1 The Thameslink Programme
Having read the news articles and looked at the reasons behind the Thameslink rolling stock order going to Siemens, it would seem that the project is in a very precarious situation. I do, however, believe that the rolling stock order is very rightly going to Siemens.
The Class 350 multiple units in use with London Midland are a testament to the reliable, and high quality product which Siemens have produced for the British market. The units of a /1 designation can have dual voltage capability, as demonstrated when they worked with Southern. Despite knowing that the Bombardier Class 377 is a high quality product, recent incidents and problems with delivery dates and build have shown that such a high pressure and large order could be problematic for Derby to fulfil. I would recommend immediately ordering Class 350 units for the Thameslink route, simply altering their interior.
Further consideration needs to be made to the new routes and timetable which will then be offered. I am not sure who made the important decisions about them, nor who carried out the various studies, but I can see only flaws.
Four trains per hour from Brighton to Bedford is highly important, and should be retained. I would like to now detail further options and alternatives.
1.1 Horsham, Three Bridges, Tonbridge, Reigate and Redhill
A popular half hourly service currently exists from Horsham to London Bridge via Gatwick Airport, Redhill and East Croydon. To simply alter the destination to somewhere North of London, particularly considering it would continue to run via the ever popular London Bridge interchange, is highly recommendable.
An additional service from Three Bridges only, however, seems to be an improper decision. Up and coming markets, such as Redhill and Coulsdon, do need additional trains to a half hourly Thameslink service. At present, Reigates passenger usage is rising rapidly. I would therefore anticipate that an excellent use of current capacity over the Redhill line would be a half hourly service from the Thameslink route to Reigate & Tonbridge via Edenbridge. This returns the Redhill to Tonbridge line to a half hourly frequency, and improves services from Reigate. To this end, stations such as Redhill, Purley and Coulsdon receive a quarter hourly service, each formed of eight coaches, through the Thameslink route.
1.2 Caterham, Tattenham Corner and East Grinstead
Caterham and Tattenham Corner are not, considering their passenger usage (and proximity to other rail routes), suitable Thameslink destinations. Their off peak passenger usage is exceptionally low comparative to a number of alternatives across the South East. I would, however, provide East Grinstead with two trains per hour from the Thameslink route all day, as stations such as Sanderstead, Upper Warlingham and Oxted are experiencing a rapid rise in passenger numbers. Platform lengths also limit the length of trains.
1.3 Sevenoaks, Tonbridge and Tunbridge Wells
Tunbridge Wells is currently seen as a peak hour only destination for the Thameslink route. I do not believe that this is a worthy option, particularly when the route currently receives four trains per hour from Londons Charing Cross in the off peak period. In order to prevent overlap, I would offer two trains per hour from Charing Cross to Hastings (as now), and then two trains per hour from the Thameslink route to Tunbridge Wells. Calling this service at stations such as Tonbridge, Sevenoaks, Chelsfield and Orpington would vastly increase their off peak ticket gates, and provide new journey opportunities.
1.4 The Catford Loop
The Catford Loop is shown as being the subject to a rise from the current two to six trains per hour; of which only two would call at all stations. Destinations would include Bellingham only, Sevenoaks via Swanley and Maidstone East. I do not believe that this is a good use of paths over the route, or a suitable alternative to other options. I would, however, provide four trains per hour from the Thameslink route, which would call at all stations from Denmark Hill to Bickley. Two trains would continue as now to Sevenoaks via Swanley. Two trains would then run to Petts Wood and Orpington, offering new journey opportunities from Petts Wood (another growing station). Four trains per hour would then run from London Victoria to Beckenham Junction, of which two would continue to Orpington via Bromley South.
1.5 Eltham, Bexleyheath, Sidcup and Dartford
According to the new maps and studies, routes via Bexleyheath or Sidcup to Dartford are fully excluded from the Thameslink Programmes new scope. I do not, at all, believe this to be a wise option, particularly as platform lengths will allow 12 car operation.
The Bexleyheath line and the Sidcup line both serve vast off peak markets, with connections to important other infrastructure such as the Docklands Light Railway. Stations such as Dartford provide onward connections to Gravesend, Gillingham and the Fasttrack bus to Ebbsfleet International or Bluewater. To this end, I would fully anticipate that four trains per hour run from the Thameslink route to Dartford. Two of these would run via Bexleyheath, and two via Sidcup. The service via Sidcup would, as now, run onward to Gravesend.
