The brand London Transport came into being in 1933 and remained until 2000. Prior to 1933, the transport system in London was owned and managed by several independent and separate organisations. The Underground railways were developed and owned by the Underground Electric Railways Company of London (est. 1902) and the Metropolitan Railway (est. 1863) whilst the Tram and Trolleybus networks were under the control of various local authorities and public companies. The London County Council operated tram routes within the County of London but its responsibility did not extend to the bus or tram routes that ran outside its area and it did not hold responsibility for the railways which also extended into neighbouring counties. From 1933, the London Passenger Transport Board (LPTB) was established in accordance with the 1933 London Passenger Transport Act and covered both the County of London and adjacent counties within a 48-km radius. For the first time services within the London area were amalgamated. A significant proportion of tram routes were brought under the responsibility of the LPTB, as were the Underground Electric Railways Company of London lines and the bus services; this became known as the London Passenger Transport Area. It was then that the familiar ‘roundel symbol’ (designed in 1918) and the tube map designed in 1931 were adopted by the LPTB. The second World War was to cause some disruption to the ongoing programme, resulting in delays and also the abandonment of some projects. During the post war years, the transport authority was the London Transport Executive until 1962. It was taken into public ownership and London Transport and British Railways were under the same jurisdiction for the first and only time. It was during this time that recruitment began directly from the Caribbean and work began on resolving war damage to stock and stations as well as the completion of projects previously delayed during the war. The post-war years also saw some major developments within London transport, including the withdrawal of both trams and trolleybuses and the introduction of the iconic AEC Routemaster bus in 1956. From 1963, the transport authority was the London Transport Board until 1969 and it reported directly to the Ministry of Transport and no longer held direct association with the management of British Railways. Public transport was not heavily invested in during this period and motor cars increased in popularity. Unprofitable railways across Britain were also closed. The 1960s also witnessed the opening of the underground Victoria line and also the introduction of the single-deck bus. From 1970, the Greater London Council was the transport authority and remained so until 1984. Control of green-coloured country buses and Green Line Coaches were passed on to London Country Bus Services which became part of the National Bus Company. As with many organisations during this period, London transport suffered a severe lack of funding from central government as well as major staff shortages. The inter-modal zonal ticketing system was also introduced in 1981. From 1984-2000 London Regional Transport was the transport authority and was also under direct state control, reporting to the Secretary of State for Transport. Under the London Regional Transport Act in the 1980s subsidiary companies were established to run Underground and bus services. This period also saw the inclusion of British Rail services into fare options and the opening of the Docklands Light Railway in 1987. From 2000 to the present day, the transport authority has been Transport for London (TfL). Unlike its predecessors, it has never been commonly known as London Transport and holds responsibility for many other transportation functions such as road management, taxi and private hire licensing and also cycling and walking. Responsibility for the Underground was not given until 2003. TfL have been the longest running transportation organisation in London to date.

“British Railways” is the expression commonly used to describe the business run by the following legal entities: • Railway Executive (1948 – 1952) • British Transport Commission (1952 – 1963) • British Railways Board (1963 – 1993) Railways were nationalised on 1st January 1948 when the assets of the railways in Great Britain were vested in the British Transport Commission (BTC), a state-owned corporation created by the Transport Act 1947. Between 1948 and 1952 the business of operating the railways was carried on by the Railway Executive, a state-owned corporation, subsidiary to BTC. The Railway Executive was abolished in 1952 and BTC took over direct responsibility for the railways. Before 1948 there was no brand that was identified with the whole of the railways of Great Britain, only the separate brands of the Group companies, Southern, Great Western, London, Midland and Scottish and London and North Eastern, and London Transport. The railways were run under the corporate identity “British Railways” from 1948 by both the Railway Executive and BTC. The public manifestations of this were the words themselves on vehicles and premises, quasi-heraldic devices on locomotives (the so-called “cycling lion” followed by the “ferret and dartboard”) and the lozenge shape adopted (and clearly inspired by London Transport’s very similar logo) for station names. When the nationalised transport industry was reorganised in 1963, BTC was itself abolished and a new statutory corporation created to run the railways. This was British Railways Board (BRB). The name most closely associated with the national railway system had now become part of the name of the corporate entity, (i.e. the legal person, entitled as a matter of law to own property, to enter into contracts, and to sue (or be sued) in the courts and be prosecuted for breaches of the criminal law) which owned the assets and business of the railways of Great Britain. As a result of the corporate rebranding carried out in 1965 the business name, or brand name (as it was now expressly recognised to be), was shortened to “British Rail”. However, BRB retained the full “British Railways” in its title until its eventual abolition under the provisions of the Transport Act 2000.

