British Rail

BR steam locomotive: number 70013 Oliver Cromwell

The rail transport system in Great Britain developed during the 19th century. After the grouping of 1923 under the Railways Act 1921, there were four large railway companies, each dominating its own geographic area: the Great Western Railway (GWR), the London, Midland and Scottish Railway (LMS), the London and North Eastern Railway (LNER) and the Southern Railway (SR). During World War I the railways were under state control, which continued until 1921. Complete nationalisation had been considered, and the Railways Act 1921[5] is sometimes considered as a precursor to that, but the concept was rejected. Nationalisation was subsequently carried out after World War II, under the Transport Act 1947. This Act made provision for the nationalisation of the network, as part of a policy of nationalising public services by Clement Attlee's Labour Government. British Railways came into existence as the business name of the Railway Executive of the British Transport Commission (BTC) on 1 January 1948 when it took over the assets of the Big Four.[6]

There were also joint railways between the Big Four and a few light railways to consider (see list of constituents of British Railways). Excluded from nationalisation were industrial lines like the Oxfordshire Ironstone Railway. The London Underground – publicly owned since 1933 – was also nationalised, becoming the London Transport Executive of the British Transport Commission. The Bicester Military Railway was already run by the government. The electric Liverpool Overhead Railway was also excluded from nationalisation.[7]

The Railway Executive was conscious that some lines on the (then very dense) network were unprofitable and hard to justify socially, and a programme of closures began almost immediately after nationalisation. However, the general financial position of BR became gradually poorer, until an operating loss was recorded in 1955. The Executive itself had been abolished in 1953 by the Conservative government, and control of BR transferred to the parent Commission. Other changes to the British Transport Commission at the same time included the return of road haulage to the private sector.

British Railways was divided into regions which were initially based on the areas the former Big Four operated in; later, several lines were transferred between regions. Notably, these included the former Great Central lines from the Eastern Region to the London Midland Region, and the West of England Main Line from the Southern Region to Western Region

• Southern Region: former Southern Railway lines.
• Western Region: former Great Western Railway lines.
• London Midland Region: former London Midland and Scottish Railway lines in England and Wales.
• Eastern Region: former London and North Eastern Railway lines south of York.
• North Eastern Region: former London and North Eastern Railway lines in England north of York.
• Scottish Region: all lines, regardless of original company, in Scotland.

The North Eastern Region was merged with the Eastern Region in 1967. In 1982, the regions were abolished and replaced by "business sectors", a process known as sectorisation.

The Anglia Region was created in late 1987, its first General Manager being John Edmonds, who began his appointment on 19 October 1987. Full separation from the Eastern Region – apart from engineering design needs – occurred on 29 April 1988. It handled the services from Fenchurch Street and Liverpool Street, its western boundary being Hertford East, Meldreth and Whittlesea.[8][9]

Blue Pullman at Bristol Bath Road depot

The report, latterly known as the "Modernisation Plan",[10] was published in January 1955. It was intended to bring the railway system into the 20th century. A government White Paper produced in 1956 stated that modernisation would help eliminate BR's financial deficit by 1962, but the figures in both this and the original plan were produced for political reasons and not based on detailed analysis.[11] The aim was to increase speed, reliability, safety, and line capacity through a series of measures that would make services more attractive to passengers and freight operators, thus recovering traffic lost to the roads. Important areas included:

• Electrification of principal main lines, in the Eastern Region, Kent, Birmingham to Liverpool/Manchester and Central Scotland
• Large-scale dieselisation to replace steam locomotives
• New passenger and freight rolling stock
• Resignalling and track renewals
• Modern marshalling yards
• The closure of an unspecified, but relatively small, number of lines

The government appeared to endorse the 1955 programme (costing £1.2 billion), but did so largely for political reasons.[11] This included the withdrawal of steam traction and its replacement by diesel (and some electric) locomotives. Not all the modernisations would be effective at reducing costs. The dieselisation programme gave contracts primarily to British suppliers, who had limited experience of diesel locomotive manufacture, and rushed commissioning based on an expectation of rapid electrification; this resulted in numbers of locomotives with poor designs, and a lack of standardisation.[12] At the same time, containerised freight was being developed.[12] The marshalling yard building programme was a failure, being based on a belief in the continued viability of wagon-load traffic in the face of increasingly effective road competition, and lacking effective forward planning or realistic assessments of future freight.[12] A 2002 documentary broadcast on BBC Radio Four blamed the 1950s decisions for the "beleaguered" condition of the railway system at that time.[13]