1.6 The Great Northern route
The new proposals implicate four trains per hour running via all applicable local stations to Welwyn Garden City. I fully believe that this is an improper use of capacity across that route, particularly as I would be looking to offer the Welwyn Garden City and Hertford Loop stations a different alternative.
I do, however, believe that four trains per hour should run to each of Cambridge and Peterborough. Two trains per hour would operate in a semi-local calling pattern, including Sandy, Arlesey, Knebworth, Welwyn North, Hatfield and Potters Bar. The other two would operate in a semi-fast calling pattern calling only at Huntingdon, St Neots and Biggleswade before a non-stop run to Finsbury Park. The burgeoning markets of Huntingdon, St Neots and Biggleswade, both of which receive a very poor off peak service, should be provided with such a new form of service to encourage rapid off peak travel to London. In respect of services from Cambridge, I would anticipate two trains per hour calling at all stations to Stevenage, and two trains per hour calling only at Royston and Letchworth Garden City (before running fast to Finsbury Park).
By removing Thameslink services from local stations along the Hertford Loop and East Coast routes to Hertford North, Welwyn and Stevenage, I would turn these routes over to London Overground operation. Four trains per hour would operate to Welwyn Garden City, and four trains per hour would operate to Hertford North (two of which would continue to Letchworth). London Overground would then be encouraged to use Moorgate as their terminus at all times of the day, seven days a week, in order that connections can be made by passengers at Highbury & Islington for the wider Overground network and the Victoria line, and also at Moorgate with the Northern line. New trains would also be put in place, arguably additional Class 378 units, and the improvement in timetable and stock would surely improve the passenger numbers throughout.
Infrastructure improvements to the south of the East Coast Main Line would also facilitate this timetabling.
1.7 The Midland Main Line
The Midland Main Line has always been the natural home of the Thameslink, and with obvious population centres such as St Albans, Luton and Bedford, and with Luton Airport, it is important for this to remain the case.
Four off peak journeys per hour would continue to be provided from Bedford to Brighton. Subsequent to that, four off peak journeys per hour would operate from Luton, calling at all local stations to Kentish Town. These services would operate to Dartford via Bexleyheath and Gravesend via Sidcup.
Subsequent to this, four trains per hour would operate from Cricklewood, to Sevenoaks via Catford (and Swanley) and to Orpington via Catford. Following a recent visit to West Hampstead Power Signal Box, it would appear that improvements to the Cricklewood Depot complex would allow for additional services to arrive and berth there, prior to departing once more for the South.
1.8 Additional peak hour services
I would propose that additional peak hour services operate from Bedford (stock from Cauldwell Depot) and from Finsbury Park, St Pancras or West Hampstead (stock from Cricklewood and Hornsey Depots) to Ashford International via Maidstone East, Gillingham or Rochester via Swanley, Gillingham or Rochester via Sidcup or Bexleyheath and Orpington or Sevenoaks via Grove Park.
2 Crossrail
The Crossrail route will be even more revolutionary than the Thameslink route, thanks to its wide and varying interchange options across London. I would like to ensure that certain additional considerations are looked into.
The current route is shown as proposed to only operate to Maidenhead, however it is widely anticipated that these services will run to Reading.
Eight trains per hour would operate in the off peak period from Shenfield, which would call at all stations. Eight trains per hour would also operate from Abbey Wood. Four trains per hour would operate to Heathrow Airport Terminals 1, 2, 3 and 4. The Heathrow Express would, surely, not be able to compete with Crossrail, and I would propose that services from Heathrow Airport Terminals 1, 2, 3 and 5 run in a fast mode to Paddington. To this end, all eight trains per hour from Shenfield would run to Heathrow. Four of the eight trains from Abbey Wood would continue to Reading, with four terminating at Paddington or a station prior to Acton Main Line (I believe Ladbroke Grove or Old Oak Common are proposed stations).
In respect of the rolling stock required for Crossrail, I would thoroughly recommend that a more technologically advanced Class 378, with improved interior environment, be ordered from Bombardier. As services would be formed of twelve coaches, each unit should be six coaches long. To this end, weekend services could be formed of six coaches to allow for maintenance etc.
3 Wider considerations
Obviously, the Thameslink Programme will have a number of implications for service levels in the region.
