Adlib Internet Server 5

Title
English Electric Company negatives
Reference
GEC/4/4/8
Production date
1959 - 1977

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 box contains English Electric contract tracing negatives: Envelope - E3001 plus circuit diagram and map of London Midland network, Rhodesia Railways diesel-electric loco No.1301 in September 1962, South African Railways Class 6E1 locos, Portugal (CP) Bo-Bo loco No.1401, 2-4-0T – the first loco supplied to Japan by Vulcan Foundry in 1871, Post Office Railway, Industrial shunter at a steelworks, BR Class 313 EMU, Nigerian Railways Bo-Bo locos incl No.1009 and a steam loco M/GT/ - Various vehicles – colour negatives, many identified V/C - Loco photo negatives – identified on envelopes. Taken in 1960s CT/59 (1959) - Baby Deltic, British Railways EMUs, Shunting locos 64/CT (1964) - Industrial locos 65/CT (1965) - AL6 loco at Vulcan Foundry, Class AL3 loco, possibly E3100, 20-Aug-65, BR AC loco at Vulcan Foundry, BR Class AM10 (310) EMU 66/CN - BR Class AL6 locos 67/CN - Portuguese Bo-Bo loco being loaded onto a ship at the docks, East African Railways locos in the works, E5000 class BR loco on weighbridge and in the works, Deltic (Class 55) loco 67/CT/ - Locomotives being loaded at Manchester docks PTC/P69 (1969) - Ghana Railways PT/PC70 (1970) - BR EMUs PT/PC71 (1971) Malayan locomotive at Metro-Cammell, Victoria Line trains at Northumberland Park depot PT/PC72 - Congo loco at Metro-Cammell PT/PC73 (1973) - Class 87 locomotives, Portuguese Railways Co-Co diesel-electric locos (1800 Class), G412 Traction Motor (for Class 87), Industrial loco at Vulcan Foundry PT/PC74 - UK and South African Railways PT/PC75 (1975) - Tyne & Wear Metro unit, Industrial locos for BSC Llanwern PT/PC77 (1977) – Taiwan, Teesside Industrial loco M/CT 19771-5 - Queensland Railways Co-Co diesel locos incl No.1200 C 3-537 - South African Railways Class 3E locos, London Underground units Overseas EMUs, BR Class 24 loco in London, South African Railways Class 5E1 locos (incl E443 & E471) (Met-Vic), Class 55 Deltic loco on a train, Gas Turbine 18100 at Trafford Park – outside and inside the factory CN7-804 -Diesel loco No.4510 overseas, Class AL6 locos, Equipment frames, Bo-Bo diesel electric loco No.202, AEI diesel-electric locos for Nyasaland, BR EMU, Industrial shunter – Esso, South African Railways electric locos, Factory photos, AEI Greenland Road Works, Sheffield, London Underground tube train, Class AL1 loco incl photo by Jodrell Bank, Lancaster-Morecambe & Heysham EMU Bundle - RSH 4-4-2 loco for SGR, Portuguese Railways EE 2750HP loco built 1968 (1800 Class), BR(SR) EMUs, Argentine EFEA LGB 5790 Co-Co loco, Nordeste Co-Co No.704, Drawing of Gurney’s steam carriage “Scrap for Second Sort” and “M Scott” envelopes – Category 5 Traction Motors, 5.1 Complete Machines Bundle - Tyne & Wear prototype unit (1975), South African Railways Blue Train, BR(SR) PEP prototype EMU, Class 87 loco near Preston Industrial locos - Production Deltic (Class 55), South Africa Railways electric locos, Rhodesia Railways Co-Co diesel-electric locos, Overseas diesel-electric locos, Buenos Aires diesel-electric loco, Nordeste diesel-electric loco, East African Railways diesel-electric loco, BR E6007 colour negative.
Extent
1 box
Level of description
FILE
Repository name
National Railway Museum, York

