The Reshaping of British Railways: Part 1: Report & Part 2: Maps

FREETHE RESHAPING OF BRITISH RAILWAYS: PART 1: REPORT & PART 2: MAPS EBOOK

British Railways BRwhich from traded as British Railwas the state-owned company that operated most of the overground rail transport in Great Britain between and It was formed from the nationalisation of the "Big Four" British railway companies and lasted until the gradual privatisation of British Railin stages between and Originally a trading brand of the Railway Executive of the British Transport Commissionit became an independent statutory corporation in designated as the British Railways Board. The period of nationalisation saw sweeping The Reshaping of British Railways: Part 1: Report & Part 2: Maps in the national railway network. A process of dieselisation and electrification took place, and by steam locomotion had been entirely replaced by diesel and electric traction, except for the Vale of Rheidol Railway a narrow-gauge tourist line. Passengers replaced freight as the main source of business, and one third of the network was closed by the Beeching Axe of the s in an effort to reduce rail subsidies. On privatisation, responsibility for track, signalling and stations was transferred to Railtrack which was later brought under public control as Network Rail and that for trains to the train operating companies. The British Rail "double arrow" logo is formed of two interlocked arrows showing the direction of travel on a double track railway and was nicknamed "the arrow of indecision". The rail transport system in Great Britain developed during the 19th century. During World War I the railways were under state control, which continued until Complete nationalisation had been considered, and the Railways Act [5] is sometimes considered as a precursor to that, but the concept was rejected. 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. 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 The Reshaping of British Railways: Part 1: Report & Part 2: Maps Railway. The London Underground — publicly owned since — was also nationalised, becoming the London Transport Executive of the British Transport Commission. The Bicester Military Railway was already run by the government. The The Reshaping of British Railways: Part 1: Report & Part 2: Maps Liverpool Overhead Railway was also excluded from nationalisation. 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 The Executive itself had been abolished in 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 The Reshaping of British Railways: Part 1: Report & Part 2: Maps transferred between regions. Inthe regions were abolished and replaced by "business The Reshaping of British Railways: Part 1: Report & Part 2: Maps, a process known as sectorisation. The Anglia Region was created in lateits first General Manager being John Edmonds, who began his appointment on 19 October Full separation from the Eastern Region — apart from engineering design needs — occurred on 29 April The report, latterly known as the "Modernisation Plan", [10] was published in January It was intended to bring the railway system into the 20th century. A government White Paper produced in stated that modernisation would help eliminate BR's financial deficit bybut the figures in both this and the original plan were produced for political reasons and not based on detailed analysis. Important areas included:. 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. During the late s, railway finances continued to worsen, whilst passenger numbers grew after restoring many services reduced during the war, and in the government stepped in, limiting the amount the BTC could spend without ministerial authority. A White Paper proposing reorganisation The Reshaping of British Railways: Part 1: Report & Part 2: Maps published in the following year, and a new structure was brought into effect by the Transport Act These included a British Railways Board, which took over on 1 January Following semi-secret discussions on railway finances by the government-appointed Stedeford Committee inone of its members, Dr Richard Beechingwas offered the post of chairing the BTC while it lasted, and then becoming the first Chairman of the British Railways Board. A major traffic census in Aprilwhich lasted one week, was used in the compilation of a report on the future of the network. A third of all passenger services and more than 4, of the 7, stations would close. Beeching, who is thought to have been the author of most of The Reshaping of British Railways: Part 1: Report & Part 2: Maps report, set out some dire figures. Of the 18, passenger coaches, 6, were said to be used only 18 times a year or less. Most of the closures were carried out between and 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. The fate of the rest of the network was not discussed in the report. The basis for calculating passenger fares changed in Ina " Whites only " recruitment policy for guards at Euston Station was dropped after the case of Asquith Xaviera migrant from Dominicawho 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 to the late s, [26] and reached a low in A main line route closure during this period of relative network stability was the V DC-electrified Woodhead Line between Manchester and Sheffield: passenger service ceased in and goods in The s and s 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 inthe Brierley Hill to Walsall section of the South Staffordshire The Reshaping of British Railways: Part 1: Report & Part 2: Maps inwhile the Birmingham to Wolverhampton section of the Great Western Railway was closed in three phases between and 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 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. Provincial was the most subsidised per passenger km of the three sectors; upon formation, its costs were four times its revenue. 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. Following nationalisation inBritish 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 was used on passenger locomotives, and LNWR -style lined black for mixed-traffic locomotives, but later green was more widely adopted. 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 to 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 The Reshaping of British Railways: Part 1: Report & Part 2: Maps first adopted by LNER in BR's second corporate logo —designed in consultation with Charles Franklynadapted 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. The later lion crest on BR locomotive No. Liverpool Central station sign using the art deco totem. 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. 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 DRUthis 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 wireand 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 inand the brand name of the organisation was truncated to "British Rail". The uniformity of BR branding continued until the process of sectorisation was introduced in the s. Certain BR operations such as Inter- CityNetwork SouthEastRegional 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. Despite its nationalisation in "as one of the 'commanding heights' of the economy", [35] according to some sources British Rail was not profitable for most if not all [36] of its history. Although the company was considered the sole public-transport option in many rural areas, the Beeching cuts made buses the only public transport available in some rural areas. Following sectorisation, InterCity became profitable. InterCity became one of Britain's top companies, providing city centre to city centre travel across the nation from Aberdeen and Inverness in the north, to Poole and Penzance in the south. In 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. The list with approximate completion dates includes:. In the Southwest, the line from Bournemouth to Weymouth was electrified along with other infill V DC 3rd rail electrification in the south. Inthe line to Aberdare was reopened. The following year, the Maesteg Line was reopened. Inthe Windsor Link Line, Greater Manchester was constructed and has proven to be an important piece of infrastructure. Inthe narrow-gauge Vale of Rheidol Railway was preserved, becoming the first part of British Rail to be privatised. Between andBritish Rail was privatised. 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. The privatisation, proposed by the Conservative government inwas opposed by the Labour Party and the rail unions. Although Labour initially proposed to reverse privatisation, [45] the New Labour manifesto of instead opposed Conservative plans to privatise the London Underground. And today there are more members in the trade union, more train drivers, and more trains running. Although built as a working railway, in the line was principally a tourist attraction. British Rail operated the line using steam locomotives, long after the withdrawal of standard-gauge steam. The Vale of Rheidol Railway was privatised in and continues to operate as a private heritage railway. Other preserved lines, or heritage railwayshave reopened lines previously closed by British Rail. These range from picturesque rural branch lines like the Keighley and Worth Valley Railway to sections of mainline such as the Great Central Railway. Many have links to the National Rail network, both at station interchanges, for example the Severn Valley Railway between Kidderminster and Kidderminster Townand physical rail connections like the Watercress Line at Alton. Although most are operated solely as leisure amenities some also provide educational resources, and a few have ambitions to restore commercial services over routes abandoned by the nationalised industry. British Railways operated ships from its formation in on several routes. Many ships were acquired on nationalisation, and others were built for operation by British Railways or its later subsidiary, Sealink. The Reshaping of British Railways - Part 2: Maps :: The Railways Archive