Network for development proposed in 1965 report "The Development of the Major Trunk Routes" (bold lines)

During the late 1950s, railway finances continued to worsen, whilst passenger numbers grew after restoring many services reduced during the war, and in 1959 the government stepped in, limiting the amount the BTC could spend without ministerial authority. A White Paper proposing reorganisation was published in the following year, and a new structure was brought into effect by the Transport Act 1962.[14] This abolished the commission and replaced it by several separate boards. These included a British Railways Board, which took over on 1 January 1963.[15]

A Scammell Scarab truck in British Railways livery, London, 1962. British Railways was involved in numerous related businesses including road haulage

Following semi-secret discussions on railway finances by the government-appointed Stedeford Committee in 1961, one of its members, Dr Richard Beeching, was offered the post of chairing the BTC while it lasted, and then becoming the first Chairman of the British Railways Board.[16]

A major traffic census in April 1961, which lasted one week, was used in the compilation of a report on the future of the network. This report—The Reshaping of British Railways—was published by the BRB in March 1963.[17][18] The proposals, which became known as the "Beeching Axe", were dramatic. A third of all passenger services and more than 4,000 of the 7,000 stations would close. Beeching, who is thought to have been the author of most of the report, set out some dire figures. One third of the network was carrying just 1% of the traffic. Of the 18,000 passenger coaches, 6,000 were said to be used only 18 times a year or less. Although maintaining them cost between £3m and £4m a year, they earned only about £0.5m.[19]

Most of the closures were carried out between 1963 and 1970 (including some which were not listed in the report) while other suggested closures were not carried out. The closures were heavily criticised at the time.[20] A small number of stations and lines closed under the Beeching programme have been reopened, with further reopenings proposed.[21]

A second Beeching report, "The Development of the Major Trunk Routes", followed in 1965.[22] This did not recommend closures as such, but outlined a "network for development". The fate of the rest of the network was not discussed in the report.

The basis for calculating passenger fares changed in 1964. In future, fares on some routes—such as rural, holiday and commuter services—would be set at a higher level than on other routes; previously, fares had been calculated using a simple rate for the distance travelled, which at the time was 3d per mile second class, and 4½d per mile first class[23] (equivalent to £0.26 and £0.38 respectively, in 2019[24]).

In 1966, a "Whites only" recruitment policy for guards at Euston Station was dropped after the case of Asquith Xavier, a migrant from Dominica, who had been refused promotion on those grounds, was raised in Parliament and taken up by the then Secretary of State for Transport, Barbara Castle.[25]

Passenger levels decreased steadily from 1962 to the late 1970s,[26] and reached a low in 1982.[27] Network improvements included completing electrification of the Great Eastern Main Line from London to Norwich between 1976 and 1986 and the East Coast Main Line from London to Edinburgh between 1985 and 1990. A main line route closure during this period of relative network stability was the 1500 V DC-electrified Woodhead Line between Manchester and Sheffield: passenger service ceased in 1970 and goods in 1981.

The 1980s and 1990s saw the closure of some railways which had survived the Beeching Axe a generation earlier, but which had seen passenger services withdrawn. This included the bulk of the Chester and Connah's Quay Railway in 1992, the Brierley Hill to Walsall section of the South Staffordshire Line in 1993, while the Birmingham to Wolverhampton section of the Great Western Railway was closed in three phases between 1972 and 1992.

A further British Rail report, from a committee chaired by Sir David Serpell, was published in 1983. The Serpell Report made no recommendations as such, but did set out various options for the network including, at their most extreme, a skeletal system of less than 2000 route km. This report was not welcomed, and the government decided to quietly leave it on the shelf. Meanwhile, BR was gradually reorganised, with the regional structure finally being abolished and replaced with business-led sectors. This process, known as "sectorisation", led to far greater customer focus, but was cut short in 1994 with the splitting up of BR for privatisation.

Network SouthEast with a Networker at Charing Cross serving Kent

Upon sectorisation in 1982, three passenger sectors were created: InterCity, operating principal express services; London & South East (renamed Network SouthEast in 1986) operating commuter services in the London area; and Provincial (renamed Regional Railways in 1989) responsible for all other passenger services.[28] In the metropolitan counties local services were managed by the Passenger Transport Executives. Provincial was the most subsidised (per passenger km) of the three sectors; upon formation, its costs were four times its revenue.[28] During the 1980s British Rail ran the Rail Riders membership club aimed at 5- to 15-year-olds.

