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 ENGLISH 
 
 Railway Passenger Traffic, 
 
 For the Five Years 1883-1887. 
 
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 A comparative analysis of English railwa 
 
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 3 1924 030 121 457 
 
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A COMPARATIVE ANALYSIS 
 
 ENGLISH 
 
 Railway Passenger Traffic, 
 
 For the Five Years 1883-1887. 
 
 BY 
 
 (Fellow of the Royal Statistical Society). 
 
 PRICE ONE SHILLING. 
 
 Printed and Published by McCorquodale & Co., Limited, 
 43, Cardington Street, N.W. 
 
 Q- 
 
/\. M-313 
 
 /•CORNELL 
 I UNIVERSITY 
 
 \ LIBRA RY 
 
/ beg to express my indebtedness to the various 
 officers of our principal railways for their great courtesy 
 in answering my enquiries, and to tender my best 
 thanks for same, especially to Messrs. H. Lambert, 
 Great Western Railway; G. P. Neele, London and 
 North Western Railway ; J. Noble, Midland Railway ; 
 Hy. Oakley, Great Northern Railway ; and H. Tennant, 
 North Eastern Railway, wJw have allowed me the use 
 of much valuable information not elsewhere obtainable, 
 and withoict which several of the tables at end of 
 this paper could not have been compiled. 
 
 S. C. 
 LouGHTON, March, i88g. 
 
A COMPARATIVE ANALYSIS 
 
 English Railway Passenger Traffic 
 
 FOR THE FIVE YEARS 
 
 1883-1887. 
 
 THE steady decrease in 2nd class traffic first led me to 
 consult the Board of Trade Railway Returns, with a view 
 to ascertain whether such decrease were general all over 
 England, or greater in some districts than others. This was 
 by no means easy to arrive at, as the variation in such large 
 masses of figures from year to year gave no clear impression 
 as to the ratio of the variation of classes one to another. 
 This induced me to compile the statement No. 1, which 
 shows at a glance, in the nine columns to the right, the 
 relative quantities of traffic conveyed, by applying a fixed 
 number (100) as representing the whole traffic (1st, 2nd, and 
 3rd class), whether numbers of passengers or amounts, i.e., 
 numbers of pounds. Statement No. 2 supplements this 
 information by giving in decimals of £\. the receipts from 
 each passenger.* 
 
 * The figures in all tlie statements may be taken as accurate. Each 
 " proportion " has been worked independently, and is proved by the 
 whole balancing, and in case of " average receipts " the original decimal 
 calculation has been verified by logarithms. 
 
It is not my intention in this paper to analyse these 
 returns too deeply, so as to show why the London 
 Chatham and Dover Company should, alone amongst our 
 lines doing more than a Metropolitan traffic, show a small 
 but steady increase in the percentage of receipts derived from 
 2nd class, or why the Manchester Sheffield and Lincoln- 
 shire Company should have only 2-67 °/a of 2nd class 
 passengers against the South Eastern 10-50 °/o , but merely 
 to make a few disconnected remarks with regard to one or 
 two points which have occurred to me in dealing with the 
 question generally. 
 
 INFORMATION TO SUPPLEMENT BOARD OF 
 TRADE RETURNS. 
 
 For the purpose of comparison, it would seem well that 
 information as to the number of passengers actually booked 
 on each line, and the gross receipts therefrom, should be 
 accessible. Such information would give a far clearer idea 
 of the number of journeys actually made, and would show 
 whether the tendency is to travel farther or not. The present 
 system does not, and enormously increases the apparent 
 number of passengers (without arriving at, or assisting in any 
 way towards, a "passenger mile" unit, as suggested by Sir 
 Juland Danvers * ) on a purely arbitrary basis, regulated only 
 by the rule that an individual shall count as one passenger 
 
 * " Defects of English Railway Statistics." Sir Juland Danvers, 
 K.C.S.I. — yournal of the Royal Statistical Society, vol. li. page 2. 
 
if he perform a journey local to one company, but as two, 
 three, or more if he touch other companies' lines — e.g., a 
 passenger booking from Camden Town to Kentish Town= 
 •6 of a mile, would count as two (being included in both the 
 London and North Western and North London returns) j 
 and one from Euston to Carlisle, 299 miles, as one only. 
 Further, if one company absorb another, there is a decrease, 
 apparently, in the gross number of passengers for the king- 
 dom, and a tendency to increase the average receipts per 
 passenger caused by an actual increase in the average 
 receipts per passenger of the company making the purchase ; 
 whereas if each company showed its own bookings and gross 
 receipts therefrom, the comparison would in no way be affected, 
 it only then being necessary to add for the corresponding 
 period to the numbers and receipts of the purchasing 
 company those of the company absorbed. 
 To turn, however, to the 
 
 2nd class question, 
 I am, and have been for many years, of opinion that there 
 was ample scope for three classes of carriages, but am 
 equally disposed to think, now that 3rd class carriages are 
 run on nearly all trains, and these of such an extremely 
 comfortable character as competition alone induced, the 
 2nd class, so far as companies north of the Thames are 
 concerned, is doomed, unless, perhaps, on the London residen- 
 tial trains. The Great Northern policy of abolishing 2nd 
 class fares in certain districts only has been condemned as 
 half-hearted and piecemeal, but it is a question whether this 
 
is really not the best solution of the difficulty. Every 
 district has its peculiarities, and in the neighbourhood of 
 the Metropolis the 2nd class local traffic is so important 
 an element that it would be undoubtedly a serious loss of 
 revenue to any company having a London terminus to abolish 
 2nd class fares within a radius of, say, 30 miles from the 
 great city. No doubt the fact of there being but few cases 
 where 3rd class season ticket rates are quoted contributes 
 very largely to the enormous number of 2nd class seasons 
 taken, and, as a rule (though by no means without exceptions), 
 if a man hold a 2nd or 1st class contract ticket, members of 
 his family or friends visiting also take tickets of corresponding 
 class. Then, again, in most cases the 2nd single fares for 
 short journeys are not particularly low (this does not refer to 
 journeys wholly within the Metropolitan boundary), but the 
 returns show a substantial reduction, whilst in nearly every 
 instance the 3rds are double two singles.* It seems innate in 
 an Englishman to make a bai-gain, even though he pay 
 more than he need do, and the temptation to secure two 
 journeys for less than the sum of two singles is one not to 
 be overcome. Now, considering that in the vicinity of 
 London 2nd class has the stamp of public approval, that 
 passengers do not object to pay reasonable fares, that each 
 compartment conveys ten passengers (same as a 3rd), and 
 costs but a trifle extra for better upholstery, &c., it seems 
 well to foster the traffic. 
 
 * The London and North Western Line must be excepted, as they 
 offer cheap 3rd return fares up to Bletchley inclusive, and also very \o-fr 
 2nd singles. 
 
For country branches, where the traffic is not sufficient to 
 
 load the carriages, and even for much of the main line, it is 
 
 a great question whether 2nd class traffic can be profitably 
 
 conducted. Take, for instance, London and Manchester. . (It 
 
 has become customary only to carry eight 2nd class 
 
 passengers for long journeys.) 
 
 We have — 
 
 2nd Class. 
 
 £ s. d. 
 
 A Compartment, 8 @ 20/ 8 
 Less duty, 570 8 
 
 3rd Class. 
 £ s. d. 
 10 @ 15/5i 7 14 7 
 
 7 12 
 
 Balance in favour, 
 
 7 12 
 
 2 7 
 
 Generally speaking, less weight is attached to the power 
 of persuasion than should be. Happening to know a station- 
 master who firmly believes in 2nd class, and having facilities 
 for ascertaining a year's traffic between his station " A " and 
 the adjacent one " B,'' I made a comparison with the follow- 
 ing results : — 
 
 Bookings from 
 
 Bookings from 
 
 i\ 
 
 A " TO « B." 
 
 "B"to "A." 
 
 
 £1o 
 
 £% 
 
 I St single. 
 
 102 
 
 108 
 
 2nd „ 
 
 1-87 
 
 1-73 
 
 I St return, 
 
 1-51 
 
 118 
 
 2nd „ 
 
 37-52 
 
 902 
 
 3rd single, 
 
 58-28 
 
 7114 
 
 3rd return, 
 
 ... 
 
 15-85 
 
 
 100-0070 =;^338 
 
 100-0070 =^281 
 
In the case of "A" the station-master informs passengers 
 that there is only Id. difference between 3rd and 2nd returns, 
 and accordingly everyone takes second return or books 
 single 3rd. Although fare tables are exhibited at every 
 station, it is scarcely one passenger in a hundred who glances 
 at them, and when one does it is probably only to verify the 
 change received from the booking clerk. I very much 
 question if one passenger in a thousand knows of the general 
 revision and reduction of 2nd class fares which has taken 
 place on the London and North Western system, and not 
 between competitive points only — e.g., Tebay to Penrith, 
 19 miles, 2nd single fare, 2s. — and this in some of the finest 
 carriages in the kingdom. This Company should make its 
 announcements in such manner as the Metropolitan Line, 
 whose reduced fares are presented in such intensity of colour 
 as to catch the public eye, notwithstanding " Pears' Soap " and 
 " Colman's Mustard." Either this, or request their station- 
 masters to follow the quietly persuasive example of the one 
 at " A " if they wish to encourage 2nd class travel. There 
 is, I am strongly of opinion, another way in which this par- 
 ticular Company might gain some long distance high-class 
 traffic — viz., by running a morning and evening Liverpool 
 and Manchester express from and to London, 1st and 2nd 
 class only, at such times as would allow a good business day 
 either in London or Lancashire, and at such fares for special 
 tickets " available on day of issue only," as should afford a 
 substantial reduction on the sum of two singles. Tlie time should 
 not exceed — Manchester 3 hours 50 minutes, and Liverpool 4 
 hours, and a breakfast or dining-car (outward or homeward, as 
 
11 
 
 the case might be) run. Birmingham might share in the advan- 
 tage by slipping at Rugby and making first stop Stafford on 
 the down, and correspondingly slipping at Stafford and 
 stopping at Rugby on the up journey. This is by no means 
 intended to advocate high speed where no end is gained. In 
 the case of Edinburgh, although the 8 hours service (really 7 
 hours 45 minutes) last year deserved our warmest admiration, 
 we must not overlook the fact that 6 p.m. is no more 
 use for a business man than 6.30, and a tourist after a 
 good luncheon at York or Preston can surely be satisfied 
 with dinner at 7 p.m. ; but in the case of Liverpool 
 and Manchester, each half-hour means more time for 
 business, and merchants and others would willingly pay 
 for this. It is not so much the desire to travel 3rd class 
 that obtains, but to travel as cheaply as possible by the 
 selected train, and the same people who invariably come up 
 from Leeds to London 3rd, in many cases go from 
 Paddington by the 11.45 or 3 p.m. without feeling at all 
 aggrieved because they must then travel 2nd.* 
 
 * Take as an instance a year's traffic from Holyhead and Banger 
 respectively — the former being served by the Irish mails and the latter 
 not. The ■whole traffic, excluding London, shows a 2nd class percentage 
 of receipts — Holyhead 16-22, Bangor 16'48 ; but if we analyse the 
 eliminated London traffic, the gross receipts from which only vary as 
 17 to 16 at the two stations, we find this shows : — 
 
 1st 2Nr) 3rd 
 
 Holyhead 29-85 28-37 41-78 = 100-00 % 
 
 Bangor 35-61 20-07 44-32 = 100-00 % 
 
 Although one might readily have assumed from the higher 1st class 
 percentage at Bangor, the 2nd would also have been higher than 
 Holyhead. 
 
The North Eastern Company have exceedingly low 1st 
 
 and 2nd single fares — e.g., 
 
 Miles 1st 2nd 3rd 3rd return. 
 *Hull and Doncaster, 40| 5/5 4/6 3/4| 5/9 
 
 Alston and Haltwhistle, 18 1/9 1/5 1/1 1/10 
 
 But they make no reduction on returns, and they do so 
 invariably in the case of 3rd class, so that the bargain-loving 
 northerner not only takes his 3rd single but also return. 
 Further, the 3rd class carriages are as fine as any in the 
 kingdom, and some of the 2nds are anything but attractive — 
 e.g., those between Driffield and Malton, or Selby and 
 Market Weighton.f Then, again, 3rd class season tickets 
 are largely issued. A combination of these reasons for 
 travelling 3rd probably accounts for the very low percentage 
 of 2nd class traffic on this line. It is a somewhat curious 
 thing that many people who took 3rd class seasons 
 when residing on the North Eastern Line, take 1st soon 
 after moving to London. 
 
 Closely allied to the 2nd class question is the one 
 regarding 
 
 *Compare — 
 
 Miles 1st 2nd 3rd 3rd return. 
 
 Cannon Street and Staplehurst, 40f 10/6 7/ 3/6 6/10 
 
 Falmouth and Truro, 12 2/6 1/9 l/l(par.l/)2/2 
 
 t The Ix>ndon and North Western similarly foster 3rd class traffic at 
 the expense of 2nd between Llandudno Junction and Blaenau Festiniog. 
 During the summer a saloon carriage is run for 3rd class passengers and 
 the 2nds have to be contented with ordinary compartments, from the 
 windows of which the majority of the occupants cannot obtain nearly so 
 good a view of the scenery — a few coupis, it is true, appear. The fine 1st 
 class saloon, with glass at end as well as side, is not announced in any 
 way, and coming, as it does (to secure the best look-out), next the engine 
 on a very long train, comparatively few of the visitors appear to know of 
 its existence. 
 
13 
 
 THE ADVISABILITY OR OTHERWISE OF ISSUING 
 
 RETURN TICKETS AT A SUM LESS THAN TWO 
 
 SINGLE FARES. 
 
 The information which has kindly been supplied me by 
 the London and North Western, North Eastern, Great 
 Northern, Midland, and Great Western railways has enabled 
 me to prepare tables 3, 4, 5, 6 and 7, which go to show con- 
 clusively that return tickets at a reduced fare are appreciated 
 by the travelling public. It will be observed, on reference 
 to Table 1, that those companies whose general practice 
 is to offer reductions to 1st and 2nd passengers only 
 carry a greater proportion of traffic in the higher classes. 
 The systems adopted by the Great Western and North 
 Eastern Companies are exactly the reverse of one another, 
 the former making large concessions to 1st and 2nd class 
 return ticket holders, and none to 3rd; and the latter 
 making no allowance whatever in the higher classes, but a 
 reasonable abatement invariably in the 3rd.* The Midland 
 
 *As a rule — of course there are exceptions, but my remarks only 
 apply to the general basis upon which the fares are calculated. The 
 North Eastern line is much rcTiled in many districts (notably Hull and 
 neighbourhood), and it appears but little known, or at any rate accredited, 
 that this Company quotes the lowest fares for 3rd class passengers (taking 
 the whole line into consideration) of any line in the kingdom. The 
 Midland Company is popularly supposed to give the cheapest travelling 
 to the 3rd class passenger, but owing to their general principle being to 
 charge two single fares for a return ticket, the supposition is not founded 
 on fact. Compare — 
 
 Single. Return. 
 
