeys.

Ashford International Basingstoke Birmingham International (so called because it serves Birmingham Airport) Birmingham New Street Birmingham Snow Hill Brighton Bristol Parkway Bristol Temple Meads Cambridge Cardiff Central Cardiff Queen Street Carlisle Chester Colchester Coventry Crewe Darlington Derby Doncaster Edinburgh Waverley Ely

Exeter St Davids Gatwick Airport Glasgow Central Glasgow Queen Street Grantham Guildford Ipswich Lancaster Leeds Leicester Liverpool Lime Street Macclesfield Manchester Piccadilly Manchester Victoria Milton Keynes Central Newark North Gate Newcastle Central Newport Norwich Nottingham Nuneaton Oxenholme Lake District Oxford

Peterborough Preston Reading Rugby Salisbury Sheffield Shrewsbury Southampton Central Stafford Stevenage Stockport Stoke-on-Trent Swansea Tonbridge Wakefield Westgate Warrington Bank Quay Watford Junction Wigan North Western Wrexham General Woking Wolverhampton York

“	Faster than fairies, faster than witches! Bridges and houses, hedges and ditches! And charging along like troops in a battle! All through the meadows the horses and cattle!	”
—Robert Louis Stevenson, From a Railway Carriage

Most trains are modern, comfortable and accessible to people with disabilities, although especially on commuter trains and some older rolling stock, tall people will find legroom a problem. Following major investment in the past ten years, all are fairly new or have been comprehensively refurbished within that time. You won't see many traditional locomotives pulling passenger trains (unless you travel on one of the sleeper trains), as most services are now operated by multiple-units. Those still using locomotives are generally set up in a push-pull configuration, with a second locomotive or a non-powered driving trailer at the rear allowing the train to be driven "backwards" and doing away with the need to run around locomotives at the end of the line. A number of rail tour or steam charter trains are still loco-hauled.

With about one-third of track electrified, diesel trains are common (including on inter-city services) but the same top speeds are usually achieved regardless of power source. British trains have a class number but most refer to them by the name (e.g. "I was on one of those Pendolinos today"). This section gives an orientation to the trains you're most likely to need to use and what you can expect. There are more classes which are less common, particularly of electric multiple-unit trains on local and regional services.

HS1 is the UK's only operational high-speed railway, and links London St Pancras to the Channel Tunnel. In addition to international Eurostar services, Southeastern Highspeed operates a domestic high-speed train, which was built by Hitachi in Japan. Officially designated Class 395, but normally known as the Javelin, these "mini Shinkansens" travel up to 140 mph (230 km/h) between London, Ebbsfleet, Ashford, Canterbury, Dover and other towns in Kent. This is marketed as "Britain's fastest" train, though the Eurostar trainsets travel considerably faster. Tickets for the Javelin service are a few pounds more expensive than other Southeastern services, but this is by far the quickest way to travel between Kent and London as there are no other inter-city lines in the county. The 395 has 6 carriages per set, though two sets can be combined to form a 12 car train. The Javelin nickname comes from their origin in 2012 as a high-speed shuttle service for the Olympic Park in Stratford; 24 of the units are named after British Olympians and Paralympians.

Inter-city trains in the UK usually travel at up to 125 mph (201 km/h) (the maximum speed for all lines except HS1) and tend to have the most facilities, including wireless internet access, and often an on-board shop or buffet. Some intercity services (e.g. between cities in Scotland) use Turbostar trains which are described in the regional section below.

The 800-series (class 800, 801, 802) are inter-city trains built by Hitachi in County Durham and Italy, and deployed on several main lines of the network. The Class 800 was introduced in shambolic style on Great Western Railway (GWR) services on 16 October 2017, when the inaugural service arrived in London Paddington almost an hour late due to multiple technical problems. They were introduced on LNER services in May 2019.

They have been named the Intercity Express Train (IET) by Great Western and Azuma (which means east in Japanese; like the javelin trains, these sets use Japanese Shinkansen technology) by LNER. The class 800 units are bi-mode - they run on overhead electric lines where they are available and switch on the move to underfloor diesel engines where they are not. The class 802 are simply class 800 trains with more powerful diesel engines and bigger fuel tanks. The class 801 units are pure electric trains. The trains have five, nine or ten carriages, and travel at 125 mph (201 km/h) in electric mode and 100 mph (160 km/h) in diesel mode.