The Transport Act 1947 nationalised virtually all British transport, including the railways, waterways, and road haulage. These were transferred to a newly-created operating body, the British Transport Commission (BTC). The British Transport Commission began operations on 1st January 1948, under Chairman Sir (later Lord) Cyril Hurcomb. At this time, the British Transport Commission acquired the “Big Four” grouped railways, with virtually all minor railways as well, together with the London Passenger Transport Board. This automatically transferred the assets of the rail companies to BTC, including ships, ports, hotels, and investments in bus, coach, and haulage companies. Two bus companies, Tilling and Scottish Motor Traction, were soon added, as well as long-distance road hauliers. The Transport Act charged the British Transport Commission with the task of charged with “integrating” various forms of transport into single public service. The British Transport Commission did not directly operate transport services. Operations were delegated to five separately appointed executives: Docks and Inland Waterways, Hotels, London Transport, Road Transport, and Railways. The Railways Executive operated under the name British Railways. In 1949, the Road Transport Executive was divided into two separate executives: Road Haulage and Road Passenger. The Commission exercised financial control over these Executives, and managed them through schemes of delegation. The Commission attempted to fulfil its statutory duty to “integrate” public transport by introducing Area Schemes. These were designed to establish regional monopolies for road passenger transport, ports, and harbours. “Integration” was also to be promoted through Charges Schemes, in which the true costs of different modes of transport were to be reflected in the charges. This was designed to attract traffic to the most economic and efficient mode of transport. The structure of Executives was dramatically altered by the Transport Act 1953, which abolished all Executives, with the exception of London Transport. Responsibility for the operation and maintenance of transport systems was delegated to the chief regional managers. The railways were reorganised into a system of area boards for each of its six regions. In September 1953, Sir Brian Robertson became Chairman. Disposal of the haulage fleet also began at this time, but a lack of buyers made this difficult. Rising costs, industrial action and competition from road traffic meant that the British Transport Commission was in financial trouble by 1955. It sought relief from this by publishing The Modernisation and Re-equipment of British Railways, a plan which proposed an investment in the railways of £1,240m over fifteen years. The main features of this plan were the replacement of steam with electric and diesel traction, the electrification of principle routes, and the introduction of new coaching stock. Despite the modernisation plan, the financial position of the British Transport Commission worsened. Two government reviews, in 1956 and 1959, concluded that the Commission was unwieldy and had an insufficiently commercial outlook. Sir Brian Robertson retired in May 1961, and was replaced by Dr Richard Beeching. The BTC was abolished by the Transport Act 1962. It was replaced with five new authorities that were answerable to the Minister of Transport: the British Railways Board, the British Transport Docks Board, the British Waterways Board, the London Transport Board, and the Transport Holding Company. Dr Beeching became chair of the British Railways Board.

In 1918 Polish State Railways (Polish name: Polskie Koleje Państwowe or PKP) was formed following the First World War after Poland gained independence and took over 2,627 miles of railway lines in the territory formerly under Prussian rule, 2,707 miles from the former Austrian territory and 4,575 miles from the Russians. In 1922 the entire railway network in Poland was divided into 9 districts: Warsaw, Radom, Vilnius, Kraków, Lviv, Stanyslaviv, Katowice, Poznań and Gdańsk. During the interwar period from 1931 to 1939 the construction of the Warsaw Main Railway Station was completed. PKP electrified more than 6,214 miles (10,000 km) of lines from 1936 to 1987. In 1939 PKP was divided into eight regions; Warsaw, Torun, Poznan, Katowice, Cracow, Radom, Lwow and Wilno, with the headquarters of PKP located in Warsaw. During the Second World War the railway was subjected to widespread bombing WW2 as it was a crucial part of the German war effort and in 1945 PKP began rebuilding the railway under Soviet occupation. Repairs were performed by the main workshops in Brest, Bydgoszcz, Lviv, Łapy, Nowy Sącz, Ostrów Wielkopolski, Piotrowice Śląskie, Poznań, Radom, Pruszków, Stanyslaviv, Stryi, Tarnów, Tczew, Warsaw-Praga and Eastern Warsaw. The 139 mile route built in 1971 to 1977 between Silesia – Zawiercie – Włoszczowa – Idzikowice – Grodzisk Mazowiecki – Warsaw, known as the Central Mainline (CMK), was the largest investment of Polish State Railways after the war. After 1990, infrastructural investments were abandoned, with the exception of replacement work. The Polish railway network shortened from 14,292 miles to 11,806 miles of which 7,418 miles were electrified. From 1991 the number of passengers using PKP decreased with the closure of some secondary lines and narrow gauge sections. The Polish State Railways Joint Stock Company (Polish name: Polskie Koleje Państwowe Spółka Akcyjna (PKP S.A.) was established on 1 January 2001 as a result of this commercialisation of the Polish State Railways state enterprise.