 1st. 2nd. 3rd. 1st. 2nd. 3rd. 
 N.E.R.— Hull and Market Weighton 2/8 2/3 1/7^ 5/4 4/6 2/10 
 
 Mid.R.— St. Pancras and St. Albans 2/8 — 1/7J 5/4 —3/3 
 The distances are identical. 
 
 L.&N.W.—Euston& King's Langley 3/3 2/2 1/8 J 5/4 4/0 3/0 
 A mile more. 
 
14 
 
 make no reduction either in 1st or 3rd class. Unfortunately, 
 the manner in which the Great Western Company's accounts 
 are compiled did not admit of their showing the numbers 
 booked at their stations only, or the difference in percentages 
 would have been still further accentuated; still, the 1887 
 results show that — 
 
 1st Class. 2nd Class. Srd Class. 
 
 Great Western Railway 46-627o 53'557o 20'25^ 
 
 Midland Railway 25-377o ... 17-657o 
 
 North Eastern Railway 33-987o 35-717o 35-567, 
 of the passengers took return tickets. 
 
 The London and North Western table, which gives the 
 fullest analysis, shows that there is a general tendency to 
 travel further in all cases except 3rd return, and there is no 
 doubt that the reduced fares alluded to in note (f) to some 
 extent explain this, coupled with the fact that the various 
 exhibitions held during recent years in London, Liverpool, 
 and Manchester, caused enormous numbers of passengers 
 to be booked from stations in the vicinity of these places 
 at exceedingly low fares. Meanwhile the long-distance traffic 
 remained practically stationary, and thus the average distance 
 travelled became reduced. It is, however, by no means my 
 intention to attempt to explain the results shown. This 
 can be done by more competent hands than mine, and I 
 only purpose making one suggestion: that in the case of 
 competitive traffic, especially long-distance, between great 
 commercial centres, it is advisable to make some reduction in 
 the price of return tickets : — 
 
IS 
 
 a. 1st and 2nd only, if it be desired to foster the traffic 
 
 in those classes, or preferably 
 
 b. In all classes ; 
 
 and the line having the greatest share in such competitive 
 traffic should be the one to take action. The holder of 
 the return half of a ticket is not infrequently the means of 
 inducing another to return with him, who, left to himself, 
 would have travelled by an opposition route ; and not only 
 this, but if the return fare be sufficiently attractive, the 
 passenger gained in all probability takes a return ticket 
 also. Inasmuch as the line taking the greatest share of the 
 traffic would, inter alia, issue the greatest number of return 
 tickets, the tendency would be to gain a still greater traffic, 
 and ultimately render unnecessary the running of an expensive 
 train service by all competing routes. This would be more satis- 
 factory to the public than an agreement between the competing 
 companies and pooling of the receipts, which has a tendency 
 to produce a comparatively poor train service ; whereas, 
 once a company has the bulk of the traffic between any 
 two profitable points, they would naturally do their best to 
 retain it. 
 
 It is somewhat difficult to show the exact effect of quoting 
 returns at less than two single fares, but an examination of 
 long-distance traffic to the extent of a total of 150,000 
 passengers has been analysed for a basis, and we find — 
 
 <^- 1st and 2nd return fares, Returns, 
 
 showing a very slight double 
 
 reduction. two singles. 
 
 1st Class. 2nd Class. 3rd Class. 
 
 Single tickets issued 67-18^ 6346^ 96-30^ 
 
 Return tickets issued 32-82)!^ 36-54^ 3-70^ 
 
i6 
 
 b. All return fares double two singles. 
 
 1st Class. 2nd Class. 3rd Class. 
 
 Single tickets issued 97-03^ 96-367o 98-06^ 
 
 Return tickets issued 2-97^ 3-64^ 1-94% 
 
 It will be observed in the case of a that slightly more 
 
 3rd returns are issued than in the case of b, although no 
 
 reduction is made ; but the immense difference in the 1st 
 
 and 2nd class bears no comparison with this. I may mention 
 
 that the figures from which these results were derived include 
 
 both up and down traffic ; that in neither case is there a 
 
 "tourist" element, the centres being commercial, and that 
 
 no " excursions " enter into the calculation.* 
 
 The consideration of cheap return fares naturally leads to 
 
 EXCURSION TRAFFIC. 
 
 Some considerable diversity of opinion appears to prevail 
 as to whether excursion traffic should be cultivated or not. 
 There seems but very little doubt that, judiciously managed, 
 excursions may be made a source of profit without in any 
 way taking from the ordinary traffic. On the one hand, in 
 common fairness to the man who pays full single fare, 
 
 * With a view to test the accuracy of the conclusions drawn from 
 example (Ji), traffic under precisely similar circumstances between other 
 points, and covering over 100,000 passengers additional, has also been 
 examined, and gives the following results : — 
 
 All Return Fares, Double Two Singles. 
 
 1st Class. 2nd Class. 3rd Class. 
 
 Single Tickets issued ... 95-77^ 95-33^ 97-41^ 
 
 Return „ ... 423^ 4-67^ 2-59^ 
 thus confirming the deductions drawn from (Ji). 
 
 In all cases (a), (*), (c), the traffic analysed extends over a whole 
 twelvemonth. 
 
17 
 
 excursion passengers should not be permitted to travel by 
 ordinary trains — e.g., London and Bridlington 1st single and 
 1st excursion, both 30s. — which is manifestly unfair to the 
 passenger who does not wish to return. On the other hand, 
 in order to induce traffic, it is essential that the excursion 
 passenger be not kept for hours in a slow train shunted to 
 allow the passage of every ordinary. The case seems to be 
 admirably met by the weekly excursions from London to the 
 West of England and vice versa, rim throughout the summer 
 months by the London and South Western and Great Western 
 Companies, who work special trains at a good speed * for 
 places below Exeter, and convey thousands of passengers 
 each season by them. The fares, distance for distance, are 
 somewhat higher than those charged by the northern com- 
 panies, but the tickets are available for a longer period. 
 Undoubtedly one great reason for their popularity is the fact 
 of the trains starting from town every Saturday. The 
 northern lines do not seem sufficiently alive to the fact 
 that although Ilfracombe and Scarboro' may not geographi- 
 cally appear competitive from London, yet by giving facilities 
 to the one which the other does not possess competition is 
 caused, and of a very strong nature.f London has an 
 immense army of workers whose salaries are such that every 
 
 * Until the l.o p.m. from Paddington commenced running, July, 
 1887, the excursion was the best 3rd class train to Exeter and Plymouth 
 in point of time. 
 
 t In one season 16 cases came under my notice of passengers who 
 took their holidays in the West of England, owing to the facilities 
 offered, the whole of whom would have gone north had similar induce- 
 ments been offered. 
 
i8 
 
 additional sovereign spent in travel means a curtailment of 
 the holiday, and this holiday being as a rule short, and the 
 precise date fixed in many cases months before, it is only 
 to be expected that excursions such as admit of two Sundays 
 being included in a week's holiday, or three in a fortnight, 
 and which allow a date being arranged any time during the 
 summer (instead of, as in the case of the northern trips, 
 having to wait for the advertisement, appearing about lo days 
 in advance of the trip, which only admits an absence from 
 town of five days in most instances) should be largely 
 patronised. The Great Eastern system of issuing fortnightly 
 tourist tickets is one which has the stamp of public approval. 
 There is no doubt but that if such excellent arrangements 
 were made by the northern companies — as they doubtless 
 would make, once they took the matter in hand — events 
 would show that the Yorkshire Coast, Derbyshire, North 
 Wales, and the Lake District had far more admirers than 
 was ever anticipated. Of course, the great argument against 
 this line of action is that the tourist traffic would suffer. Of 
 course it might, to a certain extent ; but if a record were 
 kept of the dates on which the return halves of tourist tickets 
 issued for distances of 200 miles and upwards were given up, 
 it would probably be found that 90 % were considerably over 
 a fortnight after date of issue. As a rule, the man who can 
 afford to take his family these comparatively long journeys 
 has three weeks' holiday or more, and if he, individually, 
 were inclined to curtail this to take advantage of a 16-days' 
 ticket, he would in all probability be overruled by the other 
 members of his family. On the other hand, the man with 
 
19 
 
 a smaller purse and shorter holiday (and very often larger 
 family), not having the necessary facilities offered, is lost 
 altogether to the three great roads to the ' north. In the 
 case of the Great Eastern line, the distances being shorter 
 and therefore fares lower, there is a greater risk of losing 
 full-rate tourist traffic without gaining passengers who 
 otherwise would not travel. Yet it is only fair to assume 
 the issue of fortnightly tickets pays well or it would not 
 have been continued. 
 
 In 1885 the various companies commenced to run long- 
 date excursions every week during the season from the 
 Lancashire and Yorkshire districts to Scarboro', Whitby, 
 &c,, and although, owing to the shorter distances, 
 a much greater percentage of passengers who took tourist 
 tickets in 1884, and did not desire to stay longer than the 
 new excursion tickets would permit, naturally drifted from 
 the "ordinary" into the "excursion" group than would be 
 the case with the long-distance London traffic previously 
 mentioned, yet from an analysis of the Scarboro' traffic I 
 have been enabled to make from three of the leading towns, 
 we find the gross receipts in the case of the smallest town 
 of the three are only 5 % down, in the second case 13 % 
 up, and in the case of the largest town 24 % up. Of course 
 there is just a possibility that similar facilities not having 
 been offered in the case of North Wales certain passengers 
 visited Yorkshire instead. 
 
 Half-day excursions to places of popular resort seem to 
 be a good source of revenue from the great towns in 
 Yorkshire. The North Eastern line were the pioneers with 
 
this kind of excursion traffic, and they must have earned a 
 great amount of money which otherwise they would not have 
 received.* It would never do to offer such low rates from 
 London at holiday times— i?.^., Brighton at 1/9 on Whit 
 Monday ! — it would be simply impossible to take the people 
 down, not to mention bringing them back again. 
 
 Season Tickets. — In no description of passenger traffic 
 has there been such an increase as in residential tickets, and in 
 no kind of traffic do we find greater diversity of opinion as to 
 the best system of regulating the charges. Some lines issue 
 1st, 2nd, and 3rd class, but the majority 1st and 2nd only. 
 Some charge a man taking a 3 or 6 months' ticket much 
 more heavily in proportion than by taking a 12 ; some 
 permit a kind of " extension " to be made, whereby a 3 
 months' ticket may be extended to 6 on payment of the 
 difference between the two charges, and similarly up to 12 
 months ; and others charge equally for the four 3 months, 
 one-fourth each of the 12 months' rate, which is probably the 
 best system all round, and is certainly by far the simplest, 
 so far as book-keeping goes. 
 
 The anomalies which exist for certain privileges are 
 inexplicable to the general public. Take, for instance, the 
 following Great Northern stations. The holder of a 12 
 
 * Take a single instance : — A gentleman residing in Hull went one 
 season seven times to Scarboro' with these half -day excursions, and paid 
 @ 1/9 = 12/3. On enquiring how many journeys he would have 
 made had such excursions not been run, the reply was "None. I had 
 no particular reason for going, and should certainly not have paid 7/6 
 railway fare for a half-day at Scarboro'." (His business did not permit 
 absence for the w.>iok day.) 
 
21 
 
 months' ticket to King's Cross, desiring to change his ticket 
 for one available in the City (Broad Street or Moorgate 
 Street), would be charged additional rates as under : — 
 
 holding a ticket to 
 
 Ist Class. 
 £ s. d. 
 
 2nd Class 
 
 £ s. d. 
 
 HoUoway 
 
 4 
 
 1 
 
 6 
 
 3 4 
 
 Finsbury Park ... 
 
 3 
 
 16 
 
 6 
 
 2 18 6 
 
 Harringay 
 
 3 
 
 16 
 
 6 
 
 2 13 6 
 
 Hornsey 
 
 2 
 
 11 
 
 
 
 14 
 
 Wood Green ... 
 
 3 
 
 11 
 
 
 
 1 10 
 
 New Southgate 
 
 3 
 
 3 
 
 
 
 2 12 6 
 
 New Bamet 
 
 3 
 
 3 
 
 
 
 2 7 
 
 Hadley Wood ... 
 
 3 
 
 3 
 
 
 
 2 7 
 
 Potter's Bar 
 
 4 
 
 4 
 
 
 
 2 12 6 
 
 Hatfield 
 
 2 
 
 4 
 
 
 
 3 8 6 
 
 Welwyn 
 
 2 
 
 2 
 
 
 
 4 14 6 
 
 Knebworth 
 
 1 
 
 7 
 
 6 
 
 4 12 6 
 
 Stevenage 
 
 
 
 6 
 
 6 
 
 4 14 6 
 
 Hitchin 
 
 
 
 12 
 
 6 
 
 4 14 6 
 
 It seems a most extraordinary thing that the holder of a 
 2nd class ticket to Hornsey can have the use of the City 
 lines for a charge of £\ 4s. over the King's Cross rate, 
 whereas a resident at Hitchin, who would probably (con- 
 sidering the train service and distance from town) not use 
 the City lines one-fourth as often, has to pay £/^ 14s. 6d. 
 for the same privilege. Further, it is equally remarkable 
 that the \st class passenger can have this extra mileage 
 for 12s. 6d. per annum ! 
 
The Great Northern is merely taken as an instance. 
 There are equally remarkable cases on the London and 
 North Western and other lines. 
 
 Again a difference of opinion exists as to the desirability 
 of permitting the user of a ticket over two sections of line 
 slightly diverging — e.g., 
 
 Bamet 
 
 Finsbury Park 
 
 ' High Barnet. 
 
 f Chingford 
 Stratford < 
 
 I Loughton. 
 
 The Great Northern Company, without extra charge, make 
 their London tickets available over both lines (intermediate 
 stations on same basis — e.g., Wood Green available at 
 Highgate), whereas the Great Eastern rigorously limit the use 
 of a ticket to the line actually selected. They have, probably 
 such an immense suburban traffic that they do not wish 
 to foster its further growth ! 
 
 Taking the lines having termini in London altogether 
 (not including such as the Metropolitan, which issue a great 
 number of seasons wholly between business districts), there is 
 a wonderful similarity in the rates charged for suburban 
 tickets, distance for distance, and it is therefore the more 
 remarkable that such diversity of opinion should exist with 
 regard to the points mentioned, and other little matters of 
 detail. 
 