Each carriage has luggage racks at each end and large luggage racks above the seats, and there is a mix of tables and airline-style seats with electric sockets. The trains have been criticised for hard, upright seats, but they offer good legroom and more spacious interiors than many inter-city trains. GWR offers a refreshment trolley on most IET services, while LNER's Azuma services include a buffet. Ten-carriage trains are formed of two five-carriage trains joined together, and it is essential to board the correct section if you have a seat reservation or wish to use GWR's Pullman restaurant, as there is no gangway between the trains.

Once the mainstay of Britain's inter-city network, "HST" (short for "High Speed Train") or InterCity 125s are still found across Great Britain on some long-distance regional services in Scotland and the south-west of England. Most HSTs have been replaced by the above 800-series trains.

One of British Rail's few major successes, the trains introduced 125 mph (201 km/h) diesel service in the late 1970s and still hold speed records for a diesel train. Apart from three written off due to accidents, all remained in service for more than forty years due to their excellent design, and some still run as of 2024. All have been comprehensively renovated in the last decade and are effectively all-new inside. They have more luggage storage than many more modern trains, with a large rack at each end of the carriage. Most also have plug-points for recharging laptops/mobile phones and ScotRail's have a useful buffet car serving hot and cold food and drinks. Full-size InterCity 125 sets were made up of between 7 and 9 carriages and two power cars (one at each end), but remaining operators ScotRail and GWR run shorter 4 and 5 carriage formations under the "Inter7City" and "Castle class" names respectively. All carriages have now been modified to use automatic electric doors in place of the previous hinged external doors.

If you travel on LNER's inter-city services between London King's Cross and York or Leeds, you may be on one of these electric trains introduced in 1990. They were designed for 225 km/h (140 mph), hence the name, but they are limited to the line's speed limit of 125 mph (201 km/h), because for safety reasons all trains in the UK travelling above 125 mph must have in-cab signalling and it has not been installed on most of the network so far. The InterCity 225 sets have nine carriages operated in push-pull configuration, with an electric locomotive at the north end and driving van at the London end. All InterCity 225s have been comprehensively refurbished and have power-operated doors, a buffet car with hot and cold food and drinks, plug-points and comfortable seats (many of which have large tables good for families or groups). Coach B is the Quiet Coach. There are big luggage racks similar to InterCity 125s, but they still fill up quickly so board as early as you can.

The Class 390 Pendolino is an electric inter-city tilting train on the West Coast Main Line between London Euston, north-west England and Glasgow. Introduced in the early 2000s and using Italian tilt technology (hence the name), they travel at 125 mph (201 km/h); but like the InterCity 225, were designed for 140 mph (230 km/h), though they lack cab signalling, hence the limit), and tilt up to 8 degrees around corners. They have a small on-board shop selling magazines/newspapers, hot and cold snacks and beverages. Coach A is the Quiet Coach in standard class, Coach H in first class. Pendolinos were built as 9-carriage trains, but many have now been extended to 11 carriages. In 2007, faulty track caused a Pendolino travelling at high speed to derail at Grayrigg in Cumbria. Only one person was killed, with the lack of a higher death toll attributed to the unit's crashworthiness. However, the heavily-reinforced body means not all seats have a window.

The Class 220 Voyager and Class 221 Super Voyager are inter-city diesel trains, introduced around 2001; Super Voyager differs mainly as it tilts when going around bends to allow faster speeds. Operated by CrossCountry and Avanti West Coast, they usually have four or five carriages and travel at 125 mph (201 km/h). Each carriage has an engine under the floor so are not as quiet as some others. The overhead luggage racks are quite slim and there is not as much luggage rack space as some other trains. Virgin's Voyagers have a useful shop/buffet like on the Pendolino but CrossCountry units only have an irregular trolley service even though some cover very long distances (e.g. Aberdeen - Penzance). The Class 222 Meridian on East Midlands Trains services is very similar as it was built by the same manufacturer and also travels at up to 125 mph (201 km/h) but it can be much longer, up to 7 carriages, is less cramped and it does have a shop/buffet.

