Privatisation : The Railway Revolution?

Exactly 20 years ago to this day, the first building blocks in the privatisation of Britain’s railways were put in place with the birth on 1st April 1994 of Railtrack – the body responsible for running the railway infrastructure. Details of the new structure first appeared in Transport Secretary, John McGregor’s White Paper New Opportunities for the Railways which was unveiled in July 1992. Over the preceding decade, British Rail seemed to be establishing itself as a well run concern, especially with its profit-making InterCity sector which ran frequent high speed services.


Painting of an Intercity train


Railtrack was subsequently privatised by public flotation in 1996. The process of dividing up the role of operating trains into discreet franchises was longer-winded. These were to be awarded after a biding process to the respective Train Operating Companies (TOCs). Franchising was also delayed by a legal challenge from the Save our Railways pressure Group. Responsibility for rolling stock went to Rolling Stock Companies (ROSCOS). By 1997, Britain’s railways were effectively privately run.


A Railtrack sign from our collection


The privatisation of this hugely complex industry inevitably generated massive controversy. Critics protested – and continue to do so – about public funds being allocated to private companies to run franchises. Others point to growing investment and greater adaptability in today’s industry. Wherever the truth lies, it is clear that Britain’s railways look to be facing an exciting period of development with major projects like Crossrail, HS2 and the electrification of many routes linking cities in the North of England.

The double arrow flag, or arrows of indecision if you prefer, pictured below from the Museum’s collection no longer flies over railway buildings. However, the logo unleashed on a reluctant public in 1966 still endures today as the commonly accepted railway symbol.


British Rail flag from our collection


Filed under: Museum news

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And railtrack was probably the biggest disaster fot the viability and safety of the GB rail network. Poorly conceived and badly run the negative legacy of their slipshod ways, poor record keeping and shoddy maintenance are still with us. just look at a few RAIB reports to get a feeling for the elephant traps left for the TOCs. Specifically see

http://www.raib.gov.uk/cms_resources.cfm?file=/140331_R072014_Ordsall_Lane_Junction.pdf

No check rail and no records for the last track renewal

 

Paragraph 86 in the Ordsall report seems a complete contradiction given that it could have prevented the incident!

 

I see what you mean, it is a bit contradictory. However had it been raining there might also have been no derailment. The main conclusion that a check rail should be fitted to curves less than 200 metres is valid