 These stray remarks have spun themselves out to greater 
 length than was originally intended, but they have been 
 prompted by a desire to direct some attention to a few 
 matters which, so far as I am aware, have not elsewhere 
 
23 
 
 been touched on. The tables of figures will afford data for 
 arriving at some general conclusions, but as Mr. Oakley 
 remarked,* "The difficulty that a railway manager had to 
 contend with was not so much in fixing an equitable rate 
 as in reconciling as best he might the conflicting claims of 
 the district he had to serve." No line has shown greater 
 independence than the Great Northern in applying a parti- 
 cular system to a particular district. A careful study of 
 human nature is essential to a railway manager, who must, 
 on the one hand, offer such facilities to the 3rd class 
 passenger as may make his line popular, and yet not cause 
 an outcry from those .willing to pay 1st or 2nd class and 
 cause them to migrate into 3rd, because proportionately they 
 do not receive as great value for their money. Friction has 
 to be avoided in small matters — e.g.^ examination of tickets 
 and collection of excess fares, f 
 
 * Discussion on Sir Juland Danvers' Paper, Royal School of Mines, 
 December 20th, 1887. 
 
 t The London and North Western and Great Northern Companies, 
 with their daily examination of season tickets at Willesden, Finsbury 
 Park, Chalk Farm, and Holloway, cause far less inconvenience than the 
 irregular calls made by the Great Eastern Company (perhaps not more 
 than three times in a month) at unexpected times on leaving the terminal 
 station, when one's hands are perhaps full of packages. Further, the 
 Great Eastern Company lose large sums annually by not collecting excess 
 fares from passengers who deliberately travel in superior class carriages, 
 the plan of collecting tickets at end of long trains (15, 17, and more 
 coaches) rendering this impossible. The Great Northern, meantime, by 
 having a large staff of travelling inspectors, collect an immense number 
 of small amounts, and at the same time merit the approval of their higher 
 class passengers, who appreciate having their interests protected. 
 
 Again, the North Eastern Company exasperate passengers by stopping 
 trains within 100 yards or so of a station to examine and collect tickets — 
 
24 
 
 One word in closing. Objection has been previously 
 raised that passenger traffic is from time to time commented 
 on, whereas merchandise, producing a much greater revenue, 
 is comparatively neglected. 
 
 To this objection I would answer that, other things being 
 equal, the line which best attends to any man's personal 
 comforts can the most easily secure his general traffic, and 
 the earnings of that train which allows an extra ten minutes 
 for breakfast or five before dinner are not to be estimated 
 simply by ascertaining the actual number of passengers it 
 carries, especially if the local station master be courteous, and 
 use his best endeavours to secure competitive merchandise 
 traffic. It still holds good — 
 
 " The Proper Study of Mankind is Man." 
 
 e.g., Hull, Driffield, Bridlington, &c., &c., especially the first-named, where 
 the London train is commonly detained 4 or 5 minutes, instead of col- 
 lecting at last stopping place— and cause much annoyance by declining on 
 many occasions (Hull again) to permit friends of departing passengers on 
 the platform. Rough corners such as these should be smoothed down to 
 make things run easily. 
 
25 
 
 II. — Table showing the average receipts per passenger on the undermen- 
 tioned Railways, arrived at from the numbers and amounts shown 
 in the first two sections of Table I. — 
 
 COMPANY. 
 
 CLASSES. 
 
 ist. 2nd. 3rd. All 
 
 Great Eastern. 
 
 Great Northern 
 
 r Nottinghamshire") I 
 
 , I Derbyshire ^ May; 1885 J 
 
 j Lincolnshire ) n 
 
 Note. — 2nd class abolished-! 
 
 (^Yorkshire January, 
 
 3rd class passengers first conveyed by lo.o a.m. ist 
 November, 1887. 
 
 Great Western 
 
 Note. — Expressfares abolished except by limited mail on 
 ist May, 1882, and finally done away with ist March, 1884, 
 when the limited mail ceased. 3rd class by all trains (ex-\ 
 cept limited mail and two West of England expresses each j 
 way)trom ist January', 1877. The 12.0 from Plymouth and ( 
 i.o p.m. from London commenced running July isc, 1887. l.^ 
 
 Lancashire and Yorkshire 
 
 London and North Western 
 
 London and South Western 
 
 London Brighton and South Coast 
 
 London Chatham and Dover 
 
 
 887 
 
 883 
 
 £ 
 
 ■0797 
 ■0787 
 ■0786 
 •0785 
 •0782 
 
 •1917 
 •1936 
 
 ■1913 
 ■1879 
 •1870 
 
 •1772 
 ■1801 
 
 •1835 
 •1825 
 
 ■1765 
 
 ■0714 
 ■0675 
 •0676 
 ■0650 
 ■0633 
 
 •2283 
 ■2270 
 ■2308 
 
 •2373 
 ■2387 
 
 •1057 
 
 •1045 
 ■1067 
 ■1086 
 •1156 
 
 •1164 
 ■1164 
 •1131 
 ■1186 
 ■I 1 73 
 
 •0715 
 ■0699 
 •07 II 
 •0750 
 •0776 
 
 £ 
 
 •0349 
 ■0328 
 ■0318 
 ■0312 
 •0308 
 
 •0700 
 ■0625 
 
 ■0583 
 
 ■0860 
 •0879 
 •0876 
 ■086 1 
 ■0841 
 
 ■0425 
 •0419 
 ■0402 
 ■0387 
 ■0391 
 
 ■0971 
 
 •0977 
 
 •0993 
 ■0994 
 
 •0618 
 ■0604 
 ■0602 
 ■0584 
 •0605 
 
 ■0621 
 ■0635 
 •0614 
 ■0651 
 •0622 
 
 ■0429 
 ■0437 
 ■0433 
 •0443 
 •0454 
 
 £ 
 
 ■0195 
 ■0193 
 
 ■oigi 
 "0191 
 •0190 
 
 ■0636 '0406 
 
 0398 
 •0386 
 
 •0379 
 ■0368 
 
 ■0469 
 ■0474 
 ■0480 
 ■0476 
 •047s 
 
 ■0263 
 ■0278 
 ■0277 
 ■0284 
 ■0288 
 
 •0465 
 ■0466 
 ■0468 
 
 ■0475 
 •0470 
 
 ■0369 
 ■0370 
 ■0376 
 ■0370 
 •0370 
 
 •0230 
 ■0246 
 0273 
 •0268 
 •0254 
 
 ■0168 
 ■0187 
 ■0189 
 •0192 
 ■0191 
 
20 
 
 COMPANY. 
 
 CLASSES. 
 
 2nd. 
 
 3rd. 
 
 Manchester Sheffield & Lincolnshire • 
 
 Metropolitan 
 
 Metropolitan District 
 
 Midland 
 
 North Eastern J 
 
 Note. — The reduced ist and 2nd class fares came Into J 
 general operation in 1881. f 
 
 North London ... 
 
 South Eastern ... 
 
 Other English and Welsh Companies 
 
 All English and Welsh Companies 
 
 883 
 
 883 
 
 887 
 
 886 
 
 S87 
 883 
 
 £ 
 •1056 
 ■1132 
 •I 142 
 1116 
 •I 106 
 
 ■0197 
 ■0196 
 •0186 
 •0186 
 •0186 
 
 •0186 
 •0187 
 ■0184 
 ■0187 
 ■0181 
 
 ■1481 
 ■1613 
 •1699 
 ■1704 
 ■165s 
 
 •1540 
 ■1541 
 ■1556 
 ■1590 
 ■1583 
 
 ■0163 
 ■0162 
 ■0163 
 ■0163 
 ■016S 
 
 ■1702 
 ■1681 
 •1688 
 •1791 
 •1820 
 
 ■0623 
 ■0615 
 •0623 
 ■0571 
 ■0558 
 
 ■1003 
 ■1004 
 
 ■lOOI 
 
 ■1002 
 ■1006 
 
 £ 
 ■0542 
 ■0556 
 
 •0543 
 ■0503 
 
 ■0506 
 
 ■0128 
 0140 
 ■0126 
 ■0125 
 ■0x26 
 
 •0122 
 
 •0I2I 
 
 ■Oil 9 
 •0120 
 •01 19 
 
 •0896 
 •0913 
 ■0956 
 
 •0980 
 
 •0983 
 
 •01 1 2 
 
 ■Qiog 
 ■0106 
 ■0108 
 •0102 
 
 ■0774 
 •0746 
 ■0746 
 
 •0754 
 •0768 
 
 ■0367 
 
 ■0367 
 •0370 
 
 •0305 
 •0288 
 
 ■0484 
 
 •0478 
 •0458 
 
 •0445 
 •0414 
 
 £ 
 ■0313 
 ■0318 
 •0319 
 
 ■0322 
 
 •0318 
 
 •0070 
 •0069 
 •0067 
 ■0067 
 ■0067 
 
 -0083 
 
 •0083 
 
 •0083 
 
 ■0081 
 •C08I 
 
 •0520 
 
 •0508 
 
 ■0502 
 
 ■0494 
 ■0474 
 
 ■0382 
 •0385 
 ■0385 
 
 ■0384 
 •0388 
 
 •0079 
 •0079 
 ■0079 
 •C079 
 ■0072 
 
 •03x6 
 
 •0323 
 ■03XX 
 
 •0309 
 
 ■03x0 
 ■0254 
 
 •0240 
 •02x5 
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 •0x99 
 
 •0281 
 
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 ■0281 
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27 
 
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I.— COMPARATIVE STATEMENT, showing in classes (with the percentages: due to each) the number of Passengers conveyed, and the amounts 
 
 received therefrom, by the undermentioned Companies. Years 1883, 1884, 1885, 1886, and 1887. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 PERCENTAGES. 
 
 
 
 
 
 
 PASSENGERS 
 
 
 
 AMOUNTS 
 
 
 { 
 SEASON TICKETS. 
 
 
 AMOUNTS 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 (excluding Season Ticket Holders'). 1 
 
 (excluding Season Ticket receipts). | 
 
 
 
 
 
 GROSS 
 
 (including 
 
 Season Ticket receipts.)] 
 
 T> A ssTrnvri-TnTj « 
 
 AMOUNTS 
 
 AMOUNTS 1 
 
 COMPANy. 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 
 TOTAL. 
 
 
 
 
 jrxi.»^ 
 
 
 JJL.\Jf~lt 
 
 (excludin 
 
 g Season 
 
 Tickets). 
 
 (includin 
 
 g Season 1 icketsj. 
 
 1st. 
 
 2nd. 
 
 3rd. 
 
 TotaL 
 
 1st. 
 
 2nd. 
 
 3rd. 
 
 Total. 
 
 1st. 
 
 2nd. 
 
 3rd. 
 
 Total. 
 
 1st. 
 
 2nd. 
 
 3rd. 
 
 1st. 
 
 2nd. 
 
 3rd. 
 
 1st. 
 
 2nd. 
 
 3rd. 
 
 1st. 
 
 2nd. 
 
 3rd. 
 