Bombardier's diesel Turbostar and electric Electrostar multiple units are the most numerous trains built in the UK since railway privatisation in the 1990s. Turbostars can travel at up to 100 mph (160 km/h - you'll hear the engine under the floor of each carriage in Turbostars), and are used all over Great Britain by many train companies, with the electric Electrostar version mostly seen in the South-East of England. Class 170, 171 and 172 Turbostar trains operate local, regional and some inter-city services and usually have digital information displays and automated announcements. There may be a trolley service but no buffet, and not all have plug-points. They have two to four coaches and are sometimes coupled together to make a longer train. Electrostars are similar, introduced in the past ten years to replace hordes of elderly units in the south and south-east of England. Class 357, 375, 376, 377, 378 and 379 Electrostar trains operate regional and commuter services there and like Turbostar can reach 100 mph (160 km/h) but with faster acceleration (being electric). As with the Turbostar, there may be a trolley service but luggage space is not as much as an inter-city train.

The Class 158 and 159 Express Sprinter was introduced around 1990 by British Rail and are designed for medium- and long-distance regional services. They can reach 90 mph (145 km/h) with a diesel engine under each carriage, and are used particularly by ScotRail and numerous other companies in the north, south-west and west of England. They were quite prestigious when introduced and the ride is quite smooth. They have overhead and end-of-carriage luggage racks but not as much as an inter-city train. Unlike the Turbostar, the doors are at the end of each carriage so cold weather doesn't come in when stopped at a station, but they are infamous for their poor air conditioning which often fails on hot days.

These classes form a family of diesel multiple-units introduced in the 1980s (the Express Sprinter is the final development of this family). Class 150 Sprinter trains are used for local services or rural lines, with Classes 153 to 156 SuperSprinter being more sophisticated, comfortable and suitable for longer routes (e.g. the scenic West Highland Line) and all reach 75 mph (120 km/h). They do not have air conditioning, but this is not a problem for much of the year in Britain anyway and they are designed for shorter-distance services.

These electric multiple-unit trains of classes 365 (now retired), 465 and 466 were introduced in the early 1990s. Classes 465 and 466 are used on local and commuter lines south of London operated by and can reach 75 mph (120 km/h) using the third-rail, with higher-density seating and resilient floors rather than carpets. You may also find the diesel versions, Class 165 and 166 Network Turbo, on Chiltern services on the line between London Marylebone and Aylesbury, Oxford, Banbury and in the Birmingham area, and on the western side of GWR's network.

All rolling stock used to be built in the UK, but Siemens (of Germany) have been building lots of new trains which are then shipped across. Legions of various classes of Siemens Desiro are now used throughout the country on electrified lines (mostly in the Midlands around Birmingham and the south of England such as services to Hampshire), reaching up to 100 mph (160 km/h), and a slightly different-looking diesel variant is used on TransPennine Express services. They all tend to have very fast acceleration (you really will need to hold on tight if you're standing), plus air conditioning, carpets and electronic information systems. In late 2012 London Midland (now West Midlands Trains) started to run their Desiros at 110 mph (177 km/h) on their services between London and the Trent Valley.

To make up for a shortage of diesel multiple-unit trains suitable for longer journeys, GWR have modified redundant InterCity 125s to form 'Castle Class' trains for their long-distance regional services. These trains have been shortened to four carriages between two power cars, and the traditional 'slam' doors have been replaced with electrically-operated sliding external doors. They retain their intercity-standard interiors with air conditioning and electric sockets, but have no catering facilities on board. These trains are used on stopping services between Penzance, Plymouth, Taunton and Cardiff, and travel at up to 100 mph (160 km/h).

See also: Industrial Britain, heritage railways

Following the large-scale line closures and withdrawal of steam locomotives in the 1960s, enthusiasts began to band together to re-open lines as tourist attractions, using surplus or historic steam locomotives and vintage rolling stock. You can visit literally dozens of these, all over Great Britain, and they are popular for a day out. Some run full-size trains, others (such as the Ffestiniog Railway in Gwynedd, Wales) use a narrow gauge, while others (such as the Romney, Hythe & Dymchurch Railway in Kent) are complete miniature systems with tiny steam locomotives. While most operate steam trains, some also use heritage diesel locomotives or diesel railcars. Of the many such heritage lines, prominent ones include:

• The Bluebell Railway runs for nine miles through East and West Sussex, from the National Rail station at East Grinstead. It has over 30 steam locomotives and has operated a public service by steam for over 50 years. It has appeared frequently as a movie location.
• The Severn Valley Railway runs for 16 mi (26 km) through Worcestershire and Shropshire in the west of England, starting adjacent to the National Rail station at Kidderminster. It used to be part of the Great Western Railway, and a variety of steam trains appear alongside a handful of classic diesel units.
• The Ravenglass and Eskdale Railway is a miniature railway in Cumbria, starting from Ravenglass station on the National Rail network. The track gauge is just 15 inches and locomotives are miniaturised versions of the full-size originals. it runs for seven miles through scenic hill country.
• The Keith and Dufftown Railway (also known as "The Whisky Line") run for 11 mi (18 km) through Moray and Speyside in Scotland using classic Scottish steam trains and diesel railcars. There are numerous whisky distilleries in the area which can be visited. The line begins in Keith which has a National Rail station.
• The Ffestiniog Railway is a narrow-gauge railway in the Snowdonia National Park in north Wales. It is a popular attraction in the area and originally carried slate from the mines nearby to harbour for shipping, and also carried passengers (which are now the only thing carried). Unusual double-ended steam locomotives are used along with other unusual rolling stock. The line's southern terminus at Porthmadog is shared with the Welsh Highland Railway, while the northern terminus at Blaenau Ffestiniog is shared with mainline services. There are also connections with mainline services at Minffordd.
• The North Norfolk Railway or Poppy Line is a preserved railway from the 1960s. The museum operates steam and diesel services on decommissioned trains, which were originally used as passenger trains in the county (Norfolk). Today, the trains operate on single- and dual-track lines between Holt and Sheringham (via Weybourne), making for beautiful views over flat, East Anglian countryside and the North Sea.
• The Wells Walsingham Light Railway. Now a visitor attraction, the current railway is constructed on the trackbed of a former standard gauge line. The previous railway used to be part of the national network and was closed during austerity measures in the twentieth century. Stations at Wells-next-the-Sea and Little Walsingham.
• The West Somerset Railway runs from Bishops Lydeard to Minehead, within the county of Somerset. It is the longest heritage railway in the country.
• The Jacobite is not a heritage railway per se but a steam operated excursion service that operates regularly scheduled trains from Fort William to Mallaig, on the West Highland Line. Also a treat for Harry Potter fans, as it crosses the Glenfinnan Viaduct, just like in the films.

Bristol is famed for its rail heritage. There are many tributes to Isambard Kingdom Brunel who established the Great Western Railway, including a railway museum at the Harbourside.

London St. Pancras is the terminus for Eurostar high-speed trains to Amsterdam, Brussels, Lille, Paris, Rotterdam and seasonal French destinations such as Avignon, Lyon and Marseille (summer service) and the Alps (winter service). Connections to many major European cities can be made in Lille, Brussels, Paris, and through tickets are available from Eurostar, RailEurope and staffed ticket offices to European destinations. Eurostar operate two different classes of rolling stock; Alstom's British Rail Class 373 (or Eurostar E300) which have been in service since the Channel Tunnel opened 1994, while BR Class 374 (Eurostar E320) have been progressively entering service since 2015, and are built by Siemens. The e320 is part of the Velaro family of which other localised variants were bought by RENFE (AVE), DB (ICE) and the Russian railways (Sapsan) among others.

German national rail operator Deutsche Bahn have proposed to operate new direct services to Germany, though this has been postponed since a proposal for a service starting in 2012, so don't hold your breath. Similarly, RENFE have proposed to run open-access services to France, but there is no indication of any start date.

In October 2023, Mobico (formerly known as National Express Group) announced that they had agreed to purchase 12 trains from Alstom to run a London-Paris high-speed service, with a view to services starting in 2025.^[1]

In addition to the Eurostar passenger-only service, it is possible to travel between Britain and France in your own vehicle on board a Eurotunnel Le Shuttle. The connection is between Cheriton (near Folkestone) and Coquelles (near Calais). Prices are relatively cheap compared to some flights and ferry bookings, and the journey is significantly shorter. For ticket prices and bookings, you can visit the Eurotunnel Website. To access the Channel Tunnel Terminal from the UK, you can use the M20 motorway (junction 11A from London) or the A20 between Maidstone and Folkestone. Once in France, you can drive straight onto the A16 autoroute.

