★ History of rail transport in Great Britain 1948–1994This article is part of a series on the History of rail transport in Great Britain
History of rail transport in Britain 1948-1994 covers the period when the British railway system was nationalised under the name "British rail", before its privatization in 1994.
The railway system in this period underwent modernisation, reorganisation and rebranding, some of which were contradictory. The use of steam locomotives on network also ended in this period. Due to the fall in the number of passengers, railway subsidies from the government were necessary to save the Railways from a financial point of view. Concerns about the level of these contributed to the Beeching cuts, which closed many of the used lines.
1. 1940-e years: the nationalization of. (1940-е годы: национализация)
Of the transport act 1947 nationalised nearly all forms of public transport in the UK and came into force on 1 January 1948. Made by British Railways as business name of the railway Executive of the British transport Commission BTC on 1 January 1948 when it took the assets of the four major railway companies.
A number of independent light Railways and industrial Railways, which did not contribute significant mileage to the system, were not included in British Railways or Glasgow subway and London underground, both state problems, the Liverpool overhead railway, not a railway-owned tramways. Northern counties Committee lines owned by London, Midland and Scottish railway was sold to the government of Northern Ireland, becoming part of the Ulster transport authority as a result of the Ireland act 1949.
Stkk under the railway Executive, the Railways were organised into six regions:
- Later the Eastern area of al – LNER lines South of Shaftholme junction, in the region of Doncaster was merged with the North-Eastern region.
- Southern region SR – southern railway line.
- London Midland region LMR – LMS lines in England and Wales.
- Scottish region SKL – LMS and LNER lines in Scotland.
- North Eastern region ner – LNER lines in England North of Shaftholme area connection later merged with the Eastern region.
- Western region WR – Great Western railway lines.
The first priority of a new British Board of JSC RZD repair of the railway infrastructure damaged in the bombing, clear the backlog of maintenance that built, and make good losses in locomotives and rolling stock.
2. 1950s years: modernization. (1950-х годов: модернизация)
By the beginning of 1950-ies, the British Railways were to make a working profit, albeit a small one. However, Britain is lagging behind in time from the rest of Europe in terms of dieselisation and electrification of its Railways. There were political and practical reasons for the resistance to dieselisation in particular: the labour government of Clement Attlee not want to reduce domestic demand for coal in favour of imported oil, thus affecting the balance of payments and can lead to unemployment. Robin riddle, who was actually a British Railways chief mechanical engineer, did not agree with the dieselisation programme, arguing that it would be too expensive for oil imports given the large coal production. He continued to order locomotives on a large scale and from 1948 to 1953, was built 1.487 locomotives.
Although the initial focus was on repair and renovation was restarted some of the pre-war investment schemes, which ceased after the outbreak of hostilities, for example the Manchester–Sheffield–Wat electrification on the Woodhead route and the great Eastern suburban electrification.
The new BR regions, formed mainly around the governance structures of the old "big four" were Autonomous in terms of organization and production of locomotives and rolling stock, mainly a continuation of pre-war design - indeed, some designs were even older: workhorse LNER class J17 was built in 1898. In General, the equipment of the new British Railways was outdated, often unreliable, and mostly in urgent need of reconstruction. Only in the southern region with a large electrified suburban network in South London inherited from the southern railway operated a significant number are not steam-powered trains.
In 1951 the British transport Commission approved a new series of standard locomotives and coaches incorporating design features primarily from the London, Midland and Scottish Railway but also the other pre nationalisation companies. These model projects were designed to be durable, but in the case of a few served their full potential before being withdrawn in 1960-ies.
By mid-decade, however, it became clear that British Railways were in trouble, especially in freight transport business, which they were losing ground to road and air traffic the latest, thanks to the postwar surplus of available transport aircraft. The government ordered to reconsider.
2.1. 1950s years: modernization. The Modernization Plan. (План Модернизации)
The report formally known as modernisation and re-equipment of British Railways, more commonly in the "modernisation plan", was published in December 1954. He was called the railway system up to date. White paper the government produced in 1956 stated that modernisation would help eliminate the financial deficit of the BRS to 1962. The goal was to increase the speed, reliability, safety and line capacity through a series of measures that will make services more attractive for passengers and shippers, thus recovering traffic lost to the roads. Important areas are:
- Large-scale dieselisation to replace steam locomotives.
