74-490: British Rail 's Class 370 tilting trains , also referred to as APT-P (meaning A dvanced P assenger T rain P rototype), were the pre-production Advanced Passenger Train units. Unlike the earlier experimental gas-turbine APT-E unit, these units were powered by 25 kV AC overhead electrification and were used on the West Coast Main Line between London Euston and Glasgow Central . The APT-P
148-541: A OO gauge five-car set model available as a train set with plain yellow fronts, which was released as a five-car train pack with black fronts and window surrounds in 1981, until appearing in the 1983 catalogue when the train set was last produced. In 1984 it was discontinued from the Hornby range. However, it was featured in the 1985 catalogue, although no new models were produced that year. In 2020, Hornby Railways announced that as part of their centenary year range - and both
222-467: 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
296-521: 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 3 d per mile second class, and 4½d per mile first class (equivalent to £0.32 and £0.48 respectively, in 2023 ). In 1966,
370-721: A 'Road Scheme', area by area. Only one was published, the North East Area Road Scheme, though work began on a second scheme, covering East Anglia. The NEARS was never confirmed, as it was fiercely opposed by private and municipal operators. The quasi-federal structure of Commission and Executives proved to be an obstacle to integration and was largely abolished by the Conservative government with effect from 1 October 1953 (the London Transport Executive alone survived). On 1 January 1955,
444-485: 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
518-411: 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 2,000 route km (1,240 miles). The report was received with hostility within several circles, which included figures within the government, as well as amongst
592-682: A generic symbol on street signs in Great Britain denoting railway stations. 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
666-437: A grander logo for the railways. BR's second corporate logo (1956–1965), designed in consultation with Charles Franklyn and inspired by the much more detailed BTC crest, depicted 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
740-414: A lack of standardisation. At the same time, containerised freight was being developed. 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. A 2002 documentary broadcast on BBC Radio 4 blamed
814-477: A platform of revising many of the cuts, Tom Fraser instead authorised the closure 1,071 mi of railway lines, following the recommendations from the Beeching Report even lines not considered closing. After he resigned in 1967, his replacement Barbara Castle continued the line and station closures but introduced the first Government rail subsidies for socially necessary but unprofitable railways in
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#1732787682980888-752: A private heritage railway. Other preserved lines, or heritage railways , have 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 Town , and physical rail connections like
962-543: 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
1036-834: 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 (but not all) smaller railways. Profitability of
1110-474: A working railway, in 1948 the line was principally a tourist attraction . British Rail operated the line using steam locomotives long after the withdrawal of standard-gauge steam. The line's three steam locomotives were the only ones to receive TOPS serial numbers and be painted in BR Rail Blue livery with the double arrow logo. The Vale of Rheidol Railway was privatised in 1989 and continues to operate as
1184-546: A year later when the BTC was abolished the name of the force was amended to the British Transport Police. This name and its role within policing on the rail network was continued post-1994. Despite its nationalisation in 1947 "as one of the 'commanding heights' of the economy", according to some sources British Rail was not profitable for most (if not all) of its history. Newspapers reported that as recently as
1258-589: Is the most powerful domestic train to have operated in Britain, the eight traction motors fitted to the two central motor cars giving a total output of 8,000 hp (6,000 kW). This enabled the train to set the UK rail speed record of 162.2 mph (261.0 km/h) in December 1979, a record that stood for 23 years until broken by a Eurostar Class 373 on the newly completed High Speed 1 line. The APT-P
1332-472: 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
1406-639: The East Coast Main Line electrification. The influence is strongest with the Class 91 locos which took many features from the APT power cars. The technology was later sold to Fiat Ferroviaria and used for improving their second generation Pendolino trains which are used worldwide, including on the West Coast Main Line as the Class 390 . Units were numbered 370001-370006 (plus two spare cars labelled 370007) and were formed as follows: A full train
1480-558: 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 (BREL) 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 (APT). Gradually, passengers replaced freight as
1554-542: 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 (then very dense) network were unprofitable and hard to justify socially, and
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#17327876829801628-511: The Railway Executive . The Executive attempted to introduce a modern 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
1702-465: 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 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
1776-417: The Transport Act 1968 . Part of these provisions was the creation of a passenger transport executive or PTE within larger metropolitan areas. Prior to this, public transport was run by individual local authorities and private companies, with little co-ordination. The PTEs took over the responsibility (but not ownership) of managing local rail networks. The 1968 Act created five new bodies. These were: This
1850-656: 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 Transport Commission The British Transport Commission ( BTC ) was created by Clement Attlee's post-war Labour government as a part of its nationalisation programme, to oversee railways, canals and road freight transport in Great Britain (Northern Ireland had
1924-604: The "Cycling Lion", was applied from 1948 to 1956 to the sides of locomotives, while the ‘hot dog’ design was adopted for smaller station name signs, known officially as ‘lamp tablets’ and coloured for the appropriate BR region, using Gill Sans lettering first adopted by the LNER from 1929. 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
1998-401: The 1950s decisions for the "beleaguered" condition of the railway system at that time. 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
