British Railways

The rail transport system in Great Britain developed during the 19th century. After the grouping of 1923 under the Railways Act 1921, there were four large railway companies: the Great Western Railway (GWR), the London, Midland and Scottish Railway (LMS), the London and North Eastern Railway (LNER) and the Southern Railway (SR). Complete nationalisation had been considered, and the Railways Act 1921 is sometimes considered as a precursor to that, but the concept was rejected. Nationalisation was subsequently carried out after World War II, under the Transport Act 1947. This Act made provision for the nationalisation of the network, as part of a policy of nationalising public services by Clement Attlee's Labour Government. British Railways came into existence on 1 January 1948 when it took over the assets of the Big Four.

Regions
Soon after it's formation, British Railways was divided into regions which were initially based on the areas the former Big Four operated in; later, several lines were transferred between regions. Notably, these included the former Great Central lines from the Eastern Region to the London Midland Region, and the West of England Main Line from the Southern Region to Western Region


 * Southern Region: former Southern Railway lines.
 * Western Region: former Great Western Railway lines.
 * London Midland Region: former London Midland and Scottish Railway lines in England and Wales.
 * Eastern Region: former London and North Eastern Railway lines south of York.
 * North Eastern Region: former London and North Eastern Railway lines in England north of York.
 * Scottish Region: all lines, regardless of original company, in Scotland.

In 1955 another region was to be added, after the NWR hit bankruptcy, this being the:


 * North Western Region: the former North Western Railway, based on Sodor

Modernisation
The report, latterly known as the "Modernisation Plan", was published in January 1955. It was intended to bring the railway system into the 20th century. A government White Paper produced in 1956 stated that modernisation would help eliminate BR's financial deficit by 1962, but the figures in both this and the original plan were produced for political reasons and not based on detailed analysis. The aim was to increase speed, reliability, safety, and line capacity through a series of measures that would make services more attractive to passengers and freight operators, thus recovering traffic lost to the roads, after what happened on Sodor. Important areas included:


 * Electrification of principal main lines, in the Eastern Region, Kent, Birmingham to Liverpool/Manchester and Central Scotland
 * Large-scale dieselisation to replace steam locomotives
 * New passenger and freight rolling stock
 * Resignalling and track renewals
 * Modern marshalling yards
 * The closure of an unspecified, but relatively small, number of lines

The government appeared to endorse the 1955 programme (costing £1.2 billion), but did so largely for political reasons. This included the withdrawal of steam traction and its replacement by diesel (and some electric) locomotives. Not all the modernisations would be effective at reducing costs. The dieselisation programme gave contracts primarily to British suppliers, who had limited experience of diesel locomotive manufacture, and rushed commissioning based on an expectation of rapid electrification; this resulted in numbers of locomotives with poor designs, and a lack of standardisation. At the same time, containerised freight was being developed. The marshalling yard building programme was a failure, being based on a belief in the continued viability of wagon-load traffic in the face of increasingly effective road competition, and lacking effective forward planning or realistic assessments of future freight. This is what caused Francis to be sent to Sodor.