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

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. Between 1948 and 1952 the regional manager of the North Eastern Region 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 was a statutory board in accordance with the provisions of the Transport Act 1962, subordinate to and reporting to BRB. The North Eastern Region was a near direct post-nationalisation descendant the London North Eastern Railway (LNER) and covered a similar geographic area . The former LNER lines in England were subdivided into the Eastern Region and the North Eastern Region. The North Eastern Region covered everything east of the Pennines from the Humber to the Scottish border including the northern section of the east coast main line (York, Newcastle and Berwick). The main lines included the northern LNER lines in England and all ex-LMS lines east of Skipton. With both Hull and the Tyne ports and the industrial areas of Yorkshire, Durham and Northumberland this region handled a considerable quantity of heavy freight. In 1958 in a major re-drawing of the region boundaries The North Eastern Region gained former London Midland Scottish (LMS) lines that lay in the present-day West and North Yorkshire. The North Eastern Region was disbanded and merged with the Eastern Region in 1967 and the region's headquarters in York became the new headquarters.

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.

Ceylon Government Railways (CGR) was developed in the 1850s to develop and unify Sri Lanka and was built by the British Colonial Government in 1864. The first train ran on 27 December 1864 and the main line between Colombo and Ambepussa officially opened on 2nd October 1865. The railway was initially built to transport tea and coffee to Colombo. Major population growth meant that passenger traffic increased and in the 1960s passenger traffic overtook freight as the main source of revenue. The railway network comprised of nine lines radiating from Colombo and connected many population centres and tourist destinations. Extensions were made to the main line in 1867, 1874, 1885, 1894 and 1924, extending its service to Kandy, Nawalapitiya, Nanu Oya, Bandarawela and Badulla, respectively. Many other railway lines were added to Ceylon Railway System within the first century of its life, such as a line to Matale in 1880, Coast Railway Line in 1895, Northern Line in 1905, Mannar Line in 1914, Kelani Valley in 1919, Puttalam Line in 1926, and Railway Line to Batticaloa and Trincomalee in 1928. Until 1953, Ceylon's railways operated steam locomotives. In the golden era, it enhanced its service by changing to diesel locomotives, under the leadership of Rampala. Various types of diesel locomotives were added to the service. Today the company is known as Sri Lanka Railways as Ceylon gained independence in 1948 and changed its name to Sri Lanka when it became a republic in 1972.

Danish State Railways, known in Danish as Danske Statsbaner (DSB) was founded on October 1, 1885, when the railway companies of Jutland/Funen and Zealand merged on April 1, 1893. The 1930’s were a decade of innovation and modernisation, new railway bridges, the suburban lines in and around Copenhagen were electrified, and early experiments with diesel propulsion were carried out. The Second World War left DSB with a fleet of outdated and worn out trains, forcing the company to look for foreign suppliers. The 1960’s were marked by an increasingly poor economy for DSB, leading to staff reductions throughout the decade. However, there was also the appearance of new technology, with the utilisation of electronic equipment, improving the safety and efficiency of the company’s rail traffic. In 1972, along with the celebration of the 125th anniversary of railways in Denmark, DSB introduced a new corporate design, inspired by British Railways and Canadian National Railways, with red as the dominant colour and engine rooms of locomotives painted black. The privatization reform of Denmark in the 1990’s resulted in the selling and outsourcing of many railway lines and services across the country. The company’s headquarters are located in Copenhagen and is now a public state-owned corporation under the Danish Ministry of Transport and Energy managing passenger rail service, including the operation of railway stations.

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 Great Indian Peninsular Railway (GIPR) came into existence on April 16, 1853, with the line running from Bombay to Kalyan. The aim was to open a channel to transport trade from cotton growing districts to beyond the Ghats. The GIP Railway was purchased by the Government of India on 1st July 1900 and amalgamated GIP with the Indian Midland Railway. In 1951 the GIPR combined with the Nizam Guaranteed State Railway, Dholpur State Railway and the Scindia State Railway to form a zone of Indian Railways named Central Railway.

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.

