DOCSLIB.ORG

Growth and Prosperity How Franchising Helped Transform the Railway Into a British Success Story

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Growth and Prosperity How Franchising Helped Transform the Railway Into a British Success Story Growth and prosperity How franchising helped transform the railway into a British success story ATOC.ORG JULY 2013 2 Foreword by Tim O’Toole What follows in this report is a straightforward, almost modest, description of the unprecedented growth and stunning improvements in the British rail system since rail franchising was introduced in the mid-1990s. The facts are beyond dispute: partnership; and have chosen to keep investing in rail. • Record numbers of passengers, reversing a downward trend, with the The franchising model in Britain, like longest sustained growth in history the rest of the industry, has evolved since its introduction and the railway’s • Significant improvements in transformation continues, most recently performance and punctuality scores, through the creation of the Rail Delivery and frequencies between major cities Tim O’Toole is CEO Group (RDG). Franchising in the context of FirstGroup plc • Improvements in safety and passenger of greater co-ordination among the train and RDG chairman approval ratings operating companies, freight operating companies and Network Rail is the next How did this happen? How do policy logical step for the industry as it evolves to makers distinguish causation from the next stage of capability. correlation? Systems, all systems, inevitably become This report, based on data collated and more complex in order to achieve greater analysed by KPMG, provides important capability and productivity. Franchising’s evidence to demonstrate the essential role diversity of operators has yielded the franchising and private sector operators innovation that has led to growth to have played in the success of the past 20 which a single state operator would never years. This original research underlines the aspire. The RDG represents the industry’s significant contribution rail franchising has determination to preserve that record made in reversing the industry’s fortunes, of achievement while offsetting the delivering exceptional journey growth and industry’s necessary complexity. substantial passenger benefits. Our next stage of development will ensure At the heart of this success story lies a that the interests of passengers, and not clear determination by train operators to contractual relations, drive everything use their skill and creativity – born of the we do. By working in partnership with flexibility of the private sector – to innovate Government, Network Rail and the rest of and meet passengers’ expectations; and by the industry, franchised train companies will successive Governments, working through continue to strive for a bigger and better Network Rail, to invest unprecedented railway, not simply because encouraging sums in our national rail infrastructure. more people to travel by rail is good for our business, but because it is vital for the future As this research makes clear, neither of the economy and the country. element would have created this growth without the other. Conservative, Labour In so doing, operators will help to and Coalition Governments have believed equip Britain with a railway fit for the 3 in the franchising model and our industry decades to come. 4 Foreword by Sir David Higgins The railway has seen a decade of unprecedented growth. Compared with just 10 years ago, there are a million more trains and half a billion more passengers every year. And this growth is set to continue. We forecast that, by 2020, another 400 million rail journeys will be made. This phenomenal growth is driven by a and the role they have played in attracting multitude of factors. Social and economic passengers to the railway. changes within Britain have a big role to play. As more jobs are located in city As an industry, it is our responsibility to centres but people’s homes are in suburbs, understand this wide range of different or even different towns, commuting has drivers of growth and how they all interact increased markedly. with one another. This understanding is vital to inform our strategic planning of Sir David Higgins The growing role of communications how the rail network and rail services is Chief Executive technology in our everyday lives also need to grow and evolve in the future. of Network Rail means that people have wider social and RDG deputy chairman networks and are more likely to travel What is clear is that maintaining a strong to visit friends and family who don’t live focus on whole-life, whole-system nearby. Alongside these changes to the management and development of the way people live and work, the cost of network is critical to ensuring the continued fuel, running a car and road congestion success of the railway. Whether we are all impact on the number of people who working alongside franchise operators, travel by rail. concessionaires, open access operators or freight operators isn’t the key issue. The key There is no question that train operators issue is that we work collaboratively with all have also played a key role in making rail operators to deliver outstanding value for an attractive way to travel. The industry’s rail users and taxpayers. separation of infrastructure provider and train operator has allowed operators The industry has come a long way in to focus on passenger needs and recent years but we need to build on preferences, to make significant strides what we have achieved. 