Because British Railways was such a large operation, running not just railways but also ferries, steamships and hotels, it has been considered difficult to analyse the effects of nationalisation.[29]

Prices rose quickly in this period, rising 108% in real terms from 1979 to 1994, as prices rose by 262% but RPI only increased by 154% in the same time.[30]

Following nationalisation in 1948, British Railways began to adapt the corporate liveries on the rolling stock it had inherited from its predecessor railway companies. Initially, an express blue (followed by GWR-style Brunswick green in 1952) was used on passenger locomotives, and LNWR-style lined black for mixed-traffic locomotives, but later green was more widely adopted.[31][32]

Development of a corporate identity for the organisation was hampered by the competing ambitions of the British Transport Commission and the Railway Executive. The Executive attempted to introduce a modern an Art Deco-style curved logo which could also serve as the standard for station signage totems. BR eventually adopted the common branding of the BTC as its first corporate logo, a lion astride a spoked wheel, designed for the BTC by Cecil Thomas; on the bar overlaid across the wheel, the BTC's name was replaced with the words "British Railways". This logo, nicknamed the "Cycling Lion", was applied from 1948 to 1956 to the sides of locomotives, while the oval style was adopted for station signs across Great Britain, each coloured according to the appropriate BR region, using the Gill Sans font first adopted by LNER in 1923.[33]

In 1956, the BTC was granted a heraldic achievement by the College of Arms and the Lord Lyon, and then BTC chairman Brian Robertson wanted a grander logo for the railways. BR's second corporate logo (1956–1965), designed in consultation with Charles Franklyn, adapted the original, depicting a rampant lion emerging from a heraldic crown and holding a spoked wheel, all enclosed in a roundel with the "British Railways" name displayed across a bar on either side. This emblem soon acquired the nickname of the "Ferret and Dartboard". A variant of the logo with the name in a circle was also used on locomotives.[33]

• 
  The earlier lion crest on BR locomotive No.12589
• 
  The later lion crest on BR locomotive No. 92220 Evening Star
• 
  Liverpool Central station sign using the art deco totem

The British Rail Double Arrow designed by Gerald Barney (1965)

The zeal for modernisation in the Beeching era drove the next rebranding exercise, and BR management wished to divest the organisation of anachronistic, heraldic motifs and develop a corporate identity to rival that of London Transport. BR's design panel set up a working party led by Milner Gray of the Design Research Unit. They drew up a Corporate Identity Manual which established a coherent brand and design standard for the whole organisation, specifying Rail Blue and pearl grey as the standard colour scheme for all rolling stock; Rail Alphabet as the standard corporate typeface, designed by Jock Kinneir and Margaret Calvert; and introducing the now-iconic corporate Identity Symbol of the Double Arrow logo. Designed by Gerald Barney (also of the DRU), this arrow device was formed of two interlocked arrows across two parallel lines, symbolising a double track railway. It was likened to a bolt of lightning or barbed wire, and also acquired a nickname: "the arrow of indecision". A mirror image of the double arrow was used on the port side of BR-owned Sealink ferry funnels. The new BR corporate identity and Double Arrow were rolled out in 1965, and the brand name of the organisation was truncated to "British Rail".[33][32]

The uniformity of BR branding continued until the process of sectorisation was introduced in the 1980s. Certain BR operations such as Inter-City, Network SouthEast, Regional Railways or Railfreight began to adopt their own identities, introducing logos and colour schemes which were essentially variants of the British Rail brand. Eventually, as sectorisation developed into a prelude to privatisation, the unified British Rail brand disappeared, with the notable exception of the Double Arrow symbol, which has survived to this day and serves as a generic trademark to denote railway services across Great Britain.[33] The BR Corporate Identity Manual is noted as a piece of British design history and there are plans for it to be re-published.[34]

In 1979 the incoming Conservative Government led by Margaret Thatcher was viewed as anti-railway, and did not want to commit public money to the railways. However, British Rail was allowed to spend its own money with government approval. This led to a number of electrification projects being given the go-ahead, including the East Coast Main Line, the spur from Doncaster to Leeds, and the lines in East Anglia out of London Liverpool Street to Norwich and King's Lynn. The list with approximate completion dates includes:

• St Pancras – Bedford 1981–83
• Rock Ferry – Hooton 1985
• Hitchin – Leeds 1985–88
• Colchester – Norwich 1986
• Bishops Stortford – Cambridge 1987
• Watford Junction – St Albans Abbey 1988
• Royston – Cambridge 1988
• Snow Hill Tunnel as part of Thameslink project 1988
• Doncaster – York 1989
• Airdrie – Drumgelloch 1989
• York – Edinburgh Waverley (and the spur to North Berwick) 1991
• Carstairs – Edinburgh Waverley 1991
• Cambridge – King's Lynn 1992
• Hooton – Ellesmere Port and Chester 1993–94
• London Paddington – Heathrow Airport 1993–98
• Leeds City and Bradford Forster Square – Skipton and Ilkley 1994

