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Title
RENFE locomotive number 7701, Indian Railways, Nigerian Railways and British Transport Commission general outlines and mechanical details
Reference
GEC/2/2/2/312
Production date
1949 - 1956

Creator

English Electric Company Limited Biography Biography
The English Electric Company was formed on 14th December 1918 and over the following year acquired Dick, Kerr & Company of Preston, Willans & Robinson of Rugby, the Phoenix Dynamo Manufacturing Company of Bradford, and Coventry Ordnance Works. After the First World War the various German owned Siemens works were distributed to different UK companies and in November 1919 English Electric acquired the Siemens Brothers Dynamo Works at Stafford, which became the company headquarters in 1931. Coventry Ordnance, primary output naval guns, did not feature in the gradual product rationalisation which took place between the First World and Second world Wars. Willans & Robinson’s Rugby works specialised in prime movers, steam, hydro and internal combustion, and their Stafford works on power station and distribution electrics, including transformers and large electric machines for applications such as mining and steel works. Dick Kerr & Company continued building equipment and vehicles for bus, tram and railway applications with the Phoenix Dynamo Manufacturing Company concentrating on medium and small electrical machines. Involvement with aircraft continued a small scale. By 1929 the company was in financial trouble and an American syndicate fronted by Lazard Bros. put in new capital. In 1930 Westinghouse of Pittsburgh entered into an agreement with the company for the exchange of technical information relating to steam turbines and electrical apparatus. This cooperation continued into the 1950s. 1930 saw the closure of Preston West works and the transfer of traction electrical design and manufacture to the Phoenix Dynamo Manufacturing works. The Westinghouse influence included top management changes with Sir H Mensforth becoming chairman and George Nelson managing director. Both had been with British Westinghouse at Trafford Park. The early 1930s saw a remarkable improvement in the company’s finances and domestic appliance manufacture was started at Bradford and Stafford. In 1936 they began production of diesel locomotives at Preston and were later involved in the production of the Deltic locomotive for British Rail, presaging the end of steam traction in the UK. Extensive shadow factory building for war production commenced in the late 1930’s, including at Preston East works and Salmesbury for aircraft production and at East Lancashire Road, Liverpool for D. Napier aero engines. A large variety of military equipment built during the war included thousands of Cromwell tanks from Stafford and over 3000 Handley Page Hampden and Halifax bombers from Preston and Salmesbury. After the war manufacture of smaller products from Bradford and Stafford moved to the large Liverpool works. This included electrical distribution transformers, switchgear, fuse gear, fractional horsepower motors and domestic appliances. Napier’s continued engine manufacture with the development of the ’Deltic’ diesel engine, mainly for marine applications. The nearby Netherton works took over the manufacture of large hydro-electric turbines and generators from Willans and Stafford. In 1942 English Electric acquired D. Napier & Son Ltd and Marconi in 1946. The company went on to extend their railway interests with the acquisition of the Vulcan Foundry and Robert Stephenson and Hawthorn Ltd in 1955. The company tried to take over The General Electric Company (GEC) in 1960 but failed. Traction manufacture, but not the offices, moved back to Preston East works and ‘K’, ‘RK’ and ‘V’ engine design and manufacture moved from Willans to Preston West works which was now also used for locomotive building. Kidsgrove works in Stafford made industrial controls and for a while was a major player in the UK computer industry, merging with Leo Computers and then into ICL. Train performance calculations were an early user of the mid-fifties ‘Deuce’ computer. Preston also became a major player in the aircraft industry taking over the wartime RAF/USAF base at Warton aerodrome - major design and manufacture contracts included Canberra bombers and Lightning fighters. Rationalisation in the 1960s resulted in English Electric Aviation becoming 40% of the new British Aircraft Corporation. In 1961 English Electric took over Dorman Diesels Ltd which in turn had acquired W. G. Bagnall Ltd. In 1966 English Electric Diesels merged with Ruston and Hornsby which already included Paxmans. This company eventually became GEC Diesels. Elliott Automation was acquired in 1967. The following year GEC took over English Electric, ending its independent existence.

Scope and Content
The roll contains c 20 waxed linen drawings of RENFE locomotive number 7701, Indian Railways, Nigerian Railways and British Transport Commission general outlines and mechanical details. Drawing numbers E; D16; D20.
Extent
1 roll
Archival history
This roll of drawings was compiled by the English Electric Company Limited
Level of description
FILE
Repository name
National Railway Museum, York