3.1 East Coast Main Line and Hertford Loop
As I have previously detailed, I propose that services operating from local stations along the East Coast Main Line and Hertford Loop from Cambridge, Peterborough, Letchworth and Welwyn would operate either to the Thameslink route, or be operated by London Overground. To this end, there would be no requirement for another franchised operator on these routes.
3.2 Kings Lynn
Kings Lynn receives an hourly service to London Kings Cross. As Kings Lynn is not a viable option for Thameslink route services, I would propose that the current hourly semi-fast service from London Liverpool Street to Cambridge be extended to Kings Lynn, calling additionally at Waterbeach, Ely, Littleport, Downham Market and Watlington. This would allow the incumbent Greater Anglia franchise to bring this route in house. Greater Anglia currently use new (and passenger friendly) Class 379 multiple units for peak hour services from London Liverpool Street to Kings Lynn, and off peak services would be easily integrated.
Passengers may see the loss of Kings Cross as significant, however passengers would be able to change at Cambridge for four Thameslink route trains per hour, and also interchange at Tottenham Hale for London Undergrounds Victoria line, or change at Liverpool Street for Crossrail. Further intelligent pathing could allow this train to run from Tottenham Hale to London Liverpool Street via Stratford, for even greater journey opportunities and interchange.
3.3 West London Line
I would propose that the incumbent service from South Croydon to Milton Keynes be significantly altered. I would propose that this service operate from Milton Keynes to Three Bridges, restoring connections from Gatwick Airport to the West Coast Main Line. Calling points would be (from Milton Keynes) Bletchley, Leighton Buzzard, Berkhamsted, Hemel Hempstead, Watford Junction, Harrow & Wealdstone, Shepherds Bush, Kensington Olympia, West Brompton, Imperial Wharf, Clapham Junction, East Croydon, Purley, Coulsdon South, Redhill, Horley, Gatwick Airport and Three Bridges.
Local services along the West Coast Main Line should be altered to accommodate the above service. Considerations could be made for two trains per hour from London Euston to Northampton, calling at all stations north of Watford Junction, replacing the incumbent service levels.
3.4 Bexleyheath, Sidcup and Woolwich lines
The route from London to Greenwich, Woolwich and Dartford currently receives a mix of stopping (six trains per hour via Greenwich) and semi fast (two trains per hour via Woolwich and Lewisham) services. Under my proposals, the route would receive a blanket eight stopping trains per hour, of which four would run via Greenwich, and four would run via Lewisham. This would allow connections to London Overground (at New Cross) and the Docklands Light Railway at Woolwich, Lewisham and Greenwich. Wider connections would also be available at Lewisham and Blackheath. Services which currently run at semi fast frequency to Abbey Wood, Woolwich and Lewisham from Gillingham would run via Bexleyheath.
The route from London to Sidcup, Bexley and Dartford receives four trains per hour, of which two start at London Cannon Street, and two start at London Charing Cross. Under my proposals, the stopping service from Gravesend, which presently runs to Charing Cross, would be diverted to Luton. The service to London Cannon Street would be retained, to allow connections with the London Overground East London Line at New Cross. I would also divert the service from London Victoria to Dartford via Bexleyheath to run via Sidcup, removing a conflicting movement at the flat junction at Lewisdham.
Finally, considering the route from London to Blackheath, Eltham, Bexleyheath and Dartford, the general trend of passenger numbers is continuing to rise, with off peak services increasingly busy. I previously mentioned that two trains per hour would operate from Luton to Dartford via Bexleyheath, and that two trains per hour would operate from London Charing Cross to Gillingham via Bexleyheath. To ensure the retention of six trains per hour along this route, I would ensure that services from London Cannon Street to Barnehurst.
3.5 Mid Kent and South Eastern Main Line (local)
In respect of the Mid Kent line, I would keep the two trains per hour for London Charing Cross, and two trains per hour for London Cannon Street.
South Eastern Main Line (local) services to Grove Park, Chislehurst, Orpington, Chelsfield and Sevenoaks are now at four trains per hour after the December 2009 timetable change. I would, however, alter the method of operations to allow two trains per hour from Sevenoaks to London Cannon Street via Lewisham, with two trains per hour from Orpington to London Charing Cross (fast from Hither Green to London Bridge). This allows Sevenoaks and Chelsfield a direct service to Lewisham once more.