The Société Nationale des Chemins de Fer Français (SNCF) is the French National Railway Company and was formed by a decree from the French Government on 31st August 1937. This was to take over the operation of the French Railway system from the four existing private companies, Chemins de fer de l’Est (Est), Chemins de fer du Nord (Nord), Chemins de fer de Paris à Lyon et à la Méditerranée (PLM) and Chemins de fer de Paris à Orléans et du Midi (PO-Midi) and the railways already controlled by the state under the Chemins de fer de l’État (État). SNCF took over control of the French Railway system from 1st January 1938. Upon creation, it became responsible for 42,700 km of railway, 8% of which was electrified, run by 515,000 workers. At this time, it was controlled by the French Government, who owned 51% of the shares, and the private railway companies, who between them owned 49%. The board was formed of the Vice President of the Council of State, the Governor of the Bank of France, the Director of Caisse des Depôts et Consignations, 12 representatives of the State, 12 nominees of the private railway companies, four members appointed by railwaymen, and two who had rendered eminent railway service. The operation of SNCF was divided into five regions, which corresponded to the private companies, Northern, Nord, Eastern, Est, South Eastern, PLM, South Western, PO-Midi, and Western, État. Each of the regions was controlled by a regional manager who reported to the general manager. Each of the regions has its own operating, rolling stock and way and works departments. Following the Second World War SNCF embarked on a program of five-year plans in order to recover from the damage and to modernise the system. In 1966 a research service was created and in 1981 the first Train à Grande Vitesse (TGV) was introduced between Paris and Lyon. In 1982 SNCF ceased to exist as a nationalised company, as it had been since creation in 1937, and was restructured in line with the Loi d’orientation des transports intérieurs, the law on internal transport policy. This handed the company over to complete state ownership, removing the stake that had been controlled by the predecessor companies. Under the new structure SNCF became a Public Industry and Commercial Establishment with increased state control. The board now consisted of seven state representatives, six members elected by staff and five others. Also, a contract between the government and SNCF, the Contrat de Plan, which set out the strategic objectives and statutory relationship and was renewed every five years, was created. This limited passenger fares, laid out SNCF responsibilities to working conditions and set out what government subsidies would be and where they would be spent, debt elimination, services, infrastructure etc. The restructuring did not eliminate the 12 billion Franc debt the company had accrued. Following the 1982 restructuring the regional structure of SNCF was replaced with sectors. Passenger services were split into Intercity, Regional, later rebranded in 1987 as Transport Express Regional (TER) and Pairs Suburban, while Freight services were set up as an individual sector. Several subsidiaries were also formed including SERNAM, parcels, Servirail, catering, SGW, wagon hire, CNC, container service, and Cariane, coach and bus services. In 1997 Réseau Ferré National, later known as Réseau Ferré de France (RFF), was created as a state owned Industrial and Commercial Enterprise. This was responsible for developing and improving the French rail network with the work being carried out by SNCF under RFF guidance. It also took over all state-owned infrastructure controlled by SNCF but not used in operating transport services. In 1999 SNCF launched a partnership with the Paris transport association known as Transilien SNCF. This was designed to improve the quality and usability of Paris suburban services. In 2015 the Rail Reform Act again restructured SNCF by creating the SNCF Group. This is a unified public service company which consists of three states owned Industrial and Commercial Enterprises, SNCF, SNCF Réseau and SNCF Mobilités, which operate five core businesses. SNCF manages the property and land owned by the group under the business name SNCF Immobilier. SNCF Réseau manages the infrastructure network, traffic, expansion and maintenance in France as well as providing guidance for systems in other counties. SNCF Mobilités is made up of three business areas. These are SNCF Voyageurs, Keolis and SNCF Logistics. SNCF Voyageurs operates passenger trains in France consisting of Transilien, public transport in the Paris region, TER, regional services, Intercités, intercity services, and Voyages SNCF, high speed services, domestic long-distance services and international services. SNCF Voyageurs is also responsible for station management. Keolis manages public transport in France and internationally. SNCF Logistics is made up of Geodis, which operates freight transport in France and internationally, TFMM, which operates rail and multimodal freight transport, Ermewa Group, which is responsible for leasing rail equipment, and STVA, which operates auto and vehicle logistics. In this form SNCF is controlled by a supervisory board with each Industrial and Commercial Enterprise having its own board. As of 2016 SNCF operated 30,000 km of railways in France with 2,000 km of this being high speed lines and 14,500 km electrified. The group employs 260,000 people with 155,000 working in France.