Associated people and organisations

British Transport Commission Biography Biography
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.
Nigerian Railway Corporation Biography Biography
In 1955 the Nigerian Railway Corporation Act was passed by a British Act of Parliament, which gave Nigerian Railways Corporation (NRC) exclusive rights to construct and operate rail services in Nigeria. By 1964 when the construction of 640km Kano-Maiduguri rail line, then known as Bornu extension, was completed, the present core of the railway network had been put in place. The headquarters of the Corporation are located at Ebute-Metta in Lagos while the entire network is, for administrative conveniences, divided into seven autonomous districts viz: Lagos (Ebute-Metta Junction), West (Ibadan), North (Zaria), East (Enugu), North-West, (Minna), North-Central (Kafanchan) and North-East (Bauchi). In 1988 Nigerian Railways declared bankruptcy. From 2006 to the present day the railway has been undergoing some rehabilitation and modernization with the full political and financial support of the Federal Government through the Federal Ministry of Transport.
RENFE Biography Biography
RENFE (Spanish National Railways Network) was created in 1941, with the unification of the existing railway companies in Spain into a single state-owned company. In 1975, RENFE began a period of comprehensive reforms for the purpose of turning the Spanish railway network into an efficient alternative for transporting goods and passengers. As a result, Cercanías commuter services were introduced to cities such as Madrid, Barcelona and Malaga. In 1992 RENFE opened the Madrid-Seville high-speed line, coinciding with the opening of Expo'92. On 1 January 2005, RENFE’s legal monopoly came to an end and two successor companies were established; Renfe, responsible for transport of freight and passengers and Adif (Administrador de Infraestructuras Ferroviarias) responsible for managing lines, stations and communications. RENFE was divided into Renfe-Operadora (operations) and ADIF (infrastructure) on 1 January 2005.
Vulcan Foundry Ltd Biography Biography
The Vulcan Foundry was originally opened in 1830 at Newton-le-Willows, as Charles Tayleur and Company. It initially produced girders for bridges, switches and crossings, and other ironwork following the opening of the Liverpool and Manchester Railway. Robert Stephenson became a partner in 1832, and in the same year, the first locomotives ‘Tayleur’ and ‘Stephenson’ were delivered to the North Union Railway. By 1840 locomotives had been delivered to five European countries and to North America. The company became The Vulcan Foundry Company in 1847 and acquired limited liability in 1864. From the beginning of 1898, the name changed again to The Vulcan Foundry Limited, dropping the word 'company.' Vulcan locomotives were exported all over the world, with the first locomotives for Russia and Japan supplied in 1837 and 1871 respectively and a long association with India began in 1852. First World War production included shells, gun mountings and mine sweeping equipment. The first non-steam locomotive, an electric, was produced for India in 1929. The first diesel locomotive design commenced in 1932/33 and an agreement was reached with A/S Frichs in Denmark. The English Electric 6K engine was used from this time. The “Waltzing Matilda” tank was developed in 1938 and produced in large numbers and over five hundred ‘Austerity’ steam locomotives were produced for the War Department. Other wartime production included gun mountings and torpedo parts. In 1944 Vulcan acquired the locomotive business, Robert Stephenson & Hawthorns Ltd, based in Newcastle-upon-Tyne. In 1946 the company began working with the English Electric Company producing diesel and electric locomotives and became part of the English Electric Group in 1955. All locomotive building from Preston was transferred to Vulcan Foundry and Robert Stephenson’s in Darlington. Under the new ownership, the works produced many locomotives for both domestic and foreign railways, notably the Deltic. The mid-sixties saw the ‘RK’/’V’ engine production at Preston moved to Vulcan and Ruston & Hornsby Ltd merged with English Electric Diesels in 1966. After the General Electric Company plc (GEC) takeover in 1968 the Ruston name was used for some time inside what became GEC Diesels Ltd in 1975. Engine production and development continued for locomotive, industrial and marine applications until after the GEC-Alsthom merger in 1989. The company took over Mirlees Engines, Stockport in 1997 and was renamed Alstom Engines Ltd.
Phoenix Works, Bradford Biography Biography
The Phoenix Works in Bradford were owned Phoenix Dynamo Manufacturing Company of Hubert Street, Leeds Road in 1895 manufacturing arc lamps and electrical instruments. By 1900 the company works were manufacturing small motors and dynamos for driving machinery and providing lighting specifically for the textile industry. Large motors, turbines, turbo-generators etc. were manufactured for orders from the Admiralty and War Office. During the First World War, the works produced millions of shells, a large quantity of machine tools, sea planes and flying boats. In 1918 these works became the English Electric center for small to medium sized industrial AC and DC motors and generators including fractional horsepower machines and also eventually a specialised unit manufacturing generators and motors for aircraft applications. In 1930, the Dick, Kerr West Works at Preston closed and Traction electrical design and manufacture transferred to Bradford. Some key staff left and joined Crompton Parkinson. Important traction work included motors and generators for early diesel electric applications and continued manufacture of Metrovick designed motors for the Southern Railway. After the Second World War, most of the traction manufacturing transferred to the Preston East works factory but the design and commercial offices remained at Bradford until 1967. Some traction and associated military manufacturing work continued including conventional submarine control gear and pulse generators for mine sweepers. The Aircraft Equipment Division merged with Lucas Aerospace and left Bradford in the 1970’s and industrial machine manufacture ceased in the 90’s with complete closure in 1999. A B&Q store occupies the former Traction part of the site. An office block built in the 1950’s is all that remains of the factory.
Robert Stephenson & Hawthorns Ltd Biography Biography
In 1937 Robert Stephenson & Co. Ltd purchased the locomotive department of R & W Hawthorn Leslie & Co. Ltd. They became Robert Stephenson and Hawthorns Ltd. The policy was to concentrate the building of main line locomotives at Robert Stephenson’s Darlington works and industrial locomotives at Forth Banks. In 1944 Vulcan Foundry acquired Robert Stephenson and Hawthorns Ltd, ending Hawthorns' 137 year connection with Forth Banks. In 1955 Vulcan Foundry became full members of the English Electric group of companies, which became part of the GEC group of companies in 1968.

Subject
Railway engineering
Manufacturing and transport engineering
Industry
Railways
Diesel locomotives
Exports