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BRITISH RAILWAYS. 
 
BRITISH RAILWAYS 
 
 Their 
 Passenger Services, Rolling Stocjc, 
 Locomotives, Gradients, 
 
 AND 
 
 Express Speeds. 
 
 BY 
 
 J. PEARSON PATTINSON. 
 
 WITH NUMEROUS PLATES. 
 
 Second Edition. 
 
 LONDON, 
 
 PARIS & MELBOURNE, 
 
 CASSELL AND CO., Limited. 
 1893. 
 
TO 
 
 THE RAILWAY ADMINISTRATIONS 
 
 OF ENGLAND AND SCOTLAND, 
 
 WHOSE PRINCIPAL AIM IT IS 
 TO MAKE A JOURNEY ALL THAT THE MOST EXACTING OF TRAVELLERS 
 
 COULD require: 
 AND TO 
 
 STUDENTS OF RAILWAY WORKING 
 
 AT HOME AND ABROAD. 
 
PREFACE. 
 
 It is somewhat curious that in a country which was the birthplace 
 of railways, and which has seen a most active and enterprising 
 development of this means of internal communication, so few 
 standard works on the subject have made their appearance. In 
 France, Germany, Belgium, and Italy, exhaustive and learned 
 treatises, dealing with almost every department of railway working 
 in a manner quite unknown here, have been issued at frequent 
 intervals, and it is necessary for the English student of railway 
 management and economics to acquire a reading knowledge of 
 the languages of these countries before he can study a sub- 
 ject so thoroughly investigated by the scientific foreigner in all 
 its detail. 
 
 The present volume is not intended in any way to compare 
 with those referred to above. Its scope is much more limited. 
 The subject of railway travelling is alone considered, and 
 that mainly from a statistical standpoint. Particulars of the 
 commercial speed of all the leading British lines are given, 
 followed by a description of the locomotives at present used in 
 express traffic, the gradients over which they run, and the actual 
 work they perform. Prefaced to this detailed description of the 
 
viii Preface. 
 
 various systems is an introductory section dealing in the most 
 general manner with the subject of railway travelling in this 
 and other countries, and commenting briefly on the train services, 
 the rolling stock, and the safety appliances used in passenger- 
 train working, not only in this country, but on the Continent and 
 in the United States of America. 
 
 Several of the leading railway companies have kindly ren- 
 dered assistance in the illustration of the work by furnishing 
 profiles of sections of the line and photographs or diagrams 
 of locomotives. For such the writer here tenders all due 
 acknowledgment. 
 
 The lithographs have been executed for the most part from 
 drawings prepared by Mr. G. R. Sisterson of the London and 
 South-Western Railway. 
 
 J. P. P. 
 
 London, S.W., 
 
 March, 1893. 
 
CONTENTS. 
 
 PART I. 
 
 Introductory Remarks. i-age 
 
 (1) Speed and Punctuality . I 
 
 (2) Passenger Rolling Stock . I7 
 
 (3) Safety and Safety Appliances ... 24 
 
 (4) Locomotives, Gradients, Curves, Train Loads, and Train 
 
 Timing . ... 3' 
 
 PART II. 
 THE BRITISH SYSTEMS IN DETAIL. 
 
 I. The Lines to the Continent. 
 
 (1) The London, Chatham and Dover . . -45 
 
 (2) The South Eastern ... . 5° 
 
 II. The Seaside Lines. 
 
 (i) The London, Brighton and South Coast . . 59 
 
 (2) The Great Eastern . . . . .67 
 
 III. The Lines to the West. 
 
 (i) The London and South Western . . 77 
 
 (2) The Great Western . . .86 
 
 IV. Some Country Lines. 
 
 (i) The North Eastern . . . . . loi 
 
 (2) The Lancashire and Yorkshire . . 109 
 
 (3) The North British .... . 117 
 
X Contents. 
 
 V. The Express Lines. page 
 
 (1) The Caledonian ... . 129 
 
 (2) The Glasgow and South Western . . . 140 
 
 (3) The Manchester, Sheffield and Lincolnshire . . . 148 
 
 (4) The Great Northern .155 
 
 (5) The Midland .... 168 
 
 (6) The London and North Western ... .191 
 
 VL The Minor Lines. 
 
 (1) The Highland .219 
 
 (2) The Great North of Scotland . . . .221 
 
 (3) The Furness .... . . 222 
 
 (4) The North Staffordshire . 222 
 
 (5) The Cambrian . . 223 
 
 (6) The Metropolitan, Metropolitan District, and North London 224 
 
 (7) The Hull and Barnsley ... . . . 225 
 
 (8) The London, Tilbury and Southend . . . 225 
 
 PART III. 
 
 Concluding Remarks . 231 
 
 Foreign Books on Railways . 251 
 
INDEX OF PLATES. 
 
 GRADIENT PROFILES. 
 
 Vertical Scale, ^oo ft. = i inch. 
 
 LOCOMOTIVES. 
 
 Scale, -tAt actual size. 
 
 LONDON & NORTH WESTERN. 
 3-Cyli.»}der Compound Express Engine, "Teutonic' 
 
 (.Designed hy Mr. F. W. Webb.) 
 
 F7'07iiispicce 
 
 PLATE SOUTH EASTERN. 
 
