In 1851 the Regent of Egypt and Sudan, Abbas I, contracted Robert Stephenson to build Egypt's first standard gauge railway. Construction began on the line in 1851 and in 1854 a section was opened from Alexandria to the village of Kafr El-Eiss. In 1856 the entire single track line was opened with 12 stations including the main stations of Cairo (constructed in 1855) and Alexandria (constructed in 1854). In 1919, the railways became entrusted to the Ministry of Communications and in 1953, Egypt became a republic and Egyptian State Railways changed to become Egyptian Republic Railways.

The Japanese Government Railway (JGR) was operated by the imperial government from 1872. In 1949, JGR was reorganised to become a state-owned public corporation named the Japanese National Railways.

Railways in Britain were nationalised under the terms of the Transport Act 1947 which came into effect on 1 January 1948. The Railway Executive, a corporate body subordinate to the British Transport Commission, was created to manage and operate the railways. It divided them into six geographical regions, largely based on the areas served by the pre-nationalisation railway companies. London Midland Region (LMR) was one of those territories. It comprised the railway operations in England and Wales of the former London, Midland and Scottish Railway Company (LMS) with the exception of the London, Tilbury and Southend Railway which was placed in Eastern Region and lines in central and south Wales which passed to Western Region. Subsequently, the area of operations was adjusted by the transfer of “penetrating lines” between regions Between 1948 and 1952 the regional manager was responsible to the Railway Executive for day to day operations in his region. After the Railway Executive was abolished in 1952, he reported to the British Transport Commission (BTC). In 1963, BTC itself was abolished and replaced by British Railways Board (BRB). Between 1963 and 1968 LMR was a statutory board in accordance with the provisions of the Transport Act 1962, subordinate to and reporting to BRB. It ceased to be a statutory board in 1968, following reorganisation of the railways’ business along sectoral or functional lines. The name survived until 1992 when the railways were privatised. There were two principal routes in the region. The first was the former Midland mainline which had several components: London St Pancras to Sheffield via Leicester and Nottingham, Rugby through Derby to West Yorkshire and Leeds and continuing over the Settle-Carlisle route, Derby to Manchester, and Birmingham to Derby. The other was the West Coast Mainline (WCML) from Euston to Carlisle, via Birmingham and Manchester with its branch to Liverpool. There was one major “penetrating line”, the former Great Central London Extension from Annesley in Nottinghamshire to London Marylebone, via Leicester, and Rugby. Originally in Eastern Region, this line was transferred to London Midland Region in 1958. The WCML which formed part of the major route from London to Scotland was electrified in stages between 1959 and 1974. Only the southern end of the Midland Mainline from Bedford to London Moorgate was electrified during the period that London Midland Region existed. Like other regions London Midland experienced withdrawal of services and closures, especially following the Beeching report. The most notable casualty was the Great Central line, which, because it largely duplicated the Midland Main Line from Nottingham to London, was closed almost in its entirety. The line through the Derbyshire Dales between Matlock and Buxton was also closed thus severing the route from St Pancras to Manchester. Many branch lines and industrial lines were also closed

South Australian Railways (SAR) was the statutory corporation through which the Government of South Australia built and operated railways in South Australia from 1854. In March 1978, the non-urban railways were incorporated into Australian National, and the Adelaide urban lines were transferred to the State Transport Authority.

Sudan Railways is the main railway system in Sudan, operated by the government-owned Sudan Railways Corporation. It runs over 5000km of narrow gauge, single-track railroads that serve the northern and central parts of the country. The main line underwent construction in 1875, completed in 1899, and runs from Wadi Halfa to Khartoum, and southwest to Al Ubayyid via Sannar and Kosti. In 1904-5 a line between Swakin and Atbara was constructed with the two lines meeting at Saloom station, to facilitate export and import transportation. In 1906 the railway headquarters and workshops were moved from Wadi Halfa to Atbara, and since 1981 the company headquarters have been based in Khartoum. In the 1980’s Sudan Railways declined due to political instability and debt, with lines operating at only 20% capacity by 1989. In 2011-2012 a contract was signed to build a line from Nyala to Chad, extending to the capital of Chad, N’Djamena. In 2015 Sudan Railways had 60 trains available but which could only travel at 40km per hour due to poor track conditions, with President Omer Hassan al-Bashir promising modernisation of the Sudanese railways with Chinese funding.

