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You are now in charge of a random operator/franchise or the DfT and/or Network Rail. What do you do to improve it?

J

Joseph T

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If I was put in charge of SWR, I would try to press the 701s into service asap once the more major issues have been rectified and fix the minor ones over time. The 458 conversions will also go ahead with the 450s relegated to shorter distance operations and the ex-460 coaches may also be salvaged and maybe even given to Southern or the like if possible.

For GWR, I would wait for TfW to retire their 158s in order to retrieve them and/or their 175s if necessary to allow the 16xs to replace the 150s on the Cornwall branch lines. (Idea stolen from GWVillager)

For TPE, I might do the above instead as well as hire more staff, obviously.

What do you think?
 
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Sad Sprinter

Sad Sprinter

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Its difficult to say, assuming the Treasury doesn't stand in the way (and that's a huge assumption) there's a lot of things I'd do but they're just train enthusiast fever dream ideas. Although at least semi-seriously, I would continue the Overground expansion in South London and build some much better interchanges between routes. The lack of an interchange at Brockley for example makes me want to weep. And why on earth can't we just build a station at Camberwell and Walworth?

I'd make freight electrification and XC electrification a priority. And a lot of other "lines on a map" ideas I've been cooking for a while. We can bang on about costs but as the decades flash by and our productivity fails to improve I think its becoming clear Britain's obsession with fiscal prudence is proving to be a mistake.
 
PGAT

PGAT

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Sad Sprinter said:
Its difficult to say, assuming the Treasury doesn't stand in the way (and that's a huge assumption) there's a lot of things I'd do but they're just train enthusiast fever dream ideas. Although at least semi-seriously, I would continue the Overground expansion in South London and build some much better interchanges between routes. The lack of an interchange at Brockley for example makes me want to weep. And why on earth can't we just build a station at Camberwell and Walworth?

I'd make freight electrification and XC electrification a priority. And a lot of other "lines on a map" ideas I've been cooking for a while. We can bang on about costs but as the decades flash by and our productivity fails to improve I think its becoming clear Britain's obsession with fiscal prudence is proving to be a mistake.
Click to expand...
I think stations actually existed on those sites in the past
 
Sad Sprinter

Sad Sprinter

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PGAT said:
I think stations actually existed on those sites in the past
Click to expand...

They did. They were got rid of as long ago as a WW1 economy measure. One wonders how they would have fared if the LCDR had electrified their Victoria to Holborn route at the same time as the LBSCR did.

To answer the OP again, I think what I would do is foster a far more aggressive culture in growth in rail traffic. I'd probably, to answer a similar open thread, split management of the services from regional base to service type. Intercity, NSE, Regional Etc. I think it will be easier to cater more effectively to different markets that way rather than lumping different services across a region into one operator. That said, regional operation does "feel" like it makes more sense.

I'd certainly see where the railway can grow its usage and use its funding on a more diverse range of projects. I'd have a new BR/GBR organisation part fund or plan rapid transit in places like Bristol, Leeds and Birmingham to grow rail usage. I'd probably have a development corporation arm to expand ribbon development along rail corridors outside of existing metropolitan areas. A new "Metroland" sort of. Far more research and development too. If were going to build more electric freight locos or high speed trains, lets foster a new British supply chain for rolling stock, instead of a pan-European one.
 
S

swt_passenger

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Sad Sprinter said:
I'd probably have a development corporation arm to expand ribbon development along rail corridors outside of existing metropolitan areas. A new "Metroland" sort of...
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Presumably that will go down like a lead balloon, as can currently be seen with EWR Bedford to Cambridge, which seems to be very like what you‘re proposing?
 
deltic

deltic

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Go back to basics, concentrate on running the advertised timetable reliably and on time 100% of the time, which probably means taking out services until you have the right number of staff available to run them. Genuinely put the customer first, ensure staff have the right skills, aptitude and knowledge to do the job. Improve the cleanliness of stations and trains.
 
F

FlyingPotato

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If I had network rail, I'd electrify a lot of lines, but that's an obvious one

If I had GWR, (following some electricfication), I'd extend the Newbury semi fast to Frome (maybe further), to provide a west country regional

Also I'd give the reading to Gatwick to South Western as they have more experience with third rail


For XC - Bi mode trains at a minimum with 200m trains on most routes where possible.