In the Southwest, the line from Bournemouth to Weymouth was electrified along with other infill 750 V DC 3rd rail electrification in the south. In 1988, the line to Aberdare was reopened. A British Rail advertisement ("Britain's Railway", directed by Hugh Hudson) featured some of the best known railway structures in Britain, including the Forth Rail Bridge, Royal Albert Bridge, Glenfinnan Viaduct and London Paddington station.[42] London Liverpool Street station was rebuilt, opened by Queen Elizabeth II, and a new station was constructed at Stansted Airport in 1991. The following year, the Maesteg Line was reopened. In 1988, the Windsor Link Line, Greater Manchester was constructed and has proven to be an important piece of infrastructure.

Rail usage in Great Britain, 1830–2019

UK rail subsidy 1985–2015 (in 2015 terms), showing the huge increase after the Hatfield crash

In 1989, the narrow-gauge Vale of Rheidol Railway was preserved, becoming the first part of British Rail to be privatised. Between 1994 and 1997, British Rail was privatised.[43] Ownership of the track and infrastructure passed to Railtrack on 1 April 1994. Passenger operations were later franchised to 25 private-sector operators and the freight services were sold to six companies, five of whom were owned by the same buyer.[44]

The Waterloo & City line was part of Network SouthEast.

The Waterloo & City line, part of BR Network SouthEast, was not included in the privatisation and was transferred to London Underground in April 1994. The remaining obligations of British Rail were transferred to BRB (Residuary) Limited.

The privatisation, proposed by the Conservative government in 1992, was opposed by the Labour Party and the rail unions. Although Labour initially proposed to reverse privatisation,[45] the New Labour manifesto of 1997 instead opposed Conservative plans to privatise the London Underground.[46] Rail unions have historically opposed privatisation, but former Associated Society of Locomotive Engineers and Firemen general secretary Lew Adams moved to work for Virgin Trains, and said on a 2004 radio phone-in programme: "All the time it was in the public sector, all we got were cuts, cuts, cuts. And today there are more members in the trade union, more train drivers, and more trains running. The reality is that it worked, we’ve protected jobs, and we got more jobs."[47][48]

Sealink house flag

British Railways operated ships from its formation in 1948 on several routes. Many ships were acquired on nationalisation, and others were built for operation by British Railways or its later subsidiary, Sealink. Those ships capable of carrying rail vehicles were classed under TOPS as Class 99.

Sealink MV St David berthed in Larne, Northern Ireland

Sealink was originally the brand name for the ferry services of British Rail in the United Kingdom and Ireland. Services to France, Belgium, and the Netherlands were run by Sealink UK as part of the Sealink consortium which also used ferries owned by French national railways (SNCF), the Belgian Maritime Transport Authority Regie voor Maritiem Transport/Regie des transports maritimes (RMT/RTM) and the Dutch Stoomvaart Maatschappij Zeeland (Zeeland Steamship Company).

Historically, the shipping services were exclusively an extension of the railways across the English Channel and the Irish Sea in order to provide through, integrated services to mainland Europe and Ireland. As international travel became more popular in the late 1960s and before air travel became generally affordable, the responsibility for shipping services was taken away from the British Rail Regions and in 1969 centralised in a new division – British Rail Shipping and International Services Division.

With the advent of car ferry services, the old passenger-only ferries were gradually replaced by roll-on/roll-off ships, catering for motorists and rail passengers as well as road freight. However, given that there was now competition in the form of other ferry companies offering crossings to motorists, it became necessary to market the services in a normal business fashion (as opposed to the previous almost monopolistic situation). Thus, with the other partners mentioned above, the brand name Sealink was introduced for the consortium.[49]

In the late 1960s, as demand for international rail travel declined and the shipping business became almost exclusively dependent on passenger and freight vehicle traffic, the ferry business was incorporated as Sealink UK Limited on 1 January 1979,[50][51] a wholly owned subsidiary of the British Railways Board, but still part of the Sealink consortium. In 1979, Sealink acquired Manx Line which offered services to the Isle of Man from Heysham.

