British Railways - A short journey through history
The beginning: many small lines and 4 big companies
The railways of the United Kingdom began with horse drawn wagons in the early 1500’s, by the middle of the century these had evolved into ‘wagonways’, local frequently used links formed by tracks (wooden or metal) and able to operate in all weathers. These local links were gradually formed into small private companies.
In 1829, a new company, the Liverpool and Manchester Railway (L&MR co.) had the idea to hold a competition to find the ideal locomotive. The Rainhill trials (as it was known) involve a 1.6km length of track, laid ad Rainhill and attracted five locomotives. Stephenson’s Rocket was the only locomotive to complete the trail and the Stephenson’s were awarded the contract to produce locomotives for the new line.
This event market the expansion of the railway network in the UK, resulting in the formation of a connected national network during the 1840s. Though this network was still operated and owned by many dozens of small companies.
Railways as the British know them today began when these smaller companies consolidated, until a few , but more familiarly named companies remained.
It was during World War 1 that the government assumed control of the entire network and demonstrated the advantages of a single management, whilst total nationalisation was resisted, in 1923 a grouping in to the famous ‘Big Four’ companies of the Great Western Railway (GWR), The London, Midland and Scottish (LMS), The London and North Eastern (LNER) and the Southern Railway (SR) was performed.
A new beginning: British Railways
‘British Railways’ was the title of the nationalisation project, which finally occurred in 1948. The remaining four companies were taken into public ownership and the government of the day began to look for efficiency and profitability. Passenger numbers had been steadily dropping and culminated in the infamous Beeching Cuts in the 1960’s. Over 2363 stations and 8000 Km of lines were closed, this was over half of all stations and almost 30% of rail track in the country! Protests saved some, many others were closed. Interestingly, a few have since re-opened, the remainder either have been built over, become preserved lines or incorporated into the national cycle network. A recent use has been between Birmingham and Wolverhampton for light rail usage, like European light rail, these trams operate into town centres and cross country.
A number of benefits of the Beeching cuts were also evident, modern multi-model traffic was proposed, developing from the non-standard road-rail containers used by companies such as the GWR and LMS to the international standard container carried by low loading bogie wagons. Car traffic was also encouraged, with many holiday makers able to load their vehicles onto ‘Motor rail’ express trains, formed of a number of low loading car flat bogie trucks and standard passenger coaches, these were a common sight in many parts of the country during the 60’s and 70’s.
Another part of the plan was the development of the high-speed inter-city routes, beginning with the branding of ‘Inter-City’ and loco-hauled coaches this service operated at 160 km/h the plan was to produce dedicated high-speed trains. Two projects ran in parallel the High-speed Diesel train (HSDT, or HST as it is now known) and the Advanced Passenger Train (APT).
The HST was introduced to passenger service in 1976. Built as a double ended set, it reduced journey times by as much as an hour and was scheduled at 201 km/h on regular railway track. In 1987 it reached the work diesel speed record of 238 km/h (a title still held). It was the fastest scheduled diesel service in Europe and second only to the Japanese Bullet train worldwide. (a title which stood until 2019 when it began to be retired from service).
The APT was never introduced into passenger service but was also designed to operate on regular railway track, again, the prototype train set speed records and its increased operating speed of 249 km/h was made possible by tilting the entire train as it cornered, (the first train in the world to do so). However technical difficulties and political pressures along with negative media coverage meant the project was cancelled before completion.
Since then a number of highspeed services have been introduced in the UK. The Eastcoast mainline saw one of the first after its electrification in the mid 1980’s. Designed to operate at 225 km/h the InterCity 225 electric train began regular service. Limited to 201 km/h it still operates today, although is being replaced by the new class 800 sets.
Privatisation
The next major change for Britain’s railways took place in 1994 when privatisation commenced. The infrastructure and track ownership were passed to Railtrack and passenger operations franchised to private companies (operating companies). 25 franchises were originally proposed with freight operations divided into 6 groups. Since then, the expiry of franchises and takeovers have seen many livery and name changes across the network creating a varies and colourful environment for the modeller.
Passenger numbers have also expanded rapidly, for instance in 2010 the network carried more passengers than since 1920! Much investment in rolling stock and infrastructure has and continues to be made and has resulted in some of the safest and fastest regular travel in the history of British Railways.
Privatisation has seen much diversification of motive power as well as increased fright (in the form of multi-modal traffic) A diverse selection of maintenance vehicles has also appeared and is beginning to be modelled.
One of the first private service was the Pendolino first operated in 2002 by Virgin Railways. Formed as nine-car sets (and later as 11 cars) they were double ended and electrically powered. Constructed by Alstom they used a tilting mechanism produced by Fiat, they were designed to operate ad 225 km/h by as with the InterCity 225, the lack of in cab signalling restricted them to 201 km/h.
Beginning in early 2000 a number of operating companies began introducing new Diesel powered multiple unts such as the Adelante, Voyager, Super-Voyager and Meridian/Pioneer which were also capable of 201 km/h operation. These units form the backbone of UK cross country services, as well as being used on high traffic routes.
At the date of writing, there are over 18 types of high speed train, each capable of a minimum of 201 km/h on regular track, though some, such as Eurostar operate on specialised track at 200 km/h the entirety of the UK network is based on track, which tough modernised and replaced to a maintenance schedule dates back to the 1800’s! HS-1 being the exception, running from the channel tunnel to London St Pancras it is currently to only line in the UK permitted to exceed 201 km/h.
HS-2 is the logical extension to HS-1 and will extend the reach or true highspeed rail from London to the Birmingham in the midlands, Manchester and Leeds. Currently phase 1 is under construction between London and Birmingham the line will leave London Euston and arrive at Birmingham Curzon street (a new station).
Phase 2a will extend from Birmingham to Crewe and phase 2b to Manchester Piccadilly. The original plan of a ‘Y’ shaped network has been modified by discontinuing the Leeds/York section. It is planned that the first phase will be complete by 2033, with phase 2a also scheduled for that year. Phase 2b is due to be complete in 2045.
There are many areas of British Railways which deserve to be looked at in depth, hopefully this whirlwind history has increased your interest.
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