I'd also overall intro a new proper regional express/ Interregional train to be used on some lines, these would potentially have first class and be around 150m. But of course depends on the route availability
 
B

Bletchleyite

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deltic said:
Go back to basics, concentrate on running the advertised timetable reliably and on time 100% of the time, which probably means taking out services until you have the right number of staff available to run them.
Click to expand...

A million times this. One train an hour that WILL run is better than two that might (and means you can, if not maxed out, use your stock to make longer trains instead of some left sitting around blocking platforms and sidings because you can't staff them).
 
miklcct

miklcct

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If I have a regional or commuter TOC, I will name or number all routes and unified all stop patterns (each number always means a fixed routing and stops), abolish Advance fares, and introduce contactless pay-as-you-go ticketing with peak and off-peak rates. If the routes are more frequent than every 10 minutes, I will stop publishing the timetable as well and only show the first / last train times and the frequency.
 
K

Ken H

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Look at stations. Are there extra exits that could shorten peoples walks to trains.
Start with Leeds. An entrance in New Station Street would cut out a long walk. Used to be one but they closed it. Was beteween where the beer house and BTP are today.
 
deltic

deltic

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B

Bletchleyite

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Lumo: get more stock ordered, urgently. They're limiting their income because they could sell ten-car sets on many services (particularly now LNER have cranked their fares up*) but are only selling five. And more capacity would allow fixing the luggage and bicycle policy (with more income from charges for large bags and bicycles) and potentially even considering a premium class at another uplift.

* Yes, I know, Haymarket/Manors/Reston - but most people don't know that.
 
miklcct

miklcct

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Bletchleyite said:
And more capacity would allow fixing the luggage and bicycle policy (with more income from charges for large bags and bicycles) and potentially even considering a premium class at another uplift.
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I really don't want to see a premium class on Lumo, which is a waste of space. It should focus on removing the most passengers from the air rather than to profit from the rich who want luxury travel.
 
J

Joseph T

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FlyingPotato said:
Also I'd give the reading to Gatwick to South Western as they have more experience with third rail
Click to expand...
I'd imagine the 458/4s (if you plan to continue with them) will be a more than appropriate fit for the NDL, especially the ex-460 units if they also get refurbished.
 
B

Bletchleyite

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miklcct said:
I really don't want to see a premium class on Lumo, which is a waste of space. It should focus on removing the most passengers from the air rather than to profit from the rich who want luxury travel.
Click to expand...

I'm not thinking of O'Leary's "beds and b******s" quote, but rather the simple ability, as per most flights, to pay extra for extra legroom.
 
S

SteelWeelApeal

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miklcct said:
If I have a regional or commuter TOC, I will name or number all routes and unified all stop patterns (each number always means a fixed routing and stops), abolish Advance fares, and introduce contactless pay-as-you-go ticketing with peak and off-peak rates. If the routes are more frequent than every 10 minutes, I will stop publishing the timetable as well and only show the first / last train times and the frequency.
Click to expand...
Would this mean it wouldn’t be possible to buy long distance advance tickets from another TOC to one of your local stations?

If not, would it mean only expensive walk up tickets would be available, or would you end through ticketing?
 
miklcct

miklcct

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SteelWeelApeal said:
Would this mean it wouldn’t be possible to buy long distance advance tickets from another TOC to one of your local stations?

If not, would it mean only expensive walk up tickets would be available, or would you end through ticketing?
Click to expand...
Just make all local / regional trains non reservable and the job is done. Those Northern Advance tickets are just dumb.

But, in my ideal world, through ticketing to local stations should be on an integrated metro network basis, for example tickets should be issued from Metrolink zone 1 to London Zones 1-3, with a fixed Intercity Manchester - London train, and the ticket is valid for a specified period of time before / after the Intercity train for local connections. This is the model used in Finland.

Local stations in metro areas should be taken out of National Rail ticketing, which have already been done in the Elizabeth line core. The whole metropolitan area will then become a single station group in the Routeing Guide, for example, the London Group will represent all stations within Zones 1-6, and all local journeys within Zones 1-6 can only be ticketed using TfL rules.

For stations outside metro areas, the current rules should continue to apply, where the regional trains should not be reservable and on a "recommended connecting service" basis.
 
I'm here now

I'm here now

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If I was in GWR or SWR, I would get a fleet of 769s to replace services on the partially electrified corridors, e.g.:
- West of england line
- Bedwyn -> Reading services
- Cardiff -> Portsmouth
- North downs Line
 
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