2020 and forward in understanding their markets its 400 million extra journeys is only and to tailor the services they offer. seven years away. This is a time for us to work together, to consolidate the This research makes an important understanding and experience we have contribution in highlighting the passenger gained and build a better railway for a benefits that operators have delivered better Britain. 5 Executive Summary The story of the railway in Britain over the • The achievements on revenues and train past 20 years is a story of success. A strong company-controlled costs has increased partnership between the public and private the money flowing back to Government sectors has delivered for passengers, to reinvest in rail by £1.3 billion, from taxpayers and the country as a whole. £400 million in 1997-98 to £1.7 billion in 2011-12 Significant investment and an industry focused on attracting more rail users are • Operating margins are on average generating passenger growth unseen for around 3% of turnover more than 80 years. This is generating record levels of revenue to pay for more and Passenger growth has outperformed better services, in turn creating a virtuous key external demand factors, gaining circle by encouraging greater rail use. market share and outstripping other European railways: Crucial to this success was the introduction in the mid-1990s of competition between • Journey numbers have increased by private train companies to win franchises 73%, with the growth rate more than to run passenger services. This report, doubling since the last years of British based on an analysis of rail data by KPMG1, Rail (BR) provides powerful evidence that franchising • Train journeys have grown twice as fast is a key ingredient in the industry’s recent as the growth in GDP while rail and 2 success in three key areas . car usage costs have broadly mirrored Operators are generating more each other revenues, helping to reduce public • Passenger growth in Britain has been subsidies and sustain investment while greater than in France, Germany and earning modest operating margins: the Netherlands • Passenger revenue has risen by Growing numbers of rail users have £3.2 billion, with 96% of the increase been registering record levels of coming from passenger growth and 4% satisfaction, while the network is from fares changes (see Fig A) managed more intensively and the • Passenger journeys per train operator average price per mile paid by passengers employee have increased by 37%, an has remained almost flat: improvement in staff productivity • On a railway effectively the same size that has helped to contain the cost of as 15 years ago, there are now 4,000 train operations more services a day, a 20% increase 1 Most of the data is publicly available and comes from 3 Throughout the report, Government refers in most established industry sources including the Office of Rail cases to funders which include the UK Government, the Regulation, Passenger Focus and the Rail Industry Monitor devolved Governments in Scotland and Wales, Transport for London and other devolved bodies 2 Unless stated, comparisons cited in the Executive Summary refer to the period from 1997-98 to 2011-12 6 and monetary figures are in 2012 prices • Over 500 million more journeys are In contracting private companies to operate described as satisfactory or good by trains, Government has devised a winning passengers since the National Passenger formula where competition injects new Survey was launched in 1999, while ideas and skills to enhance services, attract punctuality is at a near-record high more passengers and keep costs down. It is a model that will deliver further improvements • The overall average price paid per in rail services, and that other countries are passenger mile has risen in real terms keen to learn from and emulate. from 19.6p to 20.4p4, with a wide choice of fares, including some of the lowest in Europe Figure A THE VAST MAJORITY OF THE £3.2BN INCREASE IN passeNGER REVENUE HAS COME from passeNGER growth 4% 96% FROM FARE FROM HIGHER CHANGES PASSENGER NUMBERS £3.2bn 4 This provides an average indicator of all the different fares bought by passengers, including Season Tickets, Advance and Off-Peak 7 Passenger rail – a success story The Railways Act of 1993 resulted Sixteen franchised train companies, two in a move away from a nationalised concessions and two main open-access industry to a privately-run and publicly- operators now run passenger rail services accountable railway.
