The primary gripes of most users are smelly trains, unusable wi-fi/blocked mobile signal, overcrowding and high fares.

Most of that could be fixed by replacing existing stock with well-furnished 10-car and 5-car variants of 80x stock. This could bring the offering closer to a TGV/AVE/ICE-standard whilst with more capacity, tickets could be reduced so the per-mile price is closer to the network average.

As mentioned previously, much the core network is now electrified (with more in prospect), and at the very least a bi-mode fleet would offer better performance under the wires and the ability to catch up schedules, but also improve the business case for gaps like Derby to Birmingham and Bromsgrove to Bristol to be filled. Reliability is inevitably going to be difficult on complex and long routes, but I don't think it's the main gripe for most people.

An additional problem is that long-distance "Intercity" passengers doing multi-hour journeys are are mixed with those doing short commuter hops of as little as 10 minutes (e.g. Bristol TM to Bristol Parkway). This is to a certain extent being mitigated by new commuter services like TfWM's planned Birmingham to Bristol/Cardiff, but XC could also bring in "reservation only" carriages. 

 
Are there any ex-Avanti 221s still in storage?

 
I despise the Voyager train, there is something about the interior feeling cramped and chaos at every station that I avoid at all costs

Ironically I just had a weekend in Teignmouth and the cheapest trains by a long shot were using Cross Country.
I was due to travel with a friend, but she was unwell and pushed me to go on my own.

I got on the train at Weston to find people in my reserved seat - first two on the right in the carriage.
The quickly moved on request, but then an elderly lady sat in one of my reserved seats saying it was hers.
Her husband was sat in front of her, and had to move a lady into another seat.

Once I realised they were travelling together I explained they were both my seats and that they could sit there so they could travel together, so I sat in the seat in front.
As soon as I got comfortable a lady in the window seat said her sister had been sat there and was now on the left side, so I offered her sister my seat and sat in my third seat, even before the train had got to the main line

The thing about this, it wasn't just where I was sat there were people moving people from reserved seats all through the carriage and was absolute chaos.

I don't understand why people find the reservation system so difficult to read or take notice of.
The other problem, is why they are only ever 4 car sets, with one being an underused first class.

How 3 carriages has ever been deemed suitable for long distance is incredible.

The ironic end to this, I actually travelled back on Saturday night
The train I was booked on ended up being cancelled

 

Bedwyn and Pewsey are both in the same constituency. With railways being nationalised, there's likely to be more political influence so you could have a word with your MP to help ensure the groundwork for a good outcome for all. In my previous times, Claire Perry was a great ally.

 
The first thing I would do is run a comprehensive analysis of the ticketing data to establish how much of the loading of each service is split between shorter (e.g. Plymouth > Totnes or Newton Abbot) and longer (e.g. South West > Birmingham) journeys.
On the basis of the results I would then make sectors with a preponderance of longer journeys reservation only, preferably aided by a new 'smart' reservation app which, once the origin station has been specified, only displays selected destinations so that the 'swamping' of services by short distance travellers is significantly reduced.

Where such restrictions were implemented I would amend the timetable(s), if necessary, to ensure that an appropriate 'local' service was available to short distance passengers.

The aforementioned ticketing data could also be used to determine, on a 'train-by-train' basis, the number of carriages required for each service; present experience quite clearly shows that 4 or 5 coach trains frequently don't cut the mustard.

The new LNER timetable might show a different way forward; using their Azumas there are now only four 10-car trains each weekday with a corresponding increase in a half-hourly 5-car train service.

 

Owner must have changed permissions as this now works for me

 
Derailed on Sunday, I think?

From Chris Dale on X


Lasted 7 hours before being manually rerailed.

 
The other potential risk of extending the Bedwyn trains to Westbury (calling at Pewsey and Devizes Parkway) is that they could end up becoming Westbury to Newbury shuttles with 165's so Pewsey would lose it's direct IET trains to Reading and Paddington.

 
I’ve used cross country a few times in the last month.
Each time I’ve had a refurbished train. I think the refurbished trains are pleasant enough.
The train managers have been very friendly.
No issue finding a seat.

But, and a big but, on each occasion it’s been a Sunday. They’ve terminated at Plymouth instead of continuing on to Penzance

 
An article by Nick Feast.

 

The cruise ship issue is a significant and awkward one. AI result from Google:


and it's notable that 8 out of 10 of those by train from Southampton are naturally Cross Country journeys.

Lisa and I have been cruisers from Southampton for a number of years, and taking with other guests on the ships we have chosen I believe there's a bias (when population density considered) towards passengers on them from the north and the Scottish lowlands. 

At Southampton Central Station, there are distinct crowds of people arriving / departing by rail and that's in spite of the cruise companies offering coach transfer and parking deals, and in spite of it needing taxis to and from the station.  We use bus -> Bath from outside our home. Across the road (normally) in Bath for the direct train to Southampton, and coming from Bristol that can be pretty busy too.  There's a strong South Wales cruising contingent too, on the same train.

If the cruise companies / industry were to promote rail far more than they do, they could make for a real change - but not sure that XC would cope, nor that they would want the very peaky loads that could be generated.

