The Flickr Railwaypublicity Image Generatr

The October 1946 timetable booklet for the still independent Great Northern Railway of Ireland showing the company's rail, bus and tram services. The GNR(I) was formed by merger in 1876 and grew to run not only railway services on what was to become both sides of the Border between the Republic of Ireland and Northern Ireland but also feeder bus services. The latter included what were to become suburban bus services in the north of Dublin as well as the electric tramway service on the Hill of Howth.

In post-war years the GNR(I) struggled financially and was nationalised jointly by the Governments of both states in 1953; the 'new' Great Northern Railway Board lasted until 1958 when the undertaking was dissolved and the assets split between Coras Iompair Éireann and the Ulster Transport Authority. The latter, the UTA, was very anti-rail and had effectively forced the closure of most of the old GNR(I) railway routes by 1957 leaving really only the Dublin - Belfast main line and the Howth branch in Dublin as part of the Irish rail network.

The cover shows the Boyne Viaduct over the river of that name at Drogheda, one of the most impressive structures on the Irish railway system. It opened in 1855 and, modernised, is still in use carrying the main line over the river.

The October 1946 timetable booklet for the still independent Great Northern Railway of Ireland showing the company's rail, bus and tram services. The GNR(I) was formed by merger in 1876 and grew to run not only railway services on what was to become both sides of the Border between the Republic of Ireland and Northern Ireland but also feeder bus services. The latter included what were to become suburban bus services in the north of Dublin as well as the electric tramway service on the Hill of Howth.

In post-war years the GNR(I) struggled financially and was nationalised jointly by the Governments of both states in 1953; the 'new' Great Northern Railway Board lasted until 1958 when the undertaking was dissolved and the assets split between Coras Iompair Éireann and the Ulster Transport Authority. The latter, the UTA, was very anti-rail and had effectively forced the closure of most of the old GNR(I) railway routes by 1957 leaving really only the Dublin - Belfast main line and the Howth branch in Dublin as part of the Irish rail network.

This is the thin paper map folded into the back of the timetable booklet showing in dark black the GNR(I) lines and in red, the company's bus services. Also shown are 'connecting railways' and ferry lines; the latter even include New York, Montreal and Quebec via Londonderry!

A standard format folding timetable brochure issued for the Kansas City Southern Lines and the services south from that city to Shreveport, La., and onwards to Port Arthur, Tx., and New Orleans, La., the latter service conveying the through services and cars of the "Southern Belle".

Other services in the timetables include the "Flying Crow", from Shreveport to Kansas City, and "The Shreveporter" from Hope, Minden, Shreveport and Port Arthur. The Lines consisted of the Kansas City Southern Railway Company and the Louisiana & Arkansas Railways; railways rather than railroad.

The map shows the lines of the two associated companies stretching south towards the Gulf of Mexico through Kansas, Missouri, Oklahoma, Arkansas, Louisiana and Texas.

A standard format folding timetable brochure issued for the Kansas City Southern Lines and the services south from that city to Shreveport, La., and onwards to Port Arthur, Tx., and New Orleans, La., the latter service conveying the through services and cars of the "Southern Belle".

Other services in the timetables include the "Flying Crow", from Shreveport to Kansas City, and "The Shreveporter" from Hope, Minden, Shreveport and Port Arthur. The Lines consisted of the Kansas City Southern Railway Company and the Louisiana & Arkansas Railways; railways rather than railroad.

The cover shows a stereotypical 'Southern Belle'.

An attempt at a tube style diagram for the Manchester area suburban services of British rail in October 1983. This is a later style and with some revisions most notably to the lettering; here it is 'courser' with, for example, Handforth squeezed in at an odd angle unlike earlier editions, suggesting a degree of re-drafting despite the generally similar appearance.

A few interesting lines. The Bury - Manchester line would in time form the initial stages of the Metrolink system along with the Altrincham 'local' line and most recently the Oldham Loop. I suppose the 'great survivor' is the Stockport - Guide Bridge - Stalybridge line famous for its one train a week to avoid formal closure leaving Denton and Reddish South with the dubious honour of propping up the table of UK passenger station useage figures. Also clear was the 'north - south' divide of Manchester's central area rail services - a gap once intended to be bridged by the underground Picc-Vic line but now joined by both Metrolink and the changes to the heavy rail network around Salford and the Ordsall Curve. Equally several of the PTE inspired reopening, such as Smithy Bridge between Rochdale and Littleborough, have yet to appear and there is still no mention of the PTE on this diagram.

An attempt at a tube style diagram for the Manchester area suburban services of British rail in October 1983. This is a later style and with some revisions most notably to the lettering; here it is 'courser' with, for example, Handforth squeezed in at an odd angle unlike earlier editions, suggesting a degree of re-drafting despite the generally similar appearance.

