How would BR have handled the Intercity Express Programme

[Energy]

we wouldn't have had the multiplicity of different train types with incompatible coupling/electrical connections

Its not like the 165/166s and sprinters were deliberately made incompatible so Regional Railways couldn't take them.

 

[Bletchleyite]

I know this thread is specifically about IET but, if BR has continued in its present form, we wouldn't have had the multiplicity of different train types with incompatible coupling/electrical connections, and presumably we would still have a single rate of pay and uniform terms and conditions for train crew, albeit with various mileage allowances. EU membership would have required separate accounts for "track and trains", not necessarily the separate organisations we ended up with.

I don't think BR would necessarily have InterCity trains coupling to Sprinters. They didn't when they were BR.

80x are very BR like anyway. A standard InterCity train used by a significant number of operators which differ only in relatively small things like the colour of the seat covers.

== Doublepost prevention - post automatically merged: 22 May 2023 ==

Its not like the 165/166s and sprinters were deliberately made incompatible so Regional Railways couldn't take them.

This was a bit silly as it's literally just minor pinout changes, you can easily change them back, this has been done to convert 170s to 168s.

 

[zwk500]

I know this thread is specifically about IET but, if BR has continued in its present form, we wouldn't have had the multiplicity of different train types with incompatible coupling/electrical connections, and presumably we would still have a single rate of pay and uniform terms and conditions for train crew, albeit with various mileage allowances.

BR had nearly 50 years to get to these things, yet chose not to. There is no reason to suppose that in the 30 years it hypothetically would have had it would have shown any greater compulsion to standardise.

I think we'd have seen the different sectors develop along distinct lines, with cross-sector compatability not a high priority.

EU membership would have required separate accounts for "track and trains", not necessarily the separate organisations we ended up with.

Indeed. Although BR wasn't far off that anyway with the sectors, You'd have had a 'BRIL' alongside the 'BREL' and then Intercity, Regional Railways etc in a similar manner to today's franchises.

The key question is whether BR would have gone for bi-mode MUs or a more IC225 approach with bi-mode locos on push-pull mode.

 

[Sad Sprinter]

BR had nearly 50 years to get to these things, yet chose not to. There is no reason to suppose that in the 30 years it hypothetically would have had it would have shown any greater compulsion to standardise.

I think we'd have seen the different sectors develop along distinct lines, with cross-sector compatability not a high priority.

Indeed. Although BR wasn't far off that anyway with the sectors, You'd have had a 'BRIL' alongside the 'BREL' and then Intercity, Regional Railways etc in a similar manner to today's franchises.

The key question is whether BR would have gone for bi-mode MUs or a more IC225 approach with bi-mode locos on push-pull mode.

I devised for XC, ex-WCML MK3s with a class 68 on one end and a class 91 on the other

Either that, or a class 68+MK3+DVT rake

 

[zwk500]

I devised for XC, ex-WCML MK3s with a class 68 on one end and a class 91 on the other

Wouldn't be that, poor use of an electric loco to be dragging it around that long.

Either that, or a class 68+MK3+DVT rake

I think an 88 but with uprated diesel might have been the choice.

 

[Intercity110]

BR would've pushed ahead with the interCity250, and potentially cascaded the displaced stock to an electrified GWML and MML, so no Intercity express programme necessary.

 

[Mikey C]

BR would've pushed ahead with the interCity250, and potentially cascaded the displaced stock to an electrified GWML and MML, so no Intercity express programme necessary.

The displaced trains from the WCML would still need replacing by now, just as the displaced Mk3 carriages that went to various operators and the Class 90s to Anglia have/are being replaced now.

It's worth remembering that many of the high speed diesels bought post privatisation were for growth, and not for replacement of older stock, and the timescales would have required diesels for operations out of Paddington and St Pancras.