3.6 Services via Sevenoaks and Tonbridge
As I have previously mentioned, four trains per hour to Tunbridge Wells should be retained. This would be formed of two trains per hour from Cambridge to Tunbridge Wells, and two trains per hour would run from London Charing Cross to Hastings. To compliment this, I would propose two trains per hour from London Charing Cross towards Ashford, calling at local stations from Tonbridge to Ashford. These services would be formed of eight coaches, of which four coaches would continue to Canterbury West and four coaches would continue to Ramsgate via Dover once per hour. The other service in the hour would divide with four coaches for Margate via Canterbury West, and four coaches would continue to Dover Priory.
3.7 Services via Longfield to Faversham, Ramsgate and Dover
This route has been given a great dis-service since the introduction of Southeasterns High Speed services to Faversham only. Whilst the forthcoming proposal may seem farfetched, it does provide new journey opportunities and improve rail services across this route, which has received a decrease in passenger numbers since the introduction of High Speed One services.
At half hourly intervals, a train would depart from London Victoria for either Ramsgate via Herne Bay or Dover Priory via Canterbury East. These trains would be formed of eight carriages, and run fast from Bromley South to Rochester. Similarly, a six coach service would depart from St Pancras for either Ramsgate via Herne Bay or Dover Priory via Canterbury East. Two trains per hour would also operate from London Victoria to Gillingham, calling at local stations from St Mary Cray to Rochester. An example timetable is shown below in an attempt to demonstrate this idea:
St Pancras International 12:12 12:42
London Victoria 12:00 12:06 12:30 12:36
Bromley South 12:17 12:27 12:47 12:57
Fast Stop Fast Stop
Rochester 12:43 12:49 13:03 13:13 13:19 13:33
Chatham 12:46 12:52 13:06 13:16 13:22 13:36
Gillingham 12:50 12:56 13:10 13:20 13:26 13:40
Rainham 12:55 13:01 13:25 13:31
Newington 12:59 13:29
Sittingbourne 13:04 13:08 13:34 13:38
Teynham 13:08 13:38
Faversham a 13:13 13:16 13:43 13:46
Faversham d 13:18 13:20 13:48 13:50
Canterbury East 13:33 14:01
Semi Stop
Dover Priory 13:54 14:27
Stop Semi
Margate 13:48 14:18
Broadstairs 13:53 14:23
Ramsgate 13:59 14:28
The reasons for the High Speed service calling at select stations between Faversham and Dover or Faversham and Ramsgate is to allow a choice for those passengers, whereas calling them at all stations would force certain customers to pay a surcharge. At Faversham, passengers would be allowed to cross platform interchange in each direction, and would be advertised as such.
In respect of the High Speed service, I would recommend that in the new franchise the trains have their surcharges removed, in order to act solely as a service improvement, and not as a payable improvement. This works particularly well for customers travelling from North Kent, where journey time improvements are in fact minimal.
3.8 Maidstone East
Whilst I made reference to peak hour only services from the Thameslink route to the Maidstone East route to improve capacity, particularly as Tonbridge based drivers (who would have knowledge of the new trains for services to Tunbridge Wells) could operate them, the off peak service should be specially tailored to the needs of the route.
Before 2009, an off peak service from London Cannon Street to Ashford via Maidstone East, calling at particularly select stations, operated. It was poorly used owing to its use of Class 465 rolling stock, and also the fact that it didnt run to more useful destinations such as Charing Cross or Waterloo East. The route does now, however, receive two trains per hour from Ashford to London Victoria.
There is a very particular method of operations which would see the incumbent semi fast service from Victoria to Ashford International via Maidstone East run to Canterbury West, offering a clockface quarter hourly service from Ashford to Canterbury West, improving journeys to the University and Tourist city. The stopping service to Ashford via Maidstone would run to Ashford only. I would therefore suggest that this service pattern be introduced.
3.9 Southeastern High Speed
I have previously mentioned that services from St Pancras International to Faversham should extend to Dover and Ramsgate, taking in Canterbury East on an hourly basis.
In respect of services to Southern and Eastern Kent, I would provide two trains per hour as now from St Pancras International to Ashford International, of which one train would be for Dover Priory, and one train would be for Margate via Canterbury West. The latter service would form part of a scheme to provide four trains per hour, at precise intervals, from Ashford to Canterbury West. As part of the new franchise, I would in fact remove the High Speed surcharge, to encourage more journeys on the High Speed route and, more importantly, to provide less well-off passengers with a more viable express journey (the alternative being a local service via Tonbridge to London Bridge).
