Regional Railways#Livery
{{Short description|1982–1997 passenger sector of British Rail}}
{{Use dmy dates|date=October 2017}}
{{Use British English|date=October 2017}}
{{Infobox Rail companies
| name = Regional Railways
| logo_filename = Regional railways logo.svg
| logo_size = 200px
| image_filename = Hugh Llewellyn regional railways sprinter 8737634707.jpg
| caption = 156438 at Bristol Temple Meads, May 1989.
| franchise =
| nameforarea = region
| regions = East Anglia, North West England, North East England, Wales, South West England
| secregions = East Midlands, West Midlands (region), Scotland, Merseyside
| fleet =
| stations =
| parent_company = British Rail
|start_year=1982|end_year=1997|successors=Central Trains, First North Western, Midland Mainline, Arriva Trains Merseyside, Wales & West, Valley Lines|other_name=Provincial}}
Regional Railways was one of the three passenger sectors of British Rail created in 1982 that existed until 1997, two years after Privatisation of British Rail. The sector was originally called Provincial.
Regional Railways was the most subsidised (per passenger km) of the three sectors. Upon formation, its costs were four times its revenue.{{cite Q|Q112224535 |author-link=David St John Thomas|first=David St John|last=Thomas |author2=Whitehouse, Patrick}}{{Page needed|date=May 2023}}
The sector was broken up into eight franchises during the privatisation of British Rail and ceased to exist on 31 March 1997.
Formation
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 the London area, and 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.
Services
File:Regional Railways 158770.jpg
Regional Railways inherited a diverse range of routes, comprising both express and local services. Expresses mainly ran to non-principal destinations or on less popular routes, such as Birmingham or Liverpool to Norwich, or Liverpool to Scarborough, and were chiefly operated by older locomotives and second-hand InterCity coaches. Later these services were operated by Sprinter units – mainly British Rail Class 158 on express services. There were also the internal Scottish Region local services and expresses, the latter including the Edinburgh-Glasgow push-pull service.
Local services ran on both main lines and branch lines and were often operated by first generation diesel multiple units dating back to the 1950s. Longer distance trains were often formed of older coaches and locomotives of British Rail Class 31, British Rail Class 40, and British Rail Class 45, which were of similar vintage.
=Alphaline=
File:BR 158837 DMU.jpg with Regional Railways Alphaline branding in October 1997]]
The Alphaline brand was introduced in December 1994 on express services operated by Regional Railways in the Midlands, Wales and the South West. These services linked various provincial towns and cities, complementing and connecting with the more prestigious InterCity network.{{cite magazine |title= Crack 158 services to be marketed as Alphaline |magazine=The Railway Magazine |issue=1123 |date=November 1994| page=10}}
Development of new rolling stock
In the early 1980s, large numbers of first generation diesel multiple units (DMUs) and locomotive-hauled coaches were found to contain asbestos. Removing it would be a considerable cost while generating no extra revenue; coupled with the increasingly unreliable old locomotives and DMUs, this prompted BR to look for a new generation of diesel multiple units.{{cite journal |last1=Shore |first1=A. G. L. |date=April 1987 |title=British Rail Diesel Multiple Unit Replacement Programme |journal=Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering |volume=201 |issue=2 |pages=115–122 |doi=10.1243/PIME_PROC_1987_201_165_02 |s2cid=109194039}}
The prototype {{BRC|210}}, in service on a trial basis since 1981, were considered too expensive to be put into production, so BR looked elsewhere for new designs.
=Pacer (train)=
The first design, the Pacer, used bus technology from the Leyland National, in classes numbered in the 14X range. Not long after introduction to service, large numbers of them suffered from a number of technical problems, particularly with their gearboxes. In Cornwall it was found that their long wheelbase caused intolerable squealing noises and high tyre wear on tight curves, and they quickly had to be replaced by the old DMUs. The solution lay elsewhere, although, after much modification, the Pacers eventually proved themselves in traffic.
=Sprinters=
File:150001 pancras.jpg BR needed something midway between the Pacers and the Class 210s. In 1984/1985, two experimental DMU designs were put into service: British Rail Engineering Limited built {{BRC| 150}} and Metro-Cammell built {{BRC|151}}.{{cite book | first=Brian | last=Morrison | year=1986 | title=Motive Power Annual 1987 | publisher= Ian Allan | location=Shepperton | isbn=0-7110-1635-6 |display-authors=etal}}{{Page needed|date=May 2023}} Both of these used hydraulic transmission and were less bus-like than the Pacers. After trials, Class 150 was selected for production, entering service from 1987. Reliability was much improved by the new units, with depot visits being reduced from two or three times a week to fortnightly.
The late 1980s and early 1990s also saw the development of secondary express services that complemented the mainline InterCity routes. {{BRC| 155}} and {{BRC|156}} Sprinters were developed to replace locomotive-hauled trains on these services, their interiors being designed with longer distance journeys in mind. Key Scottish and Trans-Pennine routes were upgraded with new {{BRC|158}} Express Sprinters, while a network of 'Alphaline' services was introduced elsewhere in the country.
By the end of the 1980s, passenger numbers had increased and costs had been reduced to two-and-a-half times revenue.
