Otis Singleton
The history of electric trains in the UK dates back to the early 20th century, with the Southern Railway investing heavily in railway electrification during the 1920s and 1930s. By 1929, the Southern Railway operated over 277 route miles of third rail electrified track and ran 17.8 million electric train miles that year. In 1938, the London and North Eastern Railway's Class A4 4468 Mallard set a world speed record of 126 mph. However, electrification of mainline routes stagnated for several decades due to political and economic challenges. The introduction of high-speed InterCity 125 trains in the 1970s revived passenger services, and the 1980s saw investment in the electrification of the East Coast Main Line. As of 2019, 38% of the UK's railway network is electrified, with ongoing projects to expand electrification and improve cost efficiency.
| Characteristics | Values |
|---|---|
| Start of electrification | Throughout the 1920s and 1930s |
| First diesel-powered railcars | Introduced in 1933 |
| First electric trains | Introduced in 1948 |
| Electrification in 2006 | 40% (3,062 miles / 4,928 km) of the British rail network |
| Electrification in 2019 | 38% of the UK network |
| Recent electrification projects | Cumbernauld Line to Springburn; Whifflet Line between Whifflet and Rutherglen; Airdrie-Bathgate Rail Link; Glasgow Airport Rail Link |
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What You'll Learn
The Southern Railway's early electrification efforts
The first electric trains in the UK were introduced in the early 20th century. The third rail system, which is still in use today, was first used on underground and metro systems around 1900. The main line electrification of what became the Southern Region commenced in 1915.
The Southern Railway, which existed from 1923 to 1947, was a key player in the early electrification of railways in the UK. The company inherited a number of electrified lines and continued to electrify additional lines during its existence.
One of the earliest electrified railways in the UK was the Tyneside network, which was first electrified in 1905 by the North Eastern Railway (NER). This network was later remodelled by the London and North Eastern Railway (LNER) in 1937. The Southern Railway inherited electrified lines from the LNER, including the Tyneside network, and continued to operate electric trains on these routes.
The Southern Railway also undertook new electrification projects during its existence. In the 1930s, the company electrified a number of lines in the London area, including the route from London Victoria to Croydon and the route from London Bridge to Crystal Palace. These early electrification efforts by the Southern Railway were driven by the need to improve the efficiency and speed of commuter services in the London area.
The Southern Railway's electrification efforts were also influenced by the success of electrified railways on the continent, particularly in Germany and France. The company sent engineers to study these systems and adapted some of their technologies for use in the UK.
Today, the legacy of the Southern Railway's early electrification efforts can still be seen in the high percentage of electrified lines in the Southern Region of Network Rail. As of 2024, 84% of all lines in the Southern Region are electrified, the highest of any region in the UK. This high percentage is due in part to the strategic decision to invest in electrification made by the Southern Railway and its predecessors in the early 20th century.
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The introduction of diesel-electric trains in 1955
In the early 1930s, General Motors and its Winton Engine Corporation subsidiary developed diesel engines with improved power-to-weight ratios and output flexibility. This, coupled with the desire for more cost-efficient locomotion during the Great Depression and innovations in rail equipment design, paved the way for the introduction of lightweight diesel-powered trainsets during that decade.
By the mid-20th century, the case for diesel-electric trains in the UK became more compelling. Steam locomotives, which were still prevalent, required constant attention and specialised knowledge to operate and maintain. In contrast, diesel engines were simpler to operate and maintain, offering greater service flexibility and scalability to meet varying power requirements.
The transition from steam to diesel was also influenced by economic considerations. In the early postwar years, the lower initial cost of steam locomotives made them a more attractive option for the immediate replacement of the large number of locomotives worn out from wartime service. Additionally, there were projections of a rise in the cost of petroleum relative to coal, which was abundant in domestic resources.
However, by the mid-1950s, the advantages of dieselisation became more apparent. In 1954, the general manager of MRR, Salvador Villa, ordered the dieselisation of the MRR network. This led to the introduction of diesel-electric locomotives and multiple units, with the JMC class entering service in 1955.
The year 1955 also witnessed the introduction of the first mainline diesel locomotive for British Rail, the sixteen-cylinder CSVT engine producing 1600 brake horsepower (b.h.p.). This locomotive was handed over by the Vulcan Foundry in 1947 but continued to undergo extensive testing and running-in before taking up full service.
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The Beeching cuts
In the 1950s, a plan to modernise Britain's railways was not very successful. A lot of money was spent on new locomotives, but the system still had outdated ways of working and too many staff. This caused the railways to lose a lot of money. In 1961, the government, led by Prime Minister Harold Macmillan, believed that roads were the future for transport and that railways were old-fashioned. Some people thought this idea was linked to the transport minister, Ernest Marples, who used to work for a road-building company.
To address the financial losses, the government appointed Dr Richard Beeching to lead British Rail in 1961, with a remit to make the railways profitable by the end of the decade. On 27 March 1963, Beeching released his report, "The Reshaping of British Railways", which recommended massive cuts to the rail network. The report suggested closing 5,000-6,000 miles of Britain's 18,000 miles of railway, mostly smaller, rural lines. It also proposed cutting some 300 stations. The media dubbed it the "Beeching Axe" or "Beeching Bombshell".