Load more

Recommended publications
  • The Commercial & Technical Evolution of the Ferry
    THE COMMERCIAL & TECHNICAL EVOLUTION OF THE FERRY INDUSTRY 1948-1987 By William (Bill) Moses M.B.E. A thesis presented to the University of Greenwich in fulfilment of the thesis requirement for the degree of Doctor of Philosophy October 2010 DECLARATION “I certify that this work has not been accepted in substance for any degree, and is not concurrently being submitted for any degree other than that of Doctor of Philosophy being studied at the University of Greenwich. I also declare that this work is the result of my own investigations except where otherwise identified by references and that I have not plagiarised another’s work”. ……………………………………………. William Trevor Moses Date: ………………………………. ……………………………………………… Professor Sarah Palmer Date: ………………………………. ……………………………………………… Professor Alastair Couper Date:……………………………. ii Acknowledgements There are a number of individuals that I am indebted to for their support and encouragement, but before mentioning some by name I would like to acknowledge and indeed dedicate this thesis to my late Mother and Father. Coming from a seafaring tradition it was perhaps no wonder that I would follow but not without hardship on the part of my parents as they struggled to raise the necessary funds for my books and officer cadet uniform. Their confidence and encouragement has since allowed me to achieve a great deal and I am only saddened by the fact that they are not here to share this latest and arguably most prestigious attainment. It is also appropriate to mention the ferry industry, made up on an intrepid band of individuals that I have been proud and privileged to work alongside for as many decades as covered by this thesis.
    [Show full text]
  • Surface Access Integrated Ticketing Report May 2018 1
    SURFACE ACCESS INTEGRATED TICKETING REPORT MAY 2018 1. Contents 1. Executive Summary 3 1.1. Introduction 3 1.2. Methodology 3 1.3. Current Practice 4 1.4. Appetite and Desire 5 1.5. Barriers 5 1.6. Conclusions 6 2. Introduction 7 3. Methodology 8 4. Current Practice 9 4.1. Current Practice within the Aviation Sector in the UK 11 4.2. Experience from Other Modes in the UK 15 4.3. International Comparisons 20 5. Appetite and Desire 25 5.1. Industry Appetite Findings 25 5.2. Passenger Appetite Findings 26 5.3. Passenger Appetite Summary 30 6. Barriers 31 6.1. Commercial 32 6.2. Technological 33 6.3. Regulatory 34 6.4. Awareness 35 6.5. Cultural/Behavioural 36 7. Conclusions 37 8. Appendix 1 – About the Authors 39 9. Appendix 2 – Bibliography 40 10. Appendix 3 – Distribution & Integration Methods 43 PAGE 2 1. Executive Summary 1.1. Introduction This report examines air-to-surface access integrated ticketing in support of one of the Department for Transport’s (DfT) six policy objectives in the proposed new avia- tion strategy – “Helping the aviation industry work for its customers”. Integrated Ticketing is defined as the incorporation of one ticket that includes sur- face access to/from an airport and the airplane ticket itself using one transaction. Integrated ticketing may consider surface access journeys both to the origin airport and from the destination airport. We recognise that some of the methods of inte- grated ticketing might not be truly integrated (such as selling rail or coach tickets on board the flight), but such examples were included in the report to reflect that these exist and that the customer experience in purchasing is relatively seamless.
