There is very little information on Oriol's engagements of the 1940s.
It is known that unlike his older brother José María, who assumed major party and administrative posts of early Francoism, he did not engage in politics.
Throughout most of the decade he stayed away from public sight and except family events, he was not noted in the press.
He did not resume his pre-war Carlist engagements and is not mentioned by historiographic works dealing with Traditionalism of the so-called primer franquismo.
According to few available sources he dedicated himself to family business and remained active in “various companies”, controlled by the Oriol oligarchy.
It is not clear whether he lived in Madrid or elsewhere.
In the mid-1940s he was noted as resident of the Cantabrian Santander; this was probably because of his role in executive board of VALCA, the Santander-based chemical company Sociedad Española de los Productos Fotográficos, founded by the Oriols and 3 other Basque families.

It seems that the key Oriol's business focus was on Tren Articulado Ligero Goicoechea Oriol (TALGO), the new manufacturing and transportation railway company launched by his father jointly with Alejandro Goicoechea in 1942.
Since the mid-1940 it was already an exclusive family enterprise, but due to cash shortages and technological problems the company was struggling to launch large scale high-speed train services.
As TALGO was unable to address production problems domestically, manufacturing was contracted in the United States.
Oriol is known to have spent some time in New York, where he signed a contract with American Car and Foundry and supervised production of locomotives and the rolling stock for the train known as Talgo II.

 
In 1950 Oriol ascended to Chief Executive Officer of TALGO; the company figured prominently in the official propaganda, expected to demonstrate robustness of the industry and modernizing capacity of the regime.
Apart from developing production, his other major task was closing negotiations with RENFE over usage of the state railway network; in 1950 the first commercial service was launched between Madrid and Hendaye.
The Oriols were not happy with the arrangement and complained about their limited say on timetables and routes.
In 1953 the contract was re-negotiated and concluded on the entirely new basis; TALGO was manufacturing and maintaining trains, operated by state railways as RENFE property.
The new arrangement allowed the company to repay bank loans and stimulated further development; in the 1950s TALGO trains were already serving at a number of national routes.
Oriol stepped down from chairmanship in the mid-1950s, reportedly to assume political jobs.
However, he entered the new Comité de Gerencia of the company.
There is very little information on Oriol's engagements of the 1940s. It is known that unlike his older brother José María, who assumed major party and administrative posts of early Francoism, he did not engage in politics. Throughout most of the decade he stayed away from public sight and except family events, he was not noted in the press. He did not resume his pre-war Carlist engagements and is not mentioned by historiographic works dealing with Traditionalism of the so-called primer franquismo. According to few available sources he dedicated himself to family business and remained active in “various companies”, controlled by the Oriol oligarchy. It is not clear whether he lived in Madrid or elsewhere. In the mid-1940s he was noted as resident of the Cantabrian Santander; this was probably because of his role in executive board of VALCA, the Santander-based chemical company Sociedad Española de los Productos Fotográficos, founded by the Oriols and 3 other Basque families.
It seems that the key Oriol's business focus was on Tren Articulado Ligero Goicoechea Oriol (TALGO), the new manufacturing and transportation railway company launched by his father jointly with Alejandro Goicoechea in 1942. Since the mid-1940 it was already an exclusive family enterprise, but due to cash shortages and technological problems the company was struggling to launch large scale high-speed train services. As TALGO was unable to address production problems domestically, manufacturing was contracted in the United States. Oriol is known to have spent some time in New York, where he signed a contract with American Car and Foundry and supervised production of locomotives and the rolling stock for the train known as Talgo II.
 
In 1950 Oriol ascended to Chief Executive Officer of TALGO; the company figured prominently in the official propaganda, expected to demonstrate robustness of the industry and modernizing capacity of the regime. Apart from developing production, his other major task was closing negotiations with RENFE over usage of the state railway network; in 1950 the first commercial service was launched between Madrid and Hendaye. The Oriols were not happy with the arrangement and complained about their limited say on timetables and routes. In 1953 the contract was re-negotiated and concluded on the entirely new basis; TALGO was manufacturing and maintaining trains, operated by state railways as RENFE property. The new arrangement allowed the company to repay bank loans and stimulated further development; in the 1950s TALGO trains were already serving at a number of national routes. Oriol stepped down from chairmanship in the mid-1950s, reportedly to assume political jobs. However, he entered the new Comité de Gerencia of the company.
Antonio María Oriol Urquijo