Fare Dealer

RAIL fares expert Barry Doe discusses how to run a railway - the professional way…

NOTHING disappoints me more than reading comments from people who try to support the current system of running the railway by making ridiculous remarks about British Rail – and then saying it’s franchising that has delivered growth.

Often, it’s party political, such as when onetime junior health minister Edwina Currie was recently reported as saying we wouldn’t want to go back to BR because its trains were smoky and filthy, the coaches unsafe and rickety and the food dreadful. She’s the same age as me, so being 49 at privatisation, she should know none of that is true.

The RAIL 854 feature on the High Speed Train reminded us of the excellent facilities these trains had – separate buffet counters and kitchens, serving superb full meals all day, as well as comfortable seats.

We should also note that a prototype in 1972 led to full fleet production in 1975 with entry into service in 1976. So why are there still attempts to discredit an organisation that could build quality trains from design to daily service so rapidly - and trains that, 40 years on, remain the public’s favourite?

Let’s ponder all the things we take for granted today: Off-Peak fares (Savers); advance; railcards; Rovers. Every one was introduced under the commercial flair of BR. Now name just one thing of similar importance and usefulness introduced under the franchise system. No? I can’t either.

I was perplexed by the Open Access letter from Steve Masters in RAIL 853 who said that because Christian Wolmar and I had pointed to many mistakes caused by poorly-informed Government ministers and civil servants “handing back total control would just bring us more of the same”.

Despite all my efforts in recent years, it seems I still have not got across the fact that BR was in no way run by the state. That’s why I, and many others, want it back.

The BR Board met with civil servants annually to be given their budget. The sector directors were then left to spend it wisely – and that meant train design and procurement, timetable implementation, investment in track and stations and so on. In short, railway managers were in total control.

The BBC is a state corporation, as was BR, but civil servants don’t write scripts for EastEnders or dictate when The Archers must be broadcast. Granted, BR’s budget was lower than today’s Government spending on rail, but that reflects political commitment towards railways. I believe that money would be spent so much more cost-effectively if it went to one body run by professionals.

I accept Network Rail is nationalised yet appalling, but that’s poor management – and, in any case, it wasn’t needed under a verticallyintegrated railway like BR. The good news there is the appointment of Andrew Haines, currently head of the Civil Aviation Authority, to be the next NR chief executive when Mark Carne retires later this year. One of the finest railway managers since Chris Green, his return to the industry is really welcome and I am confident he will achieve much change for the better.

It isn’t just the interference of civil servants that today’s managing directors have to endure, but the endless committees that have been introduced, each with its own agenda – and often made up largely of non-railway people.

There’s generally a retired railway manager, people from tourism and the Chamber of Commerce plus someone to produce press releases written in jargon that sound good but are, frankly, meaningless waffle.

You know the sort of thing: “We recommend GWR puts new waste paper bins on Looe station in a bid to unlock the potential to boost the local economy, creating 147 jobs and two apprentices, improve connectivity and facilitate social inclusion …”

Yes, I’m being cynical as I hate these new ‘in’ phrases and unsubstantiated figures – plus the oft-used “in a bid to”. (Would you ever say: “In a bid to keep dry I put up my umbrella?”)

My point is that any decent managing director can do without the amateur input of some of these committees. In short, let’s get back to a railway run 100% by professionals.