    [Show full text]
  • High Speed Rail
    House of Commons Transport Committee High Speed Rail Tenth Report of Session 2010–12 Volume III Additional written evidence Ordered by the House of Commons to be published 24 May, 7, 14, 21 and 28 June, 12 July, 6, 7 and 13 September and 11 October 2011 Published on 8 November 2011 by authority of the House of Commons London: The Stationery Office Limited The Transport Committee The Transport Committee is appointed by the House of Commons to examine the expenditure, administration, and policy of the Department for Transport and its Associate Public Bodies. Current membership Mrs Louise Ellman (Labour/Co-operative, Liverpool Riverside) (Chair) Steve Baker (Conservative, Wycombe) Jim Dobbin (Labour/Co-operative, Heywood and Middleton) Mr Tom Harris (Labour, Glasgow South) Julie Hilling (Labour, Bolton West) Kwasi Kwarteng (Conservative, Spelthorne) Mr John Leech (Liberal Democrat, Manchester Withington) Paul Maynard (Conservative, Blackpool North and Cleveleys) Iain Stewart (Conservative, Milton Keynes South) Graham Stringer (Labour, Blackley and Broughton) Julian Sturdy (Conservative, York Outer) The following were also members of the committee during the Parliament. Angie Bray (Conservative, Ealing Central and Acton) Lilian Greenwood (Labour, Nottingham South) Kelvin Hopkins (Labour, Luton North) Gavin Shuker (Labour/Co-operative, Luton South) Angela Smith (Labour, Penistone and Stocksbridge) Powers The committee is one of the departmental select committees, the powers of which are set out in House of Commons Standing Orders, principally in SO No 152. These are available on the internet via www.parliament.uk. Publication The Reports and evidence of the Committee are published by The Stationery Office by Order of the House.
    [Show full text]
  • A Quick Guide to the Railways
    BRIEFING PAPER Number CBP 4128, 4 December 2018 A Quick Guide to the By Louise Butcher Railways Contents: 1. How do the railways work? 2. Funding 3. Train operating companies (TOCs) 4. Performance, reliability and default 5. Passenger rights and complaints 6. Compensation 7. Infrastructure: Network Rail 8. Rolling stock 9. Regulation 10. Fares 11. Station funding 12. Freight 13. Community Rail www.parliament.uk/commons-library | intranet.parliament.uk/commons-library | [email protected] | @commonslibrary 2 A Quick Guide to the Railways Contents Summary 3 1. How do the railways work? 4 2. Funding 6 3. Train operating companies (TOCs) 7 3.1 Franchises 7 3.2 Concession agreements 9 3.3 Open access 9 4. Performance, reliability and default 11 5. Passenger rights and complaints 12 6. Compensation 13 7. Infrastructure: Network Rail 14 8. Rolling stock 15 9. Regulation 16 10. Fares 17 11. Station funding 18 12. Freight 20 13. Community Rail 21 Cover page image copyright Crowds at Waterloo Station by Matthew Black. Licensed under CC BY 2.0 / image cropped. 3 Commons Library Briefing, 4 December 2018 Summary This paper provides a brief outline of the GB rail industry, including the bodies responsible for delivering services, how new schemes are chosen and financed. Following privatisation in 1993, British Rail was divided into two main parts: one part being the national rail infrastructure (track, signalling, bridges, tunnels, stations and depots) and the second being the operating companies whose trains run on that network. The infrastructure is owned by Network Rail which is regulated by the Office of Rail and Road (ORR).
    [Show full text]
  • Development of Class 800/801 High-Speed Rolling Stock for UK Intercity Express Programme
    646 Hitachi Review Vol. 63 (2014), No. 10 Featured Articles Development of Class 800/801 High-speed Rolling Stock for UK Intercity Express Programme Andrew Rogers OVERVIEW: Hitachi was formally awarded a rolling stock manufacturing Chris Robinson and maintenance contract for the UK IEP project in July 2012 through Koji Agatsuma Agility Trains Ltd. Including additional orders, the contract covers the manufacture of a total of 866 cars and the provision of maintenance services Mitsuo Iwasaki for a period of 27.5 years. With a total value of 5.8 billion pounds, the IEP Satoru Inarida, Dr. Eng. is the largest project in the history of British railways, and is intended to Takahisa Yamamoto replace the aging rolling stock on the UK’s East Coast Main Line and Great Kenta Konishi Western Main Line, which run between London and other major cities in the Toshihiko Mochida UK. The Class 800/801 rolling stock for the IEP was developed based on the A-train concepts of lightweight aluminum carbodies and self-supporting interior modules by taking technologies developed in Japan to provide lighter weight and higher speed and applying them to UK railway systems. It will contribute to the provision of high-quality and reliable railway services, with commercial operation scheduled to commence in 2017, following operation trials in the UK that will start in 2015. (ECML) and Great Western Main Line (GWML), that INTRODUCTION have been in service for more than 30 years(1). The IEP HITACHI developed the Class 800/801 rolling stock is an initiative of the UK Department for Transport.