A few interesting lines. The Bury - Manchester line would in time form the initial stages of the Metrolink system along with the Altrincham 'local' line and most recently the Oldham Loop. I suppose the 'great survivor' is the Stockport - Guide Bridge - Stalybridge line famous for its one train a week to avoid formal closure leaving Denton and Reddish South with the dubious honour of propping up the table of UK passenger station useage figures. Also clear was the 'north - south' divide of Manchester's central area rail services - a gap once intended to be bridged by the underground Picc-Vic line but now joined by both Metrolink and the changes to the heavy rail network around Salford and the Windsor Link and the later Ordsall Curve. Equally several of the PTE inspired reopening, such as Smithy Bridge between Rochdale and Littleborough, have yet to appear and there is still no mention of the PTE on this diagram.

One of the many editions, produced regionally, by British Railways to promote group travel and aimed at party, social club and other group organisers giving details of locations and destinations served by rail and the opportunities afforded in terms of fares, services and reservations available. This, for the North Eastern Region based in York, shows a range of places in North East England and Yorkshire as well as further afield; London, Liverpool and Scotland feature.

The woodland creatures admiring the party spread are looking at an approximation of the "Compakt" meal boxes that could be made up, in advance, by British Transport Catering for travellers at prices of 7/6d upwards along with Meal Trays and Packed Lunches. There is no sign of the BR 'totem' symbol here but a less common version of the speeding locomotive often seen on BR's overseas publicity along with some slanted lettering.

A rather charming, if graphically 'old fashioned' booklet issued by the Southern Railway in 1938 to advertise the connection between London and St. Malo via the company's train services from London Waterloo to Southampton and the Southern's own steamer services across the Channel. This was of course via the company's own Dock at Southampton. St. Malo allowed access to much of Brittany as described in this publication. The crossing was overnight as the timetable shows and interestingly for a British railway in 1938 the times are shown in the 24 hour clock.

Helen Madeleine McKie (1889 - 1957) was a successful Briitsh artist who was often commissioned by the Southern Railway and other clients for publicity work. The cover here is diecut in the form of an arch so as to allow a partial view of the title page; the happy holiday couple, cigarette in mouth, "sur la plage". On the reverse of the cover the journey is shown "This part by Southern train" and "This part by Southern steamer".

A rather charming, if graphically 'old fashioned' booklet issued by the Southern Railway in 1938 to advertise the connection between London and St. Malo via the company's train services from London Waterloo to Southampton and the Southern's own steamer services across the Channel. This was of course via the company's own Dock at Southampton. St. Malo allowed access to much of Brittany as described in this publication. The crossing was overnight as the timetable shows and interestingly for a British railway in 1938 the times are shown in the 24 hour clock.

Helen Madeleine McKie (1889 - 1957) was a successful Briitsh artist who was often commissioned by the Southern Railway and other clients for publicity work. The cover here is diecut in the form of an arch so as to allow a partial view of the title page; the happy holiday couple, cigarette in mouth, "sur la plage".

A rather charming, if graphically 'old fashioned' booklet issued by the Southern Railway in 1938 to advertise the connection between London and St. Malo via the company's train services from London Waterloo to Southampton and the Southern's own steamer services across the Channel. This was of course via the company's own Dock at Southampton. St. Malo allowed access to much of Brittany as described in this publication.

The crossing was overnight as the timetable shows and interestingly for a British railway in 1938 the times are shown in the 24 hour clock. It also shows the days over the summer 1938 season that the services ran.

Helen Madeleine McKie (1889 - 1957) was a successful Briitsh artist who was often commissioned by the Southern Railway and other clients for publicity work. The cover here is diecut in the form of an arch so as to allow a partial view of the title page; the happy holiday couple, cigarette in mouth, "sur la plage".

One of the many standard folding brochures issued by Britain's main line railways in the inter-war period; this is the London Midland & Scottish Railway's brochure for "Western Hills and Moorlands" relating to the Cotswolds, Dartmoor and Exmoor.

The area may seem unusual territory for the LMS but I suspect they promoted this given their long main line south from Birmingham to Bristol that had come to the railway at Grouping in 1923 thanks to the Midland Railway. It gives details of locations and destinations for holiday makers.

The cover is by "B" - artist John Bee who was commissioned for several railway posters and publicity material particularly in post-war, British Railways times.

One of the many standard folding brochures issued by Britain's main line railways in the inter-war period; this is the London Midland & Scottish Railway's brochure for "Western Hills and Moorlands" relating to the Cotswolds, Quantocks, Dartmoor and Exmoor.

The area may seem unusual territory for the LMS but I suspect they promoted this given their long main line south from Birmingham to Bristol that had come to the railway at Grouping in 1923 thanks to the Midland Railway. It gives details of locations and destinations for holiday makers.