From any Greater Anglia station, it is possible to book a 'Dutchflyer' rail and ferry ticket to Hook of Holland Port in The Netherlands. The Rail & Sail scheme means that it is possible to book a ticket for £58 from London Liverpool Street to Hook of Holland Port (correct as 24/09/2024). Of course, you will need your passport, and the route involves a ferry connection between Harwich and the Hook of Holland operated by Stena Line. A typical route between London Liverpool Street to the Hook of Holland would require a through journey between Liverpool Street and Harwich International Station and a Stena Line ferry to the Hook of Holland, where Dutch rail connections can be found.

The following airports have railway stations, usually on a through route. It's worth checking with the airport or National Rail Enquiries to make travel plans:

• Aberdeen - the closest station is Dyce; although this station is close to the airport, it is on the opposite side of the runway from the terminal building. A separate bus journey (and ticket) is needed to get to/from the terminal. It is generally quicker and easier to use the bus to/from Aberdeen city centre (Aberdeen station), unless travelling to/from north by train.
• Edinburgh - the Edinburgh Tram links Edinburgh Airport to the city, running every few minutes. It calls at 4 National Rail stations on its way, in the following order:
  • Edinburgh Gateway - for trains to Fife and North East Scotland.
  • Edinburgh Park - for trains to Stirling and Perth, as well as trains to Glasgow via Livingston.
  • Haymarket - the smaller of two stations serving Edinburgh's city centre, allowing train connections to most Scottish cities and the wider UK
  • Edinburgh Waverley (Andrews Square tram stop) - the larger of two stations serving Edinburgh's city centre, allowing train connections to most of Scotland and most major English cities as well as the sleeper trains to London.
• Birmingham - the station is called "Birmingham International". There is a free, automated people-mover (known as the Air-Rail Link) which links the airport terminal to the station. It operates between 03:30am and 00:30am daily. There is a courtesy bus outside these hours, or it is possible to walk between the two (through airport car parks) in approximately 10-15 minutes. Birmingham International has frequent services to Birmingham New Street (for the city centre), as well as direct services to many cities across Britain, including London, Oxford, Manchester, Edinburgh and Glasgow.
• Cardiff Airport - the nearest station is called "Rhoose Cardiff International Airport", with an hourly rail connection to Barry and Cardiff Central, some of which continue to Cardiff Queen Street, Pontypridd, Aberdare or Merthyr Tydfil. In the westbound direction, trains run hourly to Bridgend. All services are operated by Transport for Wales. The airport is not in walking distance, though the 509 shuttle bus regularly links the station to the airport for a competitive price. There is also a regular direct bus to Cardiff city centre, which may be preferable. There are plans to improve connections to the airport with a new South East Wales Metro in the near future.
• East Midlands Airport does not have a dedicated airport station. The nearest station is East Midlands Parkway (5 miles away), however there are no longer any direct bus services to this station. Instead, there are bus services to Loughborough, Derby and Nottingham, where connections available for trains to London, Sheffield and Birmingham. Through tickets (including the bus from Loughborough/Derby/Nottingham) are available between East Midlands Airport and most National Rail stations.