    [Show full text]
  • Reforming Europe's Railways
    Innentitel 001_002_Innentitel_Impressum.indd 1 16.12.10 16:04 Reforming Europe's Railways – Learning from Experience Published by the Community of European Railway and Infrastructure Companies – CER Avenue des Arts 53 B -1000 Bruxelles www.cer.be second edition 2011 produced by Jeremy Drew and Johannes Ludewig Bibliographic information published by the Deutsche Nationalbibliothek: The Deutsche Nationalbibliothek lists this publication in the Deutsche Nationalbibliografi e, detailed bibliographic data are available in the Internet at http://d-nb.de Publishing House: DVV Media Group GmbH | Eurailpress Postbox 10 16 09 · D-20010 Hamburg Nordkanalstraße 36 · D-20097 Hamburg Telephone: +49 (0) 40 – 237 14 02 Telefax: +49 (0) 40 – 237 14 236 E-Mail: [email protected] Internet: www.dvvmedia.com, www.eurailpress.de, www.railwaygazette.com Publishing Director: Detlev K. Suchanek Editorial Office: Dr. Bettina Guiot Distribution and Marketing: Riccardo di Stefano Cover Design: Karl-Heinz Westerholt Print: TZ-Verlag & Print GmbH, Roßdorf Copyright: © 2011 by DVV Media Group GmbH | Eurailpress, Hamburg This publication is protected by copyright. It may not be exploited, in whole or in part, without the approval of the publisher. This applies in particular to any form of reproduction, translation, microfilming and incorporation and processing in electric systems. ISBN 978-3-7771-0415-7 A DVV Media Group publication DVV Media Group 001_002_Innentitel_Impressum.indd 2 16.12.10 16:04 Contents Foreword....................................................................................................
    [Show full text]
  • Irish Railway Factsheet: Northern Ireland Railways
    Irish Railway Factsheet: Northern Ireland Railways NIR logo (1981) Northern Ireland Railways (NIR) was incorporated under an Act of 21st April, 1967 and its formation did indeed mark the turning point in the fortunes of Northern Ireland’s railway system. The new company was able to shed the road-bias of the UTA and concentrate on the running of the railway system. The system was divided into four regions; Down (Belfast-Bangor), Southern (Belfast- Border), Midland (Belfast-Larne Harbour and Ballymoney) and North-Western (Ballymoney-Derry and the Portrush branch). During the first years of its existence, NIR undertook the refurbishment of many of its stations, including those at York Road and Larne Harbour, introduced the system’s first modern track maintenance machines, opened a new station at University and restored year-round operation to the Portrush branch. In 1969 the company introduced one of the most radical changes from traditional railway practice - the issuing of tickets on trains by conductor-guards. Not only did this allow further reductions in staff numbers, but it also led to the demolition of many obsolete vandal-prone buildings at now unstaffed halts. In August 1969 the first of three 0-6-0 diesel hydraulic locomotives arrived in Belfast. These were built by the English Electric Co. and were fitted with Dorman 620 h.p. engines and hydraulic transmission. They were principally intended to work engineering trains and shunting duties at York Road, but it was also originally envisaged that they would work some stopping trains on the Larne line. Also in 1969, NIR placed an order with the Hunslet Engine Co.