2072-534: The 1955 programme (costing £1.2 billion), but did so largely for political reasons. This included the withdrawal of steam traction and its replacement by diesel (and some electric) locomotives. Not all 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
2146-588: The 1990s, public rail subsidy was counted as profit; as early as 1961, British Railways were losing £300,000 a day. 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. Despite increases in traffic congestion and road fuel prices beginning to rise in the 1990s, British Rail remained unprofitable. Following sectorisation, InterCity became profitable. InterCity became one of Britain's top 150 companies, providing city centre to city centre travel across
2220-631: The 40th anniversaries of the year it entered service and the original Hornby model a newly tooled OO gauge model of the BR Class 370 Advanced Passenger Train would be launched. The APT-P will be available as part of a five-car train pack consisting of sets 370 003 and 370 004 with plain yellow fronts included are DTS, TFB, NDM (motorised), TFB and DTS and a seven-car train pack included is the APT U Development coach, consisting of sets 370 001 and 370 002 with DTS, TBF, NDM (motorised), NDM (dummy), TBF and DTS in APT livery with black front and window surrounds with
2294-424: 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 £3 million and £4 million a year, they earned only about £0.5 million. Most of
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2368-797: 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. Following the election of Labour in 1964, on
2442-495: The Commission did not directly operate transport services, which were the responsibility of the Commission's Executives. These bodies were separately appointed, and operated under what were termed 'schemes of delegation'. The Act provided for five Executives, covering Docks & Inland Waterways, Hotels, London Transport, Railways, and Road Transport. The Railway Executive traded as " British Railways ". In 1949, Road Transport
2516-458: 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 displayed at
2590-598: The Design Centre in London in early 1965, and the brand name of the organisation was shortened to "British Rail". It is now employed as a generic symbol on street signs in Great Britain denoting railway stations, and is still printed on railway tickets as part of the Rail Delivery Group 's jointly managed National Rail brand. The uniformity of BR branding continued until the process of sectorisation
2664-556: The Double Arrow symbol, which has survived to this day and serves as a generic trademark to denote railway services across Great Britain. The BR Corporate Identity Manual is noted as a piece of British design history and there are plans for it to be re-published. With its creation in 1948, 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
2738-613: The London area; Provincial (renamed Regional Railways in 1989) responsible for all other passenger services. 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 . During the 1980s British Rail ran the Rail Riders membership club aimed at 5- to 15-year-olds. Because British Railways
2812-529: The UK using one of the machines was at Upminster station on 21 March 2007. Before the rail network was privatised, British Rail introduced several discount cards through the APTIS that were available to certain demographics, issued either by National or Regional schemes: The narrow-gauge Vale of Rheidol Railway in Ceredigion, Wales, became part of British Railways at nationalisation. Although built as
2886-483: The additional SKU' coaches available separately in four sets of two including TS, TU, TRBS, and TF with the additional NDM (motorised) and the APT U Development coach,(for the five-car pack) for each set to form a realistic complete full rake train for both train packs. British Rail British Railways ( BR ), 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
2960-552: 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. 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
3034-505: The early 1970s. Tickets issued from British Rail's APTIS system had a considerable amount of information presented in a consistent, standard format. The design for all tickets was created by Colin Goodall . This format has formed the basis for all subsequent ticket issuing systems introduced on the railway network – ticket-office-based, self-service and conductor-operated machines alike. APTIS survived in widespread use for twenty years but, in
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3108-490: The early 1990s): In addition, the non-passenger sectors were: The maintenance and remaining engineering works were split off into a new company, British Rail Maintenance Limited . The new sectors were further subdivided into divisions. This ended the BR blue period as new liveries were adopted gradually. Infrastructure remained the responsibility of the regions until the "Organisation for Quality" initiative in 1991 when this too
3182-495: The early 2000s, was largely replaced by more modern PC-based ticketing systems. Some APTIS machines in the Greater London area were modified as APTIS-ANT (with no obvious difference to the ticket issued) to make them Oyster card compatible. The last APTIS machines were removed at the end of 2006 as there was no option to upgrade them to accept Chip and PIN credit card payments. The last APTIS-ANT ticket to be issued in
3256-402: 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: The government appeared to endorse
3330-594: The fleets of 'private owner wagons', which industrial concerns had used to transport goods on the railway networks. The BTC was one of the largest industrial organisations in the world and it owned a vast number of transport-related assets. The assets owned at its creation included: 52,000 miles (84,000 km) of railway track, 1,260,000 freight and service railway vehicles, 40,000 passenger railway coaches, 20,148 locomotives, 93,000 road vehicles, 2,050 miles (3,300 km) of canals, 122 steamships, 54 hotels and 52,000 houses. In March 1953, it had 877,000 staff. At first,
3404-473: 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
3478-740: 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 The North Eastern Region was merged with the Eastern Region in 1967. In 1982, the regions were abolished as the service provider (but retained for administration) and replaced by "business sectors", a process known as sectorisation . The passenger sectors were (by
3552-647: The four old railway police forces, the London Transport Police, canal police and several minor dock forces. In 1957 the Maxwell-Johnson enquiry found that policing requirements for the railway could not be met by civil forces and that it was essential that a specialist police force be retained. On 1 January 1962, the British Transport Commission Police ceased to cover British Waterways property and exactly