• Liverpool John Lennon Airport's closest major station is Liverpool South Parkway (2 miles away). There are frequent bus services to the city centre, many of which run via South Parkway. Connections are available at South Parkway to the Merseyrail network, and to Manchester, Birmingham, Sheffield, Nottingham and Norwich. Through tickets (including the bus to South Parkway) are available between Liverpool John Lennon Airport (LPL) and most National Rail stations.
• London City Airport has a station on Transport for London's Docklands Light Railway (DLR) line to Woolwich Arsenal, which is located immediately adjacent to the terminal building. In the westbound direction, DLR services run every 4-8 minutes alternately to Bank (in the City of London) and Stratford (where interchange is available for National Rail services on the Great Eastern Main Line, and London Underground and Elizabeth line services). All westbound services call at Canning Town, where interchange is available for the London Underground's Jubilee line. Eastbound DLR services run to Woolwich Arsenal, where National Rail connections to Kent are available.
• Manchester Airport has a terminus station, linked by indoor walkways to Terminals 1 (250m walk) and 2 (450m walk), with Terminal 3 accessible through a further walk (300 m, partially outside) from Terminal 1. This is on a branch off the Styal line between Manchester and Wilmslow and is served by Northern, TransPennine Express and Transport for Wales. There are frequent services (up to 8 trains per hour) to Manchester Piccadilly for the city centre, as well as direct services to Crewe, Chester, Preston, Leeds, York and many other major cities. Adjacent to the National Rail platforms is the terminus of the Manchester Metrolink Airport branch; trams run every 12 minutes to the city centre via Market Street, terminating at Victoria station.
• Newcastle upon Tyne has a terminus station on the Tyne and Wear Metro light rail network, linked to the terminal by a short covered walkway. There are services every 12 minutes to Newcastle city centre, allowing interchange to National Rail services at Newcastle Central station. Services continue onto South Hylton (to the south of the city) via Sunderland.
• Glasgow's Prestwick Airport has a dedicated station called "Prestwick International Airport", linked to the terminal by a footbridge. This station is on the route from Glasgow to Ayr, with nearly all trains stopping at the station. The airport therefore enjoys a good service (up to 3 trains per hour) to/from Glasgow Central station, where connections to other Scottish and English destinations can be made.
• Southampton - the station is called "Southampton Airport Parkway", located opposite the entrance to the terminal. There are direct westbound services to Southampton Central, Bournemouth and Weymouth, and direct east/northbound services to London Waterloo, Reading, Oxford, Birmingham and Manchester.
• Teeside Airport - this is one of the least used rail stations on the UK network, located a 15-20 minute walk from the airport. There was previously one train per week in each direction stopping at the station, however this was suspended due to concerns about the safety of the poorly maintained platform. The nearest station is now Dinsdale, which is a 13-minute bus journey (route no. 6) or 45-minute (2-mile) walk away. There have been various proposals to rebuild the station closer to the airport, but these seem unlikely to come to fruition. It may be easier to take a bus (the same route no. 6 as you would use for Dinsdale) to/from Darlington station, which has far more services, including direct trains to London, Edinburgh, Newcastle, York, Leeds and Birmingham.

The following airports have "Express"-branded rail services. Beware that they are sometimes much more expensive than non-"Express"-branded services. Cheaper, and sometimes more frequent, services may be available:

• London Gatwick - Gatwick Airport station is located adjacent to the South Terminal, with a free, automated people-mover running 24 hours a day between the South and North Terminals. Gatwick Express provides a non-stop service between London Victoria and Gatwick Airport, with trains continuing south to Brighton. Trains run every 30 minutes with a journey time of approximately 30 minutes to/from London Victoria. Due to the comparitively low frequency, it is often quicker to take Southern or Thameslink services to London or Brighton (which usually take just a few minutes longer) rather than waiting for the next Gatwick Express service. Other Services: The station is also served by Southern, who run more frequent services to London Victoria than Gatwick Express. Their services run southbound to destinations on the South Coast such as Eastbourne, Portsmouth, and Littlehampton. Thameslink operate frequent services to London's city centre (e.g. London Bridge and London St Pancras), continuing northbound to destinations such as Bedford, Cambridge and Peterborough. At St Pancras, onward connections can be made to East Midlands Railway services to Leicester, Derby and Sheffield, as well as services from Kings Cross (immediately adjacent) to the North of England and Scotland. Southbound Thameslink services run to destinations including Horsham, Three Bridges and Brighton. Great Western Railway (GWR) operate a half-hourly service to Reading via Guildford. At Reading, onward connections to the South West, South Wales, Bristol, Oxford, Swindon, Birmingham and Manchester can be found.
• London Heathrow - has separate National Rail and London Underground stations at each terminal. The Heathrow Express provides an expensive (but fast) service between London Paddington and Heathrow Terminal 5, operating every 15 minutes. It runs non-stop between Paddington and Terminals 2 & 3, taking 15 minutes to Terminals 2 & 3 and 21 minutes to Terminal 5. It is operated by the airport itself. At Paddington, onward connections can be made to Berkshire, West London, the Elizabeth line and London Underground, Reading, Oxford, Bristol, the South West and South Wales. Inter-terminal transfers (including a mixture of Heathrow Express and Elizabeth line, if travelling between Terminals 4 and 5 via Terminals 2 & 3) can be made for free, or at no additional cost if using the Elizabeth line between London and Terminals 2 & 3.
• London Heathrow - Elizabeth line: This is a cheaper and slightly slower alternative to the Heathrow Express, which operates from the same National Rail stations. It is part of the Transport for London network. For many central London destinations, the time difference between the Heathrow Express and Elizabeth line may be negligible, due to the fact that the Heathrow Express terminates at Paddington, thus necessitating a change. Stopping trains run every 15 minutes between Abbey Wood and Heathrow Terminal 4 via Terminals 2 & 3, and semi-fast trains run every 30 minutes between Shenfield and Heathrow Terminal 5 via Terminals 2 & 3. All trains run through central London, stopping at major stations such as Liverpool Street, Farringdon and Paddington. Inter-terminal transfers (including a mixture of Heathrow Express and Elizabeth line, if travelling between Terminals 4 and 5 via Terminals 2 & 3) can be made for free, or at no additional cost if using the Heathrow Express between London and Terminals 2 & 3.
• London Heathrow - the London Underground's Piccadilly line services are a very cheap but much slower connection between central & north London and the airport. However, it is more frequent than either the Elizabeth line or Heathrow Express; services run approximately every 5 minutes, terminating alternately at either Terminal 5 (stopping at Terminals 2 & 3), or Terminal 4 (continuing onto Terminals 2 & 3 after a wait of up to 8 minutes). Services start at Cockfosters in North London, stopping at a number of major stations in Central London, including King's Cross St. Pancras (where onward connections can be made to the North and East), Leicester Square and South Kensington. It is part of the TfL network. Inter-terminal transfers can be made for free, including via Hatton Cross if travelling from Heathrow Terminal 5, or Terminals 2 & 3, to Terminal 4.
• London Luton - "Luton Airport Express"-branded East Midlands Railway services run non-stop from Luton Airport Parkway to London St Pancras every 30 minutes, and northbound to Corby via Bedford and Kettering. Luton Airport Parkway is located 1 mile to the west of the terminal, on the Midland Main Line out of London St Pancras. Thameslink also run frequent services from Luton Airport Parkway to London St Pancras, continuing through central London to Gatwick Airport, Brighton and other destinations, and northbound to Bedford. As with Gatwick Express, due to the comparitively low frequency of the Luton Airport Express, it is often quicker to take the next Thameslink service. The expensive automated people-mover DART (Direct Air-Rail Transit) now runs 24 hours a day between the airport's terminal and Luton Airport Parkway, operating every 5-15 minutes depending on the time of day. Through tickets (including the cost of the DART) are available between Luton Airport (LUA) and most National Rail stations; there are alternatively also cheaper bus services between the terminal and Luton Airport Parkway.
• London Stansted - Stansted Airport station is adjacent to the terminal, being the terminus of a branch off the West Anglia Main Line from London Liverpool Street to Cambridge. Stansted Express-branded services are operated by Greater Anglia, running towards London every 15 minutes. It runs from London Liverpool Street, calling at Tottenham Hale, Bishops Stortford or Harlow Town, Stansted Mountfitchet (1tph) and Stansted Airport. At Tottenham Hale, connections can be made to the Victoria line of the London Underground and to National Rail services to Stratford. At Liverpool Street, connections can be made to London Underground and Elizabeth line services and to the East of England (Stratford, Colchester, Ipswich, Norwich etc.). Other services: Greater Anglia have a generally hourly service between Stansted and Cambridge, extending to Norwich via Ely most hours. CrossCountry operate regular services (mostly hourly with some two-hour gaps) between Birmingham New Street/Cambridge and Stansted Airport. Services from Birmingham call at Leicester, Melton Mowbray, Stamford and Peterborough, amongst other stops. Between Cambridge and Stansted, almost all services run non-stop. At many of the aforementioned stations, onward connections can be made to North Wales, the North, Scotland, Liverpool and Manchester.

Most airports without integrated rail services offer a bus connection to the nearest station. Bristol Airport, for example, is served by a 20-minute bus ("A1"). Through tickets are available to and from stations in the National Rail network.

Through tickets are available from any UK railway station to any station in Northern Ireland or the Republic of Ireland. In the west of Scotland, rail and ferry timetables are often integrated, and through tickets are available. For details of routes and fares, contact National Rail.