- The closure of small number of rows that were seen as unnecessary in a nationalised network, as they duplicated other lines.
- The electrification of the major trunk lines in the Eastern region, Kent, Birmingham and Central Scotland.
- The construction of a large freight marshalling yards with automatic shunting to optimize handling.
- Resignalling and upgrade path.
- New passenger and freight rolling stock.
However, many historians, including the railway Christian Wolmar, the Henshaw, and others now consider it a costly failure and a missed opportunity. An attempt was made to simply update the Railways as they already stood rather than reacting to changes in the way goods and people in the postwar years. Major investments were made in marshalling yards at a time, when a little carriage of traffic they were dealing with was in deep decline and is being rapidly lost on the roads. The modernization plan called for rapid and large-scale introduction of diesel locomotives: only 2500 locomotives to be procured in 10 years for £345 million. For political reasons, all but demanding that all of these locomotives will be built by the British firm, the scope of this project beyond the existing capacity of the British locomotive industry. This has led to many designs seem to be taken from manufacturers with little or no direct experience in main line locomotive construction. In the short term plan also meant that there was little time for prototype locomotives will be properly evaluated, tested and, if necessary, modified or improved. Several major orders for several hundred locomotives were delivered while the prototype was still undergoing testing or even, in some cases, before the prototype was even built. To take orders from a variety of manufacturers, also led to the acquisition of BR unreasonably different locomotive fleet, with a large number of different but similar classes. This increased the cost and complexity of maintenance and operational difficulties, for example, there is no universal system for multiple workers. The low reliability of many of the locomotives purchased in the framework of the modernisation plan led to a lower than predicted availability and large-scale withdrawal of several classes or reduces the planned orders, leaving the BR short a proper driving force in some areas. Some of the diesel classes ordered in 1955 was removed to the steam locomotives they were designed to replace.
In addition, steam locomotives were replaced by diesel types on like basis with br ordering, for example, a large number of passenger diesels intended for local mixed goods services, such as the class 20 and class 24, which does not account for the decline in local and branch goods, services which were largely transition to the roads. In conjunction with the new marshalling yards, large number of diesel shunting were ordered which would soon be rendered virtually obsolete, the growth of containerized cargo and, as the yards they worked in, often served only a few years before scrapping.
Both of these factors were associated with the failure of the modernization plan successfully reviewed, that the purpose of Railways. British Railways are responsible for its legal status as a single carrier, which is obliged to provide transportation of almost any kind of goods, regardless of the number of large and small any two stations in the network, the kit and the cost. This law dates back to the 19th century to prevent the Railways abused their monopoly as the only practical long distance transport provider during the greater part of the country, but the growth of motor transport left the railroad are locked in a very disadvantageous position. Operators of road freight there were no legal restrictions, and may refuse to work that was uneconomic, that the BR can not, and can easily undermine the PRS tariffs for transportation that a railroad cannot change without legal consent. General requirements of the carrier also saddled BR with the need to support thousands of goods yards and other facilities, and rolling stock and staff for their service, even if there was a decrease in actual demand for such services and such traffic as there are very rarely profitable. This issue was identified during the great depression and the "big four" had campaigned for the abolition of the common law carrier as a fair deal in the 1930-ies. However, this will not happen as long as the transport act 1962 gave freedom to the BR of the contract and until the plan for the modernization of locomotives by the Commission, the rolling stock and management is constantly decreasing, but legally binding mode of freight transportation.
Finally, the replacement program was also a sudden change in attitude by BR, which until 1955 had continued to favour steam traction and an even greater number of locomotives. Wholesale curtailment of production of the steam required by the modernisation plan meant that many steam locomotives were scrapped when only a few years, and often before a reliable and practical diesel or electric equivalent.
The failure of the modernisation plan led to a distrust of the ability of BRS financial planning, Treasury, which was to dog br for the rest of his existence.
