Modern Railways Pictorial Magazine, February 1983 Issue

THE position regarding BR line closures has now reached an interesting stage of development. While many fear there is a 'hit list' of unremunerative lines there have been no public announcements of routes'destined for closure. The unremunerative lines have been known since the 1960s, so there are few secrets but with a general election on the cards for 1983 the subject could be political dynamite in some areas. Recent and planned closures have not caused a public outcry, although some closures have been of freight-only routes where BR does not have to meet the statutory requirements for closure before lifting track. Freight lines to Brechin, Forfar, Torrington, and Meledor have been closed recently, as has the March-Spalding line, and passenger routes to Kilmacolm, Tunbridge Wells West, Clayton West and Selsdon are doomed. There is no doubt that plans to reduce the BR network to the often mooted 7,000-mile system would be unpopular to all except the powerful road transport lobby. It would also create industrial unrest within the rail unions. However, if the road transport brigade can exert sufficient pressure to push aside the environmentalists at a stroke by getting the government to endorse the new 38-ton lorry limit — when it is public knowledge that the majority of lorries are failing even to comply with the 32-ton limit — then presumably the lorry men will get their way on most things. Certainly they would prefer a cut in road tax rather than see public money ploughed into the railways by way of social grants.

Clearly, there is still plenty of scope for reductions in total railway operating costs. If a line is so unremunerative that the subsidy per passenger is totally unacceptable, then there can be j^tle defence in the face of closure proposals. But where a line provides useful feeder traffic, keeps heavy freight off the roads, serves a vital social need, or has not had its full potential explored, then there should be a careful scrutiny of the situation with a full cost-benefit analysis to ascertain the true position. Also, there must be a realistic method of costing: a branch line not in need of a complete track renewal for decades should not have its track written-down at some high global or national rate. However, with three/four major political parties fighting for seats in the election it is reasonable to assume that there will be no sweeping closures during 1983, either by front or back door.

In next month's MRP the subjects covered will vary from Railrover on the Lickey to the branch at Kilmacolm, and from Hither Green to Torrington, with some striking photographs of winter conditions nationwide. There will be pictures of the cross-country line from Portsmouth" to Bristol, as well as Railscene and Photoguide — all included in the new-look MRP which also keeps you up to date with the latest Works round-up and Stocklist.