 
 1883 
 
 * 
 2,154.125 
 
 * 
 6,002,528 
 
 * 
 
 54,185,540 
 
 * 
 62,342,193 
 
 * 
 
 £ 
 171,684 
 
 # 
 
 209,632 
 
 £ 
 1,058,965 
 
 £ 
 1,440,281 
 
 £ 
 57,404 
 
 £ 
 90,428 
 
 1,762 
 
 £ 
 149,594 
 
 * 
 
 1,589,875 
 
 £ 
 
 229,088 
 
 300,060 
 
 1,060,727 
 
 3-46 
 
 9-63 
 
 86-91 
 
 11-92 
 
 14-55 
 
 73-53 
 
 14-41 
 
 18-87 
 
 66-72 
 
 
 1884 
 
 2,040,457 
 
 6,036,999 
 
 57,556,180 
 
 65,633,636 
 
 1 60,664 
 
 198,254 
 
 1,112,759 
 
 1.471.677 
 
 58,874 
 
 95.863 
 
 2,997 
 
 157,734 
 
 1,629,411 
 
 219,538 
 
 294,117 
 
 1,115,756 
 
 311 
 
 9'20 
 
 87-69 
 
 10-92 
 
 13-47 
 
 75-61 
 
 13-47 
 
 18-05 
 
 68-48 
 
 Great Eastern \ 
 
 1885 
 
 1,924,363 
 
 5,922,684 
 
 59,131,320 
 
 66,978,367 
 
 151.276 
 
 188,139 
 
 1,131,648 
 
 1.471.063 
 
 60,148 
 
 102,950 
 
 1,582 
 
 164,680 
 
 1,635,743 
 
 211,424 
 
 291,089 
 
 1,133,230 
 
 2-87 
 
 8-84 
 
 88-29 
 
 10-28 
 
 12-79 
 
 76-93 
 
 12-92 
 
 17-80 
 
 69-28 
 
 
 1886 
 
 1,852,416 
 
 5,916,886 
 
 61,607,009 
 
 69.376.311 
 
 145.327 
 
 184,808 
 
 1,174,346 
 
 1,504,481 
 
 62,027 
 
 108,286 
 
 260 
 
 170,573 
 
 1,675,054 
 
 207,354 
 
 293,094 
 
 1,174,606 
 
 2-67 
 
 8-53 
 
 88-80 
 
 9-66 
 
 12-29 
 
 78-05 
 
 12-38 
 
 17-50 
 
 70-12 
 
 1^ 
 
 1887 
 
 1,745,755 
 
 5,807,367 
 
 62,771,299 
 
 70,324,421 
 
 136.537 
 
 178,703 
 
 1,189,776 
 
 1,505,016 
 
 62,632 
 
 112,719 
 
 207 
 
 175,558 
 
 1,680,574 
 
 199,169 
 
 291,422 
 
 1,189,983 
 
 2-48 
 
 8-26 
 
 89-26 
 
 907 
 
 11-87 
 
 79-06 
 
 11-85 
 
 17-34 
 
 70-81 
 
 r 
 
 1883 
 
 912,146 
 
 1,892,509 
 1,641,064 
 
 20,987,051 
 
 23.791.706 
 
 174,863 
 
 120,453 
 
 852,059 
 
 1.147.375 
 
 29,865 
 
 45.516 
 
 8,207 
 
 83,588 
 
 1,230,963 
 
 204,728 
 
 165,969 
 
 860,266 
 
 3-83 
 
 7-96 
 
 88-21 
 
 15-24 
 
 10-50 
 
 74-26 
 
 16-63 
 
 13-48 
 
 69-89 
 
 
 1884 
 
 864,090 
 
 22,156,364 
 
 24,661,518 
 
 167,295 
 
 114,845 
 
 882,886 
 
 1,165,026 
 
 31,401 
 
 50,066 
 
 9,792 
 
 91,259 
 
 1,256,285 
 
 198,696 
 
 164,911 
 
 892,678 
 
 3'50 
 
 6-66 
 
 89-84 
 
 14-36 
 
 9-86 
 
 75-78 
 
 15-82 
 
 13-13 
 
 71-05 
 
 Great Northern ...< 
 
 1885 
 
 847,173 
 
 1,593.833 
 
 22,959,228 
 
 25.400,234 
 
 162,032 
 
 99,603 
 
 885,782 
 
 1.147.417 
 
 32,008 
 
 51,611 
 
 10,676 
 
 94,295 
 
 1,241,712 
 
 194,040 
 
 151,214 
 
 896,458 
 
 3-34 
 
 6-27 
 
 90-39 
 
 14-12 
 
 8-68 
 
 77-20 
 
 15-63 
 
 1218 
 
 72-19 
 
 
 1886 
 
 852.392 
 
 1.379,566 
 
 23,985,000 
 
 26,216,958 
 
 160,169 
 
 88,012 
 
 908.552 
 
 1,156,733 
 
 33.340 
 
 52,381 
 
 13.054 
 
 98,775 
 
 1,255.508 
 
 193,509 
 
 140,393 
 
 921,606 
 
 3-25 
 
 5'26 
 
 91-49 
 
 13-85 
 
 7-61 
 
 78-54 
 
 15-41 
 
 11-18 
 
 73-41 
 
 , 
 
 1887 
 
 831,466 
 
 1,411,924 
 
 24,506,223 
 
 26,749,613 
 
 155,485 
 
 82,367 
 
 901,010 
 
 1,138,862 
 
 33.630 
 
 55,198 
 
 13.641 
 
 102,469 
 
 1.241.331 
 
 189,115 
 
 137,565 
 
 914,651 
 
 3-11 
 
 5-28 
 
 91-61 
 
 13-65 
 
 7-23 
 
 79-12 
 
 15-24 
 
 11-08 
 
 73-68 
 
 r 
 
 [883 
 
 1,958,257 
 
 7.813.417 
 
 39,736,836 
 
 49,508,510 
 
 347,073 
 
 672,262 
 
 1,863,785 
 
 2,883,120 
 
 32.918 
 
 44,596 
 
 2,658 
 
 80,172 
 
 2,963,292 
 
 379,991 
 
 716,858 
 
 1,866,443 
 
 3-96 
 
 15-78 
 
 80-26 
 
 12-04 
 
 23-32 
 
 64-64 
 
 12-82 
 
 24-19 
 
 62-99 
 
 
 1884 
 
 1,814,156 
 
 6,111,236 
 
 42.991.317 
 
 50,916,709 
 
 326,812 
 
 537,483 
 
 2.036,521 
 
 2,900,816 
 
 33,076 
 
 47,032 
 
 2,794 
 
 82,902 
 
 2,983,718 
 
 359,888 
 
 584,515 
 
 2,039,31s 
 
 3-56 
 
 12-00 
 
 84-44 
 
 11-27 
 
 18-53 
 
 70-20 
 
 12-06 
 
 19-59 
 
 68-35 
 
 1 
 
 Great Western ^^ 
 
 1885 
 
 1,628,653 
 
 5.753,347 
 
 42,620,722 
 
 50,002,722 
 
 298,787 
 
 504,125 
 
 2,045.137 
 
 2,848,049 
 
 32,417 
 
 47,424 
 
 3.95^ 
 
 83,798 
 
 2,931,847 
 
 331,204 
 
 551,549 
 
 2,049,094 
 
 3-26 
 
 11-50 
 
 85-24 
 
 10-49 
 
 17-70 
 
 71-81 
 
 11-30 
 
 18-81 
 
 69-89 
 
 
 1886 
 
 1,556,370 
 
 5,667,635 
 
 43,906,074 
 
 51.130,079 
 
 284,098 
 
 487,719 
 
 2,090,528 
 
 2,862,345 
 
 32,403 
 
 48,193 
 
 5.008 
 
 85,604 
 
 2,947,949 
 
 316,501 
 
 535,912 
 
 2,095,536 
 
 3-04 
 
 11-09 
 
 85-87 
 
 9-93 
 
 17-04 
 
 73-03 
 
 10-74 
 
 18-18 
 
 71-08 
 
 
 1887 
 
 1,541,401 
 
 5,472,012 
 
 44.452,726 
 
 51,466,139 
 
 272,064 
 
 460,074 
 
 2.113.593 
 
 2,845,731 
 
 33,080 
 
 50,014 
 
 5,299 
 
 88,393 
 
 2,934,124 
 
 305,144 
 
 510,088 
 
 2,118,892 
 
 3-00 
 
 10-63 
 
 86-37 
 
 9-56 
 
 16-17 
 
 74-27 
 
 10-40 
 
 17-38 
 
 72-22 
 
 1 
 
 1883 
 
 1,568,704 
 
 2.351.440 
 
 37,742,211 
 
 41.662,355 
 
 111,938 
 
 99,932 
 
 992,824 
 
 1,204,694 
 
 60,977 
 
 29.384 
 
 24,958 
 
 115,319 
 
 1,320,013 
 
 172,915 
 
 129,316 
 
 1,017,782 
 
 3-77 
 
 5-64 
 
 90-59 
 
 9-29 
 
 8-29 
 
 82-42 
 
 13-10 
 
 9-80 
 
 77-10 
 
 
 1884 
 
 1.428,453 
 
 2,222,468 
 
 36,866,332 
 
 40,517,253 
 
 96,486 
 
 93.148 
 
 1,025,280 
 
 1,214,914 
 
 61,894 
 
 29,519 
 
 34.369 
 
 125,782 
 
 1,340,696 
 
 158,380 
 
 122,667 
 
 1,059,649 
 
 3-53 
 
 5-48 
 
 90-99 
 
 7-94 
 
 7-67 
 
 84-39 
 
 11-82 
 
 9-15 
 
 79-03 
 
 Lancashire and ' 
 Yorkshire 
 
 1885 
 
 1,285,684 
 
 2,065,862 
 
 36,893,402 
 
 40,244,948 
 
 86,865 
 
 82,977 
 
 1,023,136 
 
 1,192,978 
 
 60,538 
 
 30,543 
 
 46,422 
 
 137.503 
 
 1,330,481 
 
 147,403 
 
 113,520 
 
 1,069,558 
 
 3-20 
 
 5-13 
 
 91-67 
 
 7-28 
 
 6-96 
 
 85-76 
 
 11-08 
 
 8-53 
 
 80-39 
 
 1886 
 
 1,168,409 
 
 1.874,829 
 
 36,828,206 
 
 39,871,444 
 
 75,972 
 
 72.504 
 
 1,046,390 
 
 1,194,866 
 
 60,390 
 
 29,966 
 
 56,692 
 
 147,048 
 
 1,341,914 
 
 136,362 
 
 102,470 
 
 1,103,082 
 
 2-93 
 
 4-70 
 
 92-37 
 
 6-36 
 
 6-07 
 
 87-57 
 
 10-16 
 
 7-64 
 
 82-20 
 
 . 
 
 1887 
 
 1,103,469 
 
 1.794,375 
 
 38,510,474 
 
 41,408,318 
 
 69,826 
 
 70,222 
 
 1,110,086 
 
 1,250,134 
 
 59,329 
 
 28,726 
 
 64,241 
 
 152,296 
 
 1,402,430 
 
 129,155 
 
 98,948 
 
 1,174,327 
 
 2-67 
 
 4-33 
 
 93-00 
 
 5-58 
 
 5-62 
 
 88-80 
 
 9-21 
 
 7-06 
 
 83-73 
 
 c 
 
 1883 
 
 2,468,996 
 
 4,093.658 
 
 48,522,293 
 
 55,084,947 
 
 563.787 
 
 397.579 
 
 2,255,223 
 
 3,216,589 
 
 66,686 
 
 46,349 
 
 25.S18 
 
 138,553 
 
 3,355,142 
 
 630,473 
 
 443,928 
 
 2,280,741 
 
 4-48 
 
 7-43 
 
 188-09 
 
 17-53 
 
 12-36 
 
 70-11 
 
 18-79 
 
 13-23 
 
 67-98 
 
 
 1884 
 
 2,354,749 
 
 4.022,441 
 
 49,498,842 
 
 55,876,032 
 
 534.591 
 
 389,648 
 
 2,305,504 
 
 3,229,743 
 
 64,902 
 
 41,206 
 
 35.692 
 
 141,800 
 
 3,371,543 
 
 599,493 
 
 430,854 
 
 2,341,196 
 
 4-21 
 
 7-20 
 
 188-59 
 
 16-55 
 
 12-07 
 
 71-38 
 
 17-78 
 
 12-78 
 
 69-44 
 
 London and ' 
 North Western S 
 
 1885 
 
 2,170,442 
 
 3,700,459 
 
 48,978,129 
 
 54,849,030 
 
 500,833 
 
 361,650 
 
 2,290,883 
 
 3,153.366 
 
 65,416 
 
 39,331 
 
 43.690 
 
 148,437 
 
 3,301,803 
 
 566,249 
 
 400,981 
 
 2,334,573 
 
 3-96 
 
 6-75 
 
 89-29 
 
 15-88 
 
 11-47 
 
 72-65 
 
 17-15 
 
 12-14 
 
 70-71 
 
 1886 
 
 2,066,297 
 
 3.506,354 
 
 49,545,860 
 
 55.118,511 
 
 490,238 
 
 348,346 
 
 2,353.493 
 
 3.192,077 
 
 67,196 
 
 37,632 
 
 51.787 
 
 156,615 
 
 3,348,692 
 
 557,434 
 
 385,978 
 
 2,405,280 
 
 3-75 
 
 6-36 
 
 89.89 
 
 15-36 
 
 10-91 
 
 73-73 
 
 16-64 
 
 11-53 
 
 71-83 
 
 { 
 
 1887 
 
 2,012,399 
 
 3,421,636 
 
 51,152,924 
 
 56,586,959 
 
 480,316 
 
 340.176 
 
 2,404,043 
 
 3.224.535 
 
 67,542 
 
 37,921 
 
 61,134 
 
 166,597 
 
 3,391,132 
 
 547,858 
 
 378,097 
 
 2,465,177 
 
 3'56 
 
 6-04 
 
 |90-40 
 
 14-90 
 
 10-55 
 
 74-55 
 
 16-16 
 
 11-15 
 
 72-69 
 
 ( 
 
 1883 
 
 2,652,170 
 
 4,900,740 
 
 26,333,781 
 
 33,886,691 
 
 280,309 
 
 302,651 
 
 970,541 
 
 1.553.501 
 
 82,500 
 
 52,006 
 
 9,418 
 
 143.924 
 
 1,697,425 
 
 362,809 
 
 354.657 
 
 979,959 
 
 7-83 
 
 14-46 
 
 J77-71 
 
 18-04 
 
 19-48 
 
 62-48 
 
 21-38 
 
 20-89 
 
 57-73 
 
 
 1884 
 
 2,528,237 
 
 4,712,964 
 
 27,321,020 
 
 34,562,221 
 
 264,250 
 
 284,786 
 
 1,012,166 
 
 1,561,202 
 
 83,918 
 
 55,811 
 
 10,681 
 
 150,410 
 
 1,711,612 
 
 348,168 
 
 340,597 
 
 1,022,847 
 
 7-31 
 
 13-64 
 
 79-05 
 
 16-93 
 
 18-24 
 
 64-83 
 
 20-34 
 
 19-90 
 
 59-76 
 
 London and ) 
 South Western 
 
 1885 
 
 2,324,37s 
 
 4,488,113 
 
 27,779,291 
 
 34.591.779 
 
 248,014 
 
 270.368 
 
 1,044,725 
 
 1,563,107 
 
 82,781 
 
 60,015 
 
 12,177 
 
 154.973 
 
 1,718,080 
 
 330,795 
 
 330,383 
 
 1,056,902 
 
 6-72 
 
 12-97 
 
 80-31 
 
 15-87 
 
 17-30 
 
 66-83 
 
 19-25 
 
 19-23 
 
 61-52 
 
 1886 
 
 2,321,293 
 
 4,462,106 
 
 28,820,688 
 
 35,604,087 
 
 252,204 
 
 260,541 
 
 1,065,317 
 
 1,578,062 
 
 83,293 
 
 63,273 
 
 14.384 
 
 160,950 
 
 1,739,012 
 
 335,497 
 
 323,814 
 
 1,079,701 
 
 6-52 
 
 12-53 
 
 i80-95 
 
 15-98 
 
 16-51 
 
 67-51 
 
 19-29 
 
 18-62 
 
 62-09 
 
 . 
 
 1887 
 
 2,230,858 
 
 4,179,148 
 
 29,488,739 
 
 35,898,745 
 
 257,866 
 
 252,633 
 
 1,091,836 
 
 1,602,335 
 
 84.989 
 
 64.695 
 
 17,122 
 
 166,806 
 
 1,769,141 
 
 342,855 
 
 317,328 
 
 1,108,958 
 
 6-21 
 
 11-64 
 
 82-15 
 
 16-09 
 
 15-77 
 
 68-14 
 
 19-38 
 
 17-94 
 
 62-68 
 
 r 
 i 
 
 1883 
 
 2,038,921 
 
 3,937,334 
 
 35,319,752 
 
 41,296,007 
 
 237,361 
 
 244,337 
 
 810,684 
 
 1,292,382 
 
 98,236 
 
 73.624 
 
 ■ 1.078 
 
 172,938 
 
 1,465,320 
 
 335,597 
 
 317,961 
 
 811,762 
 
 4-94 
 
 9-53 
 
 |85-53 
 
 18-37 
 
 18-90 
 
 62-73 
 
 22-90 
 
 21-70 
 
 55-40 
 
 
 1884 
 
 1,898,911 
 
 3,643,358 
 
 33,898,681 
 
 39,440,950 
 
 221,124 
 
 231,193 
 
 834,003 
 
 1,286,320 
 
 96,946 
 
 77.941 
 
 1,272 
 
 176,159 
 
 1,462,479 
 
 318,070 
 
 309,134 
 
 835,275 
 
 4-81 
 
 9-24 
 
 185-95 
 
 17-19 
 
 17-97 
 
 64-84 
 
 21-75 
 
 21-14 
 
 57-11 
 
 London Brighton J 
 AND South Coast S 
 
 1885 
 
 1,763,383 
 
 3,458,881 
 
 29,544,986 
 
 34,767,250 
 
 199.395 
 
 212,242 
 
 805,771 
 
 1,217,408 
 
 95,654 
 
 81,500 
 
 1,121 
 
 178,275 
 
 1.395.683 
 
 295,049 
 
 293,742 
 
 806,892 
 
 5-07 
 
 9-95 
 
 |84-98 
 
 16-38 
 
 17-43 
 
 66-19 
 
 21-14 
 
 21-05 
 
 57-81 
 
 1886 
 
 1,673,904 
 
 3.154,011 
 
 31,323,970 
 
 36,151,885 
 
 198,46(T' 
 
 205,482 
 
 839,788 
 
 1,243.730 
 
 97,490 
 
 86,079 
 
 1,159 
 
 184,728 
 
 1,428,458 
 
 295,950 
 
 291,561 
 
 840,947 
 
 4-63 
 
 8-72 
 
 'mm 
 
 15-96 
 
 16-52 
 
 67-52 
 
 20-72 
 
 20-41 
 
 58-87 
 
 - 1 
 
 1887 
 
 1,715,757 
 
 3.382.777 
 
 33,439.702 
 
 38,538,236 
 
 201,186 
 
 210,473 
 
 848,552 
 
 1,260,211 
 
 98,347 
 
 89,643 
 
 1,526 
 
 189,516 
 
 1.449,727 
 
 299,533 
 
 300,116 
 
 850,078 
 
 4-45 
 
 8-78 
 
 '86-77 
 
 15-97 
 
 16-70 
 
 67-33 
 
 20-66 
 
 20-70 
 
 58-64 
 
 r 
 
 1883 
 
 2,238,799 
 
 3.044,454 
 
 24,673.999 
 
 29,957.252 
 
 160,149 
 
 130,683 
 
 414,685 
 
 705.517 
 
 42,646 
 
 37,101 
 
 4,554 
 
 84,301 
 
 789,818 
 
 202,795 
 
 167,784 
 
 419,239 
 
 7-47 
 
 10-16 
 
 82-37 
 
 1 
 
 22-70 
 
 18-52 
 
 58-78 
 
 25-68 
 
 21-24 
 
 53-08 
 
 
 1884 
 
 2,111,478 
 
 3,000,525 
 
 23,163,543 
 
 28,275,546 
 
 147.549 
 
 131,168 
 
 432,081 
 
 710,798 
 
 41,491 
 
 39,149 
 
 4,760 
 
 85,400 
 
 796,198 
 
 189,040 
 
 170,317 
 
 436,841 
 
 7-47 
 
 10-61 
 
 81-92 
 
 20-76 
 
 18-45 
 
 60-79 
 
 23-74 
 
 21-39 
 
 54-87 
 
 London Chatham J 
 AND Dover " 
 
