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Renewing Britain’s Railway Network

“Getting Britain moving again - by rail!
Renationalisation of the rail network ”

2. How does it fit with Compass’ core beliefs of equality, solidarity, democracy, freedom, sustainability and well being?

A strong, motivated workforce is needed to maintain the rail network. We need to modernise decaying infrastructure and improve trackside scenery (including the removal of graffiti and preventing its recurrence.)This workforce would be supported by a professional body acting on behalf of all staff employed on the re-nationalised network, from managers to cleaners. Time could be dedicated to education in practical skills such as first aid and IT.
Goods trains could stop at a new network of stations with dedicated loading bays allowing local distribution by road, cutting emissions and congestion on the motorways.

3. How does it build the institutions of social democracy, like social groups and collective and cooperative forms of ownership and control?

Privatisation of the rail network during the early 90s allowed train companies to make profit from higher ticket prices with no regard for passenger comfort, leaving a decimated network where timetabling was confused by the introduction of different operating companies and varying ticket prices. A re-nationalised rail network would provide an efficient rail network over commuter and intercity routes without the need to offer shareholder dividends. There should be no price difference between two seats on a journey from A to B when taken at the same time. There should only be standard class travel, no First Class.

4. How much will it cost or raise and where will any cost come from?

Figures released in 2005 showed that 5,833 of the 75,228 people who crammed into Southern train carriages on an average weekday morning peak period were on trains already officially classed as full. Introducing longer trains would cost between £770 million and £1.23 billion and could involve lengthening platforms at stations.
Double decker carriages would cost between £650 million and £1.2 billion and would involve raising bridges and tunnels. This money would be raised by taxation, but the cost to the commuter would be reduced by minimising annual price rises.

5. Which groups in the electorate are likely to support or oppose this measure? Is there any polling evidence you have on this?

Commuters come from all walks of life, and overcrowding affects them all equally. Though individuals with shares in rail companies might lose out financially, support would come from regular commuters. Any passenger at any one of London’s stations would jump at the chance of a less stressful journey to and from work. Personal experience of travelling on intercity routes has not always been pleasant, but increased frequency of services would dramatically improve the perceptions of all passengers and possibly prompt car users to change their travelling habits.

6. Is there a place or country where it’s worked? Please provide some information.

Double-decker carriages are used throught continental Europe and are also used in other countries such as Australia and USA. The German rail network is an example of a successful publicly-funded transport system.

7. What are the three main arguments in favour/against it?

Modern double-decker trains have 40 per cent more seats than single- deck trains.
A re-nationalised rail service would not be swelling the pockets of shareholders, but any operating profit could be ploughed directly back into passenger care.
A renationalised service has the advantage of looking at the problems faced by the entire network, and is not influenced by the idea of competition that has been shown to increase prices without any improvement in service.

This entry was posted on Monday, March 16th, 2009 at 4:22 pm and is filed under Miscellaneous. You can follow any responses to this entry through the RSS 2.0 feed. You can leave a response, or trackback from your own site.