On 27 July 1984 the UK Government sold Sealink UK Limited to Sea Containers for £66m[52] and the company was renamed Sealink British Ferries. The sale excluded the operations of Hoverspeed, the Isle of Wight services and the share in the Isle of Man Steam Packet Company, as well as the Port of Heysham. In 1996, the Sealink name disappeared when the UK services, by then owned by Stena,[50] were re-branded as Stena Line. The agreement with the SNCF on the Dover to Calais route also ended at this time and the French-run Sealink services were rebranded as SeaFrance.

The joint hovercraft services of British Rail (under British Rail Hovercraft Limited) in association with the French SNCF.[53] British Rail Hovercraft Limited was established in 1965, under authority given to it by the British Railways Act 1967 and started its first service in 1966. Seaspeed started cross-Channel services from Dover, England to Calais and Boulogne-sur-Mer, France using SR-N4 hovercraft in August 1968.

A family of railway carriages, designed and built by British Rail workshops (from 1969 British Rail Engineering Limited) between 1964 and 1975. They were of steel construction. Many remain in service to this day.

An APT departs Euston for Glasgow

In the 1970s, British Rail developed tilting train technology in the Advanced Passenger Train; there had been earlier experiments and prototypes in other countries, notably Italy.[56] The objective of the tilt was to minimise the discomfort to passengers caused by taking the curves of the West Coast Main Line at high speed. The APT also had hydrokinetic brakes, which enabled the train to stop from 150 mph within existing signal spacings.[57]

The introduction into service of the Advanced Passenger Train was to be a three-stage project. Phase 1, the development of an experimental APT (APT-E), was completed. This used a gas turbine-electric locomotive, the only multiple unit so powered that was used by British Rail. It was formed of two power cars (numbers PC1 and PC2), initially with nothing between them and later, two trailer cars (TC1 and TC2).[58] The cars were made of aluminium to reduce the weight of the unit and were articulated. The gas turbine was dropped from development, due to excessive noise and the high fuel costs of the late 1970s.[59] The APT-E first ran on 25 July 1971. The train drivers' union, ASLEF, black-listed the train due to its use of a single driver. The train was moved to Derby (with the aid of a locomotive inspector). This triggered a one-day strike by ASLEF that cost BR more than the research budget for the entire year.[60]

Phase 2, the introduction of three prototype trains (APT-P) into revenue service on the Glasgow – London Euston route, did occur. Originally, there were to have been eight APT-P sets running, with minimal differences between them and the main fleet. However, financial constraints lead to only three being authorised, after two years of discussion by the British Railways Board. The cost was split equally between the Board and the Ministry of Transport. After these delays, considerable pressure grew to put the APT-P into revenue-service before they were fully ready. This inevitably lead to high-profile failures as a result of technical problems.[60]

These failures led to the trains being withdrawn from service while the problems were ironed out. However, by this time, managerial and political support had evaporated. Consequently, phase 3, the introduction of the Squadron fleet (APT-S), did not occur, and the project was ended in 1982.

Although the APT never properly entered service, the experience gained enabled the construction of other high-speed trains. The APT powercar technology was imported without the tilt into the design of the Class 91 locomotives, and the tilting technology was incorporated into Italian State Railway's Pendolino trains, which first entered service in 1987.

InterCity logo 1978–1985

An InterCity 125 about to depart Manchester Piccadilly in 1986

The InterCity 125 (originally Inter-City 125,[61] or High Speed Train) is a diesel-powered passenger train built by British Rail Engineering Limited between 1975 and 1982. Widely credited with saving British Rail, it is usually called HST.[62] Each set is made up of two Class 43 power cars, one at each end and four to nine Mark 3 carriages. The name is derived from its top operational speed of 125 mph (201 km/h). Initially the sets were classified as Classes 253 and 254.

The prototype InterCity 125 (power cars 43000 and 43001) set the world speed record for diesel traction at 143.2 mph (230.5 km/h) on 12 June 1973.[63]

• History of rail transport in Great Britain
• Impact of the privatisation of British Rail

• British Rail brand names
• British Rail corporate liveries
• List of companies operating trains in the United Kingdom

• British carriage and wagon numbering and classification
• British Rail locomotive and multiple unit numbering and classification
• List of British Rail classes

• List of British Railways steam locomotives as of 31 December 1967
• List of LMS locomotives as of 31 December 1947
• List of LNER locomotives as of 31 December 1947

• British Rail flying saucer
• British Rail sandwich
• British Transport Films
• British Transport Police
• Channel Tunnel
• National Association of Railway Clubs
• Rail transport in Great Britain
• The wrong type of snow