3626-588: 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: In the Southwest, the South West Main Line from Bournemouth to Weymouth was electrified along with other infill 750 V DC third rail electrification in
3700-514: The late 1950s the BTC was in serious financial difficulties, largely due to the economic performance of the railways. It was criticised as an overly bureaucratic system of administering transport services and had failed to develop an integrated transport system (such as integrated ticketing and timetabling). It was abolished by Harold Macmillan's Conservative government under the Transport Act 1962 and replaced by five successor bodies: These changes took effect on 1 January 1963. Notwithstanding
3774-515: 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 1,500 V DC -electrified Woodhead line between Manchester and Sheffield : passenger service ceased in 1970 and goods in 1981. A further British Rail report from
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#17327876829803848-483: The logo with the name in a circle was also used on locomotives. 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
3922-541: 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
3996-402: The nation from Aberdeen and Inverness in the north to Poole and Penzance in the south. 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
4070-582: 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. 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
4144-590: The networks and assets of the Big Four national regional railway companies: the Great Western Railway , London and North Eastern Railway , London, Midland and Scottish Railway and the Southern Railway . It also took over 55 other railway undertakings, 19 canal undertakings and 246 road haulage firms, as well as the work of the London Passenger Transport Board , which was already publicly owned. The nationalisation package also included
4218-696: 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
4292-419: 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
4366-443: 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 (except for the narrow-gauge Vale of Rheidol Railway tourist line) by 1968. On 1 January 1963,
4440-513: The railways were re-organised on the basis of six Area Railway Boards, which had a wide measure of operational autonomy under the Commission's overall supervision. The Commission took direct charge of the remaining assets, though these were significantly reduced by the Conservatives de-nationalising much of the road haulage sector. On 1 January 1955, separate managements were also set up for road haulage, hotels, docks and inland waterways. By
4514-403: The return of road haulage to the private sector; however, BR retained its own (smaller) in-house road haulage service. 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
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#17327876829804588-432: 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. Development of a corporate identity for the organisation was hampered by the competing ambitions of the British Transport Commission and
4662-446: The separate Ulster Transport Authority ). Its general duty under the Transport Act 1947 was to provide an efficient, adequate, economical and properly integrated system of public inland transport and port facilities within Great Britain for passengers and goods, excluding transport by air. The BTC came into operation on 1 January 1948. Its first chairman was Lord Hurcomb , with Miles Beevor as Chief Secretary. Its main holdings were
4736-474: 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 . London Liverpool Street station was rebuilt, opened by Queen Elizabeth II , and a new station
4810-548: The trunk routes of the West Coast Main Line , East Coast Main Line , Great Western Main Line , Great Eastern Main Line and Midland Main Line , and other lines. Policing on (and within) the network was carried out British Transport Police (BTP). In 1947 the Transport Act created the British Transport Commission (BTC), which unified the railway system. On 1 January 1949, the British Transport Commission Police (BTCP) were created, formed from
4884-583: Was constructed at Stansted Airport in 1991. The following year, the Maesteg line was reopened. In 1988, the Windsor Link Line, Manchester was constructed and has proven to be an important piece of infrastructure. Before the introduction of APTIS (Accountancy and Passenger Ticket Issuing System), British Rail used the Edmondson railway ticket , first introduced in the 1840s and phased out in
4958-415: Was divided into separate Road Haulage and Road Passenger Executives, though the latter proved short-lived. The Commission's extensive activities included: The Commission was permitted to "secure the provision" of road passenger services, although it did not have the general powers of compulsory purchase of bus operators. To obtain specific powers of acquisition it had first to draw up, and get approval for,
5032-479: Was introduced in the 1980s. Certain BR operations such as Inter-City , Network SouthEast , Regional Railways or Rail Express Systems 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
5106-436: Was made up of two units running back-to-back, with the two motor cars adjoining. The motor cars had no seating accommodation or through-gangway, so the two halves of the train were unconnected for passengers. All six units were withdrawn during 1985–1986, and most cars were quickly scrapped. The remaining cars are exhibited at Crewe Heritage Centre , a museum located next to Crewe station . In 1980, Hornby Railways produced
5180-422: 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. 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. Following nationalisation in 1948, British Railways began to adapt the corporate liveries on
5254-550: Was the first real subdivision of BR since its inception in 1949, and likely saved many lines earmarked for closure, notably the Liverpool, Crosby and Southport Railway , which now forms part of the Merseyrail network. 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
5328-457: Was transferred to Railtrack (later brought under public control as Network Rail ) 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 (Residuary) Limited . The British Rail Double Arrow logo remains in place, now owned by the Secretary of State for Transport , and is now employed as
5402-451: Was transferred to the sectors. 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 . The former BR network, with
5476-412: Was unveiled to the public on 7 June 1978 and continued to be used for testing into 1986. Due to ongoing technical problems with these pre-production units, and a lack of cash or political will to take the project forward, the planned APT-S ( A dvanced P assenger T rain S quadron Service) production-series units were never built, but did influence the design of the later InterCity 225 sets designed for
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