Associated people and organisations

London Midland & Scottish Railway Co Biography Biography
During the First World War the government had taken control of the railways to co-ordinate the war effort. After the war ended it was decided that the railway companies could not competitively return to their prior state, and so the 120 existing railway companies were combined into four companies, which became known as the ‘Big Four’’. The London Midland and Scottish Railway, also known as the LMS, was founded on 1 January 1923. The London and North Western Railway (LNWR), Midland Railway (MR), Lancashire and Yorkshire Railway (LYR), North Staffordshire Railway (NSR), Highland Railway (HR), Furness Railway (FR), Glasgow and South Western Railway (G&SWR) and Caledonian Railway (CR) were merged. These eight large constituent companies were joined by 27 other smaller subsidiary railways. The LMS covered the Western half of the country, stretching from the London and the Midlands, through Yorkshire, Lancashire, and up to Scotland. In all the LMS had a total of 7,790 miles of track, which made it the largest railway of the Big Four. The London termini of the LMS were St. Pancras and Euston stations and it had works at Crewe, Horwich, Wolverton and Derby amongst other locations. In 1934 the LMS moved into a new headquarters at Euston House on Seymour Street (later renamed Eversholt Street) in London. Charles Napier Lawrence, 1st Baron Lawrence of Kingsgate was the first appointed chairman of LMS, he had previously been the chairman of the LNWR between 1921-1923. He was chairman of the LMS for one year, and was succeeded by Sir Guy Granet. The management structure was headed by a chairman and a deputy chairman, there was a board of directors that had initially had 20 members, made of men who previously worked for the constituent companies. The first General Manager was Arthur Watson from the LYR. There was a Deputy General Manager for Scotland, a post first held by D.A. Matthieson, formerly of the CR. J.H. Follows, from the Midland Railway, was the first Chief General Superintendent and S.H. Hunt, formerly of the LNWR, was the first Chief Goods Manager. The post of Chief Engineer was initially held by E.F.C. Trench, formerly employed by the LNWR. The first Chief Mechanical Engineer was G. Hughes from the LYR and his deputy was Sir Henry Fowler, from the Midland Railway. The management structure was re-organised from January 1926 and an Executive was set up, Sir Josiah Stamp was the first President of the Executive. From January 1927 four Vice-Presidents were appointed to replace the general managers on the Executive committee. The line was divided up for operational management into three geographical divisions, which were called Western, Midland and Northern. Each division was overseen by a General Superintendent who reported to the Chief General Superintendent. The main line of the LMS ran from London Euston to Wick over 729 miles. The LMS ran a number of joint railways with the London & North Eastern Railway and the Southern Railway. It ran the Cheshire Lines Committee, the Midland and Great Northern line between Peterborough, the Norwich and Lowestoft and the Manchester, South Junction and Altrincham suburban line with the London & North Eastern Railway. It also joined forces with the Southern Railway to run the Somerset and Dorset line between Bath, Burnham and Bournemouth. The LMS undertook a limited programme of electrification, mainly focusing on suburban lines in London and Manchester. The LMS owned many hotels, including the Queen’s Hotel in Leeds and the iconic Art Deco Midland Hotel at Morecombe Bay. The LMS also ran passenger steamers from Holyhead, Heysham and Stranraer over the Irish Sea to Northern Ireland and the Republic of Ireland. Following the 1947 Transport Act which nationalised the railways, the concerns of the LMS were taken over by the Railway Executive as part of the British Transport Committee. Within the Railway Executive, British Rail: London Midland Region assumed responsibility for the LMS’s former area of operations.
Rhodesia Railways Biography Biography
In 1947 the Rhodesian Government took over the private company Rhodesia Railways Co. Ltd. which owned the whole Zimbabwe and Zambia railway system, and in 1949 became known as the public body Rhodesia Railways. In 1967 Zambia Railways took over the lines north of Victoria Falls Bridge, known as Northern Rhodesia, and Rhodesia Railways continued to maintain the lines south of the bridge in Southern Rhodesia. In 1979 Rhodesia Railways became Zimbabwe Rhodesia Railways.
South African Railways and Harbours Biography Biography
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.
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.
Post Office, (London) Railway Biography Biography
The Post Office first showed an interest in using underground railways to transport mail beneath London in 1854 and in 1893 serious consideration was given to running an electric railway in the pneumatic tunnels. By the turn of the twentieth century, traffic congestion in London had reached the point that cross-London journeys by road took so long that an unnecessary number of vehicles had to be used to carry the ever growing volume of mails between sorting offices and main line termini. In 1905, the Metropolitan Pneumatic Despatch Co presented a bill to Parliament for the construction of a pneumatic line connecting the major railway termini and Post Offices. The Bill was rejected as being too ambitious. In September 1909 the Postmaster General appointed a Committee to examine the practicality of the transmission of mails in London by pneumatic tube or electric railway. The Committee reported in February 1911 in favour of an electric railway between Paddington Station (Great Western Railway) and the Eastern District Post Office in Whitechapel Road, a distance of six and a half miles. The scheme was submitted by the Postmaster General to the Cabinet in 1912 and power to construct the railway was given to the Postmaster General by the Post Office (London) Railway Act, 1913. The Act made provision for compensation for damage and allowed the Post Office a budget of £1, 100, 00 to construct the line with stations at Paddington, Western District Office, Western Parcel Office, West Central District Office, Mount Pleasant Sorting Office, King Edward Building, Liverpool