    [Show full text]
  • This Is a Repository Copy of the Restructuring and Future of the British Rail System
    This is a repository copy of The restructuring and future of the British Rail system. White Rose Research Online URL for this paper: http://eprints.whiterose.ac.uk/2288/ Monograph: Merkert, Rico (2005) The restructuring and future of the British Rail system. Working Paper. Institute of Transport Studies, University of Leeds , Leeds, UK. Working Paper 586 Reuse See Attached Takedown If you consider content in White Rose Research Online to be in breach of UK law, please notify us by emailing [email protected] including the URL of the record and the reason for the withdrawal request. [email protected] https://eprints.whiterose.ac.uk/ White Rose Research Online http://eprints.whiterose.ac.uk/ Institute of Transport Studies University of Leeds This is an ITS Working Paper produced and published by the University of Leeds. ITS Working Papers are intended to provide information and encourage discussion on a topic in advance of formal publication. They represent only the views of the authors, and do not necessarily reflect the views or approval of the sponsors. White Rose Repository URL for this paper: http://eprints.whiterose.ac.uk/2288/ Published paper Rico Merkert (2005) The Restructuring and Future of the British Rail System. Institute of Transport Studies, University of Leeds, Working Paper 586 White Rose Research Online [email protected] INSTITUTE FOR TRANSPORT STUDIES UNIVERSITY OF LEEDS ITS Working Paper 586 February 2005 The Restructuring and Future of the British Rail System Author Rico Merkert ITS Working Papers are intended to provide information and encourage discussion on a topic in advance of formal publication.
    [Show full text]
  • Passenger Rail Usage Quality
    Passenger Rail Usage: Quality and Methodology Report 03 June 2021 Contact information: Responsible statistician: Tom Leveson Gower Public enquiries: [email protected] Media Enquiries: Tel: 020 7282 2094 Contents Introduction 2 Data sources, methodology and definitions 3 Historical background 10 Relevance 12 Accuracy and reliability 13 Timeliness and punctuality 16 Accessibility and clarity 17 Coherence and comparability 18 1 Introduction This is a report on the quality of the quarterly Passenger Rail Usage statistical release and associated data tables. It helps users to understand the quality of our statistics, and also ensures ORR is compliant with the three quality principles in the Code of Practice for Official Statistics - Q1: Suitable data sources, Q2: Sound methods, and Q3: Assured quality. This report also provides information on the methodology and data sources used to produce the statistics. This report covers the following areas: ● Data sources, methodology and definitions – detail on the various data sources, methodology used to compile the statistics, and definitions; ● Historic background – a background to rail usage statistics and details of any changes throughout the time series; ● Relevance to users – the users of the statistics, and our engagement; ● Accuracy and reliability – the accuracy, data coverage and quality assurance of the statistics; ● Timeliness and punctuality – our timescales for the production and publication of the statistics; ● Accessibility and clarity – the format of our statistics and where they can be found; ● Coherence and comparability – similar statistics published elsewhere and the degree in which the statistics can be compared over time. Rail usage data on passenger services are supplied by a number of different sources and are measured using a range of metrics: passenger kilometres, journeys and revenue, and passenger train kilometres.
    [Show full text]
  • Collision Dynamics Modeling of Crash Energy Management Passenger Rail Equipment
    Collision Dynamics Modeling of Crash Energy Management Passenger Rail Equipment A thesis submitted by Karina M. Jacobsen In partial fulfillment of the requirements for the degree of Master of Sciences in Mechanical Engineering TUFTS UNIVERSITY January 2008 Advisor: Professor A.B. Perlman © 2008, Karina M. Jacobsen ABSTRACT Crash Energy Management (CEM) is a crashworthiness strategy that incorporates crush zones into the design of passenger railcars. In the event of a collision, crush zones are engineered to collapse in a controlled manner and distribute crush to unoccupied areas throughout a train. This approach manages dissipation of the collision energy more effectively and efficiently than conventional railcar designs. A train-to-train collision scenario is the basis for evaluation of crashworthiness in passenger railcars. This thesis uses a three-dimensional model of a CEM passenger train to simulate train collisions. The model is evolved in three stages: a single car model, a two-car model, and a train-to-train model. The key features include crush zones at both ends of the passenger railcars with a pushback coupler, suspension characteristics between the trucks and car body, and derailment characteristics to approximate the wheel-to-rail interaction. The results of each model are compared and validated with data from full-scale impact tests conducted for CEM passenger rail equipment. The three-dimensional collision dynamics model developed for this thesis serves two roles: to explain the events of a CEM train-to-train test and to develop a tool for evaluating other collision conditions and equipment variations. The first role is accomplished and demonstrated through comparison of results with a full-scale test.