In 1919, the Intercolonial Canadian Northern, National Transcontinental and Grand Trunk Pacific became part of a government railway system known as the Canadian National Railways (CN). The railway was referred to as the Canadian National Railways (CNR) between 1918 and 1960 and as Canadian National (CN) from 1960 to the present day. In January 1923, the Grand Trunk Railway officially became part of the railway. In 1937, CN organised formation of Trans-Canada Airlines (now Air Canada) and in 1938 the federal government cancelled more than $1 billion of its inherited debt. As a result, CN was able to purchase a large number of Canadian-built steam locomotives which were finished and serviced in the corporation’s own huge shops at Pointe St-Charles, Montréal. These locomotives hauled millions of tons of freight and thousands of troops during the Second World War. In the 1950s and 1960s, CN was modernized by reorganisation of its 80 subsidiaries into 30 companies, also with conversion to diesel locomotives and electronic signalling and the head office moved to Montréal in Quebec. In the late 1970s, CN started to divest itself of non-rail businesses, including real estate, hotels, and CNCP Telecommunications. Around the same time, Air Canada and VIA Rail, CN’s passenger train subsidiary became separate Crown corporations. On November 17th 1995, the Canadian Federal Government privatized the Canadian National Railway. According to the CN Commercialization Act of 1995, the company headquarters had to remain in Montréal, which ensured that CN would remain a Canadian corporation. Over the next decade, the company expanded significantly into the United States, it purchased US rail company Illinois Central Corp for $2.4 billion. It later acquired Wisconsin Central (2001), the rail and marine holdings of Great Lakes Transportation (2004), shares of BC Rail (2004), and the Elgin, Joliet & Eastern Railway (2009). In the present day CN is the largest railway in Canada, in terms of both revenue and the physical size of its rail network, and is currently Canada’s only transcontinental railway company, spanning Canada from the Atlantic Coast in Nova Scotia to the Pacific Coast in British Columbia. It is the longest railway system in North America controlling more than 30,000km of track in Canada and the United States.

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.

In 1910 the state-owned South African Railways and Harbours (SAR&H) organisation was created, after the four colonies of the Cape, Natal, Transvaal and the Orange Free State were amalgamated into the new Union of South Africa. In 1916, SAR&H took over the activities of the Central South African Railways, the Cape Government Railways and the Natal Government Railways. In 1924 the last privately owned railway line in South Africa was taken over by SAR&H; the New Cape Central Railway between Worcester and Voor Bay. In 1920 electrification of South Africa’s railways was completed, and in 1924 the first electric test train ran between Ladysmith and Chieveley in Natal. In 1950 the first portion of the new Johannesburg station was opened and construction was completed on the huge workshops complex at Koedoespoort. In 1960, diesel locomotives were introduced on a large scale to SAR&H. In 1981, SAR&H changed its name to South African Transport Services (SATS) and took on South Africa’s railway, harbour, road transport, and aviation and pipeline operations.

The Great Southern Railway of India (SIR) was renamed South Indian Railway on the 1st Jan 1891. SIR together with the Guntakal-Villupuram State Railway formed to become a new company called “South Indian Railway Company Limited”. In April 1951 the railway was integrated into a single zone with Madras and Southern, Marhatta Railway and Mysore Railway to form the Southern Railway zone of Indian Railways.

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.

Tasmanian Government Railways (TGR) was formed in 1872 after it began to take over failing privately owned railway lines with its headquarters in Launceton, Tasmania. TGR owned lines ranging from Deloraine, the North West Coast, Hobart and Launceton to Antill Ponds and Turnbridge. In 1978 TGR was amalgamated with the Commonwealth Railways, South Australian Railways to form the new Australian National Railways Commission, operating as Tasrail.