Railways in Britain were nationalised under the terms of the Transport Act 1947 which came into effect on 1 January 1948. The Act created the British Transport Commission and the Railway Executive. The Act vested the business and assets of the then existing railway companies in the British Transport Commission. The Railway Executive, a corporate body subordinate to the British Transport Commission, was created to manage and operate the railways. It divided them into six geographical regions, largely based on the areas served by the pre-nationalisation railway companies, one of which was Southern Region. It comprised the railway operations in England and Wales of the former Southern Railway Company. Although several lines previously belonging to former railway companies were transferred to it, notably sections of the former Great Western Railway lines to Weymouth, the Midland & South West Junction between Grafton and Burbage, the Didcot Newbury & Southampton between Newbury and Windsor, and the Reading – Basingstoke and Westbury – Salisbury lines, in an attempt to remove “penetrating lines”, Southern Region kept the line from Exeter to Barnstaple and Ilfracombe, which ran through Western Region territory. This line was transferred to Western Region in 1963. Some of its commuter services and lines were transferred to London Underground. Although several branch lines closed during its existence, Southern Region, with its heavy-used passenger services, did not experience closures on the scale of other regions. Southern Region served south London, southern England and the south coast as far west as Exeter. There were three aspects to its services: those in the London commuter areas of Kent, Sussex and Surrey, its long-distance services to the West Country from Waterloo station and its international service by rail ferry jointly with SNCF (French state railways). Much of the commuter network had been electrified by Southern Region’s predecessor companies on the third-rail 660 volt direct current system. Although British Railways’ policy was to electrify on the overhead 25000 volt alternating current system, Southern Region extended its third-rail electrification in the 1960s and 1970s. Between 1948 and 1953 the regional manager was responsible to the Railway Executive for day to day operations in his region. After the Railway Executive was abolished in 1953, he reported to the British Transport Commission. In 1963, the British Transport Commission itself was abolished and replaced by British Railways Board. Between 1963 and 1968 Southern Region was a statutory board in accordance with the provisions of the Transport Act 1962, subordinate to and reporting to British Railways Board. It ceased to be a statutory board in 1968, following reorganisation of the railways’ business along functional lines. The name survived until 1992 when the railways were privatised.

The New Zealand Railways Department (NZR) also known as New Zealand Government Railways was a government department created in 1880. NZR acquired a number of private railways from 1886, including the Waimea Plains Railway Company and the New Zealand Midland Railway Company in 1898. The acquisition in 1908 of the Wellington and Manawatu Railway Company and its railway line marked the completion of the North Island Main Trunk from Wellington to Auckland after 23 years construction. In 1923 the West Coast line opens with the Otira tunnel containing the nation's first electric railway. In 1945 the South Island main trunk from Christchurch to Picton is completed and by 1953 the rail network reached its peak in terms of network reach at 5,689 kilometres. Between 1959 and 1971 numerous country branch lines close across the country as the steam era ends as NZR re-equipped lines with modern diesel locomotives. The NZR was reorganised in 1982 to become an independent commercial company called the New Zealand Railways Corporation.