If you are looking for an accident, try typing in the location and year and we will search for it - e. The 'Beeching Report' is one of the most notorious government reports of the 20th century. The failure of the modernisation plan to stem BR's losses led the author, Dr Beeching, to propose wholesale route closures in an attempt to concentrate resources on the core routes. Many closures went ahead; some sensible, others far The Reshaping of British Railways: Part 1: Report & Part 2: Maps so. The report often adopted an overly-simplistic analysis of the economics of the routes, failing to recognise how the branches contributed traffic to The Reshaping of British Railways: Part 1: Report & Part 2: Maps core network. The Beeching closures failed in their attempt to eliminate BR's losses, and led to the belated recognition that the railways serve a social role which should be financially acknowledged. It was written by British Transport Commission. It was added to the Archive on 6th November This document is Crown Copyright, and is subject to the terms governing the reproduction of crown copyright material. Depending on the status and age of the original document, you may need an OPSI click-use license if you wish to reproduce this material, and other restrictions may apply. Please see this explanation for further details. In particular, the railway system must be remodelled to meet current needs, and the modernisation plan must be adapted to this shape. December Reorganisation of the Nationalised Transport Undertakings. Copyright Info. Document Summary The 'Beeching Report' is one of the most notorious government reports of the 20th century. The original document format was Paper, and comprised pages. Copyright Information This document is Crown Copyright, and is subject to the terms governing the reproduction of crown copyright material. British Rail - Wikipedia

If you are looking for an accident, try typing in the location and year and we will search for it - e. The 'Beeching Report' is one of the most notorious government reports of the 20th century. The failure of the modernisation plan to stem BR's losses led the author, Dr Beeching, to propose wholesale route closures in an attempt to concentrate resources on the core routes. Many closures went ahead; some sensible, others far less so. The report often adopted an overly-simplistic analysis of the economics of the routes, failing to recognise how the branches contributed traffic to the core network. The Beeching closures failed in their attempt to eliminate BR's losses, and led to the belated recognition that The Reshaping of British Railways: Part 1: Report & Part 2: Maps railways serve a social role which should be financially acknowledged. It was written by British Transport Commission. It was added to the Archive on 12th November This document is Crown Copyright, and is subject to the terms governing the reproduction of crown copyright material. Depending on the status and age of the original document, you may need an OPSI click-use license if you wish to reproduce this material, and other restrictions may apply. Please see this explanation for further details. December Reorganisation of the Nationalised Transport Undertakings. Copyright Info. Document Summary The 'Beeching Report' is one of the most notorious government reports of the 20th century. The original document format was Paper, and comprised 13 pages. Copyright Information This document is Crown Copyright, and is subject to the terms governing the reproduction of crown copyright material. https://static.s123-cdn-static.com/uploads/4574940/normal_5fc674359c475.pdf https://static.s123-cdn-static.com/uploads/4574304/normal_5fc695c952675.pdf https://cdn.sqhk.co/stevenwashingtonbe/v3I4JQe/attract-money-and-more-how-you-can-begin-enjoying-a-prosperous-happy-purposeful- lifetoday-10.pdf https://cdn.sqhk.co/jakegarceauwf/IibOHiE/in-flight-87.pdf https://static.s123-cdn-static.com/uploads/4571359/normal_5fc4300095042.pdf https://static.s123-cdn-static.com/uploads/4569850/normal_5fc49f4a834a3.pdf