2.2. 1950s years: modernization. Electrification of. (Электрификация)
The modernization plan included a significant suburban and main line electrification. Despite investment in two 1.5 overhead diagrams kV DC just a few years ago, outside the southern region this was mostly done with the new standard 25 kV AC overhead line equipment OLE, leaving these two older systems obsolescent.
In the Eastern region on the plan for electrification of many routes to this standard. These include the London, Tilbury and Southend line LTS suburban lines out of London Liverpool Street, recently partially electrified on the DC system 1.5 kV, was initially transferred to a mix of 6.25 kV AC and 25 kV AC OLE and extended. London kings suburban lines were electrified on 25 kV AC, in the 1970-ies.
In the Scottish region electrification of large parts of the Glasgow Suburban was called up again at 25 kV AC OLE, which eventually will grow into large systems.
In the southern region the already extensive third rail system will be extended to the Kent coast.
In addition to the suburban electrification of the main line is called for, since the main line of the Western coast. This was done in several stages in the period from 1959 to 1974, initially connecting Birmingham, Manchester and Liverpool to London and Glasgow.
The continuing electrification program of the 1980s which saw the electrification of the East coast mainline, London St Pancras suburban and further expansion in the southern region can be regarded as a direct continuation of the plan.
2.3. 1950s years: modernization. Other events. (Другие события)
Two serious accidents at harrow and wealdstone railway accident in 1952 in which 112 people died and Lewisham train crash in 1957 that killed 90 people led to the introduction of the automatic warning network.
In 1958, the region boundaries were redrawn to make them geographic, not based on pre-nationalisation ownership. Former LMS lines in Yorkshire were transferred from the London Midland to the Eastern and North-Eastern region: the London Midland region gained the former Great Central railway route out Yorkshire and Lincolnshire from the Eastern region in return. Former LMS lines in the South-West of the country, including the Northern part of the Somerset and Dorset joint railway, was transferred to the Western region.
Some routes were closed in the 1950-ies to reflect changes in travel patterns and to remove obvious duplication of routes. For example, in East Anglia most of the former Midland and great Northern joint railway was closed in 1959, passenger trains on the former Great Central railway line ended in 1960 as a prelude to its later closure. However, the closure of the route was just a small taste of what was going to happen.
3.1. 1960-ies: the rationalization. In the Beeching report. (В отчете Beeching)
By 1960, the performance of Railways has been low, with a deficit of £68M. This figure had risen to £87 million In 1961 and £104М £1962 2.24 billion in 2019 conditions. Under the transport act 1962, Harold Macmillans conservative government announced the dissolution of the British transport Commission and created the British Railways Board to take over the railway duties from 1 January 1963.
Huge shortage of Railways and the reputation earned in the course of modernization fiasco plan for bad financial planning led the government to take decisive action. In 1962 the Minister of transport Ernest Marples appointed Richard Beeching as head of British Railways with a brief to cut growing losses. Beeching was a businessman, not a railroader and his high salary, especially in the nationalized industry is controversial. His report the change to British Railways, commonly known simply as "the Beeching report" released in 1963, came to the conclusion that a large part of the railway network carried little traffic and should be closed. His report proposed a massive closure programme which would involve 5.000 miles of track, and 2.363 small stations were closed, which became known as the Beeching axe. The report also proposed that British rail electrify some major main lines and adopt containerized freight traffic instead of outdated and uneconomic wagon-traffic. The closures recommended in the report were mostly implemented. They peaked in the mid-1960s, and continued until the early 1970-ies. By 1975, the system had shrunk to 12.000 miles 19.000 km of track and 2.000 stations. In the event the closing has not brought the expected saving or restoring the Railways to profitability.
In 1965, Beeching issued a second, less well-known, report the development of the major railway trunk routes, widely known as "Beeching II", which singled out lines that were believed to be worthy of continued large-scale investment. This is not recommend of the embargo as such, but outlined a 3.000 mile "network development". The fate of the remaining network was not discussed in the report.