3.10 East Sussex
The Thameslink Programme originally implicated Eastbourne as an off peak journey destination. In order to maximise the benefit of Thameslink to passengers in East Sussex, I would retain the two trains per hour from London Victoria to Eastbourne (of which one continues to Hastings), the train dividing at Haywards Heath with a service to Littlehampton via Hove. Further train services would be two trains per hour from Brighton to Hastings (of which one train continues to Ashford International, and one train continues to Ore) and two trains per hour from Brighton to Seaford.
3.11 West Sussex
As the Thameslink Programme originally implicated Littlehampton as an off peak journey destination, I would ensure that routes in West Sussex also receive reasonable benefit from the Thameslink Programmes associated timetable changes. Previously mentioned was the half hourly service from Victoria to Eastbourne & Littlehampton via Hove.
The services on the Arun Valley line are reasonably well thought out. I would improve the service by operating the express portions to Southampton Central only, and not alternating them between Southampton to Portsmouth. Services from Brighton would operate half hourly to Portsmouth Harbour, and also half hourly from Brighton to Littlehampton (instead of West Worthing). The hourly service from Littlehampton to Portsmouth would be removed, replaced by a half hourly service from Littlehampton to Bognor Regis for local connectivity purposes only. By calling the services from Brighton to Littlehampton at stations such as Durrington and Goring, services from Brighton to Portsmouth can be sped up.
3.12 South London
I would immediately instate four trains per hour, calling at local stations, from London Victoria to Purley. This would extend to Tattenham Corner (two trains per hour) and Caterham (two trains per hour). I would then include four trains per hour from London Bridge to Purley (fast from London Bridge to Norwood Junction) which would extend from Purley to Tattenham Corner (two trains per hour) and Caterham (two trains per hour). This would simply improve the journey opportunities locally, and remove the wasteful and poorly used half hourly Purley to Tattenham Corner shuttle.
In respect of the Victoria to London Bridge via Crystal Palace service, I would continue this as two trains per hour. The services from Beckenham Junction and West Croydon to London Bridge would also continue. I would anticipate no other changes in the South London area, which include services from Sutton (via West Croydon) towards London, services via Mitcham Junction currently operated via Southern, and services to Epsom Downs, Epsom, Dorking and Horsham.
3.13 Wimbledon Loop
The Wimbledon Loop is facing difficult times as it loses its through service from the Thameslink route. I would, however, ensure the service pattern of two trains per hour in each direction is retained, running to London Blackfriars.
3.14 South West London
Services currently operated by South West Trains on a local basis to destinations such as Chessington South, Hampton Court, Windsor and Guildford require little alteration, with the obvious exception of the new ten coach services which will shortly be available.
3.15 Great Western Main Line
As previously mentioned, I would propose the removal of the Heathrow Express, with a mixture of stopping and fast Crossrail services being available instead from Heathrow Airport. The Greenford Loop is an incredibly poor local link, and I would propose that, in order to preserve paths for Crossrail and freight services, the bay platform at West Ealing be re-instated. A half hourly service could then operate between West Ealing and Greenford. Cross platform interchanges for passengers heading towards London would be available at West Ealing. Associated station improvements at West Ealing should also be considered.
Having considered the electrification of the route from Reading to Newbury, it would be a highly plausible option to run two of the four trains per hour from Crossrail to Newbury. Supplementing this would be an hourly service, operated by a diesel multiple unit, from Reading to Westbury.
3.16 Chiltern Main Line
The incumbent situation, whereby Chiltern Railways are carving out their own direction, is proving to be highly successful. I would recommend they be allowed to, within reason, continue to enterprise.
3.17 London Overground
By offering the West London Line a half hourly service from Three Bridges to Milton Keynes Central, I would recommend that London Overground infill the frequency by providing four additional trains each hour to the two to be operated by the Southern franchise holder. This would provide a simple 10-minutely frequency from Shepherds Bush to Clapham Junction. Two of those trains per hour would run to Stratford, and two would run to Willesden Junction only. An additional four trains per hour would enter from Richmond, running to Stratford, providing six trains per hour from Willesden Junction to Stratford.
3.18 West Anglia and North East London
Infrastructure improvements are sorely required across this area. If services are to not be diverted via Seven Sisters in some circumstances to preserve paths, four tracking may be required from Tottenham Hale to Broxbourne in certain places. The Stansted Express does demand a large number of paths, hampering local development.