 1885 
 
 2,025,139 
 
 2,986,647 
 
 22.733,297 
 
 27,745,083 
 
 143,974 
 
 129,224 
 
 429,463 
 
 702,661 
 
 40,874 
 
 40,037 
 
 4,867 
 
 85,778 
 
 788,439 
 
 184,848 
 
 169,261 
 
 434,330 
 
 7-30 
 
 10-76 
 
 ■81-94 
 
 20-49 
 
 18-39 
 
 61-12 
 
 23-44 
 
 21-47 
 
 55-09 
 
 1886 
 
 1,968,796 
 
 3,004,632 
 
 22,823,284 
 
 27,796,712 
 
 147,628 
 
 132,982 
 
 437,276 
 
 717,886 
 
 40,079 
 
 41,680 
 
 5,073 
 
 86,832 
 
 804,718 
 
 187,707 
 
 1 74,662 
 
 442,349 
 
 7'08 
 
 10-81 
 
 82-11 
 
 20-57 
 
 18-52 
 
 60-91 
 
 23-33 
 
 21-70 
 
 54-97 
 
 ^ 
 
 1887 
 
 1,891,680 
 
 2,987,892 
 
 22,867,690 
 
 27,747,262 
 
 146.745 
 
 135,516 
 
 436,773 
 
 719,034 
 
 40,841 
 
 44,079 
 
 2,421 
 
 87,341 
 
 806,375 
 
 187,586 
 
 179,595 
 
 439,194 
 
 6-82 
 
 10-77 
 
 52-41 
 
 20-41 
 
 18-85 
 
 60-74 
 
 23-26 
 
 22-27 
 
 54-47 
 
 r 
 
 1883 
 
 241,617 
 
 415,509 
 
 10,278,896 
 
 10,936,022 
 
 25.511 
 
 22,520 
 
 321,938 
 
 369,969 
 
 7,298 
 
 4,933 
 
 5,525 
 
 17,756 
 
 387,725 
 
 32,809 
 
 27,453 
 
 327,463 
 
 2'21 
 
 3-80 
 
 93-99 
 
 6-89 
 
 6-09 
 
 87-02 
 
 8-46 
 
 7-08 
 
 84-46 
 
 Manchester ' 
 Sheffield and < 
 
 1884 
 
 222,727 
 
 380,264 
 
 10,225,655 
 
 10,828,646 
 
 25.204 
 
 21,149 
 
 325.151 
 
 371,504 
 
 7,737 
 
 4,638 
 
 6,595 
 
 18,970 
 
 390,474 
 
 32,941 
 
 25,787 
 
 331,746 
 
 2-06 
 
 3-51 
 
 P4-43 
 
 6-79 
 
 5-69 
 
 87-52 
 
 8-44 
 
 6-60 
 
 84-96 
 
 1885 
 
 210,179 
 
 340,862 
 
 10,177.039 
 
 10,728,080 
 
 23,993 
 
 18,519 
 
 325.056 
 
 367.568 
 
 7,628 
 
 4,580 
 
 7,216 
 
 19,424 
 
 386,992 
 
 31,621 
 
 23.099 
 
 332,272 
 
 1-96 
 
 3-18 
 
 04-86 
 
 6-53 
 
 5-04 
 
 88-43 
 
 8-17 
 
 5-97 
 
 85-86 
 
 Lincolnshire 
 
 i885 
 
 193,464 
 
 302,171 
 
 10,147,583 
 
 10,643,218 
 
 21,583 
 
 15,188 
 
 326,552 
 
 363,323 
 
 7,515 
 
 4,274 
 
 8,173 
 
 19,962 
 
 383,285 
 
 29,098 
 
 19,462 
 
 334,725 
 
 1'82 
 
 2-84 
 
 ^5-34 
 
 5-94 
 
 4-18 
 
 89-88 
 
 7-59 
 
 5-08 
 
 87-33 
 
 
 1887 
 
 187,518 
 
 291,519 
 
 10.457,456 
 
 10,936,493 
 
 20,737 
 
 14.747 
 
 332,886 
 
 368,370 
 
 7,375 
 
 4,026 
 
 9,232 20,633 
 
 389,003 
 
 28,113 
 
 >8,773 
 
 342,118 
 
 1-71 
 
 2-67 
 
 S5-62 
 
 5-63 
 
 4-00 
 
 90-37 
 
 7-23 
 
 4-82 
 
 87-95 
 
 ^^^^^^^^^^^^^1 r 
 
 188 1! 
 
 r^8^.6i8 
 
 8,44';,2QO 
 
 ';!,Sq4,)84 
 
 6s,423,oo2 
 
 66,818 
 
 108,477 
 
 377.748 
 
 553,043 
 
 1 5,coq 
 
 25,:«2 
 
 2,291 
 
 42,632 
 
 ! 
 
 595,675 
 
 81,827 
 
 133,809 
 
 380,039 
 
 517 
 
 12-91 
 
 fel-92 
 
 12-08 
 
 19-62 
 
 68-30 
 
 13-74 
 
 22-46 
 
 63-80 
 
London and 
 
 1884 
 X 1885 
 
 2,528,237 
 
 2,324,375 
 2,321,293 
 
 4,712,964 
 4,488,113 
 
 27,321,020 
 27,779,291 
 
 34*502,221 
 34,591,779 
 
 ^04,:^^u 
 248,014 
 
 Z04, /ou 
 
 270,368 
 
 1,044,725 
 
 1,563,107 
 
 oj,yio 
 82,781 
 
 60,015 
 
 12,177 
 
 154,973 
 
 1,718,080 
 
 330,795 
 
 330,383 
 
 1,056,902 : 
 
 6-72 
 
 12-97 
 
 80-31 
 
 15-87 
 
 17-30 
 
 66-83 
 
 19-25 
 
 19-23 
 
 61-52 
 
 m 
 
 South Western 
 
 1886 
 
 4,462,106 
 
 28,820,688 
 
 35,604,087 
 
 252,204 
 
 260,541 
 
 1,065,317 
 
 1,578,062 
 
 83,293 
 
 63,273 
 
 14,384 
 
 160,950 
 
 1,739,012 
 
 335,497 
 
 323,814 
 
 1,079,701 
 
 6-52 
 
 12-53 
 
 180-95 
 
 15-98 
 
 16-51 ' 
 
 67-51 
 
 19-29 
 
 18-62 
 
 62-09 
 
 
 
 1 1887 
 
 2,230,858 
 
 4,179,148 
 
 29,488,739 
 
 35,898,745 
 
 257,866 
 
 252,633 
 
 1,091,836 
 
 1,602,335 
 
 84,989 
 
 64,695 
 
 17,122 
 
 166,806 
 
 1,769,141 
 
 342,855 
 
 317,328 
 
 1,108,958 
 
 6-21 
 
 11-64 
 
 82-15 
 
 16-09 
 
 15-77 
 
 68-14 
 
 19-38 
 
 1 
 
 17-94 
 
 62-68 
 
 
 
 ^1883 
 
 2,038,921 
 
 3,937,334 
 
 35,319,752 
 
 41,296,007 
 
 237,361 
 
 244,337 
 
 810,684 
 
 1,292,382 
 
 98,236 
 
 73,624 
 
 ' 1,078 
 
 172,938 
 
 1,465,320 
 
 335,597 
 
 317,961 
 
 811,762 
 
 4-94 
 
 9-53 
 
 85-53 
 
 18-37 
 
 18-90 
 
 62-73 
 
 22-90 
 
 21-70 
 
 55-40 
 
 
 
 1884 
 
 1,898,911 
 
 3,643,358 
 
 33,898,681 
 
 39,440,950 
 
 221,124 
 
 231,193 
 
 834,003 
 
 1,286,320 
 
 96,946 
 
 77,941 
 
 1,272 
 
 176,159 
 
 1,462,479 
 
 318,070 
 
 309,134 
 
 835,275 
 
 4-81 
 
 9-24 
 
 85-95 
 
 17-19 
 
 17-97 
 
 64-84 
 
 21-75 
 
 21-14 
 
 57-11 
 
 
 London Brighton 
 
 < 1885 
 1886 
 
 1,763,383 
 1,673,904 
 
 3,458,881 
 
 29,544,986 
 
 34,767,250 
 
 199,395 
 
 212,242 
 
 805,771 
 
 1,217,408 
 
 95,654 
 
 81,500 
 
 1,121 
 
 178,275 
 
 1,395,683 
 
 295,049 
 
 293,742 
 
 806,892 
 
 5-07 
 
 9-95 
 
 84-98 
 
 16-38 
 
 17-43 
 
 66-19 
 
 21-14 
 
 21-05 
 
 57-81 
 
 
 AND South Coast 
 
 3,154,011 
 
 31,323,970 
 
 36,151,885 
 
 198,460 
 
 205,482 
 
 839,788 
 
 1,243,730 
 
 97,490 
 
 86,079 
 
 1,159 
 
 184,728 
 
 1,428,458 
 
 295,950 
 
 291,561 
 
 840,947 
 
 4-63 
 
 8-72 
 
 B6-65 
 
 1 
 
 15-96 
 
 16-52 
 
 67-52 
 
 20-72 
 
 20-41 
 
 58-87 
 
 
 
 .1887 
 
 1,715,757 
 
 3,382,777 
 
 33,439,702 
 
 38,538,236 
 
 201,186 
 
 2ic,473 
 
 848,552 
 
 1,260,211 
 
 98,347 
 
 89,643 
 
 1,526 
 
 189,516 
 
 1,449,727 
 
 299,533 
 
 300,116 
 
 850,078 
 
 4-45 
 
 8-78 
 
 ;86-77 
 
 15-97 
 
 16-70 
 
 67-33 
 
 20-66 
 
 20-70 
 
 58-64 
 
 
 
 (-1883 
 
 2,238,799 
 
 3,044,454 
 
 24,673,999 
 
 29,957,252 
 
 1 60, 1 49 
 
 130,683 
 
 414,685 
 
 705,517 
 
 42,646 
 
 37,101 
 
 4,554 
 
 84,301 
 
 789,818 
 
 202,795 
 
 167,784 
 
 419,239 
 
 7-47 
 
 10-16 
 
 82-37 
 
 22-70 
 
 18-52 
 
 58-78 
 
 25-68 
 
 21-24 
 
 53-08 
 
 
 
 1884 
 
 2,111,478 
 
 3,000,525 
 
 23,163,543 
 
 28,275,546 
 
 147,549 
 
 131,168 
 
 432,081 
 
 710,798 
 
 41,491 
 
 39,149 
 
 4,760 
 
 85,400 
 
 796,198 
 
 1 89,040 
 
 170,317 
 
 436,841 
 
 7-47 
 
 10-61 
 
 81-92 
 
 20-76 
 
 18-45 
 
 60-79 
 
 23-74 
 
 21-39 
 
 54-87 
 
 
 London Chatham 
 
 AND Dover 
 
 1 
 •; 1885 
 
 1886 
 
 2,025,139 
 1,968,796 
 
 2,986,647 
 3,004,632 
 
 22,733,297 
 22,823,284 
 
 27,745,083 
 27,796,712 
 
 143,974 
 147,628 
 
 129,224 
 132,982 
 
 429,463 
 437,276 
 
 702,661 
 717,886 
 
 40,874 
 40,079 
 
 40,037 
 41,680 
 
 4,867 
 5,073 
 
 85,778 
 86,832 
 
 788,439 
 804,718 
 
 184,848 
 187,707 
 
 169,261 
 I 74,662 
 
 434,330 
 442,349 
 
 7-30 
 7-08 
 
 10-76 
 10-81 
 
 81-94 
 82-11 
 
 20-49 
 20-57 
 
 18-39 
 18-52 
 
 61-12 
 60-91 
 
 23-44 
 23-33 
 
 21-47 
 21-70 
 
 55-09 
 
 54-97 
 
 
 
 ^1887 
 
 1,891,680 
 
 2,987,892 
 
 22,867,690 
 
 27,747,262 
 
 146,745 
 
 135,516 
 
 436,773 
 
 719,034 
 
 40,841 
 
 44,079 
 
 2,421 
 
 87,341 
 
 806,375 
 
 187,586 
 
 179,595 
 
 439,194 
 
 6-82 
 
 10-77 
 
 62-41 
 
 ! 
 