A site on the east side of Strand Road had been intermittently used for railway work since the 1840’s. In 1898 the Electric Railway and Tramway Carriage Works Ltd (ER&TCW) took over the site. This company had strong links with Dick Kerr & Co. The building of Preston Dock in the 1880’s had involved the diversion of the river Ribble and associates of Dick Kerr & Co built the factory building which still stands on the west side of Strand Road in 1900. This site occupies the space between the road and the original river bank. The two sites became a major centre of tram building and electrical equipment manufacture. Dick Kerr & Co took over the West works in 1903 and ER&TCW became the United Electric Car Company in 1905. A major early railway contract was for the electrification of the Liverpool Southport line of the Lancashire and Yorkshire Railway in 1904. The two factories continued in close association until they merged into English Electric in 1918. Military equipment and Seaplanes were built during the First World War and the Dick Kerr & Co Work’s Ladies became a famous football team at that time. Non railway electrical work was gradually transferred to other English Electric factories in the 1920’s. Besides continuing tramway business, major orders for Japan and France helped to establish electric traction industries in those countries, the Tarbes factory continues as a main unit in the Alstom group. A complete electrification scheme was supplied for the Arthur’s Pass line in New Zealand. 1930 saw the transfer of the traction electrical work to Phoenix, Bradford and the closure of West works until the late 30’s. East works continued making buses and trams including a large order for Blackpool. Early diesel electrics became a speciality and shunter contracts with the Willans built 6K engine for the LMS and others were very successful and formed the basis of large orders after the Second World War. In the late 30’s East works open yards and some surrounding properties were built over to form a large aircraft manufacturing site and with West works produced over 3000 Handley Page bombers during the war and just post war, DeHavilland ‘Vampire’ jet fighters. After the war most traction electrical equipment manufacture (but not the offices) was moved from Bradford to East works and ‘K’, ‘RK’ and ‘V’ engine manufacture moved from Willans, Rugby to the West works which also took on diesel and electric locomotive manufacture. Aircraft manufacture continued in both works with large orders for Canberra bombers and Lightning fighters. Final assembly was at Salmesbury and Warton aerodromes. Some locomotive manufacture was subcontracted to Vulcan from the late forties. Notable orders included large Electric locomotives for Spain and the ‘5E’ for South Africa. This locomotive was the basis of subsequent large orders for ‘5E1’ and ‘6E’ equipments produced by or in conjunction with AEI and GEC Traction. The prototype ‘Deltic’ was produced before the takeover of Vulcan and Robert Stephensons in 1955, when all locomotive production was quickly moved to those sites. Most of the diesel engines for the large number of locomotives supplied under the British Rail modernisation plan were made in West works. Aircraft production continued in both works until the formation of the British Aircraft Corporation in the mid-sixties. East works was transferred to BAC and diesel engines moved to Vulcan. The full range of traction equipment manufacture then took over West works and the offices moved in from Bradford in 1967. BAC closed East works in the early nineties and the factory was demolished. Four years after the merger with GEC in 1968 the former English Electric and AEI traction offices were reorganised with commercial and control gear at Trafford Park and machines at Preston. Production locations remained unaltered until the closure of Attercliffe, Sheffield in 1985. Semi-conductor technology gradually changed the product range in the 1980’s with GTO’s and IGBT’s enabling ac induction motors to take over from dc in the 90’s. Over 5000 EE507 dc motors were made for BR Southern region over a period of nearly 50 years. After the merger with Alsthom in 1989 the Trafford Park operation was gradually closed down and all offices and production were moved to Preston in the mid-nineties. Some buildings were demolished and others refurbished. Major orders for ac motor equipments included BR classes 465 and 365, ‘Eurostar’ motors and ‘common’ blocks, Korea, London Underground ‘Jubilee’ and ‘Northern’ lines and Virgin ’Pendolino’ and ‘Voyager’ trains. Most of the motors for these last two were made at Ornans, France after the closure of new motor manufacture in 1999. After 2003 only a small design and drawing facility remained, concentrating on repairs and modifications to existing rolling stock The site remains open as part of Alstom Transport’s Train Life Service business for the manufacture, repair and overhaul of traction control equipment and rotating machines, and as a spare parts distribution centre. BAE systems have occupied some offices on the site since 2006 as tenants of Alstom. Today, the factory is still operating on a reduced scale, only employing about 200.