74-754: The Derwent Valley Railway may refer to: The Derwent Valley Light Railway , a preserved railway in North Yorkshire, England. The Derwent Valley Railway (Tasmania) , a heritage railway in Tasmania, Australia. The Derwent Valley Line , part of the British national rail network in Derbyshire. The Derwent Valley Railway (County Durham) , a disused former rail line in North East England, now
148-467: 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
222-521: 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,
296-485: 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
370-411: 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
444-437: 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
518-414: 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
592-477: 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
666-752: 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
740-568: 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, 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
814-460: 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
SECTION 10
#1732780320037888-474: 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
962-546: 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
1036-493: Is different from Wikidata All article disambiguation pages All disambiguation pages Derwent Valley Light Railway The Derwent Valley Light Railway (DVLR) (also known as The Blackberry Line ) was a privately owned standard-gauge railway in North Yorkshire , England, and was unusual in that it was never nationalised , remaining as a private operation all its life. It ran between Layerthorpe on
1110-403: Is owned by the preservation group as of January 2021: In 1952, the artist L. S. Lowry painted three scenes of York as a commission from York Art Gallery . One of the pictures, entitled A View of York (from Tang Hall Bridge) depicts playing fields next to the railway, with a cooling tower (since demolished) and York Minster in the background. The painting was sold to a private collector, but
1184-689: The London and North Eastern Railway (LNER) and 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
1258-725: The North Eastern Railway between York and Selby. Passenger services ended in 1926, though freight traffic prospered through the Second World War . In 1923, most British railway companies were grouped into four large companies, with the nearby North Eastern Railway becoming part of the London and North Eastern Railway . However, the DVLR remained independent, and continued to do so even after nationalisation in 1948. By 1961 normal traffic consisted of one return journey per day. A sympathetic group of guests described
1332-621: 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
1406-511: 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
1480-639: The Secretary of State for Transport , and is now employed as 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),
1554-417: 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
SECTION 20
#17327803200371628-604: 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
1702-533: The 1913 originals. However, the owners decided that the lack of demand for freight failed to justify any plan of action other than to close the line down. The last train ran on 27 September 1981. In 1984 the holding company, Derwent Valley Holdings , became Derwent London , now a multimillion-pound property investment and development company. The Foss Islands Branch Line , to which the Derwent Valley Light Railway connected at Layerthorpe,
1776-401: 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
1850-534: 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
1924-606: The 1980s and 1990s, the British Government directed the privatisation of British Rail . Following completion of the privatisation process in 1997, responsibility for track, signalling and stations was transferred to Railtrack (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
1998-643: 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
2072-424: 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
2146-797: 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
2220-458: 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
2294-574: The Derwent Walk Country Park. Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Derwent Valley Railway . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Derwent_Valley_Railway&oldid=333551794 " Category : Disambiguation pages Hidden categories: Short description
Derwent Valley Railway - Misplaced Pages Continue
2368-598: 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
2442-556: 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
2516-613: 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
2590-577: 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
2664-495: The York by-pass. A new station was constructed using the original station buildings from Wheldrake, and the railway re-opened in 1993. The line now runs a mixture of nine diesel locomotives on Sundays and bank holidays. The track-bed from Layerthorpe to Osbaldwick, along with part of the former Foss Islands Branch Line in York, has been converted to a foot and cycle path , part of Sustrans route 66. Whilst future extension of
2738-512: 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 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
2812-552: 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
2886-536: The days when it used to transport blackberries to markets in Yorkshire and London. The south end of the railway, from Wheldrake to Cliffe Common , was opened on 29 October 1912, with the remainder of the line opening on 19 July 1913. Although it was constructed primarily as a freight line, passenger trains were introduced from 1913, and during the First World War it was used as a diversionary route by
2960-505: 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
3034-490: 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
Derwent Valley Railway - Misplaced Pages Continue
3108-495: 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
