George Hudson - the eponymous Railway King - started his career with a stroke of luck, inheriting £27,000 (a fortune in 1827) from a distant relative. He invested successfully in the North Midland Railway, then formed his own Midland Railway, raising £5 million and bribing MPs along the way. But from his glory in 1845 he fell into disgrace, admitting corruption and selling land he did not own. He was eventually imprisoned in York Castle and died a broken man in 1871. His story provides an excellent insight into nineteenth-century politics and industrial progress, full of moral dilemmas and a testimony to the growth of the railways in Britain - a timely subject.

George Hudson - the eponymous Railway King - started his career with a stroke of luck, inheriting £27,000 (a fortune in 1827) from a distant relative. He invested successfully in the North Midland Railway, then formed his own Midland Railway, raising £5 million and bribing MPs along the way. But from his glory in 1845 he fell into disgrace, admitting corruption and selling land he did not own. He was eventually imprisoned in York Castle and died a broken man in 1871. His story provides an excellent insight into nineteenth-century politics and industrial progress, full of moral dilemmas and a testimony to the growth of the railways in Britain - a timely subject.

George Hudson was the greatest British railway entrepreneur of the 19th century. In 1848, he controlled over 1,000 miles of railway and, when it came to railway promotion, it seemed he could do no wrong. However, in early 1849 it came to light that some of his business methods had been less than ethical and he was forced to relinquish the chairmanship of each of his companies. His fall from grace was spectacular and his detractors, of whom there were many, were quick to denounce him as a fraudster, a charlatan and a crook. Even today, when the name George Hudson is mentioned, these same insults are often levelled at him. This new biography takes a fresh look at Hudson’s extraordinary life, from his humble beginnings as a farmer’s boy, to becoming Lord Mayor of York before catching the railway bug. He was MP for Sunderland between 1845 and 1859. After his fall from grace, Hudson endured a 20-year court battle with the York and North Midland Railway (subsequently the North Eastern Railway) for outstanding debts. Hudson made many mistakes in creating his railway empire, but did he deserve all the vitriol that still accompanies his reputation? In seeking to answer this question, Matthew Wells looks at the evidence, including what was said about Hudson during his lifetime and what Hudson himself had to say about the actions he took.

During the first two decades of this century, Sir William Mackenzie was one of Canada's best known entrepreneurs. He Spearheading some of the largest and most technologically advanced projects undertaken in Canada, he built a business empire that stretched from Montreal to British Columbia and to Rio de Janeiro and Sao Paulo in Brazil. It included gas, electric, telephone and transit utilities, railroads, hotels, and steamships as well as substantial coal mining, whaling, and timber interests. But when he died in 1923, his estate was virtually bankrupt as a result of the dramatic collapse of his Canadian Northern Railway during the First World War. In a business biography intended as much for general readers as for a scholarly audience, Fleming offers a revisionist perspective on Mackenzie. He dispels the simplistic approach of those historians and journalists who have depicted Mackenzie and his partner Sir Donald Mann as melodramatic crooks who could have stepped out of the pages of Huckleberry Finn.