3.2. 1960-ies: the rationalization. Modernization continues. (Модернизация продолжается)
In the late 1950-ies to the end of 1960-ies saw the first decrease, and then the final withdrawal of the British fleet of locomotives. Mass withdrawals started high school in the late 1950-ies, many of the pre-grouping companies engines in the scrap. BR built its last steam locomotive, appropriately named "Evening star" at Swindon construction in 1960, by early 1966 the Western region was the first to have no steam locomotives at all in the last pocket of steam traction was withdrawn in the North-West of England in 1968. Short narrow-gauge Vale Railway Rheidol in Aberystwyth in Wales was the only exception: it was still steam-operated on its sale by BR in 1989.
New locomotives, so troublesome in the modernization plan of the years, become more reliable and the closure of many routes, after Beeching, mean that need a fleet is significantly reduced, and by the end of 1960-ies, all pre-nationalization rolling stock was replaced by the new standard templates.
In the early 1960s, a yellow warning panels, now characteristic of British Railways, were added to the front of diesel and electric locomotives and multiple units in order to improve the safety of track workers.
Of the transport act 1962 converted British Railways from the trade name of a BTC activity to a separate public Corporation, British Railways Board. As the last steam locomotives were withdrawn, corporations, public name was renamed in 1965 as British rail to see the names of the British rail brand in history. This re-branding introduced the logo with the double arrow to represent the industry as a whole, on a standard rail alphabet font used for all communications and signs, and the BR blue livery that was applied to nearly all locomotives and rolling stock.
Slight reorganization in 1967, seen in the North-Eastern region will become part of the Eastern region.
4. 1970s: the HST and APT. (1970-е: HST и АПТ)
Since the 1970s years, British rail has successfully introduce high-speed trains diesel, as well as major resignalling projects designed to increase work efficiency. In 1976 the intercity 125 high speed train HST was introduced on some services and the intercity brand was adopted. This created an increase in the number of passengers using the Railways and the improvement of British rail finances. British rail also started development of the worlds first tilting train – the advanced passenger train APT. However, due to lack of money, political pressure and launch a prototype for maintenance until technical problems have been fully overcome to result the project was cancelled in early 1980-ies.
The major engineering works of BR were placed in a separate company, British rail engineering society in 1970. This was subsequently further split, becoming British rail maintenance companies, whose ownership remains with the Railways of great Britain, and British railway engineering society 1988, which was prepared for privatization. The latter went through a series of owners, mergers and acquisitions, and currently resides with the canadian transport company Bombardier.
In 1973 was introduced vertex computer control system of locomotives and rolling stock belonging to the railway system. Hauled rolling stock continued numbers in a separate series. The acceptance of the system counters to some changes in the direction of the train system in England worked. Until now, the locomotives were numbered in three different series. Steam locomotives carried unadorned numbers up to five digits. Diesel locomotives carried four-digit numbers that start with the letter D and electric locomotives with a letter E. Thus, up to three locomotives could carry the same amount - 4321 Loco pair, diesel and electric locomotives D4321 E4321. The top could not cope with it, and also required similar locomotives should be numbered in consecutive from the point of view of classification, so that they could be considered together as a group. A new classification system was developed in which, for example, all brush type 4 locomotives now called class 47 and all had numbers starting 47xxx.
4.1. 1970s: the HST and APT. Intercity 125 High Speed Trains. (Интерсити 125 Высокоскоростных Поездов)
The intercity 125 was planned as a temporary solution, meant to fill until electrification was spread across all main lines and the advanced passenger train was in the service. Research was initiated for the tilting train, but it was impossible to predict when the APP will be put into operation. Vsht to apply what has been learned so far to traditional technology – a parallel project in the apts development, based on conventional principles, but taking into account the newly discovered knowledge of wheel / rail interaction and suspension design. The class holds the world record for diesel traction, achieving 148.4 km / HR to 238 km / h with a shortened set running speed trials between Darlington and York. Unlike ATP intercity 125 was an outstanding success and is still widely used as of 2017.
The HST was introduced in 1976 on the great Western main line between Paddington and Bristol temple Meads / Swansea, at the time when the maximum speed of British trains was 100 km / h 160 km / h. the Radical update of the standard livery of BR was complemented by the intercity 125 branding, which also appeared on the graphics and promotional literature. By may 1977, a complete set was to operate on the GWML and they completely replaced locomotive hauled trains on the Bristol / South side of Wales.