On 9th February 1855, the Imperial Government of Brazil signed a contract with Edward Price for the construction of the first section of a railway. Work commenced on the Central Railway of Brazil on 11th June 1855, and on 29th March 1858, the 48km section from Rio de Janeiro to Freguesia de Nossa Senhora da Conceicao de Marapicu was completed. On March 16, 1957 the company came under the control of Rede Ferroviária Federal S.A. (RFFSA).

In 1929 Vickers Ltd and Cammell Laird merged their rolling stock activities in a new company, the Metropolitan-Cammell Carriage, Wagon and Finance Company Ltd with Vickers and Cammell Laird each holding 50% of the shares of the new company. Following the Second World War, the company manufactured carriages for the railways of the world, including UK, USA, Canada, South Africa, Hong Kong, Singapore, Brazil, Jamaica, and Egypt. In addition, the company manufactured mineral wagons, diesel multiple units and locomotives. However, over this period of sustained high output, international industrial development together with reductions in home market demand as orders were fulfilled, led to the necessity to reduce capacity and in 1962 the Saltley Works were closed and eventually the whole enterprise was concentrated at the Midland Works offices at Leigh Road, Washwood Heath. In the 1970s Metro-Cammell specialised in the design and construction of rapid transit vehicles for customers such as London Underground, Tyne and Wear Metro, Hong Kong Mass Transit Corporation and the Kowloon Canton Railway Corporation. They also built Maglev vehicles for Birmingham Airport, diesel multiple units for BR and Mk IV coaches for BR. In May 1989 the Laird Group sold their transportation interests to GEC Alsthom and Metro-Cammell became part of the new Anglo-French Power Generation and Transportation Group. This led to involvement in the construction of the Eurostar trains for the Channel Tunnel project. The name Metro Cammell disappeared forever in 1998 when the owners floated the company under the name Alstom.

In 1900 the British Westinghouse Electrical & Manufacturing Co Ltd bought land in Trafford Park and built a factory which went into production in 1902 for the manufacture of mechanical and electrical equipment for the generation, transmission and use of electricity. In 1919, Trafford Park Works became owned by British Westinghouse’s successor, Metropolitan-Vickers Electrical Company (MV). The main shops, in common with factory construction throughout Trafford Park, were single floor type, with bays 1,000 feet in length, and had direct railway communication with the docks and trunk systems of the country. The main office block was a copy of the Westinghouse building in Pittsburgh, USA and the factory was to the American design and used imported steelwork for construction. Products manufactured at the Works included gas engines, stationary steam engines, electric generators, transformers, switchgear, meters, motors, control gear, and arc lamps. During the First World War, British Westinghouse built some small petrol-electric locomotives for the War Department Light Railways. In 1928 the Works were taken over by Associated Electrical Industries (AEI), which merged Metropolitan-Vickers and British Thomson-Houston, though these two companies continued their own trading names. Traction design and manufacture was always a minority of the workload at Trafford Park with the largest operations generally turbine manufacture. Very few vehicles were built there, and traction machines (i.e. motors, inductors and generators) were largely built in other places – notably at Sheffield or Rugby. Trafford Park traction manufacture was largely that of assembling control gear – contactors, switches, drivers’ controllers, camshaft controllers, relays etc. and building these into frames or equipment boxes for installation in vehicles made elsewhere. An important part of the Trafford Park Works site was the general switchgear operation, mainly for generation or distribution installations. The on-site Switchgear Testing Company was a “testing house” for these products and contributed to testing and development of traction circuit breakers and switchgear. During the Second World War MV acting for the Ministry of Aircraft Production produced more than a thousand Lancaster Bombers in the adjacent Mosley Road building. The company also manufactured war munitions and in the laboratories developed what became known as Radar. In 1959 the newly formed AEI Traction Division established its headquarters at Trafford Park, with a product range that included electric and diesel-electric locomotives; electrical equipment for tram-cars, trolley buses and trolley mining locomotives and traction motors. AEI was taken over by the General Electric Company (GEC) in 1967 whose Witton Works closed in 1969, with the design office and traction manufacture transferred to Trafford Park, as a result of the GEC reorganisation and mergers. GEC Traction Ltd took over the Works in 1972. In 1990 the former Low Voltage Switchgear site at Trafford Park (West Works) was renovated to be the new manufacturing facility for GEC Alsthom Traction, with an electronics workshop, machine shop and plating baths, and an assembly shop for switchgear, equipment cases and power modules. This building was vacated in 1998 when power modules and switchgear was moved to Tarbes in south west France. The Works housed the administrative, commercial and accounting functions, the majority of the design departments and the development section with its associated workshops and laboratories. The manufacturing area was devoted primarily to the production of components of traction control and railway signalling equipment. In 1993, as part of the rationalisation of the equipment group, it was announced that the headquarters of GEC Alsthom Traction would move to Preston, leaving only Power Module design and manufacture at Manchester, with the eventual closing of all activities at Trafford Park in 1998. The iconic original Westinghouse building was demolished and the site is now (2015) largely devoted to container handling and logistics operations.