=Electrification=
The {{BRC|323}} electric multiple units were built by Hunslet Transportation Projects and Holec Ridderkerk between 1992 and 1995,{{cite web |title=Class 323 Electric Multiple Unit Traction Upgrade |url=https://nearyou.imeche.org/eventdetail?id=12375 |publisher=Institution of Mechanical Engineers |access-date=13 May 2022 |archive-url=https://web.archive.org/web/20220108224935/https://nearyou.imeche.org/eventdetail?id=12375 |archive-date=8 January 2022 |date=5 May 2017 |url-status=dead}}{{cite news |last1=Williams |first1=Philip |date=23 March 1994 |title=Hunslet has had enough of 'misery line' battles |page=9 |work=Birmingham Post |publisher=Midland Independent Newspapers |url=https://www.newspapers.com/clip/110029928/hunslet-has-had-enough-of-misery-line/ |access-date=4 December 2022 |archive-url=https://web.archive.org/web/20220923005929/https://www.newspapers.com/clip/110029928/hunslet-has-had-enough-of-misery-line/ |archive-date=23 September 2022 |via=Newspapers.com}} although mock-ups and prototypes were built and tested in 1990 and 1991.{{cite web |title=323 Data Sheets |url=https://www.porterbrook.co.uk/brochure/323/issue1/html5/index.html |work=Porterbrook |access-date=24 May 2021 |archive-url=https://web.archive.org/web/20181110200115/https://www.porterbrook.co.uk/brochure/323/issue1/html5/index.html |archive-date=10 November 2018 |url-status=dead }} Forty-three 3-car units were built for inner-suburban services in and around Birmingham and Manchester, including the Cross-City Line in the Birmingham area and services to the new Manchester Airport station.
Rolling stock
Livery
Initially, many vehicles carried standard British Rail blue livery.
From 1986, Provincial adopted a version of the prototype Class 150 livery: aircraft blue over white, with a light blue stripe at waist level. All new units, plus a few existing ones, such as selected Class 304 EMUs, received it.{{cite web|title=The Siding 304036 at Manchester Piccadilly 13-Apr-1993|url=https://www.the-siding.co.uk/class304/pages/304036.htm|accessdate=8 March 2025}} Some units and coaches received the livery with either ScotRail or Regional Railways branding.{{cite web|url=https://regional-railways.co.uk/|title=Regional Railways Identity Management: Transdiffusion presentation - Identity with quality from British Rail in 1990|publisher=Transdiffusion Broadcasting System|accessdate=8 March 2025}} In the North West, the light blue stripe was replaced with a mid green one on Class 156 refurbishments from 1995 to 1998.{{cite web|title=156 - North West Livery|url=http://members.madasafish.com/~dysgraphyk/156/class156_liv-nw.htm|accessdate=8 March 2025}}
The British Rail Class 158s, introduced in 1989, appeared in Express livery: dark grey window surrounds over light grey, with light and dark blue stripes at waist level.{{cite web|title=CT DMU Liveries|url=
https://bdrs70d.com/CT_Pages/CT_liveries_dmus.htm|accessdate=8 March 2025}} Later, Alphaline would replace the Express wording. This colour scheme was also applied to some Class 156 units around privatisation.
The Class 323 EMUs introduced in 1994 appeared in West Midlands Passenger Transport Executive (Centro) livery for the West Midlands-based sets,{{Cite web|title=Railways in Worcestershire|url=http://miac.org.uk/worcs1990.html|access-date=2021-05-23|website=miac.org.uk}} and Greater Manchester Passenger Transport Executive (GMPTE) livery for Manchester-based sets.{{cite web|title=CT EMU Liveries|url=https://bdrs70d.com/CT_Pages/CT_liveries_emus.htm|accessdate=8 March 2025}}
After privatisation, many vehicles continued to carry the basic Regional Railways colour scheme but with the addition of different branding, e.g. Central Trains.
The final British railway vehicle to carry Regional Railways livery was a Class 153, which was repainted in July 2008 into East Midlands Trains livery.{{cite web|title=The Siding 153311 at Barnetby 6-Mar-2008|url=https://www.the-siding.co.uk/class153/pages/153311.htm|accessdate=8 March 2025}}
Split for privatisation
As part of the process of privatisation between 1994 and 1997, Regional Railways was split into several different shadow train operating units, which later became independent train operating companies:{{cite journal | editor-first=Steven | editor-last=Knight | year=1997 | title=A comprehensive guide to Britain's new railway | publisher= EMAP Apex Publications | location=Peterborough | issn= 1368-437X }}{{Page needed|date=May 2023}}
| class="wikitable" |
| ---- bgcolor=#f9f9f9
! Train Operating Unit ! Routes |
| Anglia Railways
|Routes in East Anglia (combined with InterCity services in the region). |
| Valley Lines
|Urban 'Valley Lines' services around Cardiff, previously integrated within the South Wales and West divisions. |
| Central Trains
|Regional Railways' Central division, minus the services transferred to Anglia Railways and the Oxford to Worcester service. Covered the English Midlands and Mid Wales. |
| Arriva Trains Merseyside
|The network of electrified routes centred on Liverpool. |
| First North Western
|Routes in England's North West and in North Wales. |
| Arriva Trains Northern
|Routes in the North East of England. |
| ScotRail (National Express)
|The vast majority of services within Scotland. |
| Wales & West
|A wide network of services centred on South Wales and the South West. |
References
{{reflist}}
Further reading
- {{cite book|title=The Regional Railways Story|first1=Gordon|last1=Pettitt|first2=Nick|last2=Comfort|publisher=OPC|year=2015|isbn=9780860936633|oclc=921239163}}
External links
{{commons category}}
- [https://regional-railways.co.uk/ Regional Railways Identity Management] – internal branding manual, 1992
{{British Rail}}