The cover is by "B" - artist John Bee who was commissioned for several railway posters and publicity material particularly in post-war, British Railways times. The artist has produced an idyliic rural scene.

For many of the inter-war years the Grouped railways, along with the Metropolitan Railway, issued this booklet of 'facts' about the associated railways through the British Railways Press Bureau based in Westminster, London. The 'Big Four' created by mergers in 1923, the London MIdland & Scottish, the London & North Eastern, the Great Western and the Southern Railways were amongst the country's most strategic of industries, in terms of capital, employee numbers, passenger and freight transport and the Bureau enabled them to exercise some political clout. This was particularly the case by 1930 when, for the first time in a century, their near monopoly on transport was being challenged by the growing motor vehicle lobby.

The booklet therefore gives information about capital, equipment, employment and data on passenger, freight and shipping services along with income, expenditure and costs. The striking cover is by Tom Purvis, an artist associated with the publicity work of the LNER, and the booklet has numerous vignettes that could well be 'stock illustrations". The figures quoted in the booklet cover the year 1929; not good years given the trade depression of the period and indeed, the main line railways would spend many of the coming years attempting to better deal with competition including changes to the legal framework governing the operation of railways around issues such as common carriage.

For many of the inter-war years the Grouped railways, along with the Metropolitan Railway, issued this booklet of 'facts' about the associated railways through the British Railways Press Bureau based in Westminster, London. The 'Big Four' created by mergers in 1923, the London MIdland & Scottish, the London & North Eastern, the Great Western and the Southern Railways were amongst the country's most strategic of industries, in terms of capital, employee numbers, passenger and freight transport and the Bureau enabled them to exercise some political clout. This was particularly the case by 1930 when, for the first time in a century, their near monopoly on transport was being challenged by the growing motor vehicle lobby.

The booklet therefore gives information about capital, equipment, employment and statistical data on passenger, freight and shipping services along with income, expenditure and costs. The striking cover is by Tom Purvis, an artist associated with the publicity work of the LNER, and the booklet has numerous vignettes that could well be 'stock illustrations". The figures quoted in the booklet cover the year 1929; not good years given the trade depression of the period and indeed, the main line railways would spend many of the coming years attempting to better deal with competition including changes to the legal framework governing the operation of railways around issues such as common carriage.

These pages look at equipment including the total number of locomotives, freight wagons as well as passenger rolling stock statistics; 7,620,000 seats many of which would only see infrequent use such as at holiday times - a fact that the infamous Dr. Beeching took aim at in the 1960s. The track mileages and signalling statistics are also shown, the latter hinting how safety, the utmost requirement of the railway, required very large numbers of trained personnel to man the very many signal boxes. The illustrations show a fine gantry of semaphore signals, at a time when colour light signalling was starting to be used, allied with a comparatively modern miniature lever signal box unlike the majority of traditional lever frame 'boxes.

For many of the inter-war years the Grouped railways, along with the Metropolitan Railway, issued this booklet of 'facts' about the associated railways through the British Railways Press Bureau based in Westminster, London. The 'Big Four' created by mergers in 1923, the London MIdland & Scottish, the London & North Eastern, the Great Western and the Southern Railways were amongst the country's most strategic of industries, in terms of capital, employee numbers, passenger and freight transport and the Bureau enabled them to exercise some political clout. This was particularly the case by 1930 when, for the first time in a century, their near monopoly on transport was being challenged by the growing motor vehicle lobby.

The booklet therefore gives information about capital, equipment, employment and data on passenger, freight and shipping services along with income, expenditure and costs. The striking cover is by Tom Purvis, an artist associated with the publicity work of the LNER, and the booklet has numerous vignettes that could well be 'stock illustrations". The cover also shows some lettering by the artist.

The figures quoted in the booklet cover the year 1929; not good years given the trade depression of the period and indeed, the main line railways would spend many of the coming years attempting to better deal with competition including changes to the legal framework governing the operation of railways around issues such as common carriage.

For many of the inter-war years the Grouped railways, along with the Metropolitan Railway, issued this booklet of 'facts' about the associated railways through the British Railways Press Bureau based in Westminster, London. The 'Big Four' created by mergers in 1923, the London MIdland & Scottish, the London & North Eastern, the Great Western and the Southern Railways were amongst the country's most strategic of industries, in terms of capital, employee numbers, passenger and freight transport and the Bureau enabled them to exercise some political clout. This was particularly the case by 1930 when, for the first time in a century, their near monopoly on transport was being challenged by the growing motor vehicle lobby.

