The Flickr Railwayrollingstock Image Generatr

A 1936 booklet showing, with descriptions, of the various special freight wagons for the carriage of exceptionally heavy or outsized objects over the railway's lines. These pages show two variations of the 120-ton trolley wagon; firstly as a well wagon carrying a 73 ton stator for electrical generation and secondly, as a side girder wagon showing the carriage of a 63 ton transformer. The photos also give an indication of the length of such wagons.

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.

British United Traction, with its BUT badge, was formed in 1946 as a joint company between Associated Equipment Company - the AEC - and Leyland Motors Ltd. to pool marketing and manufacturing of trolleybuses and railway equipment. This included the associate companies of the two, Albion, Crossley and Maudsley. This folder, along with a series of loosely bound infomation sheets contains an introduction, railcar specifications, performance, power units, body design and a questionnaire that with 64 questions allowed the completed form to be sent to BUT for a quotation. This feature is intact in this copy!

Although BUT note they can produce complete railcars or railcar chassis they were best known, in terms of railway rolling stock, for the diesel engines they produced in large quantities especially for the vast number of diesel multiple units being constructed by British Railways after 1954 as part of the nationalised concern's Modernisation Programme. The folders include a picture of one of the "Derby Lightweight" units that were fitted with a mix of BUT (Leyland) and BUT (AEC) engines. Both Leyland and AEC had pre-war experience of engines for diesel railcars; most notably AEC with their railcars for the Great Western Railway/Western Region. BUT also show examples of their products in trains for the then three Irish mainline railways, CIÉ, the GNR(I) and the UTA as well as units built by the Netherlands Railways, NS.

British United Traction, with its BUT badge, was formed in 1946 as a joint company between Associated Equipment Company - the AEC - and Leyland Motors Ltd. to pool marketing and manufacturing of trolleybuses and railway equipment. This included the associate companies of the two, Albion, Crossley and Maudsley. This folder, along with a series of loosely bound infomation sheets contains an introduction, railcar specifications, performance, power units, body design and a questionnaire that with 64 questions allowed the completed form to be sent to BUT for a quotation. This feature is intact in this copy!

Although BUT note they can produce complete railcars or railcar chassis they were best known, in terms of railway rolling stock, for the diesel engines they produced in large quantities especially for the vast number of diesel multiple units being constructed by British Railways after 1954 as part of the nationalised concern's Modernisation Programme. The folders include a picture of one of the "Derby Lightweight" units that were fitted with a mix of BUT (Leyland) and BUT (AEC) engines. Both Leyland and AEC had pre-war experience of engines for diesel railcars; most notably AEC with their railcars for the Great Western Railway/Western Region. BUT also show examples of their products in trains for the then three Irish mainline railways, CIÉ, the GNR(I) and the UTA as well as units built by the Netherlands Railways, NS.

The cover shows one of the Irish gauge DMU sets equipped with BUT/AEC equipment for the Great Northern Railway of Ireland. The GNR (I), who turned to multiple unit operation to save operating coasts, was nevertheless in serious financial difficulties by 1953 was nationalised as the GNR Board by both Governments, North and South. It was split between the UTA and CIÉ in 1958. The Performance paper in the folder gives much evidence as to the success of the DMU fleet used on the Dublin - Belfast "Enterprise" service that had been "running for two and a half years".

British United Traction, with its BUT badge, was formed in 1946 as a joint company between Associated Equipment Company - the AEC - and Leyland Motors Ltd. to pool marketing and manufacturing of trolleybuses and railway equipment. This included the associate companies of the two, Albion, Crossley and Maudsley. This folder, along with a series of loosely bound infomation sheets contains an introduction, railcar specifications, performance, power units, body design and a questionnaire that with 64 questions allowed the completed form to be sent to BUT for a quotation. This feature is intact in this copy!

Although BUT note they can produce complete railcars or railcar chassis they were best known, in terms of railway rolling stock, for the diesel engines they produced in large quantities especially for the vast number of diesel multiple units being constructed by British Railways after 1954 as part of the nationalised concern's Modernisation Programme. The folders include a picture of one of the "Derby Lightweight" units that were fitted with a mix of BUT (Leyland) and BUT (AEC) engines. Both Leyland and AEC had pre-war experience of engines for diesel railcars; most notably AEC with their railcars for the Great Western Railway/Western Region. BUT also show examples of their products in trains for the then three Irish mainline railways, CIÉ, the GNR(I) and the UTA as well as units built by the Netherlands Railways, NS.