Production continued, allowing the intercity 125S to routes on the highway on the East coast in 1978. Soon they were replaced by class 55 locomotives to a lesser workings and reduced the journey time to Edinburgh on the hour. In the HSTS also took the routes on other West of England services from 1979, cross-country Express trains from 1981 and finally the Midland main line services.
The increased speed and rapid acceleration and deceleration have reduced travel time across the country. BR enjoyed a boom in patronage on the routes operated ITG InterCitys and profits jumped accordingly – with cross-subsidisation in turn, ensures the future of remaining rural routes which had been under threat of closure since the Beeching axe of the 1960-ies. However, by 1986 / 87, the intercity was losing £ 100 million a year before interest, contributing to British rails £deficit 720м.
4.2. 1970s: the HST and APT. Additional Passenger Trains. (Дополнительные Пассажирские Поезда)
In the 1970s British rail developed a tilting train technology in the advanced passenger train, there were earlier experiments and prototypes in other countries, especially in Italy. The purpose of the tilt was to minimise the inconvenience to passengers caused by taking the curves of the main line the West coast at high speed. The apt also hydrokinetic brakes, which enabled the train to stop from 150 km / h within the existing signal range.
The introduction into service of the advanced passenger train was to be in three stages. Phase 1 development of an experimental APT, the APT-e was completed. This is a used gas turbine-electric locomotive, only a few unit works that was used by British Railways. It was formed of two numbers power car PC2 and PC1, initially with nothing between them and later, two trailer cars and TC1 ME2. The cars were made of aluminum to reduce the weight of the unit was formulated. The gas turbine has been excluded from development because of excessive noise and high fuel prices in the late 1970-ies. In the APT-E was first on 25 July 1971. The train drivers Union, Aslef on, the black list of the trains due to the use of one driver. The train was transferred to Derby with the help of a locomotive inspector. This caused a one-day strike by Aslef that cost more than the research budget for the entire year.
Phase 2, the introduction of three prototype trains of APT-P in commercial operation in Glasgow – London Euston route, do have a place. Originally there were to be eight of APT-P sets the works, with minimal differences between them and the main fleet. However, financial constraints are only three commissioners, after two years of debate the British Railways Board. The cost was divided equally between the Council and the Ministry of transport. After these delays, considerable pressure grew to put the sq-R in the company before they were fully ready. This will inevitably lead to high-profile failures as a result of technical problems.
These failures led to the trains to be withdrawn from service while the problems were resolved. However, by this time, managerial and political support evaporated. Therefore, Phase 3, introduction of a squadron of the PLA-Navy, did not happen, and the project ended in 1982.
Although APT did not correctly joined, the experience gained enabled the construction of other high-speed trains. The APT powercar technology was imported without the tilt in the design of the class 91 locomotives, and the tilting technology was incorporated into Italian state Railways Pendolino trains, which first entered service in 1987.
5. 1980s: Sectorisation. (1980-е: Секторизации)
In the 1980-ies, the regions of BR were abolished and the system sectorised into business sectors. The passenger sectors, intercity Express services, network South-East London, services, suburban and regional railway regional services. The train took the freight train of cargo, rail freight distribution was not the train operation, freight train took the intermodal transport systems and railway Express parcels traffic. The contents and other engineering structures were separated into a new company, British rail maintenance companies. New sectors have been divided into divisions. This ended the BR blue period, as the new livery was adopted gradually. Infrastructure remains the responsibility of the regions, while the "Organization for the initiative" in 1991, when it too was transferred in sectors.
In the early 1980-ies when the government of Margaret Thatcher, the possibility of more Beeching-style cuts was raised again for a while. In 1983 sir David Serpell, a civil servant, who had worked with Dr Beeching, assembled what became known as the Serpell report which called for more rail closures. The report was met with fierce resistance from many sides, and it was quickly abandoned. Prices rose rapidly during this period, a growth of 108% in real terms from 1979 to 1994, but prices rose by 262% but the RPI has only increased by 154%, while at the same time.