The main opposition to Beeching's proposals focused on the social impact of the cuts. Opponents argued that Beeching had neglected the social importance of railways, particularly in rural areas, where their closure would isolate communities. Beeching recognised these concerns but considered addressing the social issue outside his remit. Local campaigns slowed the rate of closures, but most of the report's recommendations were enacted. The Conservative government embraced Beeching's proposals and implemented them quickly. When Labour returned to power in 1964, it did little to reverse the cuts, although Beeching was removed as chairman of British Railways in 1965.
Today, most people agree that the Beeching plan went too far. While some closures made sense, many of Beeching's cuts seem like bad decisions in retrospect. Many people regret them. Supporters of the Beeching cuts argue that they were necessary to save the railway network from financial ruin. They believe that without the cuts, even larger closures would have been needed later. One main criticism of the Beeching report was its failure to consider future changes, such as the growth of towns that have since needed railways.
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High-speed InterCity trains
The electrification of railways in Great Britain has been an ongoing process, with the benefits of electric trains being faster, more reliable, and causing less track wear than diesel trains. In 2009, the UK government announced plans for electrification, including the Great Western Main Line from London to Swansea and infill schemes in North West England.
InterCity 125 and the Advanced Passenger Train
The Class 43 HST "InterCity 125" fleets revolutionised intercity services on several main lines, including the East Coast Main Line and Great Western Main Line. These trains delivered journey time benefits comparable to electric traction without the need for overhead line equipment. The InterCity 125 is still in use today, operating at a maximum line speed of 125 mph (201 km/h).
The Advanced Passenger Train (APT) project aimed to achieve even higher speeds of 155 mph (250 km/h). While this speed was attained during trials, it could not be safely achieved in regular service due to the short signal spacing in the UK.
Virgin Rail Group's Proposal
In 2000, Virgin Rail Group proposed constructing new tracks and introducing a new fleet of high-speed trains capable of 210 mph (330 km/h) as part of their InterCity East Coast franchise bid. However, this proposal was not welcomed by the government at the time.
Pendolinos and West Coast Main Line Modernisation
The introduction of the Pendolino trains, designed to run at 140 mph (225 km/h), was part of the 2004 West Coast Main Line modernisation programme. However, the lack of signalling upgrades restricted the maximum line speed to 125 mph (201 km/h).
High Speed 1 (HS1)
HS1, formerly known as the Channel Tunnel Rail Link (CTRL), was the first new mainline railway constructed in the UK in a century. It enabled the introduction of a domestic high-speed route by Southeastern in 2009, connecting London St Pancras and Ashford International at speeds of up to 140 mph (225 km/h).
High Speed 2 (HS2)
The UK Government launched the HS2 high-speed rail project in January 2009, with the support of the main political parties. This line is designed to connect London, Birmingham, Leeds, Manchester, and Liverpool, offering faster travel between these cities.
The development and deployment of high-speed InterCity trains in the UK have been a continuous process, aiming to enhance the speed, reliability, and connectivity of the country's rail network. These trains have played a crucial role in improving transportation across the nation.
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Recent electrification schemes
Electric trains in the UK have been through several phases of electrification and de-electrification since the early 20th century. In recent years, there has been a renewed focus on electrification, with the UK government announcing various schemes to electrify different sections of the rail network.
In 2009, Lord Adonis, the Secretary of State for Transport, announced plans to electrify the Great Western Main Line from London to Swansea, as well as infill electrification schemes in the North West of England. These plans were part of a larger strategy to improve rail infrastructure, increase passenger capacity, and boost the economy. In the same year, the government ruled out large-scale railway electrification in Network Rail's Control Period 4.
In July 2012, the UK government announced £4.2 billion of new electrification schemes, including the reconfirmation of previously announced schemes. This included the electrification of the Cumbernauld Line to Springburn and the remaining section of the Motherwell-Cumbernauld line, completed in mid-2014. The Whifflet Line between Whifflet and Rutherglen was also electrified in late 2014.
In 2016, several elements of the Great Western Main Line electrification programme were indefinitely deferred, including the lines to Bristol Temple Meads and the line between Cardiff and Swansea. However, electrification from Reading to Newbury was completed in December 2018.
In March 2019, the Department for Transport announced the electrification of the line between Kettering and Market Harborough, connecting to the new proposed grid feeder at Braybrooke. The Hull to Selby Line electrification scheme was also proposed, with £2.4 million made available for its development.
In 2021, the Transport Select Committee called for an immediate resumption of electrification, and the Integrated Rail Plan for the North and Midlands confirmed the electrification of the Transpennine Route Upgrade, with completion expected in 2025. The Wigan to Bolton section of this upgrade began in December 2021, with the electricity switch-on planned for January 2025.
As of 2019, 38% of the UK's rail network has been electrified, with a continued focus on expanding electrification to improve efficiency, reduce environmental impact, and enhance the passenger experience.
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Frequently asked questions
The UK started using electric trains in the 1920s and 1930s, with the Southern Railway investing heavily in railway electrification. By 1929, the Southern Railway had over 277 route miles of third rail electrified track.
As of 2019, 38% of the UK train network is electrified.
Electric trains are faster, more reliable, and cause less track wear than diesel trains.