 20-41 
 
 18-85 
 
 60-74 
 
 23-26 
 
 22-27 
 
 54-47 
 
 
 
 f 1883 
 
 241,617 
 
 415,509 
 
 10,278,896 
 
 10,936,022 
 
 25,511 
 
 22,520 
 
 321,938 
 
 369,969 
 
 7,298 
 
 4,933 
 
 5,525 
 
 17,756 
 
 387,725 
 
 32,809 
 
 27,453 
 
 327,463 
 
 2'21 
 
 3-80 
 
 93-99 
 
 6-89 
 
 6-09 
 
 87-02 
 
 8-46 
 
 7-08 
 
 84-46 
 
 
 
 1884 
 J 1885 
 
 222,727 
 210,179 
 
 380,264 
 
 10,225,655 
 
 10,828,646 
 
 25,204 
 
 21,149 
 
 325,151 
 
 371,504 
 
 7,737 
 
 4,638 
 
 6,595 
 
 18,970 
 
 390,474 
 
 32,941 
 
 25,787 
 
 331,746 
 
 2'06 
 
 3-51 
 
 P4-43 
 
 6-79 
 
 5-69 
 
 87-52 
 
 8-44 
 
 6-60 
 
 84-96 
 
 
 Manchester 
 Sheffield and 
 
 340,862 
 
 10,177,039 
 
 10,728,080 
 
 23,993 
 
 18,519 
 
 325,056 
 
 367,568 
 
 7,628 
 
 4,580 
 
 7,2i6 
 
 19,424 
 
 386,992 
 
 31,621 
 
 23,099 
 
 332,272 
 
 1-96 
 
 3-18 
 
 94-86 
 
 6-53 
 
 5-04 
 
 88-43 
 
 8-17 
 
 5-97 
 
 85-86 
 
 
 Lincolnshire 
 
 1886 
 
 193,464 
 
 302,171 
 
 10,147,583 
 
 10,643,218 
 
 21,583 
 
 15,188 
 
 326,552 
 
 363,323 
 
 7,515 
 
 4,274 
 
 8,173 
 
 19,962 
 
 383,285 
 
 29,098 
 
 19,462 
 
 334,725 
 
 1-82 
 
 2-84 
 
 05-34 
 
 5-94 
 
 4-18 
 
 89-83 
 
 7-59 
 
 5-08 
 
 87-33 
 
 
 
 L1887 
 
 187,518 
 
 291,519 
 
 10,457,456 
 
 10,936,493 
 
 20,737 
 
 14,747 
 
 332,886 
 
 368,370 
 
 7,375 
 
 4,026 
 
 9,232 
 
 20,633 
 
 389,003 
 
 28,112 
 
 18,773 
 
 342,118 
 
 1-71 
 
 2-67 
 
 95-62 
 
 5-63 
 
 4-00 
 
 90-37 
 
 7-23 
 
 4-82 
 
 87-95 
 
 
 
 '-1883 
 
 3,383,618 
 
 8,445,290 
 
 53,594,184 
 
 65,423,092 
 
 66,818 
 
 108,477 
 
 377,748 
 
 553,043 
 
 15,009 
 
 25,332 
 
 2,291 
 
 42,632 
 
 595,675 
 
 81,827 
 
 133,809 
 
 380,039 
 
 517 
 
 12-91 
 
 pi-92 
 
 12-08 
 
 19-62 
 
 68-30 
 
 13-74 
 
 22-46 
 
 63-80 
 
 
 
 1884 
 
 3,141,588 
 
 7,583,435 
 
 55,811,498 
 
 66,536,521 
 
 61,434 
 
 105,820 
 
 383,249 
 
 550,503 
 
 14,334 
 
 26,764 
 
 2,656 
 
 43,754 
 
 594,257 
 
 75,768 
 
 132,584 
 
 385,905 
 
 4-72 
 
 11-40 
 
 83-88 
 
 11-16 
 
 19-22 
 
 69-62 
 
 12-75 
 
 22-31 
 
 64-94 
 
 
 Metropolitan 
 
 < 1885 
 
 3,018,318 
 
 8,239,352 
 
 56,145,872 
 
 67,403,542 
 
 56,272 
 
 104,194 
 
 378,544 
 
 539,010 
 
 13,353 
 
 27,869 
 
 3,3" 
 
 44,533 
 
 583,543 
 
 69,625 
 
 132,063 
 
 381,855 
 
 4-48 
 
 12-22 
 
 33-30 
 
 10-44 
 
 19-33 
 
 70-23 
 
 11-93 
 
 22-63 
 
 65-44 
 
 
 
 1886 
 
 3,061,242 
 
 8,603,046 
 
 59,029,940 
 
 70,694,228 
 
 56,791 
 
 107,956 
 
 395,093 
 
 559,840 
 
 14,000 
 
 30,582 
 
 3,606 
 
 48,188 
 
 608,028 
 
 70,791 
 
 138,538 
 
 398,699 
 
 4-33 
 
 12-17 
 
 33-50 
 
 1015 
 
 19-28 
 
 70-57 
 
 11-64 
 
 22-79 
 
 65-57 
 
 
 
 1 1887 
 
 2,844,010 
 
 8,116,937 
 
 56,344,986 
 
 67,305,933 
 
 52,812 
 
 101,927 
 
 377,102 
 
 531,841 
 
 14,691 
 
 30,801 
 
 3,986 
 
 49,478 
 
 581,319 
 
 67,503 
 
 132,728 
 
 381,088 
 
 4-23 
 
 12-06 
 
 33-71 
 
 9-93 
 
 19-17 
 
 70-90 
 
 11-61 
 
 22-83 
 
 65-56 
 
 
 
 ('1883 
 
 3,458,009 
 
 7,051,710 
 
 26,290,239 
 
 36,799,958 
 
 64,395 
 
 85,739 
 
 217,901 
 
 368,035 
 
 14,240 
 
 17,772 
 
 
 32,012 
 
 400,047 
 
 78,635 
 
 103,511 
 
 217,901 
 
 9-40 
 
 19-16 
 
 71-44 
 
 17-50 
 
 23-29 
 
 59-21 
 
 19-66 
 
 25-87 
 
 54-47 
 
 
 
 1884 
 
 3,373,038 
 
 7,318,222 
 
 28,256,918 
 
 38,948,178 
 
 62,917 
 
 88,480 
 
 233,694 
 
 385,091 
 
 13,919 
 
 19,135 
 
 
 33,054 
 
 418,145 
 
 76,836 
 
 107,615 
 
 233,694 
 
 8-66 
 
 18-79 
 
 72-55 
 
 16-34 
 
 22-98 
 
 60-68 
 
 18-37 
 
 25-74 
 
 55-89 
 
 
 Metropolitan 
 
 < 1885 
 
 3,291,986 
 
 7,327,476 
 
 28,346,028 
 
 38*965,490 
 
 60,498 
 
 87,255 
 
 235,796 
 
 383,549 
 
 13,149 
 
 19,323 
 
 ... 
 
 32,472 
 
 416,021 
 
 73,647 
 
 106,578 
 
 235,796 
 
 8-45 
 
 18-80 
 
 |72-75 
 
 15-77 
 
 22-75 
 
 61-48 
 
 17-70 
 
 25-62 
 
 56-68 
 
 
 District 
 
 1886 
 
 3,348,180 
 3,110,211 
 
 7,409,610 
 
 30,516,172 
 
 41,273,962 
 
 62,531 
 
 88,608 
 
 246,469 
 
 397,608 
 
 13,777 
 
 20,131 
 
 ... 
 
 33,908 
 
 431,516 
 
 76,308 
 
 108,739 
 
 246,469 
 
 8-11 
 
 17-95 
 
 !73-94 
 
 15-73 
 
 22-28 
 
 61-99 
 
 17.68 
 
 25-20 
 
 57-12 
 
 
 
 1 1887 
 
 6,692,689 
 
 26,774,813 
 
 36,577,713 
 
 56,433 
 
 79,371 
 
 216,361 
 
 352,165 
 
 13,821 
 
 19,213 
 
 
 33,034 
 
 385,199 
 
 70,254 
 
 98,584 
 
 216,361 
 
 8-50 
 
 18-30 
 
 73-20 
 
 16-02 
 
 22-54 
 
 61-44 
 
 18-24 
 
 25-59 
 
 56-17 
 
 
 
 [-1883 
 
 1,817,494 
 
 
 29,484,213 
 
 31,301,707 
 
 269,175 
 
 
 ' 1,533,904 
 
 1,803,079 
 
 51,537 
 
 
 49,659 
 
 101,196 
 
 1,904,275 
 
 320,712 
 
 
 1,583,563 
 
 5-81 
 
 
 34-19 
 
 14-93 
 
 ... 
 
 85-07 
 
 16-84 
 
 
 83-16 
 
 
 
 1884 
 
 1,741,430 
 
 
 30,616,979 
 
 32,358,409 
 
 280,926 
 
 
 1,555,126 
 
 1,836,052 
 
 51,687 
 
 
 55,824 
 
 107,511 
 
 1,943,563 
 
 332,613 
 
 
 1,610,950 
 
 5-38 
 
 
 34-62 
 
 15-30 
 
 
 84-70 
 
 17-11 
 
 
 82-89 
 
 
 Midland 
 
 •< 1885 
 
 1,528,786 
 
 
 30,717,762 
 
 32,246,548 
 
 259,721 
 
 
 1,541,515 
 
 1,801,236 
 
 50,338 
 
 
 60,363 
 
 110,701 
 
 1,911,937 
 
 310,059 
 
 
 1,601,878 
 
 4-74 
 
 
 35-26 
 
 14-42 
 
 ... 
 
 85-58 
 
 16-22 
 
 
 83-78 
 
 
 
 1886 
 
 1,482,397 
 
 
 31,793,974 
 
 33,276,371 
 
 • 252,535 
 
 
 1,569,578 
 
 1,822,113 
 
 51,236 
 
 
 65,407 
 
 116,643 
 
 1,938,756 
 
 303,771 
 
 
 1,634,985 
 
 4-45 
 
 
 35-55 
 
 13-86 
 
 
 86-14 
 
 15-67 
 
 
 84-33 
 
 
 
 Li 887 
 
 1.474,815 
 
 
 33,297,388 
 
 34,772,203 
 
 244,083 
 
 
 1,578,302 
 
 i,822-,385 
 
 51,747 
 
 
 69,763 
 
 121,510 
 
 1,943,895 
 
 295,830 
 
 
 1,648,065 
 
 4-24 
 
 
 35-76 
 
 13-39 
 
 
 86-61 
 
 15-22 
 
 
 84-78 
 
 
 
 A 1 883 
 
 1,035,065 
 
 1,021,052 
 
 33,417.252 
 
 35,473,369 
 
 159,377 
 
 91,497 
 
 1,277,268 
 
 1,528,142 
 
 26,011 
 
 13,372 
 
 34,595 
 
 73,978 
 
 1,602,120 
 
 185,388 
 
 104,869 
 
 1,311,863 
 
 2-92 
 
 2-88 
 
 94-20 
 
 10-43 
 
 5-99 
 
 83-58 
 
 11-57 
 
 6-55 
 
 81-88 
 
 
 
 1884 
 
 959,540 
 
 921,715 
 
 32,638,679 
 
 34,519,934 
 
 147,865 
 
 84,116 
 
 1,258,028 
 
 1,490,009 
 
 26,707 
 
 13,055 
 
 37,519 
 
 77,281 
 
 1,567,290 
 
 174,572 
 
 97,171 
 
 1,295,547 
 
 2-78 
 
 2-67 
 
 94-55 
 
 9-92 
 
 5-65 
 
 84-43 
 
 11-14 
 
 6-20 
 
 82-66 
 
 
 North Eastern ... 
 
 .< 1885 
 
 878,962 
 
 767,912 
 
 31,626,438 
 
 33,273,312 
 
 136,785 
 
 73,419 
 
 1,218,795 
 
 1,428,999 
 
 26,241 
 
 12,422 
 
 39,698 
 
 78,361 
 
 1,507,360 
 
 163,026 
 
 85,841 
 
 1,258,493 
 
 2-64 
 
 2-31 
 
 95-05 
 
 9-57 
 
 5-14 
 
 85-29 
 
 10-81 
 
 5-70 
 
 83-49 
 
 
 
 1886 
 
 822,505 
 
 680,824 
 
 31,513,379 
 
 33,016,708 
 
 130,791 
 
 66,731 
 
 1,209,155 
 
 1,406,677 
 
 25,261 
 
 12,871 
 
 41,748 
 
 79,880 
 
 1,486,557 
 
 156,052 
 
 79,602 
 
 1,250,903 
 
 2-49 
 
 2-06 
 
 95-45 
 
 9-30 
 
 4-74 
 
 85-96 
 
 10-50 
 
 5-35 
 
 84-15 
 
 
 
 1 1 887 
 
 806,568 
 
 646,137 
 
 32,197,425 
 
 33,650,130 
 
 127,677 
 
 63,528 
 
 1,249,716 
 
 1,440,921 
 
 25,536 
 
 12,732 
 
 44,790 
 
 83,058 
 
 1,523,979 
 
 153,213 
 
 76,260 
 
 1,294,506 
 
 2-40 
 
 1-92 
 
 95-68 
 
 8-86 
 
 4-41 
 
 86-73 
 
 10-05 
 
 5-01 
 
 84-94 
 
 
 
 1883 
 
 842,911 
 
 1,808,498 
 
 27,538,503 
 
 30,189,912 
 
 13.763 
 
 20,335 
 
 216,756 
 
 250,854 
 
 16,655 
 
 23,893 
 
 2,340 
 
 42,888 
 
 293,742 
 
 30,418 
 
 44,228 
 
 219,096 
 
 279 
 
 5-99 
 
 91-22 
 
 5-49 
 
 8-10 
 
 86-41 
 
 10-35 
 
 15-06 
 
 74-59 
 
 
 
 \ 1884 
 
 776,041 
 
 1,385,903 
 
 27,603,532 
 
 29,765,476 
 
 12,558 
 
 15,088 
 
 217,887 
 
 245,533 
 
 16,505 
 
 25,253 
 
 6,023 
 
 47,781 
 
 293,314 
 
 29,063 
 
 40,341 
 
 223,910 
 
 2-61 
 
 4-65 
 
 92-74 
 
 512 
 
 6-14 
 
 88-74 
 
 9-91 
 
 13-75 
 
 76-34 
 
 
 North London ... . 
 
 .< iS8s 
 
 727,014 
 
 1,447,613 
 
 26.990,708 
 
 29,165,335 
 
 11,819 
 
 15,318 
 
 213,364 
 
 240,501 
 
 16,744 
 
 26,925 
 
 12,264 
 
 55,933 
 
 296,434 
 
 28,563 
 
 42,243 
 
 225,628 
 
 2-49 
 
 4-96 
 
 92-55 
 
 4-91 
 
 6-37 
 
 88-72 
 
 9-64 
 
 14-25 
 
 76-11 
 
 
 
 1886 
 
 668,779 
 
 1,357,691 
 
 27,217,763 
 
 29,244,233 
 
 10,869 
 
 14,601 
 
 214,238 
 
 239,708 
 
 16,427 
 
 27,041 
 
 13,830 
 
 57,298 
 
 297,006 
 
 27,296 
 
 41,642 
 
 228,068 
 
 2'29 
 
 4-64 
 
 93-07 
 
 4-53 
 
 6-09 
 
 89-38 
 
 919 
 
 14-02 
 
 76-79 
 
 
 (See Note 2.) 
 
 .1887 
 
 855,822 
 
 6,572,082 
 
 21,719,701 
 
 29,147,605 
 
 14,388 
 
 66,858 
 
 156,233 
 
 237,479 
 
 16,724 
 
 27,789 
 
 15,273 
 
 59,786 
 
 297,265 
 
 31,112 
 
 94,647 
 
 171,506 
 
 2-94 
 
 22-55 
 
 74-51 
 
 6-06 
 
 28-15 
 
 65-79 
 
 10-46 
 
 31-84 
 
 57-70 
 
 
 
 ^1883 
 
 1,462,602 
 
 2,989,474 
 
 21,410,240 
 
 25,862,316 
 
 248,939 
 
 231,277 
 
 677,164 
 
 1,157,380 
 
 83,456 
 
 52,147 
 
 11,464 
 
 147,067 
 
 1,304,447 
 
 332,395 
 
 283,424 
 
 688,628 
 
 5'65 
 
 11-56 
 
 82-79 
 
 21-51 
 
 19-98 
 
 58-51 
 
 25-48 
 
 21-73 
 
 52-79 
 
 
 
 1884 
 
 1,320,224 
 
 3,025,370 
 
 21,180,848 
 
 25,526,442 
 
 221,961 
 
 225,544 
 
 684,871 
 
 1,132,376 
 
 80,683 
 
 53,624 
 
 12,482 
 
 146,789 
 
 1,279,165 
 
 302,644 
 
 279,168 
 
 697,353 
 
 517 
 
 11-85 
 
 82-98 
 
 19-60 
 
 19-92 
 
 60-48 
 
 23-66 
 
 21-82 
 
 54-52 
 
 
 South Eastern ... . 
 
