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.

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.

Metropolitan-Vickers Electrical Co Ltd was the new trading name given to British Westinghouse Electric and Manufacturing Co on 8 September 1919. The predecessor company had sold its controlling share to the Metropolitan Carriage Wagon Co in 1916 in order to gain membership of the Federation of British Industries. In 1919, Vickers acquired the Metropolitan Carriage Wagon Co, along with its controlling share in British Westinghouse, prompting the change in name to Metropolitan-Vickers Electrical Co Ltd. The American owned British Westinghouse had established its English operations at Trafford Park in 1899, and Metropolitan-Vickers Electrical Co Ltd continued on the same site from 8 September 1919. The company was initially known for its electricity generators, later diversifying into the manufacture of steam turbines, switchgear, transformers, electronics and railway traction equipment. The passing of the Electricity (Supply) Act in 1926 provided a boost to the company’s post-war fortunes, with the creation of the National Grid generating demand for the company's products. In 1928, Metropolitan-Vickers Electrical Co Ltd merged with its rival British Thomson Houston Co Ltd, retaining both names for trading purposes. The following year, on 4 January 1929, Associated Electrical Industries Ltd (AEI) acquired Metropolitan-Vickers Electrical Co Ltd and the British Thomson Houston Co Ltd. Again, both trading names were retained, and a fierce rivalry was established between the firms which the parent company was unable to control. In 1931, Sir Felix Pole joined Metropolitan-Vickers Electrical Co Ltd as its new chairman. He oversaw a period of expansion for the company leading into the Second World War. In 1939, seeking a more concise name for the company, the Board of Directors decided upon Metrovicks, which became interchangeable with the official company name of Metropolitan-Vickers Electrical Co Ltd. Under Sir Felix Pole's chairmanship, Metropolitan-Vickers developed new products for the aviation industry and during the war was one of the sites where Lancaster bombers were built. In 1941, the company developed the first British axial-flow jet engine, the Metrovick F.2. Following the Second World War, the company appointed Oliver Lyttelton as chairman, with the aim of increasing the efficiency and productivity of AEI. Despite his success in achieving this aim, Lyttelton was unable to resolve the commercial rivalry between Metropolitan-Vickers Electrical Co Ltd and the British Thomson Houston Co Ltd. During his second period as chairman, from 1954-1963, Lyttelton, now Lord Chandos, oversaw the development by Metropolitan-Vickers Electrical Co Ltd of the first commercial transistor computer, the Metrovick 950. Chandos also resolved to extinguish the competition and internal divisions between Metropolitan-Vickers Electrical Co Ltd and the British Thomson Houston Co Ltd, and both company names ceased to be used from 1 January 1960, with all subsidiaries going on to trade under the name of Associated Electrical Industries Ltd.

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.

In 1947, a major portion of the North Western Railways 8,122 kilometer route (5,048 mi) was transferred to Pakistan and named the Pakistan Western Railway. The remaining 3,133 route kilometers (1,947 mi) were transferred to Indian control. In May 1974 it was renamed Pakistan Railways.

The New South Wales Government Railways (NSWGR) were operated by the New South Wales Government from 1855 who administered all the railway lines in the New South Wales area from headquarters in Sydney. The lines ranged from Brisbane (Queensland) and Broken Hill (South Australian Frontier) to Albury (Victorian Frontier). Between 1855 and 1932 the operation of NSWGR changed many times, altering between a Chief Commissioner with sole authority and groups of commissioners who shared responsibility. After the 1932 amendment of the Railways Act by the Transport (Division of Factions) Act, NSWGR was replaced by the Department of Railways New South Wales.