This page shows a variety of interiors including units from the Great Northern Railway of Ireland, the Ulster Transport Authority, Coras Iompair Éireann, Great Western Railway and the Western Australian Government Railways.

British United Traction, with its BUT badge, was formed in 1946 as a joint company between Associated Equipment Company - the AEC - and Leyland Motors Ltd. to pool marketing and manufacturing of trolleybuses and railway equipment. This included the associate companies of the two, Albion, Crossley and Maudsley. This folder, along with a series of loosely bound infomation sheets contains an introduction, railcar specifications, performance, power units, body design and a questionnaire that with 64 questions allowed the completed form to be sent to BUT for a quotation. This feature is intact in this copy!

Although BUT note they can produce complete railcars or railcar chassis they were best known, in terms of railway rolling stock, for the diesel engines they produced in large quantities especially for the vast number of diesel multiple units being constructed by British Railways after 1954 as part of the nationalised concern's Modernisation Programme. The folders include a picture of one of the "Derby Lightweight" units that were fitted with a mix of BUT (Leyland) and BUT (AEC) engines. Both Leyland and AEC had pre-war experience of engines for diesel railcars; most notably AEC with their railcars for the Great Western Railway/Western Region. BUT also show examples of their products in trains for the then three Irish mainline railways, CIÉ, the GNR(I) and the UTA as well as units built by the Netherlands Railways, NS.

This, the first page of the introduction, shows the first of the GWR's streamlined single car diesel railcar constructed in 1932 with AEC equipment.

Carrabasset - Parlour Car
RAILWAY ROLLING STOCK ALBUM
www.flickr.com/photos/45676495@N05/albums/72157624240221528

This 2 foot narrow gauge Parlour Car, was built in the style of the Sandy River and Rangeley Lakes Railroad, Parlour Car Rangley. The original Rangeley was built also as a 2 foot narrow gauge car in 1901 by the Jackson and Sharp Car Company. Sandy River and Rangeley Lakes Railroad was a narrow gauge common carrier railroad that operated approximately 112 miles (180 km) of track in Franklin County, Maine, from 1908-35. The former equipment from the SR&RL continues to operate in the present day on a revived, short segment of the railway in Phillips, Maine. Rangeley took it name from the final town and station on one of the arms of the original SR&RL route

Carrabasset was built in 2004 by the Ffestiniog Railway for a private railway in Oxfordshire. It was acquired by the Statfold Narrow Gauge Trust in May 2019. Carrabasment derives its apparently odd sounding name from the Carrabasset River which flows alongside the upper reaches of the SR&RL

Diolch am 90,606,726 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 90,606,726 amazing views, every one is greatly appreciated.

Shot 10.03.2022 Statfold Farm Light Railway, Tamworth, Staffs. Ref. 155-049

Carrabasset - Parlour Car
RAILWAY ROLLING STOCK ALBUM
www.flickr.com/photos/45676495@N05/albums/72157624240221528

This 2 foot narrow gauge Parlour Car, was built in the style of the Sandy River and Rangeley Lakes Railroad, Parlour Car Rangley. The original Rangeley was built also as a 2 foot narrow gauge car in 1901 by the Jackson and Sharp Car Company. Sandy River and Rangeley Lakes Railroad was a narrow gauge common carrier railroad that operated approximately 112 miles (180 km) of track in Franklin County, Maine, from 1908-35. The former equipment from the SR&RL continues to operate in the present day on a revived, short segment of the railway in Phillips, Maine. Rangeley took it name from the final town and station on one of the arms of the original SR&RL route

en.wikipedia.org/wiki/Sandy_River_and_Rangeley_Lakes_Rail...

Carrabasset was built in 2004 by the Ffestiniog Railway for a private railway in Oxfordshire. It was acquired by the Statfold Narrow Gauge Trust in May 2019. Carrabasment derives its apparently odd sounding name from the Carrabasset River which flows alongside the upper reaches of the SR&RL

Diolch am 90,606,726 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 90,606,726 amazing views, every one is greatly appreciated.