 ..<^ 1885 
 
 1,225,752 
 
 3,007,238 
 
 21,745,591 
 
 25,978,581 
 
 206,883 
 
 224,441 
 
 677,189 
 
 1,108,513 
 
 78,158 
 
 53,952 
 
 13,886 
 
 145,996 
 
 1,254,509 
 
 285,041 
 
 278,393 
 
 691,075 
 
 4-72 
 
 11-57 
 
 ■ 83-71 
 
 18-66 
 
 20-25 
 
 61-09 
 
 22-72 
 
 22-19 
 
 55-09 
 
 
 
 1886 
 
 1,192,661 
 
 2,926,150 
 
 22,702,634 
 
 26,821,445 
 
 213,623 
 
 220,728 
 
 701,195 
 
 1,135,546 
 
 78,108 
 
 54,012 
 
 14,994 
 
 147,114 
 
 1,282,660 
 
 291,731 
 
 274,740 
 
 716,189 
 
 4-44 
 
 10-91 
 
 84-65 
 
 18-81 
 
 19-44 
 
 61-75 
 
 22-74 
 
 Zl-42 
 
 55-84 
 
 
 
 1 1887 
 
 1,132,641 
 
 2,821,470 
 
 22,901,781 
 
 26,855,892 
 
 206,108 
 
 216,579 
 
 709,964 
 
 1,132,651 
 
 77,565 
 
 55,804 
 
 16,717 
 
 150,086 
 
 1,282,737 
 
 283,673 
 
 272,383 
 
 726,681 
 
 4-22 
 
 10-50 
 
 85-28 
 
 18-20 
 
 1912 
 
 62-68 
 
 22-12 
 
 21-23 
 
 56-65 
 
 
 
 ri883 
 
 1,664,432 
 
 3,315,895 
 
 33,905,394 
 
 38,885,721 
 
 103,763 
 
 121,643 
 
 861,252 
 
 1 
 1,086,658 
 
 28,680 
 
 23,941 
 
 20,015 
 
 72,636 
 
 1,159,294 
 
 132,443 
 
 145,584 
 
 881,267 
 
 4-28 
 
 8-53 
 
 87-19 
 
 9-55 
 
 11-20 
 
 79-25 
 
 11-42 
 
 12-56 
 
 76-02 
 
 
 
 1884 
 
 1,658,877 
 
 3,309,514 
 
 37,795,326 
 
 42,763,717 
 
 102,041 
 
 121,607 
 
 907,572 
 
 1,131,220 
 
 29,014 
 
 25,163 
 
 23,548 
 
 77,725 
 
 1,208,945 
 
 131,055 
 
 146,770 
 
 931,120 
 
 3-88 
 
 7-74 
 
 08-33 
 
 9-02 
 
 10-75 
 
 80-23 
 
 10-84 
 
 12-14 
 
 77-02 
 
 
 Remaining English & 
 
 N 1885 
 
 1,586,907 
 
 3,299,804 
 
 44,942,932 
 
 49,829,643 
 
 98,894 
 
 122,047 
 
 964,887 
 
 1,185,828 
 
 30,328 
 
 25,787 
 
 25,918 
 
 82,033 
 
 1,267,861 
 
 129,222 
 
 147,834 
 
 990,805 
 
 3-19 
 
 6-62 
 
 90-19 
 
 8-34 
 
 10-29 
 
 81-37 
 
 10-19 
 
 11-66 
 
 78-15 
 
 
 Welsh Companies 
 
 1886 
 
 1,713,159 
 
 4,117,955 
 
 49,434,767 
 
 55,265,881 
 
 97,809 
 
 125,477 
 
 1,007,838 
 
 1,231,124 
 
 31,079 
 
 28,009 
 
 28,952 
 
 88,040 
 
 1,319,164 
 
 128,888 
 
 153,486 
 
 i 1,036,790 
 
 310 
 
 7-45 
 
 89-45 
 
 7-95 
 
 10-19 
 
 81-86 
 
 9-77 
 
 11-64 
 
 78-59 
 
 
 
 L1887 
 
 1,776,540 
 
 4,407,268 
 
 53,625,486 
 
 59,809,294 
 
 99,168 
 
 126,786 
 
 1,069,191 
 
 1,295,145 
 
 33,013 
 
 31,843 
 
 32,790 
 
 97,646 
 
 1,392,791 
 
 132,181 
 
 158,629 
 
 1,101,981 
 
 2-97 
 
 7-37 
 
 89-66 
 
 7-66 
 
 9-79 
 
 82-55 
 
 9-49 
 
 11-39 
 
 79-12 
 
 
 
 '1 883 
 
 29,897,866 
 
 59,083,508 
 
 523,420,384 
 
 612,401,758 
 
 2,998,905 
 
 2,859,017 
 
 14,702,697 
 
 20,560,619 
 
 714,118 
 
 580,394 
 
 204,042 
 
 1,498,554 
 
 22,059,173 
 
 3,713,023 
 
 3, ■39,411 
 
 14,906,739 
 
 4-88 
 
 9-65 
 
 85-47 
 
 14-59 
 
 13-90 
 
 71-51 
 
 16-83 
 
 15-59 
 
 67-58 
 
 
 
 1884 
 
 -- 1885 
 1886 
 
 28,233,996 
 
 55,315,478 
 
 537,581,714 
 
 621,131,188 
 
 2,833,677 
 
 2,642,329 
 
 15,206,778 
 
 20,682,784 
 
 713,088 
 
 604,219 
 
 247,004 
 
 1,564,311 
 
 22,247,095 
 
 ,3,546,765 
 
 3 =46,548 
 
 15,453,782 
 
 4-55 
 
 8-90 
 
 86-55 
 
 13-70 
 
 12-78 
 
 73-52 
 
 15-94 
 
 14-59 
 
 63-47 
 
 
 Totai 
 
 26,437,116 
 
 54,400,083 
 
 541,332,745 
 
 622,169,944 
 
 2,646,04 1 
 
 2,493,521 
 
 15,211,691 
 
 20,351,253 
 
 705,775 
 
 62.-] ,269 
 
 287,148 
 
 1,617,192 
 
 21,968,445 
 
 3,351,816 
 
 3,117,790 
 
 15,498,839 
 
 4-25 
 
 8-74 
 
 87-01 
 
 13-00 
 
 " 12-25 
 
 74-75 
 
 15-26 
 
 14-19 
 
 70-55 
 
 
 (England and Wale 
 
 25,942,264 
 
 54,363,466 
 
 561,196,303 
 
 641,502,033 
 
 2,6cx),628 
 
 2,419,683 
 
 15,585,808 
 
 20,606,119 
 
 713,621 
 
 644,410 
 
 324,127 
 
 1,682,158 
 
 22,288,277 
 
 3,314,249 
 
 3,064,093 
 
 15,909,935 
 
 4-04 
 
 8-48 
 
 87-48 
 
 12-62 
 
 11-74 
 
 75-64 
 
 14-87 
 14-52 
 
 13-75 
 
 7138 
 
 
 
 
 76-16 
 
 
 
 '-1887 
 
 25,260,910 
 
 58,005,233 
 
 564,508,813 
 
 647,774,956 
 
 2,541,431 
 
 2,399,960 
 
 "5,785,424 
 
 20,726,815 
 
 720,862 
 
 665,203 
 
 358,142 
 
 1,744,207 
 
 22,471,022 
 
 3,262,293 
 
 3,065,163 
 
 16,143,566 
 
 3-90 
 
 8-95 
 
 87-15 
 
 12-2f 
 
 ^*' 
 
 13-64 
 
 71-84 
 
 . 
 
 
 
 i I. 
 
 .1 . .1 # 
 
 --.. ..T....;...,.! 
 
 /:_„.„ <I,„ -D,,;! 
 
 ,„„„ -Dnl,,.-,,, 
 
 ., T,„Ki;=i,,.fi 
 
 hv tVif. V.nr 
 
 rri of Trarl 
 
 J pxrrnti 
 
 \iy so f.nr 
 
 aR tho^ip 
 
 for "Rema 
 
 ininp" Ens^li 
 
 h and Wcl 
 
 h Cornoani 
 
 es " are concerned. 
 
 
 
 i 
 
 =^— 
 
 ^ 
 
 
 
 
 
 mm 
 
I. COMPARATIVE STATEMENT, showing in classes (with the percentages! due to each) the number of 
 
 received therefrom, by the undermentioned Companiei. Years 1883, 1884, 1885, 
 
 PASSESTGEBS 
 
 (excluding Season Ticket Holders). 
 
 Great Eastern .. 
 
 Great Northern 
 
 Great Western ,. 
 
 1884 
 
 1886 
 1887 
 
 1883 
 1884 
 1885 
 1886 
 1887 
 
 1883 
 1884 
 188s 
 1886 
 ,1887 
 
 188^ 
 
 Lancashire and 
 
 Yorkshire ^ '^ 
 
 London and 
 
 North Western 
 
 1887 
 
 ri883 
 1884 
 1885 
 1886 
 1S87 
 
 London and 
 
 South Western 
 
 1886 
 
 ■1883 
 
 1884 
 London Brighton J 
 
 and South Coast ^ ^^^^ 
 
 London Chatham . . 
 
 and Dover " '°°5 
 
 1886 
 
 I1887 
 
 Manchester 
 
 Sheffield and 
 
 Lincolnshire 
 
 1884 
 
 1885 
 
 1886 
 
 -1887 
 
 2.154,125 
 2.040,457 
 1.924.363 
 1,852,416 
 
 1.745.755 
 
 912,146 
 864,090 
 
 847.173 
 852,392 
 831,466 
 
 1.958,257 
 1,814,156 
 1,628,653 
 1,556,370 
 1,541,401 
 
 1,568,704 
 1.428,453 
 1,285,684 
 1,168,409 
 1,103,469 
 
 2,354,749 
 2,170,442 
 2,066,297 
 2,012,399 
 
 2,652,170 
 2,528,237 
 
 2,324,375 
 2,321,293 
 2,230,858 
 
 2,038,921 
 1,898,911 
 
 1.763.383 
 1,673,904 
 
 1,715,757 
 
 2,238,799 
 2,111,478 
 2,025,139 
 1,968,796 
 1,891,680 
 
 . 241,617 
 222,727 
 210,179 
 
 193,464 
 187,518 
 
 -1 iRi 6tS 
 
 2nd. 
 
 6,002,528 
 6,036,999 
 5,922,684 
 5.916,886 
 5,807,367 
 
 1,892,509 
 1,641,064 
 
 1.593,833 
 1,379,566 
 
 1,411,924 
 
 7,813,417 
 6,111,236 
 
 5,753.347 
 5.667,635 
 5,472,012 
 
 2.351,440 
 2,222,468 
 2,065,862 
 1,874,829 
 1,794,375 
 
 4,093,658 
 4,022,441 
 3.700,459 
 3.506,354 
 3,421,636 
 
 4,900,740 
 4,712,964 
 4,488,113 
 4,462,106 
 4,179,148 
 
 3,937.334 
 3,643.358 
 3,458,881 
 3,154,011 
 3.382,777 
 
 3,044,454 
 3,000,525 
 2,986,647 
 3,004,632 
 
 415,509 
 380,264 
 340,862 
 302,171 
 291,519 
 
 R.AA C '7nrt 
 
 3rd. TotaL 
 
 54,185,540 
 57,556,180 
 59,131,320 
 61,607,009 
 62,771,299 
 
 20,987,051 
 22,156,364 
 22,959,228 
 23,985,000 
 24,506,223 
 
 39,736,836 
 
 42,991.317 
 42,620,722 
 43,906,074 
 44,452,726 
 
 37,742,211 
 36,866,332 
 36,893,402 
 36,828,206 
 38,510,474 
 
 48,522,293 
 49,498,842 
 48,978,129 
 49,545,860 
 51,152,924 
 
 26,333,781 
 27,321,020 
 
 27,779,291 
 28,820,688 
 
 29,488,739 
 
 35,319,752 
 33,898,681 
 29.544,986 
 31,323,970 
 33,439,702 
 
 24,673.999 
 23,163,543 
 22.733,297 
 22,823,284 
 22,867,690 
 
 10,278,896 
 10,225,655 
 10,177,039 
 
 10,147,583 
 10,457,456 
 
 62,342,193 
 
 65,633.636 
 66,978,367 
 
 69.376,311 
 70,324,421 
 
 23,791.706 
 24,661,518 
 25.400,234 
 26,216,958 
 26,749,613 
 
 49,508,510 
 50,916,709 
 50,002,722 
 51,130,079 
 51,466,139 
 
 41.662,355 
 
 40,517,253 
 40,244,948 
 39,871,444 
 41,408,318 
 
 55j<^4,947 
 55,876,032 
 54,849,030 
 55,118,511 
 56,586,959 
 
 33i886,69i 
 34,562,221 
 
 34.591,779 
 35,604,087 
 
 35,898,745 
 
 41,296,007 
 39,440,950 
 34,767,250 
 36,151,885 
 38,538,236 
 
 29,957.252 
 28,275.546 
 27,745.083 
 27,796,712 
 27,747,262 
 
 10,936,022 
 10,828,646 
 10,728,080 
 10,643,218 
 10,936,493 
 
 AMOUNTS 
 
 (excluding Season Ticket receipts). 
 
 1st. 2nd. 
 