Under GBR, there is a case for their being a nationwide TOC pool of go-anywhere longer distance trains to meet major peaks such as cruise high days, Cheltenham Gold Cup, Glastonbury, FA Cup final, bog snorkelling at Llanwrtwd, Great North Run, etc.   ... geography might suggest that Reading work be a logical base.

 
I have shared this log on my local social media account - lots of "likes" there.  A couple of comments / discussions that I'm going to quote here as they help fill in the story by answering points that weren't addressed even in the very full text:

How long did it take you to write that? And isn't there a perfectly good bus service?


Is there any particular reason that the 271/272/273 do not stop at the station? It seems a logical step as they pass outside

 

That link worked for me: thanks! 

 

Still nope.

 

That'd be the end of Coventry - Bournemouth then. And University - South West.

No, longer trains, more limited stop, I reckon. Run the 221s as doubles & get 8xx stock for one side of the 'X' or the other as a step-change replacement. But the local stops need service spec in place of the removed stops.

 
I think it probably depends which part of their network you use. I find the service that covers Reading to Bournemouth is generally acceptable. One improvement could be if the looked at the number of cruise ships/passengers scheduled at Southampton. It is published a year in advance I believe, putting a 4-car train on when there five cruise ships scheduled is a likely recipe for disgruntlement.

 
10 car 800 series trains, as most of cross country is under the wires anyway, capacity, toilets in one go...

 

Currently 11 trains per day, Pewsey to Paddington. Here are the morning timings.
06:15 - 07:36 (Makes 8 intermediate stops)
06:40 - 08:01 (Makes 8 intermediate stops)
07:18 - 08:35 (Makes 4 intermediate stops)
08:15 - 09:21 (Makes 4 intermediate stops)
09:27 - 10:29 (Makes 2 intermediate stops)
11:04 - 12:06 (Makes 2 intermediate stops)
13:08 - 14:17 (Makes 3 intermediate stops)

I would envisage an update clockface semifast service to make 5 intermediate stops (Bedwyn, Kintbury, Hungerford, Newbury and Reading) and take perhaps 70 minutes - the 08:15 pattern with 1 extra stop. The 07:18 has slack in its timings - it is scheduled to sit at Reading for 9 minutes,.  This morning it left Pewsey 7 minutes late but was on time on departure from Reading.

I would agree that if all the trains also called at stations such as Thatcham, Theale, Reading West and Maidenhead (all are calls in at least one of the above) then the running time would rise to 80 minutes. But then the current early "8 stop" trins can be characterised as Kennet Valley commuter semifasts extended out.   You see similar in the evening peak, where the 18:08 from Paddington also calls at Twyford (personal experience it disgorges a high proportion of passenger there) and is scheduled to take 76 minutes - calls at Theale and Thtacham too in addition to London - Reading - Newbury and all stations onwards.

In the days of slam door HSTs, the outbound evening services that made lots of stops felt like an eternity. Perhaps memories have not faded and there is a fear of a return to similar timings?   In 2015, the 18:07 (as it was) took 90 minutes from Paddington to Pewsey; there is no suggestion as far as I know of a return to those timings.

 
I have had the misfortune of having to use/rely on CrossCountry trains 5 times in the last month.

I managed to secure my pre-booked seat on just one of those trains.
Every single train was late departing - from as little as 15 minutes to 50 minutes.
Every single train was ‘full and standing’ - actually overflowing with people standing in the toilets on one mid-morning Reading to Birmingham New Street service (we actually bailed at Birmingham International as we worked out out TfW connection commenced there - and we just wanted off the Class 221 tubular hell hole.

Given passenger levels the need from some kind of non-London routing to get around the country is definitely needed and desired. But - given recent experiences (and previous) I wonder how GBR should look at revisit the whole cross country design.

Better trains (and longer) trains - 4 or 5 car 221s just don’t seem to cut it ?
Faster trains, better acceleration )- less station stops, moving to a major centre to centre service ?
Consider an alternative hub than Birmingham New Street (trains just seem routinely to sit for 5 mins outside waiting for a platform - and a discussion on Wolverhampton station with a staff member indicated the development of the West Midlands Metro is only going to make things worse) ?
Mandate pre-booking only - no turn up and go tickets for sale (radical I know) ?

What ideas have YOU had to solve the Cross Country issue(s)?

I fully admit that my experience has been limited to the south and west routes of CC - is it equally as bad elsewhere on their network ?

 

As things currently stand, some of the fastest trains that run between Pewsey and Paddington (and vice versa) only call at Newbury / Reading giving a journey time of just under one hour. Many passengers from Pewsey are concerned that these fast trains will no longer call at Pewsey if Devizes Gateway is built and/or Bedwyn trains are extended to Westbury which would result in longer journey times between Pewsey and Paddington (and vice versa)

 
Blimey what was it? An albatross?

Delays to services between Newbury and Bedwyn

Following a broken down train earlier today at Kintbury all lines towards Taunton have now reopened. Disruption is expected until 16:15 15/06.

Train services between Newbury and Bedwyn are returning to normal.
Customer Advice
-
What has happened?
-
A train had broken down near Kintbury, after striking a bird.

 

Looks very similar to Ashley Down, albeit without the brickwork extending all the way up the lift shaft and the railings coloured rather than galvanised.