Shot 10.03.2022 Statfold Farm Light Railway, Tamworth, Staffs. Ref. 155-048

Saxa Salt Wagon . Narrow Gauge
RAILWAY ROLLING STOCK ALBUM
www.flickr.com/photos/45676495@N05/albums/72157624240221528

I would imagine this is a recreation, built for or by Statfold Barn Railway, and appears to be all metal. Never-the-less they were an iconic site on standard gauge railways. The standard gauge versions were made of wood sharing the peaked roof and decals with this wagon.

Hornby produced a Saxa Salt wagon, back in the 1950s.

Saxa has been described by The Independent as one of "Britain's best-known food brands listed alongside the likes of Bisto and Hovis bread.

Diolch am 90,606,726 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 90,606,726 amazing views, every one is greatly appreciated.

Shot 10.03.2022 Statfold Farm Light Railway, Tamworth, Staffs. Ref. 155-047

Orenstein and Koppel (manufacturers plate)
RAILWAY ROLLING STOCK ALBUM
www.flickr.com/photos/45676495@N05/albums/72157624240221528

Orenstein and Koppel (normally abbreviated to "OK;) was a major German engineering company specialising in railway vehicles, escalators, and heavy equipment. It was founded on April 1, 1876, in Berlin by Benno Orenstein and Arthur Koppel.

O&K expanded to build freight and passenger cars, and above all, excavators for construction. The company also built other heavy equipment, including graders, dump trucks, forklift trucks, compressors, crawler loaders, wheeled loaders, road rollers, and truck cranes. The company also began manufacturing escalators, transmissions, rapid-transit railway lines, buses, tractors, and cargo ships. Passenger liners, shipboard cranes, and shipbuilding enterprises rounded out the company's profile. The company quickly recovered from the post WW1 restrictions, By 1935, business had recovered and the company produced 5,299 locomotives. They also delivered some broad gauge CSÉT shunting locomotives with a gauge of 5 ft 3 in (1,600 mm) to the Irish Sugar Company (Comlucht Siúcre Éireann) in Ireland (2 of which have been preserved).

After the end of the Second World War, the locomotive plant in Nordhausen went idle. Under the German Democratic Republic, O&K changed its name to the VEB Company, and resumed heavy mechanical manufacturing at Nordhausen, producing cable-operated excavator shovels, among other things.

By 1946, the Babelsberg factory resumed production of locomotive boilers, and one year later the plant delivered its first postwar locomotive. Construction of steam locomotives ended in 1969, leaving diesel-hydraulic locomotives as the company's priority. The company's last diesel locomotive was the DB Class V 60D, manufactured until 1976. Over the course of 30 years as LKM, the company produced approximately 7,760 locomotives; of which around a third went for export.

O&K pulled out of the railway business in 1981. Its escalator-manufacturing division was spun off to the company's majority shareholder at the time, Friedrich Krupp AG Hoesch-Krupp, in 1996, leaving the company to focus primarily on construction machines The construction-equipment business was sold to New Holland Construction, at the time part of the Fiat Group, in 1999

Diolch am 90,595,716 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 90,595,716 amazing views, every one is greatly appreciated.

Shot 10.03.2022 Statfold Farm Light Railway, Tamworth, Staffs. Ref. 155-046

A tourist information folder giving details in German and English issued by the Bayerische Zugspitzbahn, the mountain rack railway that runs from Garmisch-Partenkirchen to allow access to the Zugspitze, the highest mountain in Germany. Opened in sections between 1928 and 1930 its upper terminus, as seen here, was at Schneefernerhaus. This was then an hotel that opened in 1931. However in recent decades the upper section of the railway, in tunnel, has been re-routed to a new summit terminus and the hotel, that finally closed in 1992, is now a research station.

The folder's front cover shows one of the locomotive hauled trains as well as the overhead catenary used to power the locomotives. These original AEG locomotives have long since been replaced. The strapline "Bergbahn auf Deutschlands höchsten Gipfel" reads "cable car to Germany's highest peak".