A significant part of the rolling stock of BR becoming more and more obsolete and nearing the end of its life. An attempt at a cheap DMU replacement was done with the Pacer, in fact, a modified bus body mounted on a solid 4 wheel freight car chassis - which met with customer dissatisfaction. However more successful stock such as the Sprinter DMU, the NetWorker diesel locomotives and EMUs were introduced.
Much to the surprise of the Thatcher government, which was perceived as anti-rail, authorized the electrification of the East coast mainline, including the line from Doncaster to Leeds in 1985, from work in 1991. At the regional level, network Southeast has undertaken numerous projects for electrification, including the main line of the Midland to Bedford and the southern 750 V DC reached Hastings and Weymouth. Electrification in East Anglia is part of a line from Liverpool Street to Norwich and kings Lynn. Was introduced via the newly opened snow tunnel hill in 1988 templink that connected the Northern and southern part of the London commuter network. The Chiltern main line has been completely updated to open an additional link between London and Birmingham snow hill. The service was successfully launched in 1987.
5.1. 1980s: Sectorisation. Clapham junction accident. (Клэпхэм аварии)
In 1988, an accident at Clapham junction rail killed 35 people when three commuter trains collided, the worst railway accident in Britain in 30 years. Recommendations follow-up investigation had far reaching consequences.
The inquiry was chaired by QC Anthony hidden and published a report in September 1989. It was found that the immediate cause of the disaster was sloppy work practices in which an old wire, incorrectly left in place after the electrical work and still connected at the supply end, created a false feed to a signal relay, thereby causing its signal to show green when he had to show red. A contributing technical factor was the lack of a double switch in the signal relay circuits, which would have prevented a single false feed of accidents.
The inquiry recommended the introduction of automatic train protection, ATP, though not sure it would prevent a collision ATP protects against driver error, not installation error. After the Clapham junction accident and two other accidents with a fatal outcome in early 1989, British rail intends to implement the ATP system across the British rail network. But then the conservative government, which is preparing the company for privatization, you price in excess of 1 billion pounds. In the end, were tested two different brand systems, TBL on the Great Western highway and SELCAB on the Chiltern main line, but no system was deployed throughout the network. Today, all Great Western railway ITI installed ATP and are not allowed to carry passengers if the system is not functioning.
The hidden report also reacted to criticism 1950-ies-designed MK 1 coaching stock involved in the accident. The report acknowledges that the removal of the mark 1 units was not practical and the design was safe: "the inventory of mark I coaching stock is large, and much of it has not reached the end of economic life, will not do it for another decade or more. Mark and vehicles have good riding qualities, and are not intrinsically lacking in collision resistance." British rail was still using multiple units with underframes that had been constructed before the Second World War and their priority for replacement.
6. 1990-ies privatization. (1990-х годов приватизация)
In the first half of 1990-ies was dominated by the privatisation of British rail by the government of John major. Privatization is the result of the Railways act 1993 and the activities of the British Railways Board BRB were broken up and sold.
In 1990 Margaret Thatcher was replaced by John major as Prime Minister. The Thatcher administration had already sold off almost all former state enterprises, in addition to the national rail network. In its Manifesto for the General election of 1992 the conservatives had pledged in the privatization of the Railways, but not specific details. They unexpectedly won the election on 9 April 1992 and consequently had to develop a plan for carrying out the privatisation before the Railways bill was published the following year. The management of "British rail" strongly advocated privatisation as one entity, a British Rail Plc in effect. John major speaks in the resurrection of something like the "Big four" companies that existed prior to 1948. The Finance Ministry favours the creation of seven, later 25, passenger railway franchising as a way to maximize revenues. The Treasury view prevailed.
Despite privatisation be on the agenda in Yorkshire Wharfedale line was electrified, starting in 1994, British rail. Over the Chiltern main line upgrade was to become a nationwide implementation of an automatic protection system for trains, which helped prevent accidents caused by signals in case of danger SPADs. However, privatisation intervened and this plan was abandoned. Lack of resources led to the cancellation at the planning stage of large infrastructure modernization projects, including the construction of the line East-West through London, which is now under construction. Originally scheduled for completion in 2018, the opening date was postponed to March 2021. Intercity 250 upgrade to the main line of the Western coast have also been cancelled, instead, ran in the West coast main line upgrade, which allowed tilting Pendolinos to run at 125 mph.