    [Show full text]
  • Trade Marks Opposition Decision (0/018/01)
    TRADE MARKS ACT 1994 IN THE MATTER OF APPLICATION No 2057869 IN THE NAME OF FLYING SCOTSMAN RAILWAYS LIMITED AND IN THE MATTER OF OPPOSITION No 45472 THERETO BY THE DIRECTOR OF PASSENGER RAIL FRANCHISING & INTERCITY EAST COAST LIMITED TRADE MARKS ACT 1994 5 IN THE MATTER OF Application No 2057869 in the name of Flying Scotsman Railways Limited and 10 IN THE MATTER OF Opposition No 45472 thereto by The Director of Passenger Rail Franchising & Intercity East Coast Limited 15 BACKGROUND On 23 February 1996 Ameristar Limited, of West Chiltington, West Sussex, applied to register the trade mark shown below: 20 25 30 After examination the Trade Marks Registry accepted it for the following specification of goods and services. Class 09: 35 Video tapes, audio tapes, films, all relating to the Flying Scotsman; spectacle cases. Class 16: 40 Postcards, stationery, playing cards, jigsaw puzzles, pens, pencils, tablemats, stamps, posters, printed matter, publications; all relating to the Flying Scotsman. 45 Class 18: Leather articles, umbrellas, bags. 2 Class 21: Glassware, china mugs, porcelain giftware, miniature souvenir locomotive nameplates. 5 Class 25: Men's, ladies' and children's hats, scarves, sweaters, shirts, vests, jackets, coats, gloves, shorts, trousers, socks, footwear. 10 Class 28: Games, balloons, playthings, sporting articles, scale models. Class 35: 15 Advertising, promotions, posters, all to promote the activities of Flying Scotsman. The application was published and Notice of Opposition was filed on 25 September 1996 by The Director of Passenger Rail Franchising (hereinafter OPRAF) and InterCity East Coast 20 Limited (Joint Opponents). OPRAF is the Registered Proprietor of the trade mark registrations shown in the Annex to this decision; it is the successor in title to those registrations and all the associated goodwill from the British Railways Board, and in the case of registration no.
    [Show full text]
  • United Kingdom
    International System Summary: UNITED KINGDOM UIC Map of the United Kingdom’s High-Speed Rail Lines The United Kingdom (UK) is located on an island in GDP of $2.25 trillion, and the GDP per capita of $35,900 Western Europe off the coast of France and Belgium. The ranks 34th in the world. Slightly more than 110 km (70 country’s population of 63 million people ranks 22nd in miles) of high-speed rail line exists in the UK currently, the world. The capital, London, has a population of 8.6 with an additional 200 km (125 miles) planned for future million, with Birmingham the second largest city with 2.3 development. The above map displays the United King- million. Overall, the country is considered mostly urban dom’s high-speed rail network according to the Interna- in nature, with 80 percent of the population residing in tional Union of Railways (UIC). urban areas. The UK has the 9th largest economy with a INTERNATIONAL HIGH-SPEED RAIL SYSTEM SUMMARY: UNITED KINGDOM | 1 SY STEM DESCRIPTION AND HISTORY High-speed rail operations in the UK goes back to 1976, when British Railways commenced operations with a die- sel-electric multiple unit train capable of over 200 km/h (125 mph). Amos et al. (2010) indicates this was the first service capable of those speeds after Japan had implement- ed their high-speed services. Modern high-speed service in the UK began when Section 1 of the Channel Tunnel Rail Link (CTRL), now known as High Speed 1 (HS1), opened in 2003 between the Channel Tunnel and Fawkham Junc- tion (south of London).
    [Show full text]