A tourist information folder giving details in German and English issued by the Bayerische Zugspitzbahn, the mountain rack railway that runs from Garmisch-Partenkirchen to allow access to the Zugspitze, the highest mountain in Germany. Opened in sections between 1928 and 1930 its upper terminus, as seen here, was at Schneefernerhaus. This was then an hotel that opened in 1931. However in recent decades the upper section of the railway, in tunnel, has been re-routed to a new summit terminus and the hotel, that finally closed in 1992, is now a research station.

The folder's inner fold shows a sketch map of the railway along with the various connections of the Zugspitzbahnen - the Zugspitz Railways that include the Tiroler Zugspitzbahn, the cable car and walking tunnel links as well as the main railways and bus routes.

A tourist information folder giving details in German and English issued by the Bayerische Zugspitzbahn, the mountain rack railway that runs from Garmisch-Partenkirchen to allow access to the Zugspitze, the highest mountain in Germany. Opened in sections between 1928 and 1930 its upper terminus, as seen here, was at Schneefernerhaus. This was then an hotel that opened in 1931. However in recent decades the upper section of the railway, in tunnel, has been re-routed to a new summit terminus and the hotel, that finally closed in 1992, is now a research station.

The folder's back cover shows the happy sunshine, complete with a Bayerische Zugspitzbahn cap, beaming down on the Hotel Schneefernerhaus.

Mitropa - the Mitteleuropäische Schlafwagen- und Speisewagen Aktiengesellschaft (German for Central European Sleeping and Dining Cars Incorporated) was formed in 1916 and entered into business on 1 January 1917 and although, as described in this booklet, the company's aim was to "help, maintain and develop friendly and neighborly relations among the various countries" Mitropa, the name a contraction of the German "Mitteleuropa", was a child of war. The reality was that this was the state railways of the Central Powers taking over the sleeper car and railway dining facilities that had previously been run by the now enemy owned CIWL - Compagnie Internationale des Wagons-Lits.

Mitropa prospered in postwar years when it retained such facilities in Germany and Austria when CIWL returned to other 'lost' routes and operators. Mitropa services included some international routes such as into the Netherlands, Switzerland and Italy. The booklet notes that in recnet years (1928) they began to operate dining cars between St. Moritz and Tirano as well as, in 1929, on the Rhetian/Rhaetian Railway. The sleeping car and restaurant services, operated by a fleet of over 650 carriages, were maintained at various workshops and service depots including those at Berlin Falkensee, central kitchens in Berlin and Hamburg as well as central laundries at Berlin Lehrter Bahnhof.

The company also provided services to some shipping and ferry services and were moving into the new world of commercial aviation. This included the "Mitropa Airport Restaurant" at the Central Airport, Berlin, at Templehof. From 1928 Mitropa provided in-flight services for certain Lufthansa flights to Paris and London.

The booklet is tri-lingual and the cover is in the corporate burgundy-red and features the original version of the logo with the eagle-M that was designed by German graphic designer Karl Schulpig (1884 - 1948). Mitropa's services for the Deutsche Reichsbahn grew and faded in tandem with effects of World War Two and in post-war years Mitropa survived as the service provider for the East German railways, on rail and at stations, whilst DSG operated in West Germany and on Deutsche Bundesbahn's services. The company diversified into motorway service stations .Upon reunification and the subsequent 1994 merger of the railways to form Deutsche Bahn Mitropa again became the national service provider, until after making losses a restructured company became part of Compass in 2004 and the Mitropa name vanished in 2006.

This page shows the repair workshops at Falkensee near Berlin - Ansicht aus einer der Mitropa-Ausbesserungswerkstätten, Falkensee bei Berlin.

Mitropa - the Mitteleuropäische Schlafwagen- und Speisewagen Aktiengesellschaft (German for Central European Sleeping and Dining Cars Incorporated) was formed in 1916 and entered into business on 1 January 1917 and although, as described in this booklet, the company's aim was to "help, maintain and develop friendly and neighborly relations among the various countries" Mitropa, the name a contraction of the German "Mitteleuropa", was a child of war. The reality was that this was the state railways of the Central Powers taking over the sleeper car and railway dining facilities that had previously been run by the now enemy owned CIWL - Compagnie Internationale des Wagons-Lits.

