British Rail
British Railways, which from 1965 traded as British Rail, was a state-owned company that operated most rail transport in Great Britain from 1948 to 1997. Originally a trading brand of the Railway Executive of the British Transport Commission, it became an independent statutory corporation in January 1963, when it was formally renamed the British Railways Board.
British Railways was formed on 1 January 1948 as a result of the Transport Act 1947, which nationalised the Big Four British railway companies along with some other smaller railways. Profitability of the railways became a pressing concern during the 1950s, leading to multiple efforts to bolster performance, including some line closures. The 1955 Modernisation Plan formally directed a process of dieselisation and electrification to take place; accordingly, steam locomotives had been entirely replaced by diesel and electric traction by 1968. On 1 January 1963, the British Railways Board was created to manage the railways as a successor to the British Transport Commission.
It was during the 1960s that perhaps the most substantial changes were made. Seeking to reduce rail subsidies, one-third of the network and over half of all stations were permanently closed under the Beeching cuts. Trunk routes were considered to be the most important, and so electrification of the Great Eastern Main Line from London to Norwich was completed between 1976 and 1986 and on the East Coast Main Line from London to Edinburgh between 1985 and 1990. Train manufacturer British Rail Engineering Limited produced the capable InterCity 125 and Sprinter sets, the introduction of which improved intercity and regional railways, respectively, as well as the unsuccessful Advanced Passenger Train. Gradually, passengers replaced freight as the main source of business. From 1982, under sectorisation, the regions were gradually replaced by "business sectors", which were originally responsible for marketing and other commercial matters when they were first created but had taken over entirely by 1990.
During the 1980s and 1990s, the British Government directed the privatisation of British Rail. Following completion of the privatisation process in 1997, responsibility for track, signalling and stations was transferred to Railtrack while services were run by a variety of train operating companies. At the end of the process, any remaining obligations of British Rail were transferred to BRB Limited. Great British Railways, a planned publicly owned body, is expected to manage railway infrastructure and passenger railway services in the future, with remaining privatised franchises to be brought into public control under the provisions of the Passenger Railway Services Act 2024. GBR will use an updated form of the British Rail Double Arrow as its logo, which is now owned by the Secretary of State for Transport, and which remains employed as a generic symbol on street signs in Great Britain denoting railway stations.
History
Nationalisation in 1948
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, the London, Midland and Scottish Railway, the London and North Eastern Railway and the Southern Railway. During World War I, the railways were under state control, which continued until 1921. Complete nationalisation had been considered, and the Railways Act 1921 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 on 1 January 1948 when it took over the assets of the Big Four.There were also joint railways between the Big Four and a few light railways to consider. Excluded from nationalisation were industrial lines like the Oxfordshire Ironstone Railway. The London Underground also became publicly owned, 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.
The Railway Executive was conscious that some lines on the 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; however, BR retained its own in-house road haulage service.
1955 Modernisation Plan
The report, latterly known as the "Modernisation Plan", 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. 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 Beeching reports
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. This abolished the commission and replaced it by several separate boards. These included a British Railways Board, which took over on 1 January 1963.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 became the first Chairman of the British Railways Board.
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. The proposals, which became known as the Beeching cuts, 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 £3million and £4million a year, they earned only about £0.5million.
Most of the closures were carried out between 1963 and 1970, while other suggested closures were not carried out. The closures were heavily criticised at the time. A small number of stations and lines closed under the Beeching programme have been reopened, with further reopenings proposed.
A second Beeching report, "The Development of the Major Trunk Routes", followed in 1965. 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.
Post-Beeching
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.In 1966, a "Whites only" recruitment policy for guards at Euston station agreed between the local union branch and station management 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.
Passenger levels decreased steadily from 1962 to the late 1970s, and reached a low in 1982. 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 mainline route closure during this period of relative network stability was the -electrified Woodhead line between Manchester and Sheffield: passenger service ceased in 1970 and goods in 1981.
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 2,000routekm. The report was received with hostility within several circles, which included figures within the government, as well as amongst the public. The reaction was so strong that Margaret Thatcher, Prime Minister at that time, stated that decisions on the report would not immediately be taken. The Serpell report was quietly shelved, although the British Government was periodically accused by its opponents of implementing the report via stealth for some years thereafter.
The 1980s and 1990s saw the closure of some railways which had survived the Beeching cuts 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.