Engineering Drawings from the Derby Carriage and Wagon Works

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

The Midland Railway was formed in 1844 from the merger of the Midland Counties Railway, the North Midland Railway and Birmingham and Derby Junction Railway wit its headquarters in Derby. It expanded its operational territory by acquisition (e.g. railways in the Erewash valley, to Sheffield, serving the Leicestershire coalfields and the route from Birmingham to Bristol), and by construction of new railways and extensions to existing lines, including lines to Peterborough and Lincoln, towards Manchester and, most notably the Settle to Carlisle route. It expanded into the South Wales coalfields, and acquired railways not connected to its main routes: the London, Tilbury and Southend Railway and, in Ireland, the Belfast and Northern Counties Railways. Much of this activity was driven by competition with its geographical rivals, the London and North Western Railway to the west and the Great Northern Railway to the east.

Where its interests were better served by co-operation, it tried to reach agreements with those same companies to share routes and traffic receipts. The most famous of these is the Euston Square Confederation, an agreement between the Midland Railway, the London and North Western Railway and the Manchester, Sheffield and Lincolnshire Railway. Other such arrangements were the Cheshire Lines Committee and the right to run over the Great Northern Railway into King’s Cross station.

The arrangements for through running and sharing of London termini with its competitors proved unsatisfactory. As a consequence the Midland Railway eventually built its own connection to London. The line ran from Bedford on the Midland’s existing Leicester to Hitchin line, to a terminus at St Pancras. It was opened in 1868. The Midland Railway was a partner in several joint railways e.g. the Somerset and Dorset Joint Railway (with the London and South Western Railway), and the Midland and Great Northern Joint Railway (the Great Northern Railway).

The Midland Railway came under the control of the Railway Executive during the First World War and ended its independent existence in 1923 under Grouping when it was merged with, amongst other railway companies, its great rival the London and North Western Railway to form the London, Midland and Scottish Railway Company.

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.

The North Eastern Railway Company was formed in 1854 when the York, Newcastle and Berwick, York and North Midland, Leeds Northern, and Malton and Driffield Railways amalgamated. It acquired the West Hartlepool Railway in 1864, the Stockton and Darlington in 1865 and the Blyth and Tyne in 1874. As a result it almost had a monopoly in its area. Its area of operation covered the north east and north Yorkshire, and stretched from Berwick-on-Tweed south to Doncaster, with extensions into Westmorland and Cumberland and into Scotland. It exercised running powers over the North British line from Berwick to Edinburgh and a joint owner of the Forth Bridge. It was also a joint owner of the East Coast Joint Stock with the Great Northern and North British Railways.

Its main goods traffic was coal from the Northumberland and Durham coalfields. It was an early investor in electrification, initially to deal with a difficult approach to the docks but later extended to the Newcastle-upon-Tyne suburban area. It also electrified goods workings between Shildon and Middlesbrough and planned to electrify the York to Newcastle route (even building a prototype locomotive) but the first world war intervened and the work was not carried out.

The headquarters of the NER were in York where it also had its carriage works. The main works were at Shildon. Among its Chief Mechanical Engineers were Wilson Worsdell, Thomas Worsdell and Vincent Raven.

The NER became part of the London and North Eastern Railway under Grouping in 1923.

The Great Western Railway, also known as the GWR, was founded by Royal Assent on 31 August 1835. The idea of a railway from Bristol to London had first been mooted in 1824, and finally in 1833 a committee of four prominent Bristol businessmen, namely George Jones, John Harford, Thomas Richard Guppy and William Tothill, had joined together and provided impetus and capital for the project. It took two years to survey the line and push the necessary legislation through Parliament. The first train ran from Bristol to Bath on 31 August 1940, full services started in 1841 and in 1842 Swindon Locomotive Works started operation. The London terminus of the GWR was at Paddington station.

At its inception, the GWR had a board of 24 directors which was divided into two committees based in London and Bristol. The first chairman, who sat on the London committee, was Benjamin Shaw and the first deputy chairman was Robert Bright, a member of the Bristol committee. Sir Daniel Gooch was the first Locomotive Superintendent, a post that came later to be known as the Chief Mechanical Engineer. The GWR did not have the post of General Manager until 1863, when Charles Grierson was appointed. The first Secretary was Charles Saunders. Charles Russell became chairman in 1839. The GWR’s first Engineer (a post that would later be called the Chief Civil Engineer) was the renowned Isambard Kingdom Brunel, and he held the post from March 1835 to September 1859. The GWR was overseen by a Board of Directors.

At the turn of the century there were three departments under the General Manager. These were the General Department, New Works and Government Enquiries and Staff and Expenses. On the operational side of the GWR, the various different departments such as the Locomotive, Carriage and Superintendent, the Superintendent of the Line, the Goods Department and the Traffic Manager all used a similar administrative structure. These departments were headed by one manager and beneath this post responsibility was distributed into divisions based on geographical areas, which varied by department. The docks which were owned by the GWR were administrated separately from the railways under the control of the Chief Docks Manager. There were also facilitative administrative departments, as well as Hotels and Catering, Surveyor, Estate Agent, Stores departments and a Road Motor Engineer’s Department which operated the GWR’s road haulage service.