• Ardrossan (Harbour Station - there are 3 stations in Ardrossan) for ferries to the Isle of Arran
• Aberdeen for ferries to Orkney and Shetland
• Ayr for coaches to Cairnryan connecting with ferries to Northern Ireland
• Birkenhead for ferries to Belfast, Northern Ireland
• Dover for ferries to France

• Fishguard for ferries to the Republic of Ireland
• Gourock for ferries to Dunoon and Kilcreggan
• Harwich for ferries to the Netherlands
• Heysham for ferries to the Isle of Man
• Holyhead for ferries to the Republic of Ireland
• Largs for ferries to Cumbrae
• Liverpool for ferries to the Isle of Man
• Lymington for ferries to the Isle of Wight
• Mallaig for ferries to the Small Isles, Skye, South Uist and Knoydart
• Newhaven for ferries to Dieppe
• Oban for ferries to the Inner and Outer Hebrides
• Poole for ferries to Guernsey and Jersey
• Portsmouth Harbour for ferries to the Isle of Wight, France and Spain
• Southampton for ferries to the Isle of Wight
• Thurso for ferries to the Orkney Islands
• Wemyss Bay for ferries to Rothesay

The railway network has a low crime rate, but you do have to use common sense. The most common incident is theft of unsupervised luggage. If travelling with bags, keep them within sight, especially during station stops if your bags are in racks near the doors of the carriage. The UK (except Northern Ireland) operates a railway police called the British Transport Police (BTP), and you may see signs for them at major stations. They are responsible for the policing of trains, stations and railway property. In an emergency all emergency services including the BTP can be contacted by dialing 999 or 112 from any telephone or mobile phone (these work even if you have no calling credit or the keypad is locked). If you wish to contact the British Transport Police themselves and it is not an immediate emergency, dial 0800 40 50 40. This is also the number to contact if you have concerns about something which although not immediately dangerous, represents a possible safety or crime issue (such as unauthorised persons trackside, or damaged lineside fencing.) You can also text (SMS) the BTP on 61016, which is widely advertised across the rail network and is the preferred way to contact the BTP discreetly.

Due to a history of terrorist incidents in the UK using placed explosive devices, any unattended luggage may be treated as potentially being such a device by the authorities, leading to closure of entire stations, (particularly in London, with even major termini being occasionally affected) whilst specially trained officials investigate and render any suspected device "safe". Both posters and announcements will often ask passengers to keep a sharp eye for and report any unattended bags straight away.

Safety of rail travel in Britain is high with a low rate of accidents. After privatisation in the 1990s, the accident rate increased for some years. Inquiries found this was due to cost-cutting and profiteering by the private owners of the infrastructure and their subcontractors and this was one factor leading to the re-nationalisation of infrastructure in the 2000s. Since then, safety has improved massively and there have been fewer major accidents. All trains display safety information posters on board, telling you what to do in the event of an emergency. The simplest advice is that unless your personal safety is threatened, you are always safer on the train than if you try to leave it.

Should there be an emergency, such as fire or accident aboard the train:

1. Get the attention of a member of staff, any staff member will do.
2. If you cannot get the attention of staff and you are certain that you, anyone else or the train is in danger because of the motion of the train - use the 'emergency stop', 'SOS' or 'alarm' handle or button: this will be either red or green and will be visibly identified. Pulling an emergency stop handle between stations will make it more difficult for emergency crews or police to reach the train.
3. If you are in immediate danger try to move to the next carriage, internal doors can be pushed apart if necessary. Do not pick up personal items. It is usually safer to remain on the train.
4. If you must leave the train, only then should you attempt to leave the train via the external doors. Methods for unlocking and opening in an emergency differ between types of train however, the emergency open device will be at the door with instructions.
5. If this is not possible, leave through an emergency window which will usually be identified as such. There may be a hammer next to it. If there is no indicated window, use the most convenient one facing away from any other tracks if possible.
6. Strike the hammer against the corner of the window (if you strike the middle it'll just bounce off) until both panes crack, then push them out with a piece of luggage.
7. You should lower yourself carefully from the train and move away from it as quickly as possible.
8. Look and listen for approaching trains, and possibly the electric 3rd rail. Do not step on any rails; you could be stepping on the 3rd rail, depending on how the track is electrified. Get off the track as quickly as possible.

If an evacuation of a train is ordered by train crew, instructions will be given. Most carriages have specific windows that can be broken or pushed open for emergency escape.

A conductor or guard is present on most trains (with the exception of certain commuter routes in the South East). If they have not made themselves visible during the journey, they can usually be found in the cab at the rear of the train. Communication panels are normally throughout the train. Emergency brakes are also available, but a heavy penalty can be levied against someone who unnecessarily stops the train. Many communication panels are also emergency brakes. Unless someone's safety is threatened by the movement of the train, contact the guard or driver and wait for assistance or the next station stop.

• Rail travel in Europe
• Rail travel in France
• Rail travel in Ireland
• Rail travel in the Netherlands