I believe that an intelligent use of capacity in the immediate term is to run Hertford East services via Seven Sisters to London Liverpool Street in a semi fast calling pattern, complimenting the existing services to Enfield Town and Cheshunt. The half hourly service from Stratford to Bishops Stortford should be extended in both directions to Cambridge (local stations) and to London Liverpool Street. The Stansted Express should be reduced to a half hourly frequency, calling at the likes of Harlow Town and Bishops Stortford. This would allow paths for the proposed Express to Cambridge and Kings Lynn hourly, calling at only at the largest stations on the route.
3.19 Essex Thameside
No intervention is required here.
4 The future of Rail in London
I read, frequently, horrifying articles that Transport for London could take control of far more rail services in the London area. London Overground has been successful because it has been allowed to improve a number of routes which cannot, seriously, form part of any other franchises.
The London Overground model is, honestly, incredible. The passenger usage figures across their respective routes have shot up thanks to better fares, more services and, most importantly, new (longer) trains. By manning stations throughout the day, and by inserting ticket barriers etc, passengers feel more secure and are more likely to travel for leisure and work.
To suggest that every franchise operating in the London area should adopt the model of manned stations (even through Ticket offices alone), better station lighting and presentation, ticket barriers and frequent revenue protection patrols, makes perfect sense. I would write details such as these into franchises to ensure the very best for London passengers.
I do not, with the exception of the stopping services to Welwyn and Hertford from Moorgate (which I mentioned in point 1.3) believe that any more services should be passed to the control of London Overground (or Transport for London). By continuing to fragment services out of London terminals, the likelihood of better service actually reduces. As I had previously mentioned, however, I would write London Overground style investment and station management into longer franchises.
For all franchises, such as Chiltern, Greater Anglia or South West Trains, I would provide only 25 (or longer) franchises. The Chiltern model has shown that investment comes about from private companies during longer tenures, and this would happen with all other regions.
In respect of the Thameslink route, I would, for 2018, merge the Thameslink aspect of First Capital Connect (including the services to Cambridge and Peterborough) with the incumbent Southern, Southeastern and Southeastern High Speed services into one franchise. This would last for at least 25 years. Careful franchise commitments in respect of service levels, with timetabling potentially handled from the Department, would ensure only the very best of passenger environments and value for money.
Transport for London, who wish to handle more London area heavy rail services, could be used to provide advice on fares. This would ensure more opinions are heard to benefit the passenger.
I frequently travel on trains in the London and South East area, which is where I base a number of my customer focused (but equally technical) opinions. When travelling, and having to use severely run down stations (with Thameslink route stations such as Mill Hill Broadway and Hendon springing to mind), it becomes clear why passengers may not wish to use rail. Unstaffed stations, which have a very unsecure atmosphere in evenings, are not likely to attract new passengers to rail. Similarly, existing passengers dealing with constant fare rises will not be appreciative of under investment in stations.
I would also provide re-signalling on the route from Gospel Oak to Barking, along with electrification.
5 Franchises
I would propose the following franchises for the regions:
Anglia: Services from London Fenchurch Street and London Liverpool Street to destinations including (but not limited to) Southend, Enfield, Cambridge via Harlow, Clacton, Braintree, Norwich and Ipswich. This would also include services from Peterborough to Ipswich, Norwich to Cambridge, and local services across Suffolk and Norfolk.
Southern: Services currently operated by the Southern and Southeastern companies, as well as Thameslink services (which would run to Peterborough and Cambridge)
London Rail: Stratford to Richmond and Clapham, local services from Euston to Watford Junction via Wembley Central, Gospel Oak to Barking and Moorgate to Hertford North / Letchworth / Welwyn. I would also include Crossrail, and, as now, the East London line services from Highbury and Dalston towards Croydon and Clapham.
South West: As the current South West Trains franchise.
Chiltern: As the current Chiltern franchise. Added to this would be services on the East West Rail link, from Reading to Bedford via Oxford, and Aylesbury to Milton Keynes.
Western: As the current Greater Western franchise, but excluding services from London to Reading (local), Heathrow Connect (which would be scrapped) and services from Reading to Oxford (which would transfer to Chiltern under the East West Rail link and be operated by new electric trains).
Franchises such as London Midland would remain in place, as would the East Midlands etc.