 171,684 
 160,664 
 151,276 
 145.327 
 136,537 
 
 174,863 
 167,295 
 162,032 
 160,169 
 
 155,485 
 
 347.073 
 326,812 
 298,787 
 284,098 
 272,064 
 
 111,938 
 
 96,486 
 86,865 
 75.972 
 69,826 
 
 563,787 
 534,591 
 500,833 
 490,238 
 480,316 
 
 280,309 
 264,250 
 248,014 
 252,204 
 257,866 
 
 237.361 
 221,124 
 
 199,395 
 198,460 
 201,186 
 
 160,149 
 147,549 
 143,974 
 147,628 
 
 146,745 
 
 25,511 
 25,204 
 
 23,993 
 21,583 
 20,737 
 
 3rd. TotaL 
 
 £ 
 209,632 
 
 198,254 
 
 188,139 
 
 184,808 
 
 178,703 
 
 120,453 
 114,845 
 99,603 
 88,012 
 82,367 
 
 672,262 
 
 537,483 
 504,125 
 
 487,719 
 460,074 
 
 99,932 
 93.148 
 82,977 
 72,504 
 70,222 
 
 397,579 
 389,648 
 361,650 
 348,346 
 340,176 
 
 302,651 
 284,786 
 270,368 
 260,541 
 252,633 
 
 244,337 
 231,193 
 212,242 
 205,482 
 210,473 
 
 130,683 
 131,168 
 129,224 
 132,982 
 135,516 
 
 22,520 
 21,149 
 18,519 
 15,188 
 14,747 
 
 £ 
 1,058,965 
 
 1,112,759 
 
 1,131,648 
 
 1,174,346 
 
 1,189,776 
 
 852,059 
 882,886 
 885,782 
 908,552 
 901,010 
 
 1,863,785 2,883,120 
 
 £ 
 1,440,281 
 
 1,471,677 
 1,471,063 
 1,504,481 
 1,505,016 
 
 1.147,375 
 1,165,026 
 
 1,147.417 
 1.156,733 
 1,138,862 
 
 2,036,521 
 
 2,045,137 
 2,090,528 
 
 2.113.593 
 
 992,824 
 1,025,280 
 1,023,136 
 1,046,390 
 1,110,086 
 
 2,255,223 
 2,305,504 
 2,290,883 
 
 2,353,493 
 2,404,043 
 
 970,541 
 
 i,oi2,i66 
 1,044,725 
 1,065,317 
 1,091,836 
 
 810,684 
 834,003 
 805,771 
 839.788 
 848,552 
 
 414,685 
 432,081 
 429,463 
 437,276 
 436,773 
 
 321,938 
 325,151 
 325,056 
 326,552 
 332,886 
 
 2,900,816 
 2,848,049 
 2,862,345 
 
 2,845,731 
 
 1,204,694 
 1,214,914 
 1,192,978 
 1,194,866 
 1,250,134 
 
 3,216,589 
 
 3,229,743 
 3,153,366 
 3,192,077 
 3,224,535 
 
 1,553,501 
 1,561,202 
 1,563.107 
 1,578,062 
 1.602,335 
 
 1,292,382 
 1,286,320 
 1,217,408 
 
 1.243.730 
 1,260,211 
 
 705,517 
 710,798 
 702,661 
 717,886 
 719,034 
 
 369,969 
 371.504 
 367,568 
 363.323 
 368,370 
 
 SEASON TICKIITS, 
 
 Passengers conveyed, and the amounts 
 1886, and 1887. 
 
 1st. 2nd. 3rd. Total 
 
 . £ 
 57,404 
 
 58,874 
 
 60, 1 48 
 
 62,027 
 
 62,632 
 
 29,865 
 31,401 
 32,008 
 33,340 
 33,630 
 
 32,918 
 33,076 
 32,417 
 32,403 
 33,080 
 
 60,977 
 61,894 
 60,538 
 60,390 
 59,329 
 
 66,686 
 64,902 
 65,416 
 67,196 
 67,542 
 
 82,500 
 83,918 
 82,781 
 
 83,293 
 
 98,236 
 96,946 
 
 95,654 
 97,490 
 
 98,347 
 
 42,646 
 41,491 
 40,874 
 40,079 
 40,841 
 
 7,298 
 7,737 
 7,628 
 
 7,515 
 7,375 
 
 £ 
 90,428 
 
 95,863 
 
 102,950 
 
 108,286 
 
 112,719 
 
 45.516 
 5o,o65 
 51,611 
 52,381 
 55,198 
 
 44,596 
 47,032 
 
 47,424 
 48,193 
 50,014 
 
 29,384 
 29,519 
 30,543 
 29,966 
 28,726 
 
 46,349 
 41,206 
 
 39,331 
 37,632 
 
 37,921 
 
 52,006 
 S5.8II 
 60,015 
 
 63.273 
 64,695 
 
 73,624 
 77,941 
 81,500 
 86,079 
 89,643 
 
 37,101 
 39,149 
 40,037 
 41,680 
 44,079 
 
 4,933 
 4,638 
 4,580 
 4,274 
 4,026 
 
 1,762! 
 
 2,997 
 
 1,582 
 
 260 
 
 8,207 
 
 9,792 
 10,675 
 
 13,054 
 
 13,641 
 
 1 
 
 2,658; 
 2,794 
 3,957 
 5,008 
 
 5,299 
 
 24,958 
 34,36c^ 
 46,423 
 56,692 
 64,241: 
 
 25,518 
 35,692 
 43,690 
 51,787 
 61,134 
 
 9,418 
 10,681 
 12,177 
 14,384 
 17,122 
 
 ■ 1,078 
 1,272 
 
 1,121 
 
 1,159 
 1,526 
 
 4,554 
 
 4,760 
 4,867 
 5,073 
 
 2,421 
 
 5,525 
 
 6,595 
 7,216 
 
 8,173 
 9,232 
 
 149,594 
 157.734 
 164,680 
 
 170,573 
 175,558 
 
 83,588 
 91,259 
 94,295 
 98,775 
 102,469 
 
 80,172 
 82,902 
 83,798 
 85,604 
 
 88,393 
 
 115.319 
 125,782 
 
 137,503 
 147,048 
 152,296 
 
 138,553 
 141,800 
 
 148,437 
 156,615 
 166,597 
 
 143,924 
 150,410 
 
 154,973 
 160,950 
 166,806 
 
 172,938 
 176,159 
 178,275 
 184,728 
 189,516 
 
 84,301 
 85,400 
 85,778 
 86,832 
 87,341 
 
 17,756 
 18,970 
 
 19,424 
 19,962 
 20,633 
 
 GROSS 
 TOTAL 
 
 £ 
 
 1,589,875 
 
 1,629,411 
 1,635,743 
 1,675,054 
 1,680,574 
 
 1,230,963 
 1,256,285 
 1,241,712 
 1,255,508 
 1,241,331 
 
 2,963,292 
 2,983,718 
 2,931,847 
 2,947,949 
 2,934,124 
 
 1,320,013 
 1,340,696 
 1,330,481 
 1.341,914 
 1,402,430 
 
 3.355.142 
 
 3.371,543 
 3,301,803 
 3,348,692 
 3.391,132 
 
 1,697,425 
 1,711,612 
 1,718,080 
 1,739.012 
 1,769,141 
 
 1,465,320 
 1,462,479 
 1,395,683 
 1,428,458 
 1,449,727 
 
 789,818 
 796,198 
 
 788,439 
 804,718 
 806,375 
 
 387,725 
 390,474 
 386,992 
 
 383,285 
 389,003 
 
 AMOUNTS 
 
 'including Season Ticket receipts.) 
 
 1st. 2nd. 3rd. 
 
 £ 
 229,088 
 
 219,538 
 211,424 
 207,354 
 199,169 
 
 204,728 
 198,696 
 194,040 
 
 193,509 
 189,115 
 
 379,991 
 
 359,888 
 331,204 
 316,501 
 305,144 
 
 172,915 
 158,380 
 
 147,403 
 136,362 
 
 129,155 
 
 630,473 
 599,493 
 566,249 
 
 557,434 
 547,858 
 
 362,809 
 348,168 
 330,795 
 335.497 
 342,855 
 
 335,597 
 318,070 
 
 295,049 
 295,950 
 299.533 
 
 202,795 
 189,040 
 184,848 
 187,707 
 187,586 
 
 32,809 
 
 32,941 
 31,621 
 29,098 
 28.112 
 
 £ 
 300,060 
 
 294,117 
 
 291,089 
 
 293,094 
 291,422 
 
 165,969 
 164,911 
 151,214 
 
 1,060,727 
 1,115,756 
 1,133,230 
 1,174,606 
 1,189,983 
 
 860,266 
 892,678 
 896,458 
 
 140,393 I 921,606 
 
 137,565 
 
 716,858 
 584,515 
 551,549 
 535,912 
 510,088 
 
 129,316 
 122,667 
 113,520 
 102,470 
 98,948 
 
 443.928 
 430,854 
 400,981 
 385,978 
 378,097 
 
 354,657 
 340,597 
 330,383 
 323,814 
 317,328 
 
 317,961 
 309,134 
 293.742 
 291.561 
 300,116 
 
 167,784 
 170,317 
 169,261 
 174,662 
 179,595 
 
 27,453 
 25,787 
 23,099 
 19,462 
 
 18,773 
 
 914,651 
 
 1,866,443 
 2,039,315 
 2,049,094 
 2,095,536 
 2,118,892 
 
 1,017,782 
 1,059,649 
 1,069,558 
 1,103,082 
 1,174,327 
 
 2,280,741 
 2,341,196 
 2,334,573 
 2,405,280 
 
 2,465.177 
 
 979.959 
 1,022,847 
 1,056,902 
 1,079,701 
 1,108,958 
 
 811,762 
 
 835,27s 
 806,892 
 840,947 
 850,078 
 
 419,239 
 436,841 
 
 434,330 
 442,349 
 439,194 
 
 327,463 
 331,746 
 332,272 
 
 334,725 
 342,118 
 
 PERCENTAGES. 
 
 PASSENGERS. 
 
 1st. 2nd. 3rd. 
 
 3-46 
 311 
 2-87 
 2-67 
 2-48 
 
 3-83 
 3-50 
 3-34 
 3-25 
 311 
 
 3-96 
 3-56 
 3-26 
 3-04 
 3-00 
 
 3'77 
 3-53 
 3-20 
 2-93 
 2-67 
 
 4-48 
 4-21 
 3-96 
 3-75 
 3-56 
 
 7-83 
 7-31 
 6-72 
 6-52 
 6-21 
 
 4-94 
 4-81 
 5-07 
 4-63 
 4-45 
 
 7-47 
 7-47 
 7-30 
 7-08 
 6-82 
 
 2-21 
 2-06 
 1-96 
 1-82 
 1-71 
 
 9-63 
 9-20 
 8-84 
 8-53 
 8-26 
 
 7-96 
 6-66 
 6-27 
 5-26 
 5-28 
 
 15-78 
 12-00 
 11-50 
 11-09 
 10-63 
 
 5-64 
 5-48 
 6-13 
 4-70 
 4-33 
 
 7-43 
 7-20 
 6-75 
 6-36 
 6-04 
 
 14-46 
 13-64 
 12-97 
 12-53 
 11-64 
 
 9-53 
 9-24 
 9-95 
 8-72 
 8-78 
 
 10-16 
 10-61 
 10-76 
 10-81 
 10-77 
 
 3-80 
 3-51 
 3-18 
 2-84 
 2-67 
 
 AMOUNTS 
 
 (excluding Season Tickets), 
 
 86-91 
 87-69 
 88-29 
 88-80 
 89-26 
 
 88-21 
 89-84 
 90-39 
 91-49 
 91-61 
 
 80-26 
 84-44 
 85-24 
 85-87 
 86-37 
 
 90-59 
 90-99 
 91-67 
 92-37 
 93-00 
 
 88-09 
 88-59 
 89-29 
 89.89 
 J90-40 
 
 !77-71 
 |79-05 
 180-31 
 80-95 
 j82-15 
 
 ,85-53 
 J85-95 
 !84-98 
 86-65 
 86-77 
 
 ,82-37 
 |81-92 
 181-94 
 8211 
 
 82-41 
 
 93-99 
 94-43 
 94-86 
 95-34 
 95-62 
 
 1st. 2nd. I 3rd. 
 
 11-92 
 
 10-92 
 
 10-28 
 
 9-66 
 
 9-07 
 
 15-24 
 14-36 
 14-12 
 13-85 
 13-65 
 
 12-04 
 
 11-27 
 
 10-49 
 
 9-93 
 
 9-56 
 
 9-29 
 7-94 
 7-28 
 6-36 
 5-58 
 
 17-53 
 16-55 
 15-88 
 15-36 
 14-90 
 
 18-04 
 16-93 
 15-87 
 15-98 
 16-09 
 
 18-37 
 17-19 
 16-38 
 15-96 
 15-97 
 
 22-70 
 20-76 
 20-49 
 20-57 
 20-41 
 
 6-89 
 6-79 
 6-53 
 5-94 
 5-63 
 
 14-55 
 13-47 
 12-79 
 12-29 
 11-87 
 
 10-50 
 9-86 
 8-68 
 7-61 
 7-23 
 
 23-32 
 18-53 
 17-70 
 17-04 
 16-17 
 
 8-29 
 7-67 
 6-96 
 6-07 
 5-62 
 
 12-36 
 12-07 
 11-47 
 10-91 
 10-55 
 
 19-48 
 18-24 
 17-30 
 16-51 
 15-77 
 
 18-90 
 17-97 
 17-43 
 16-52 
 16-70 
 
 18-52 
 18-45 
 18-39 
 18-52 
 18-85 
 
 6-09 
 5-69 
 5-04 
 4-18 
 4-00 
 
 73-53 
 75-61 
 76-93 
 78-05 
 79-06 
 
 74-26 
 75-78 
 77-20 
 78-54 
 79-12 
 
 64-64 
 70-20 
 71-81 
 73-03 
 74-27 
 
 82-42 
 84-39 
 85-76 
 87-57 
 
 70-11 
 71-38 
 72-65 
 73-73 
 74-55 
 
 62-48 
 64-83 
 66-83 
 67-51 
 68-14 
 
 62-73 
 64-84 
 66-19 
 67-52 
 67-33 
 
 58-78 
 60-79 
 61-12 
 60-91 
 60-74 
 
 87-02 
 87-52 
 88-43 
 89-88 
 90-37 
 
 AMOUNTS 
 
 (including Season Tickets). 
 
 1st. 2nd. 3rd, 
 
 14-41 
 13-47 
 12-92 
 12-38 
 11-85 
 
 16-63 
 15-82 
 15-63 
 15-41 
 15-24 
 
 12-82 
 12-06 
 11-30 
 10-74 
 10-40 
 
 13-10 
 11-82 
 11-08 
 10-16 
 9-21 
 
 18-79 
 17-78 
 17-15 
 16-64 
 16-16 
 
 21-38 
 20-34 
 19-25 
 19-29 
 19-38 
 
 22-90 
 21-75 
 21-14 
 20-72 
 20-66 
 
 25-68 
 23-74 
 23-44 
 23-33 
 23-26 
 
 8-46 
 8-44 
 8-17 
 7-59 
 7-23 
 
 18-87 
 18-05 
 17-80 
 17-50 
 17-34 
 
 13-48 
 13-13 
 12-18 
 11-18 
 11-08 
 
 24-19 
 19-59 
 18-81 
 18-18 
 17-38 
 
 915 
 8-53 
 7-64 
 7-06 
 
 13-23 
 12-78 
 12-14 
 11-53 
 11-15 
 
 20-89 
 19-90 
 19-23 
 18-62 
 17-94 
 
 21-70 
 21-14 
 21-05 
 20-41 
 20-70 
 
 21-24 
 21-39 
 21-47 
 21-70 
 22-27 
 
 7-08 
 6-60 
 5-97 
 5-08 
 4-32 
 
 66-72 
 68-48 
 69-28 
 70-12 
 70-81 
 
 69-89 
 71-05 
 72-19 
 73-41 
 73-68 
 
 62-99 
 68-35 
 69-89 
 71-08 
 72-22 
 
 77-10 
 79-03 
 80-39 
 82-20 
 83-73 
 
 67-98 
 69-44 
 70-71 
 71-83 
 72-69 
 
 57-73 
 59-76 
 61-52 
 62-09 
 62-68 
 
 55-40 
 57-11 
 57-81 
 58-87 
 58-64 
 
 53-08 
 54-87 
 5509 
 54-97 
 54-47 
 
 84-46 
 84-96 
 85-86 
 87-33 
 87-95