This book shows how
the railways changed in the 40 years since 1968, with particular emphasis
on the 1980s and 1990s.
Whilst the public’s appetite for steam in
preservation and on the main line shows no signs of dwindling, it is to the
great credit of Network Rail and many others that steam can still be seen over
most parts of the country, especially at places such as on the East and West
Coast main lines where the 125mph railway exists.
The public’s expectations
of train travel in 2008 was quite rightly much more demanding than back in 1968
in terms of comfort, frequency and speed. Railways after 1968 did not change
all that much except for a few exceptions until the arrival of the HSTs as far
as the travelling public was concerned. These trains completely changed the
expectations of the public, and indeed saved the railway passenger services from
what could have become a disastrous decline.
Gradually from the mid 1970s to
the 1990s, the railways completely changed in character. The old infrastructure
such as signalboxes and old style level crossing gates gradually disappeared,
the singling of many lines took place, and the number of un-manned stations
increased dramatically resulting in a railway system being run from main control
centres rather than the local areas/stations. Whilst this undoubtedly had the
advantage of reducing costs, one of the downsides was that because there were
so few railway employees around, vandalism increased dramatically in many
areas.
As the diesel and electric multiple units increased in numbers, so the
quantity of locomotives declined, resulting in the closure of many maintenance
depots, and main line workshops, although a few still remain but in a very much
reduced form. There is only the need for a few works where major work on
diesel/electric refurbishments can be done, as most other maintenance can be
carried out very quickly at the maintenance centres, since the design of modern
stock is all about keeping it running with the minimum of downtime.
After years of decline, the railways in the last 10-15 years have enjoyed a
great increase in usage, so much so that line capacity and sufficient rolling
stock has become a major problem in many areas. All credit must be given to the
Train Operating Companies for developing the fantastic demand, through marketing
effort and far more services and also in many cases achieving punctuality
figures in excess of 90% for arrival times, but this has caused very bad
overcrowding with some passengers having to stand for long periods on some
services, but at the moment the Department for Transport does not seem to have
come up with a solution to the problem.
For the enthusiasts, whilst many will
mourn the vast decline in the number of locomotives around, and the
standardisation of the classes, eg Class 66s, on the positive side we have never
had such a high level of train frequencies in most areas, and the abundance of
attractive liveries has certainly brightened up the railways from the BR
standard blue era, in spite of the cost involved in altering liveries every few
years as different TOCs take on new franchises.
If anybody back in 1968 had
suggested that in 2008 we would be seeing a brand new Class A1 Pacific
being run in ready for work on Network Rail, or that there would be tilting
Pendolinos offering a 20-minute interval service from Manchester to Euston, and
that Brussels/Paris would be around two hours from London travelling at 186mph
across Kent, few would have believed them, particularly if you considered
how little the railways had really changed between 1928 and 1968.
Who knows what
2048 will have in store for railways and transport?