There are a lot of things we could learn from the Swiss public transport system but the 'powers that be' wouldn't be interested in implementing some of them.
Hopefully you're not in a role where that would be relevant
Public transport in Switzerland is actually extremely good value, and rather cheap, when compared to the salary of an average worker.
If copying the Swiss system means the fare is increased by 30%, I'd rather not do that. Similarly if it is tax-funded as well as the UK is a high-tax country (compared to Gibraltar, Channel Islands, Hong Kong, Singapore, or some eastern EU countries like Bulgaria and Estonia).
Copying a better system from a low-tax and low-fare country is the way to go.
Many people on the Buses section of this forum and other British enthusiast forums are often suspicious of bus/train connections. As mentioned by
@dutchflyer earlier, they would prefer a direct bus instead of having to change to a train. Or they may prefer a more frequent bus that runs at independent times to the train compared to a less frequent bus that connects with trains. Connecting with trains often means long stand times and therefore resources which they would prefer to be spent on more buses.
A change is never attractive when the headway is scarce. Only when the frequency is under 10-15 minutes a change is not a huge inconvenience.
For night buses, it is feasible to provide timed connections when one will wait for the other (e.g. to wait up for 5 minutes for the other bus to arrive), but it's impractical for this to be extended to daytime services due to the huge amount of traffic.
If the "connection" means an extra bus I'd rather use that extra bus to provide a direct service, or to provide a more frequent service.
It's just dependent on where in Switzerland you are obviously. Along one of the Rhatische Bahn routes I noticed a station where buses where obviously waiting for the train to arrive, which makes sense with a not very frequent train connecting with a not very frequent bus.
On the contrary, arriving at Basel SBB the connection onto the tram to my hotel sometimes was very quick and sometimes involved a lengthy wait. Obviously at such locations there are so many trains and trams/buses that timing perfect connections is near to impossible. Something like that you'll see at other stations around Europe as well.
Which is of course a very generic standpoint. The actual situation is very dependent on the exact connections offered and the timetables of both buses and trains.
When there is a network of infrequent routes, it's impossible to time every connection without greatly extending journey times. Therefore, under the same resource allocation, I'd rather to run every route as frequent as possible instead of trying to arrange connections.
A hub-and-spoke model will do, but it will result in unattractive orbital journeys, and if the radial routes are timed to each other, the orbital route will not fit into them resulting in an equally-unattractive journey is a change between a radial and the orbital is required.