This was created in 1970 to ensure that the BRB secured financial returns from effective management of the railway estate and disposal of redundant railway lands.Ĩ. Planning per se was not favoured by the Thatcher governments of the early to mid-1980s (see Ambrose, and Thornley, ).ħ. Cardiff and the Valleys were excluded as were ‘emergent’ conurbations such as Portsmouth-Southampton and Bristol-Bath.Ħ. The areas selected were the English industrial conurbations with the addition of Glasgow. The Authorities comprise elected members and make policy for public transport, whereas the Executives are officer based implementation bodies. This has led to dependence on the Treasury and a tendency to interpret the word ‘subsidy’ in a pejorative way which has, periodically, threatened the continued operation of these services.ĥ. In the 1960s it became clear that there are two kinds of services on Britain's railway, those that are commercially profitable and those which are desirable on ‘social’ grounds and require public subsidy. Although he became a bête noir as far as the public were concerned, he was highly regarded by many in the railway industry who realized that the network needed rationalizing and modernizing if it was to compete with road transport.Ĥ. Richard Beeching was brought in from private industry in order to bring a more commercially oriented and analytical approach to managing the railway network. Since privatization in 1997 it has become conventional to use the historic term ‘main line railway’ to differentiate this network from the London Underground and other railways such as light railways.ģ. that operated by the publicly owned British Railways Board. Until privatization this could have been referred to as the British Rail network, i.e. Where transport planning is being referred to this will be stated in full.Ģ. In the interests of brevity the word ’planning’ will be used instead of ’town and country planning’ in the rest of the article. The article reviews these and concludes by making recommendations as to how things might be improved.ġ. This has thrown up a number of functional and institutional barriers to successful co-ordination. It then goes on to consider the contemporary policy context which promotes the development of more sustainable patterns of urban growth which favour the rail mode, but wherein the British railway system has been privatized. This article reviews the functional and institutional arrangements for co-ordination between urban development and railway interests since railway nationalization and the creation of the modern planning system in 1947, and draws conclusions as to what factors influenced the good practice that occurred. This relationship can be co-ordinated by the planning process but British practice in this respect has been erratic. The spatial relationship between stations and the ultimate origins and destinations of people's journeys has important implications for the relative competitiveness of rail transport.
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