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One of the things I would like to see in a post-GBR world is improved co-ordination between GBR and Councils to integrate housing growth and service improvements. This line in my view would be a good example of that with material growth in the population of each settlement along the line helping...

As a Wigan resident I agree that if the Headbolt Lane service were extended to Wigan Wallgate it would have the potential to be the main service between the two places. Current time from Wigan Wallgate (most centrally located station in Wigan) to Headbolt Lane is 28 minutes. Current time from...

I have often wondered whether whilst open access operations have undoubtedly stimulated trips to certain locations, if they now get in the way of improved services. For example, could Hull justify a more regular (hourly?) service by retaining the existing paths, also stopping these services at...

I agree with this. With discontinuous third rail electrification combined with battery EMUs you could fill in the obvious gaps - Uckfield, Marshlink, North Downs and Merseyrail extensions in a way where risk can be mitigated by avoiding the most sensitive areas (say no third rail within 100m of...

I would imagine given the increase in capacity, increase in development surrounding the site and reduction in car parking, there will be a need for a significant modal shift towards public transport and material increase in capacity needed. However, I think only a limited amount of this will be...

One of the benefits I could see with a centralised GBR would be a standard app for purchasing tickets where you could imagine that the vast majority of tickets would be purchased. With this and location services it could be fairly accurately worked out how many people would benefit from a...

Funnily enough I was wondering the exact same thing. I think to work effectively though you would need more stops than at present and I am not sure that for a tram, Burnley Central is quite central enough. Resolving both of these points would push costs of conversion up quite a bit and therefore...

Given that the proposals don’t just involve an increase in capacity but redevelopment of existing car parks and other land in the area to provide up to 15,000 new homes and commercial uses, I would imagine some fairly extensive improvements would be needed. You are probably looking at a target...

Is there anything else from an infrastructure perspective that would prevent this such as platform lengths (would imagine it would need 4-car trains), paths between Blackburn and Rose Grove or paths through Blackburn station? Otherwise would seem a positive intervention to me to provide some...

I would extend the tram from Beckenham Junction through the centre of Bromley and then to take over the Bromley North branch. Improved frequencies, better access to the centre and would provide a direct link between Bromley and Croydon. Unlikely to be worth the money though I accept.

I should have caveatted this but if the Oxford Road upgrades are delivered (with a new western entrance) and Piccadilly platforms 15 & 16, Deansgate then becomes the main bottleneck through the corridor and will be so close to Oxford Road as to provide little additional benefit in terms of...

I imagine not, however, with a battery equipped EMU or if the line to Windemere wired, would paths exist for an hourly service as an extension of the existing peak time Victoria to Wigan NW via Eccles service to Windemere (which is planned I think to go hourly all day in the future and serve...

I think the opposite needs to happen longer term with all trains stopping at all stations (excluding Deansgate which I'd close) including Salford Central, Salford Crescent and further down the line, Bolton. This would allow greater rationalisation of services between the terminals - all...

Yes with a longer vehicle you have the potential for different areas of seating to provide improved ambience for longer journeys at the same time as greater overall capacity. An example of how this could work would be to differentiate using the five car sections of the 555-based vehicle having...

I would like to see double length units ordered something like a 555 but capable of street running and with some units battery capable to allow for tram train extensions. Should also be capable of operating doubled up for a possible (likely fantasy) underground metro. Would allow either one or...

Perhaps one for another thread but I have often wondered what the benefit of having a separate 'Intercity' TOC/Sector/Division is? Would it not be better for GBR Intercity branded services to be operated by regional divisions or sectors? I would transfer the Manchester Airport to Scotland...

I would agree with the closure of Deansgate but only as part of a wider improvement of the Castlefield corridor: 1. Build Piccadilly platforms 15 and 16 2. Redevelop Oxford Road station to provide 4 longer through platforms as originally proposed but also with a new western entrance adjacent to...

I think this could be solved in part by combining Northern and Transpennine in a post GBR world. This could allow better allocation of units to services with an expansion of ‘Intercity’ services without introducing microfleets. With for example a Barrow service served from a common pool of 802s...

Agree with these. My preference would be for CAF units with gangways for inter-operability with 195s and 331s and consistency of training and maintenance etc.

I think there are lots of opportunities if managed properly including: - Reduction in HR and marketing staff through centralised functions - also can apply to a reduction in wider management and admin roles such as delay repay and customer services; - Reduction in administration and legal staff...