Street and East District Office. Tenders for the construction of the tunnel were invited on the 26 August 1914. John Mowland and Co won the tender to construct the tunnels and build eight stations. The work, although interrupted by the war was completed in 1917. In parallel with the building work, Post Office engineers built a test tract on Plumstead Marshes to experiment with the control systems and rolling stock. However, the war caused the testing to be brought to a premature halt. During the war the stations became a home for exhibits from museums. The cessation of the war enabled the Post Office to proceed with their plans, and in 1919 tenders were issued for the supply and installation of the electrical equipment. Prices proved too expensive for the post war budget and the scheme was held in abeyance until 1923 when tenders were reissued. In May 1927, work was sufficiently advanced for half the system to be handed over for staff training and in December of that year the scheme received Parliamentary approval and the line became fully operational with parcels traffic running between Mount Pleasant and Paddington. Mount Pleasant to Liverpool Street opened for Christmas parcels from 19th-24th December and then for a full parcels service from 28 December. Liverpool Street to Eastern District Office opened for parcels on 2 January 1928. Letter traffic began on 13 February with the opening of West Central District Office station, followed by Western District Office on 12 March. The line proved an immense benefit to the Post Office in the first year of operation, however the high mileage gave the Post Office problems as the cars needed a lot of maintenance. In the early 1930s the rolling stock underwent a gradual change as the cars were replaced by three car trains. These trains were replaced by 34 new trains in 1981 in a £1 million development programme. In a Press Release, issued by the Post Office PR team on 7 November 2002, Royal Mail announced that unless it could find a new backer, that the Post Office underground railway would close in the near future. The working operation finally ceased on 30 May 2003, but the system has in fact been 'mothballed' in the hope that an alternative use can be found for it.
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.
Ghana Railways and Harbours Biography Biography
Ghana Railways and Harbours Company began in 1928 as a state-owned company which maintained the country’s railways and the port of Takoradi. In 1957, Gold Coast Railway became Ghana Railway after Ghana became an independent nation from the United Kingdom. In 1972, the company was divided into four separate public organisations: Ghana Railway Company (GRC), Ghana Port Authority (GPA), Ghana Cargo Handling Company (GCHC), Takoradi Lighterage Company (TLC).
British Railways Biography Biography
“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.
Metropolitan-Cammell Carriage & Wagon Co Ltd Biography Biography
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.
Queensland Rail Limited Biography Biography
Queensland Rail Limited also known as Queensland Government Railways was established in 1865. The railway stretched from coastal ports such as Brisbane, Cairns and Rockhampton, inland for the transportation of farming produce for exportation. The first railway line was built from Ipswich inland to Grandchester in 1864 and the first passenger train service ran on 31 July 1865. The line was extended to Darling Downs and Brisbane in 1875. Between 1899 and 1915, a large network of privately owned railways lines was built by mining magnate, John Moffat, which included Mungana, Mount Molloy, Mount Garnet, Mount Mulligan and the Etheridge mining field. As a result of falling share and copper prices, the Queensland Government took over these railway lines in 1919. A major restructure on 1st July 1991 with the introduction of the Transport Infrastructure (Railways) Act meant that Queensland Rail would begin to operate on a commercial basis as a State owned corporation. In accordance with the Queensland Rail Transit Authority Act 2013 (QRTA Act), Queensland Rail ceased being a government owned corporation from the 3rd May 2013 and the company became a wholly-owned subsidiary of this statutory authority.
East African Railways & Harbours Biography Biography
In 1948 the Kenya Uganda Railways & Harbours and the Tanganyika Railways & Port Services were merged and became the East African Railways & Harbours Corporation. In 1956 the EAR&H extended the Uganda Railway from Kampala to Kasese and to Arua in 1964. In 1977 the East African Community dissolved and EAR&H split into three national railways; the Uganda Railways Corporation, Tanzania Railways Corporation and Kenya Railways Corporation.
Associated Electrical Industries (AEI)Biography Biography
Associated Electrical Industries (AEI) was formed in 1928 as a financial holding company for a number of leading electrical manufacturing and trading companies in the United Kingdom. The two major constituent companies were British Thomson-Houston (BTH) based at Rugby, (Mill Road Works) and Metropolitan-Vickers Electrical Company Ltd (Metrovicks) situated at Trafford Park, Manchester. However, fierce rivalry existed between the Metrovick and BTH brands resulting in internal competition and duplicated management. This was highlighted during the Second World War in 1939, when Metrovicks and BTH became the first two firms in the world to construct jet engines (independently from each other). Following the Second World War, in 1954, AEI expanded to consist of BTH, Metrovicks, Edison Swan Electric Co, Ferguson Pailin, Hotpoint Electric Appliance Co, International Refrigerator Co, Newton Victor, Sunvic Controls, Premier Electric Heaters, Siemens Bros (1955) and Birlec (1954). In 1959 AEI decided to remove the familiar brands of BTH and Metrovicks and consolidate both as AEI resulting in internal problems and a fall in sales and market value. However, AEI acquired a variety of companies from 1959 to 1967, these included Associated Insulation Products, W. T. Henley’s Telegraph Works Co (1958), and London Electric Wire Co and Smiths (1958), Submarine Cables, Hackbridge Holdings Ltd., The Lancashire Dynamo and Crypto Ltd., W.T. Avery Ltd., Henley and Schreiber. The General Electric Company bought AEI in 1967.

Subject
Railways
locomotives
Manufacturing
Negatives
Exports