Mitropa prospered in postwar years when it retained such facilities in Germany and Austria when CIWL returned to other 'lost' routes and operators. Mitropa services included some international routes such as into the Netherlands, Switzerland and Italy. The booklet notes that in recnet years (1928) they began to operate dining cars between St. Moritz and Tirano as well as, in 1929, on the Rhetian/Rhaetian Railway. The sleeping car and restaurant services, operated by a fleet of over 650 carriages, were maintained at various workshops and service depots including those at Berlin Falkensee, central kitchens in Berlin and Hamburg as well as central laundries at Berlin Lehrter Bahnhof.

The company also provided services to some shipping and ferry services and were moving into the new world of commercial aviation. This included the "Mitropa Airport Restaurant" at the Central Airport, Berlin, at Templehof. From 1928 Mitropa provided in-flight services for certain Lufthansa flights to Paris and London.

The booklet is tri-lingual and the cover is in the corporate burgundy-red and features the original version of the logo with the eagle-M that was designed by German graphic designer Karl Schulpig (1884 - 1948). Mitropa's services for the Deutsche Reichsbahn grew and faded in tandem with effects of World War Two and in post-war years Mitropa survived as the service provider for the East German railways, on rail and at stations, whilst DSG operated in West Germany and on Deutsche Bundesbahn's services. The company diversified into motorway service stations .Upon reunification and the subsequent 1994 merger of the railways to form Deutsche Bahn Mitropa again became the national service provider, until after making losses a restructured company became part of Compass in 2004 and the Mitropa name vanished in 2006.

This shows a modern Mitropa sleeping-car compartment - Ein modernes Mitropa-Schlafwagen-Abteil für die Nacht hergerichtet.

Mitropa - the Mitteleuropäische Schlafwagen- und Speisewagen Aktiengesellschaft (German for Central European Sleeping and Dining Cars Incorporated) was formed in 1916 and entered into business on 1 January 1917 and although, as described in this booklet, the company's aim was to "help, maintain and develop friendly and neighborly relations among the various countries" Mitropa, the name a contraction of the German "Mitteleuropa", was a child of war. The reality was that this was the state railways of the Central Powers taking over the sleeper car and railway dining facilities that had previously been run by the now enemy owned CIWL - Compagnie Internationale des Wagons-Lits.

Mitropa prospered in postwar years when it retained such facilities in Germany and Austria when CIWL returned to other 'lost' routes and operators. Mitropa services included some international routes such as into the Netherlands, Switzerland and Italy. The booklet notes that in recnet years (1928) they began to operate dining cars between St. Moritz and Tirano as well as, in 1929, on the Rhetian/Rhaetian Railway. The sleeping car and restaurant services, operated by a fleet of over 650 carriages, were maintained at various workshops and service depots including those at Berlin Falkensee, central kitchens in Berlin and Hamburg as well as central laundries at Berlin Lehrter Bahnhof.

The company also provided services to some shipping and ferry services and were moving into the new world of commercial aviation. This included the "Mitropa Airport Restaurant" at the Central Airport, Berlin, at Templehof. From 1928 Mitropa provided in-flight services for certain Lufthansa flights to Paris and London.

The booklet is tri-lingual and the cover is in the corporate burgundy-red and features the original version of the logo with the eagle-M that was designed by German graphic designer Karl Schulpig (1884 - 1948). Mitropa's services for the Deutsche Reichsbahn grew and faded in tandem with effects of World War Two and in post-war years Mitropa survived as the service provider for the East German railways, on rail and at stations, whilst DSG operated in West Germany and on Deutsche Bundesbahn's services. The company diversified into motorway service stations .Upon reunification and the subsequent 1994 merger of the railways to form Deutsche Bahn Mitropa again became the national service provider, until after making losses a restructured company became part of Compass in 2004 and the Mitropa name vanished in 2006.

These views are of the company's services, dining cars on the Bernina Railway in Switzerland and of the highest point for Mitropa services, at 2091m, the Mitropa station restaurant at Alp Grüm on the Railway. Diese Ansichten zeigen die Dienste des Unternehmens, Speisewagen auf der Berninabahn in der Schweiz und den höchsten Punkt für Mitropa-Dienste, auf 2091 m, das Bahnhofsrestaurant Mitropa auf der Alp Grüm an der Bahn.