Brunel insisted on using a broad gauge track, which caused problems both in the civil engineering projects to build the railway and also during operation. A Gauge Commission had been appointed in 1846 and brought about the Gauge Act of 16 August 1846 which noted the systemic advantages of narrow gauge but did not compel the GWR to convert the full length of their track. From 1846 a standard gauge third rail was added to board gauge lines. From around 1868, led by then Chairman Sir Daniel Gooch, the GWR began to convert the entire system to standard gauge, and this was completed on 23 May 1892.

The main line of the Great Western Railway ran over the 118¼ miles between Bristol Temple Meads and Paddington station in London. The construction of the main line required several major engineering works. The chief among these was the two-mile long Box Tunnel between Bath and Chippenham. This challenging engineering work took around five years to complete, opening on 30 June 1841. Brunel also constructed viaducts and bridges, including the Maidenhead Bridge, opened on 1 July 1839 and the Royal Albert Bridge at Saltash which linked Devon and Cornwall across the River Tamar and which opened on 11 April 1859.

The GWR had a road haulage operation, which connected with its rail freight services. The GWR also owned and operated a number of docks and harbours, and after the Grouping in 1923 the GWR became the world’s largest dock-owning company. It wholly owned 16 docks, including Plymouth, Swansea and Cardiff, and jointly owned five other docks. The South Wales ports mainly handled minerals and food, whilst passenger ships used Plymouth and Fishguard. The GWR’s docks and harbours allowed goods and passengers to transfer between rail and sea with ease. The GWR also owned its own hotels, which numbered eight by 1923. The showpiece hotel was the Great Western Royal Hotel which was connected to Paddington station.

The Railways Act 1921 came into effect on 1 January 1923 and the multitude of smaller railway companies were consolidated in the Big Four. The GWR absorbed seven larger constituent companies as well as 26 smaller railways covering most of Wales, the Welsh Marches, Somerset, South Devon and Cornwall. It was third largest Big Four railway, with around 3,800 miles of track.

The Great Western Railway, along with all the other Big Four railway companies was nationalised and taken over by the Railway Executive, part of the British Transport Commission from 1 January 1948. The Western Region of British Railways took over responsibilty for GWR's sphere of operations.

British Rail Engineering Ltd (BREL) was a wholly-owned subsidiary of the British Railways Board. Created through the Transport Act 1968, BREL began trading in 1970 under managing director A.E. Robson.

The company was created to manage British Rail’s thirteen workshops, replacing the British Rail Workshops Division. The works managed by BREL were Ashford, Crewe, Derby Locomotive Works, Derby Litchurch Lane, Doncaster, Eastleigh, Glasgow (formerly St Rollox), Horwich Foundry, Shildon, Swindon, Temple Mills, Wolverton, and York.

The primary object of BREL was to provide a construction, maintenance, and repair service to Britain’s railways. BREL produced most of British Rail’s new locomotives and carriages. These included the Class 141, 142 and 144 Railbuses, as well as the Mark III coach, used on all BR’s 125mph trains for inter-city travel. The company also overhauled BR’s fleet of locomotives and rolling stock, including passenger coaches. At one time, it was also the principal UK manufacturer of wagons for coal and freight.

In addition to carrying out work for BR, the Transport Act 1968 allowed BREL to use the spare capacity of its main works to manufacture for outside industry. In 1971, BREL formed BRE-Metro Ltd, a joint company with Metro-Cammell Ltd. This was to promote export sales of locomotives and rolling stock. Export contracts included the manufacture of coaches for the Northern Ireland Railway and Coras Iompair Eirann, and wagons for railways in Sweden, Malaysia, Yugoslavia and Bangladesh. BREL also supplied components and general engineering equipment to a wide range of non-railway customers, including the British Steel Corporation.

During the 1980s, BREL began a major project of rationalisation. Ashford Works, which had been gradually run down throughout the 1970s, was closed in 1981. Temple Mills Works, which mainly carried out wagon maintenance, was closed in 1983, and its work transferred to Doncaster. Shildon Works was closed in 1984, with Swindon following in 1986. In May 1987, the wagon department at Doncaster was separated from the rest of the works, and was sold to RFS Industries as Doncaster Wagon Works Ltd.

In 1987, the remaining BREL workshops were split into three distinct groups. Eastleigh, Wolverton, Doncaster and Glasgow were formed into BR Maintenance Ltd, a new British Railways Board subsidiary. Horwich Foundry was transferred to a new, separate subsidiary company, and was sold in 1988. Crewe, York, and the two works in Derby became BREL (1988) Ltd. In April 1989, BREL (1988) Ltd was sold to a consortium of BREL management and employees, the Swiss-Swedish conglomerate Asea Brown Boveri, and Trafalgar House. Asea Brown Boveri later bought out Trafalgar House, and in 1992 the company was renamed ABB Transportation Ltd.