3182-402: 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
3256-473: 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
3330-740: 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
3404-647: 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
3478-659: 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
3552-590: 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
3626-467: The line as "a cross between Emmett and "The Titfield Thunderbolt." Their photographs and text portrayed a museum piece operating in harmony with staff, timeless practice and local wildlife. In 1964, British Railways closed the Selby to Driffield Line , meaning that the junction at Cliffe Common became redundant. With the connection to Selby now gone, the DVLR was left isolated at its southern end. The line
3700-484: The line towards Osbaldwick may be possible, as of 2018 there are currently still no formal plans for this. The original railway was 16 miles (26 km) long, and served the following places: Initially trains were worked by locomotives owned by the North Eastern Railway (from 1923 LNER and from 1948 British Railways). The railway purchased two railcars in the 1920s to operate a passenger service and
3774-483: 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
SECTION 50
#17327803200373848-507: The most substantial changes were made. Seeking to reduce rail subsidies , one-third of the network and over half of all stations were permanently closed under the Beeching cuts . Trunk routes were considered to be the most important, and so electrification of the Great Eastern Main Line from London to Norwich was completed between 1976 and 1986 and on the East Coast Main Line from London to Edinburgh between 1985 and 1990. Train manufacturer British Rail Engineering Limited (BREL) produced
3922-402: 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
3996-664: 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
4070-501: The outskirts of York to Cliffe Common near Selby . It opened in two stages, in 1912 and 1913, and closed in sections between 1965 and 1981. Between 1977 and 1979, passenger steam trains operated between Layerthorpe and Dunnington – the entire length of track at that time. In 1993 a small section was re-opened as part of the Yorkshire Museum of Farming at Murton . The line gained its nickname of The Blackberry Line in
4144-696: 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
4218-419: 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
4292-458: 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
4366-432: 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
4440-412: The services. By 1979, there were not enough passengers to justify continuing and the service ceased. The railway continued to carry occasional freight trains to Dunnington until 1981 when the grain driers at Dunnington closed and the last major source of freight for the line was gone. On top of that the railway was in desperate need of a major overhaul with the majority of the rails and buildings still being
4514-529: 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
SECTION 60
#17327803200374588-584: The table below lists the stock owned by the company in the 1920s Between 1929 and 1969 the line was again worked by main line locomotives. In 1969 the DVLR decided to buy two ex- British Rail Class 04 shunters to operate services rather than hiring in British Rail Class 03 locomotives. The table below lists the locomotives owned by the DVLR Joem was purchased to run the short lived steam train passenger operation. The following rolling stock
4662-619: 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
4736-496: The whole length of the line in January 1965, being the last passenger trains to do so. In 1976, the owners of the railway decided to operate steam trains between Layerthorpe and Dunnington, which was the entire length of the line at that time. A regular summer service started in 1977, with J72 0-6-0 T locomotive number 69023 Joem (now preserved at the North Yorkshire Moors Railway ) operating
4810-583: 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
4884-526: 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 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
4958-479: 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
5032-429: Was loaned to the art gallery in 2015 for temporary display. In 2013, York soprano Rebecca Newman , with the enthusiastic participation of DVLR staff and a cast of children and adults from the theatre company We Are Theatre, with the fixed equipment and rolling stock of the railway, and Maggi the puppy, created her version of the song Wonderful Dream (Holidays are Coming) as a charity Christmas video, on YouTube. It
5106-578: Was subsequently closed in 1989, and lifted in 1992. Until 1990, a small preservation group, the Great Yorkshire Railway Preservation Society , was originally based at Starbeck near Harrogate . When this closed, the society members relocated to the Yorkshire Museum of Farming, and started to rebuild approximately 3 ⁄ 4 mile (1.2 km) of track towards York, including the section under
5180-450: Was subsequently run from the Layerthorpe end but traffic generated by the southern section of the track was light so the decision was taken to close the line between Wheldrake and Cliffe Common in 1965. The section between Wheldrake and Elvington followed in 1968. Elvington was closed in 1973, leaving only approximately 4 miles (6.4 km) of track between Layerthorpe and Dunnington on the outskirts of York. Two special trains were run along
5254-422: 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
5328-550: 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
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
5476-511: Was very well reviewed and by November 2015 received over 200,000 views on YouTube. 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 a trading brand of the Railway Executive of the British Transport Commission , it became an independent statutory corporation in January 1963, when it
#36963