During the first two decades of this century, Sir William Mackenzie was one of Canada’s best known entrepreneurs. He spearheaded some of the largest and most technologically advanced projects undertaken in Canada during his lifetime – building enterprises that became the foundations for such major institutions as Canadian National Railways, Brascan, and the Toronto Transit Commission. He built a business empire that stretched from Montreal to British Columbia and to Rio de Janeiro and Sao Paulo in Brazil. It included gas, electric, telephone and transit utilities, railroads, hotels, and steamships as well as substantial coal mining, whaling, and timber interests. For a time Mackenzie also owned Canada's largest newspaper, La Presse. He accumulated an enormous personal fortune, but when he died in 1923, his estate was virtually bankrupt as a result of the dramatic collapse of his Canadian Northern Railway during the First World War. In an era when the entrepreneur has come to be seen as a media hero and when struggles about the role of state enterprise in the transportation and energy sectors consume public policy debate, it is ironic that Mackenzie is largely forgotten by all but a few historians and railway aficionados. He left no papers to guide biographers. After a decade of gathering and piecing together fragments from an immense array of sources, Rae Fleming has written the first biography of the man that the German press extolled as the “Railway King of Canada.” Mackenzie was wily, crafty, manipulative, and intimidating. Starting as a general contractor in Eldon Township in rural Ontario, he built a small fortune contracting for the CPR in the Selkirks in the 1880s and then moved on to bigger things. Along the way, he funded the first full-length documentary movie, was toasted by the House of Lords, received a knighthood from George V, and developed close friendships with the major politicians of his day, including Borden and Meighen. In a business biography intended as much for general readers as for a scholarly audience, Fleming offers a revisionist perspective on Mackenzie. He dispels the simplistic approach of those historians and journalists who have depicted Mackenzie and his partner Sir Donald Mann as melodramatic crooks who could have stepped out of the pages of Huckleberry Finn.

The accomplishments and initiatives, both social and economic, of Edward Watkin are almost too many to relate. Though generally known for his large-scale railway projects, becoming chairman of nine different British railway companies as well as developing railways in Canada, the USA, Greece, India and the Belgian Congo, he was also responsible for a stream of remarkable projects in the nineteenth century which helped shape people’s lives inside and outside Britain. As well as holding senior positions with the London and North Western Railway, the Worcester and Hereford Railway and the Manchester, Sheffield & Lincolnshire Railway, Watkin became president of the Grand Trunk Railway of Canada. He was also director of the New York, Lake Erie and Western Railways, as well as the Athens–Piraeus Railway. Watkin was also the driving force in the creation of the Manchester, Sheffield and Lincolnshire Railway’s ‘London Extension’ – the Great Central Main Line down to Marylebone in London. This, though, was only one part of his great ambition to have a high-speed rail link from Manchester to Paris and ultimately to India. This, of course, involved the construction of a Channel tunnel. Work on this began on both sides of the Channel in 1880 but had to be abandoned due to the fear of invasion from the Continent. He also purchased an area of Wembley Park, serviced by an extension of his Metropolitan Railway. He developed the park into a pleasure and events destination for urban Londoners, which later became the site of Wembley Stadium. It was also the site of another of Watkin’s enterprises, the ‘Great Tower in London’ which was designed to be higher than the Eiffel Tower but was never completed. Little, though, is known about Watkin’s personal life, which is explored here through the surviving diaries he kept. The author, who is the chair of The Watkin Society, which aims to promote Watkin’s life and achievements, has delved into the mind of one of the nineteenth century’s outstanding individuals.

This is a wonderful companion to the new special film 'King of the Railway'. It features profiles on all much-loved Thomas and Friends characters, plus all you need to know about the new faces in the new film.

How King's Cross grew from tile kilns and dust heaps to a vital rail artery, and from decay and dereliction to a site of major redevelopment

An in-depth look at the British railway company’s celebrated class of steam locomotives, with more than three hundred photos. Built by Collett in 1927 after pressure to restore the Great Western Railway’s pre-eminence in motive power and cope with increasing postwar traffic to Devon and Cornwall holiday resorts, the thirty Kings were the final development of the Churchward Stars and the 1923 Castles and remained on top-link main line duty until their final replacement by the ‘Western’ class 52 diesel hydraulics in 1962. This book includes an insight into the thinking of some of Collett’s senior staff at the end of the 1930s and the eventual transformation in the latter years with redraughting and double chimneys. As well as describing their design and construction, the book comprehensively covers their operation and performance, backed up by many recorded logs on all main GW/WR routes over which they were permitted. The author had close experience of the class when working at Old Oak Common between 1957 and 1962, and includes a chapter of his experiences with them, including many footplate trips (as a management trainee, he was greeted with glee by firemen who would hand him the shovel). The book also includes over 300 photographs, one hundred of them in color.