The booklet therefore gives information about capital, equipment, employment and statistical data on passenger, freight and shipping services along with income, expenditure and costs. The striking cover is by Tom Purvis, an artist associated with the publicity work of the LNER, and the booklet has numerous vignettes that could well be 'stock illustrations". The figures quoted in the booklet cover the year 1929; not good years given the trade depression of the period and indeed, the main line railways would spend many of the coming years attempting to better deal with competition including changes to the legal framework governing the operation of railways around issues such as common carriage.

The pages concerning freight show the tonnages and other figures for what was the backbone of the railways business. The illustrations show a coal train as well as the more 'modern' transhipment of early containers involving road motor haulage to enable local collection and delivery from a railhead.

For many of the inter-war years the Grouped railways, along with the Metropolitan Railway, issued this booklet of 'facts' about the associated railways through the British Railways Press Bureau based in Westminster, London. The 'Big Four' created by mergers in 1923, the London MIdland & Scottish, the London & North Eastern, the Great Western and the Southern Railways were amongst the country's most strategic of industries, in terms of capital, employee numbers, passenger and freight transport and the Bureau enabled them to exercise some political clout. This was particularly the case by 1930 when, for the first time in a century, their near monopoly on transport was being challenged by the growing motor vehicle lobby.

The booklet therefore gives information about capital, equipment, employment and statistical data on passenger, freight and shipping services along with income, expenditure and costs. The striking cover is by Tom Purvis, an artist associated with the publicity work of the LNER, and the booklet has numerous vignettes that could well be 'stock illustrations". The figures quoted in the booklet cover the year 1929; not good years given the trade depression of the period and indeed, the main line railways would spend many of the coming years attempting to better deal with competition including changes to the legal framework governing the operation of railways around issues such as common carriage.

Whilst passenger transport was still of vital importance, for long distance travel as well as suburban services before the challenge of road transport, it was still financially subsidiary to freight. The statistics here are also used to show the safety and, for long distance trains, the relative speed of certain services. As well as a steam locomotive hauled express one of the Metropolitan Railway's electric locomotives, then used on services between the City and Rickmansworth (where outer suburban trains were changed to steam traction and vice-versa) is shown; this was something of a rarity as away from the Underground and the Southern's growing third-rail system, the use of electric traction was still relatively uncommon with only outliers in Lancashire and on Tyneside in service.

The often overlooked British Transport Commission/British Railways publication "Transport Age" contains some fascinating articles and this, a look at a 'day in the life' of H. Mugliston, the Traffic Manager of the Liverpool Division of the London Midland Region, from March 1964, is no different. A series of photographs look at his work and other aspects of the railway's services and operations; these are by noted photographer John Chillingworth, another surprise for a British Railways magazine.

This splendid photo looks down on a relatively newly electrified Runcorn station that had been rebuilt in what was seen as a modern style, sweeping away the old Victorian feel. What is likely to be a BR AM4 type 25kv AC electric multiple unit, later class 304, stands at the platform whilst a diesel hauled passenger trains passes in the opposite direction; possibly a London train before completion of the West Coast Main LIne electrification scheme? Amongst the passengers a bowler hatted man, our Mr. Mugliston, stands speaking to what is possibly the station master.

The often overlooked British Transport Commission/British Railways publication "Transport Age" contains some fascinating articles and this, a look at a 'day in the life' of H. Mugliston, the Traffic Manager of the Liverpool Division of the London Midland Region, from March 1964, is no different. A series of photographs look at his work and other aspects of the railway's services and operations; these are by noted photographer John Chillingworth, another surprise for a British Railways magazine.

The article also includes this sketch map of the Liverpool Division in a year before some very serious Beeching closures started to kick in. The article does note that Mr. Mugliston is attending meetings of the Merseyside Traffic Committee and it is hoped that a planned three million pound extension scheme making 'greater use of the Mersey rail tunnel' would go ahead. Thankfully it did as the Central Liverpool Merseyrail scheme in the 1970s.

The British Transport Commission's magazine "Transport Age" and the cover to the Aptil 1962 issue. It shows the new booking office at the reconstructed Manchester Piccadilly station that was in the throws of being Modernised as part of the West Coast Electrification scheme. The artwork is by Anthony Atkinson.

Anthony Claude Atkinson (1929 - 2015), the son of artist Claude Atkinson, was a painter and teacher whose work was also commissioned by London Transport for posters. This shows the newly equipped ticket office at Piccadilly that contained "the latest equipment" to maintain a fast passenger flow. This includes four AEG Multiprinter Major machines, that could issue a range of 1,260 different tickets, one AEG Multiprinter Minor, that dealt with 630 different tickets, and two Flexiprinters that could manage 30 regular fares. These AEG machines, of German manufacture, were used at many larger stations across the Eastern, London Midland and Western Regions until the introduction of APTIS machines.