The Railways bill established a complex structure for the rail industry. British rail was broken up and sold off to private companies, splitting the structure into over 100 separate companies. There were some regulatory mechanisms: contracts for the use of railway facilities must be approved or directed by the Office of rail regulation, although some facilities are exempt from this requirement. Contracts between the principal passenger train operators and the state are called "franchise", which define the minimum levels of service and the amount of subsidy / premium to be paid for the franchise. Franchises were first the responsibility of the office of passenger rail franchising, then its successor the Strategic rail authority and now with the Secretary of state for transport. Initially, British rail was divided into various units frequently based on its own organisational sectors still under the control of the British Railways Board, but which were sold within the next few years.
The bill of the railroads was controversial and there has been much lobbying against the bill. The labour party was against it and promised to renationalising railway, as and when resources allow, when he returned to power, although this was not achieved during the performance of their governments between 1997 and 2010. The Railways bill became the Railways act on November 5, 1993 and the organisational structure dictated by it came into force on 1 April 1994.
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- of Great Britain and Northern Ireland. See also Economy of England in the Middle Ages and the Economic history of Scotland and Economic History of Ireland
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|British Railways Board The National Archives. History transport in Great Britain 1948–1994 covers period when railway system was nationalised under the name of British Rail. .. History of British Rail.uk. 1948–1994. History of, in Great Britain, British Rail, Transport Act 1947.. .. Category Building and environmental technology Page 7. 22, 1948, negotiations between Soviets, Americans, British broke down. On June 24, Soviet forces blocked the roads and railroad lines into. .. Railway workers The National Archives. Sep 1, 2019 Main article: History of 1948–1994 rail transport system in Great Britain developed during the 19th century.. .. British History Timeline BBC. UK. Professor Simon Gunn. Centre Urban History, University Leicester. December 2018 recovery late twentieth century, notably sea freight and passenger rail. Significant periods began to change with publication in 1994 of A Blueprint for Cycling Policy by the British Railways, 1948 1973. Cambridge:. .. Soviets blockade West Berlin HISTORY. June 1948, Soviet Union a blockade Berlin, which been divided following month, British American aircraft began airlift supplies to Channel Tunnel provided an unprecedented rail link between London and Tony Blair had become leader of Labour Party in 1994 after the sudden. .. History of rail in Great Britain 1948–1994 UK Transport. Sep 16, 2019 Essex, UK.: A Hybrid 1905–1948 Railways: Their accounts and statistics. Journal An economic transport in Britain.,: Greater London: Story of the Suburbs. New York, NY: British business history 1720–1994. Manchester:. .. British Railways History & Facts Britannica. From 1948 1997, British Rail was solely responsible for state freight especially coal transport the railways main source of income, as track infrastructure passed to Railtrack in 1994 and, later, passenger.||History of Rail Transport in Great Britain. Main page: History rail transport in Great Britain –1994. From start of 1948, the railways were nationalised. .. history of transport systems in the UK. Jul 26, 2011 History rail transport in Great Britain 1948–1994 covers period when British railway system was nationalised under the name of. .. History of rail transport in Great Britain Facts for Kids. 1824 1993: Historical Records Office library: Locomotives, Steam 1948 1994: Transport Commission and British Railways Board:. .. References Emerald Insight. Title. Editor: By pedians. Language: English. page: Book:History of rail transport in Great Britain. Categories:. .. Key dates in Britains railway history UK news The Guardian. , former national railway system of Great Britain, created by Transport Commission BTC 1948 given name British Railways. in 1994 to own manage the systems track, signals, land, and stations.. .. History of Rail Transport in Great Britain 1948–1994, 978 613 7. For staff cards, which contain summaries employment, contact county record run companies operating since privatisation in 1994, employed by these British Railways Pre Grouping Atlas Gazetteer or one of the and North Sunderland Railway, 1893 1948, RAIL 533 75 76.. .. British Rail pedia. Jan 15, 2002 Transport. Key dates in Britains railway history January 1 1948: Railways nationalised. 1994: Railtrack is created by Conservative government takes over the running of tracks, signals and stations from British Rail..|