In the special International Railway Congress issue of the Railway Gazette for 1954 English Electric splashed out with their advertising budget taking a series of full colour pages for adverts looking at the company's lineage and products. English Electric had been formed in December 1918 and brought together a number of companies who had been involved in electrical and mechanical engineering along with wartime munitions work. Of the various concerns it was Dick, Kerr of Preston who had been most involved in transport; primarily tramways but also in railways. The following year EE purchased the Siemens Brothers Dynamo Works Limited at Stafford, works that were to become a major centre of EE activity.

Postwar and the early 1920s saw EE, like many other industrial concerns, struggle financially and in 1928 it was necessary to restructure and recapitalise the company to keep it as a going concern. By 1930 it was announced that much of the capital behind the restructuring came from the American Westinghouse businesses. EE now prospered somewhat to become one of the major UK electrical companies alongside GEC and the AEI group. During WW2 EE became involved in aircraft construction and, by acquiring Napier the aero engine company, the post-war aviation business became an important sector. In 1960 this became part of the new British Aircraft Corporation as the sector raionalised under Government pressure.

In terms of railway work, EE made many traction motors and electrification equipment that were used in 1930s schemes for expansion at London Underground and the Southern Railway. The construction of diesel locomotives began in 1936. In post WW2 years EE acquired both the Vulcan Foundry and Robert Stephenson and Hawthorns Ltd in 1955 to strengthen the business. As can be seen from the adverts much of EE's output had been in the form of exports and the UK railway stock shown dated back, some to pre-EE days. In a way the lack of UK materials shows the slow progress that the newly Nationalised British Railways were making in terms of Modernisation and the undertaking's somewhat slow pace in the replacement of steam with diesel and electric traction. In the years after 1954/55 as BR's Modernisation Plan took hold EE did supply many new items of rolling stock to BR.

In the special International Railway Congress issue of the Railway Gazette for 1954 English Electric splashed out with their advertising budget taking a series of full colour pages for adverts looking at the company's lineage and products. English Electric had been formed in December 1918 and brought together a number of companies who had been involved in electrical and mechanical engineering along with wartime munitions work. Of the various concerns it was Dick, Kerr of Preston who had been most involved in transport; primarily tramways but also in railways. The following year EE purchased the Siemens Brothers Dynamo Works Limited at Stafford, works that were to become a major centre of EE activity.

Postwar and the early 1920s saw EE, like many other industrial concerns, struggle financially and in 1928 it was necessary to restructure and recapitalise the company to keep it as a going concern. By 1930 it was announced that much of the capital behind the restructuring came from the American Westinghouse businesses. EE now prospered somewhat to become one of the major UK electrical companies alongside GEC and the AEI group. During WW2 EE became involved in aircraft construction and, by acquiring Napier the aero engine company, the post-war aviation business became an important sector. In 1960 this became part of the new British Aircraft Corporation as the sector raionalised under Government pressure.

In terms of railway work, EE made many traction motors and electrification equipment that were used in 1930s schemes for expansion at London Underground and the Southern Railway. The construction of diesel locomotives began in 1936. In post WW2 years EE acquired both the Vulcan Foundry and Robert Stephenson and Hawthorns Ltd in 1955 to strengthen the business. As can be seen from the adverts much of EE's output had been in the form of exports and the UK railway stock shown dated back, some to pre-EE days. In a way the lack of UK materials shows the slow progress that the newly Nationalised British Railways were making in terms of Modernisation and the undertaking's somewhat slow pace in the replacement of steam with diesel and electric traction. In the years after 1954/55 as BR's Modernisation Plan took hold EE did supply many new items of rolling stock to BR.

This page is dominated by one of the Victorian Railways "L-class" electric locomotives that were constructed in 1953/54 primarily for the Gippsland electrification scheme. They are similar to the RENFE Class 277 locomotives.

In the special International Railway Congress issue of the Railway Gazette for 1954 English Electric splashed out with their advertising budget taking a series of full colour pages for adverts looking at the company's lineage and products. English Electric had been formed in December 1918 and brought together a number of companies who had been involved in electrical and mechanical engineering along with wartime munitions work. Of the various concerns it was Dick, Kerr of Preston who had been most involved in transport; primarily tramways but also in railways. The following year EE purchased the Siemens Brothers Dynamo Works Limited at Stafford, works that were to become a major centre of EE activity.

