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NETWORK SOUTHEAST
(1986 - 1994)
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FROM SOUTHERN REGION TO
SECTORISATION
Since nationalisation and
the forming of British Rail, the system had been operated
by regions loosely reflecting the previous "big
four" railway companies. The Epsom Downs branch had
thus passed from the former Southern Railway (SR) to BR's
Southern Region (S.R.).
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This
still essentially geographical focus was changed
to a more business oriented perspective with the
so-called sectorisation of BR in 1982, creating
separate divisions for the main BR traffic
segments such as commuter services, long distance
intercity services, parcels and freight. The operation of passenger
services in the South-East of England was
assigned and handed over to the London &
South Eastern sector. No doubt commuters from the
Epsom Downs branch had already noticed the
somewhat unusual L&SE livery of chocolate,
orange and grey which was quickly nicknamed jaffa
cake - and never to be seen on the Epsom
Downs line as the immediate changes which
sectorisation brought about remained extremely
subtle on the branch as BR blue and grey liveried
EMUs remained in charge of all services.
Change did finally
come, however, when the L&SE Sector was
relaunched on June 10th
1986 at Waterloo station under a new chairman
(Chris Green) and a new name: Network SouthEast
(NSE).
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CL 455 crossing Banstead
Downs in July 1987
(Adrian Wymann)
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Unlike BR Provincial which
operated interregional and other subsidised services, NSE
was expected to cover most of its operating costs from
the revenues it generated. Whilst it did did not own (or
maintain) its infrastructure, NSE had ownership of its
rolling stock and equipment which it painted in its own
bright and multicolour livery - quickly to become a
trademark token of the Sector. |
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Banstead station sign in July
1990
(Adrian Wymann)
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NSE
also exercised control over almost all the core
passenger carrying functions, set its own goals
and service standards (in consultation with BR),
created its own management structure, and defined
its policy with regard to scheduling, marketing,
infrastructure enhancements, and rolling stock
specifications (Lawrence, 1994). At
the end of the day, it was all about
accountability and modernisation, and the man up
front - managing director Chris Green - knew that
communication was a key element in this game from
his previous glory days with ScotRail, and NSE
brought an entirely new visual image to most of
the railways of the South East almost over night.
The striking new livery made
sure that each and every passenger knew straight
away that something was happening here; however,
it was all about far more than just colourful
trains.
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In
the first four years of its existence, passenger income
on NSE rose by nearly 20%, government support had fallen
by 50%, and the age of rolling stock was reduced by five
years. Over 70% of NSEs stations were refurbished
and 310 were modernised and given a complete facelift (Lawrence, 1994). |
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Network SouthEast arrived on
the Epsom Downs branch just as quickly as it did
elsewhere. In order to promote the new corporate
identity, station signs sporting the strikingly
different NSE design were put up soon after the
official NSE launch. The most significant impact
Network SouthEast had on the Epsom Downs branch,
however, was the modernisation of the rolling
stock. Throughout the 1960s and
1970s motive power on the branch had consisted of
the classic slamdoor Electro-Pneumatic Brakes
EMUs, both in the form of the four-car unit 4EPB
(built between
1951 and 1957) and the two-car unit 2EPB (built
between 1953 and 1956) and used in various
multiple combinations.
As of the mid-1980s,
the Cl 416/3 (2EPB) and Cl 415
(4EPB) units had
already been in the process
of steadily being replaced by modern Class 455/8
units (the first batch of which was built between
1982 and 1984), and now NSE was speeding up this
changing of the guard. The Cl 455/8 EMU, sporting
flashy NSE livery, thus became the most
frequently used type of motive power within
months of NSE's existence - and would reign
supreme on the Epsom Downs branch for years to
come.
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Cl 455 816 pulls into
Banstead with an Epsom Downs to London Victoria
service in July 1988
(Adrian Wymann)
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At
long last, the branch could again be seen as being part
of the railway's future rather than just a motley
collection of its past. Critics argued that there wasn't
much more to it than a few pints of paint, but bearing in
mind the past thirty-odd years of the branch, just that
alone was more than any other managing body had
previously cared to spend on the line. The stations
looked bright once again and the general atmosphere was
clearly changing for the better. |
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A STATION VANISHES
However,
applying the NSE concept of modernisation to the Epsom
Downs Branch also brought about the most drastic possible
change at the end of the line: the demolition of the
original terminus station at Epsom Downs.
Whilst the Epsom
Downs branch had been reduced to single track since
October 1982, the station layout at its terminus - albeit
reduced to one island platform and two platform sidings
in use - nevertheless still reflected the spacious
construction designed and built to handle the race
traffic generated by the Derby. It had always been
completely oversized for much of the rest of any given
year, but by the mid-1980s race traffic had become
virtually non-existant as rail passengers were much
better served by travelling to Tattenham Corner.
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The new Epsom Downs station
(Network SouthEast)
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On Monday, February 13th 1989, a new Epsom
Downs platform with provisional infrastructure -
set some 300 yards away from the original
terminating point of the line - opened late in
the evening, replacing the old platform and
station building. Only a few days later - on
February 15th and
16th -
the old terminus and platforms were pulled down
in a par force demolition operation.
The land
formerly occupied by the station and its
platforms had previously been sold off by NSE for
redevelopment, and a new housing estate quickly
took shape and replaced the spacious serenity of
the former station concourse.
The transformation this
brought about was indeed unbelievable at first
sight. as the newly erected station building even
resembled the newly built houses in its
neighbourhood; it was formally opened on September 22nd 1989 by TV personality
Leslie Crowther [1]. In
later years, the station building would also come
to be home to a children's nursery, aptly named The
Railway Children Kindergarten.
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With
now just one platform and a single line of track,
virtually nothing remained of what once was Epsom Downs
station - indeed, only the pillars supporting the
valanced canopy were rescued from the old building and
put to decorative use. |
The reasons for building the
terminus - horse racing traffic - had not been of
importance to the branch for some decades, but
now all traces of its past were completely
eradicated. But then again, the
story of the Epsom Downs branch came full circle
once more - the building of housing estates since
the 1920s around the line had produced the
commuters the line needed to flourish, and now
the building of a housing estate meant that the
vast amount of land which Epsom Downs station
occupied would be needed...
From a rational point of
view, all NSE had done was to adjust the terminus
to its actual amount of traffic. Being able to
sell almost all of the old station estate to
housing developers not only meant cash for the
rail operator, but also got rid of a terminus
which was completely overblown for the traffic it
saw and therefore had largely fallen into a state
of neglect. Commuters, of course, were also more
than happy to trade in an increasingly ghostly
and untidy spot for a new and bright station.
Again, rumour has it that at
least one private group approached NSE with plans
to turn the Epsom Downs Branch into a part-time
preservation line on weekends prior to the
demolition of the old terminus.
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An 1871 survey map of the
original station layout at Epsom Downs, and the
approximate position of the new station building
and platform built in 1989
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But
regardless of whether or not such plans were actually put
forward in a form which would have formed a sensible
basis for a substantial review of the proposal, pulling
down the entire infrastructure and selling off the highly
sought after land for development was a far more
lucrative step to take for NSE managment - and it also
fitted in with the overall NSE logic. By reducing the
station facilities at Epsom Downs to a bare minimum (and,
in effect, all which was really needed), turning the
branch into a modern "single line commuter shuttle
system" was virtually completed. The policy of NSE
was to look to the future, not to the past of rail
transportation, and "preservation" could hardly
have rhymed with financially sound operations in NSE's
ears.
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