Postwar and the early 1920s saw EE, like many other industrial concerns, struggle financially and in 1928 it was necessary to restructure and recapitalise the company to keep it as a going concern. By 1930 it was announced that much of the capital behind the restructuring came from the American Westinghouse businesses. EE now prospered somewhat to become one of the major UK electrical companies alongside GEC and the AEI group. During WW2 EE became involved in aircraft construction and, by acquiring Napier the aero engine company, the post-war aviation business became an important sector. In 1960 this became part of the new British Aircraft Corporation as the sector raionalised under Government pressure.

In terms of railway work, EE made many traction motors and electrification equipment that were used in 1930s schemes for expansion at London Underground and the Southern Railway. The construction of diesel locomotives began in 1936. In post WW2 years EE acquired both the Vulcan Foundry and Robert Stephenson and Hawthorns Ltd in 1955 to strengthen the business. As can be seen from the adverts much of EE's output had been in the form of exports and the UK railway stock shown dated back, some to pre-EE days. In a way the lack of UK materials shows the slow progress that the newly Nationalised British Railways were making in terms of Modernisation and the undertaking's somewhat slow pace in the replacement of steam with diesel and electric traction. In the years after 1954/55 as BR's Modernisation Plan took hold EE did supply many new items of rolling stock to BR.

In the special International Railway Congress issue of the Railway Gazette for 1954 English Electric splashed out with their advertising budget taking a series of full colour pages for adverts looking at the company's lineage and products. English Electric had been formed in December 1918 and brought together a number of companies who had been involved in electrical and mechanical engineering along with wartime munitions work. Of the various concerns it was Dick, Kerr of Preston who had been most involved in transport; primarily tramways but also in railways. The following year EE purchased the Siemens Brothers Dynamo Works Limited at Stafford, works that were to become a major centre of EE activity.

Postwar and the early 1920s saw EE, like many other industrial concerns, struggle financially and in 1928 it was necessary to restructure and recapitalise the company to keep it as a going concern. By 1930 it was announced that much of the capital behind the restructuring came from the American Westinghouse businesses. EE now prospered somewhat to become one of the major UK electrical companies alongside GEC and the AEI group. During WW2 EE became involved in aircraft construction and, by acquiring Napier the aero engine company, the post-war aviation business became an important sector. In 1960 this became part of the new British Aircraft Corporation as the sector raionalised under Government pressure.

In terms of railway work, EE made many traction motors and electrification equipment that were used in 1930s schemes for expansion at London Underground and the Southern Railway. The construction of diesel locomotives began in 1936. In post WW2 years EE acquired both the Vulcan Foundry and Robert Stephenson and Hawthorns Ltd in 1955 to strengthen the business. As can be seen from the adverts much of EE's output had been in the form of exports and the UK railway stock shown dated back, some to pre-EE days. In a way the lack of UK materials shows the slow progress that the newly Nationalised British Railways were making in terms of Modernisation and the undertaking's somewhat slow pace in the replacement of steam with diesel and electric traction. In the years after 1954/55 as BR's Modernisation Plan took hold EE did supply many new items of rolling stock to BR.

This double page spread shows a range of locomotives from 1890 to 1954. These include the City & South London Railway's original locomotives from 1890, the Waterloo and City Railway's original multiple stock units from 1899 and the various Lancastrian electrifications carried out in the years prior to the First World War; these include the Lancashire & Yorkshire's pioneering Liverpool to Southport scheme that is still electrified as well as the long abandoned Bury - Holcombe line that used overhead whilst the rest of the Bury - Manchester line was provided with third-rail. The North Eastern Railway's Newport - Shildon line, with the first 1500v DC overhead that was likely intended to form the basis of the NER's more widespread adoption of electric traction. Amongst the export stock there appears; Japanese National Railway (Imperial Government Railways of Japan), Midi Railway of France, South Indian Railway's Madras suburban stock, Ceylon Government Railways diesel electric multiple units, Egyptian State Railways, the RENFE 3000v DC locomotives and equipment supplied to the Estrada de Ferros Santos a Jundial and the Rede Ferroviaria Do Nordeste Brazil. Of interest are two of the diesel and diesel electric units built for the pre-Nationalisation London Midland & Scottish Railways including the prototype locomotive 10000.