 I. Gradient Profile, London — Hastings 
 II., III. Speed Recorder Diagram ,, ,, 
 
 PAGES 
 52—53 
 
 54—55 
 
 GREAT EASTERN. 
 IV. Express Passenger Engine, No. 710 
 
 {Designed hy Mr. J, Holden.) 
 
 67 
 
 LONDON & SOUTH WESTERN. 
 V. Express Passenger Engine, No. 580 . 
 
 (Designed iy'Kr. W. Adams.) 
 
 VI., VII. Gradient Profile, Salisbury — Exeter 
 
 77 
 
 GREAT WESTERN. 
 VIII. Express Passenger Engine, No. 3014 
 
 {^Designed hy Mr. W. Dean.) 
 
 96 
 
 NORTH EASTERN. 
 IX. 2-Cylinder Compound Express Engine, No. 1518 
 
 {Designed hy Mr. T. W. Worsdell.) 
 
 106 
 
 xr 
 
 LANCASHIRE & YORKSHIRE. 
 X. Express Passenger Engine, No. 1093 
 
 {Designed by Mr. J. A. F. Aspinall.) 
 
 Gradient Profile, Manchester — Liverpool . 
 
 Speed Recorder Diagram ,, 
 
 109 
 114— IIS 
 
xu 
 
 Index of Plates. 
 
 PLATE NORTH BRITISH. pages 
 
 XII., XIII., XIV. Gradient Profile, Edinburgh — Carlisle . 122—123 
 
 CALEDONIAN. 
 XV. Express Passenger Engine, No. 124 . . 129 
 
 {^Designed by Mr. D. Drummond.) 
 
 XVI., XVII. Gradient Profile, Beattock — Edinburgh 134 — 135 
 
 GLASGOW & SOUTH WESTERN. 
 XVIII. Express Passenger Engine, No. 153 . . 140 
 
 {^Designed by Mr. H. Smellie.) 
 
 XIX., XX., XXI. Gradient Profile, Glasgow- — Dumfries . 142 — 143 
 
 MANCHESTER, SHEFFIELD & LINCOLNSHIRE. 
 XXII. Gradient Profile, Manchester — Sheffield 152 — 153 
 
 GREAT NORTHERN. 
 XXIII. .Express Passenger Engine, No. 773 . . 155 
 
 ^^Desigiied by Mr. Patrick Stirling.) 
 
 XXIV., XXV. Gradient Profile, London — Grantham . 160 — 161 
 
 MIDLAND. 
 XXVI. Express Passenger Engine, No. 1757 . 16S 
 
 {Desigiud by Mr. S. W. Johnson.) 
 
 XXVII.jXXVIII. Gradient Profile, London — Leicester . \ 
 
 XXIX., XXX. „ ,, Derby— Manchester 1 182— 183 
 
 XXXI., XXXII. „ „ Hellifield— Carlisle . 
 
 LONDON & NORTH WESTERN. 
 XXXIII. Express Passenger Engine, No. 275," Vulcan" igi 
 
 {Designed by Mr. F. W. Webb.) 
 %* This Engine^ in comtnon with others of the practically extinct ^' Newton^^ class of 
 Mr. Rajiisbottoms design^ though retai7iijtg its old name and 7tuinber, has all the dimensions 
 0/ Mr. F. W. Webb's larger and more powerful''^ Precedent" type of iZ-jA. 
 
 XXXIV., XXXV. Gradient Profile, Lancaster — Carlisle . 204—^205 
 
EXPLANATORY NOTES TO PART II. 
 
 (i) General Description of the Line. — In this section mention is 
 made of the main routes'and branches of the railways under review. The length 
 of each system is given approximately, and includes only the lines actually owned 
 by the Company, without reference to those leased or rented, or simply worked over. 
 
 (2) Travelling Facilities. — An examination of the opportunities and 
 obligations of each system to run frequent and fast services of trains is here made. 
 Tables showing the train services for the month of August, 1892, between the 
 principal points served by each Company are given. This month has been chosen 
 so as to include the tourist and seaside trains running only in the summer. So 
 far as can be judged at present, the figures for August, 1892, will not be materially 
 altered for the coming summer of 1893. The distances in such tables, in cases 
 where there are two or more routes from one town to another, invariably state 
 the length in miles of the route taken by the fastest train between the places 
 mentioned. It has not been thought necessary to burden the Remarks column 
 with unnecessary detail. Accordingly, in those cases where trains run only on 
 certain days of the week, they have been, as a rule, inserted without a note to 
 that effect. 
 
 Punctuality and local train services are then discussed. Following this, 
 under the sub-title of Rolling Slock and General Accommodation, the safety 
 appliances, stations, etc., of each Company are briefly described. 
 
 (3) Locomotive "Work. — This part of the subject is distinct from what 
 precedes it, as the subject is no longer discussed from the traveller's point of view, 
 but with a desire to consider in a general manner the work of the locomotive and 
 the resistances to be overcome by it. Accordingly, under the separate sub-titles 
 of (a) Speed, (b) Gradienls, (c) Locomotives, (d) Actual Performances, we 
 consider respectively : — (a) the demands made on the locomotive in the way of 
 speed, (b) the contour of the line over which these speeds are to be main- 
 tained, (c) the machines actually doing the work indicated in the previous sec- 
 tions, and (d) the manner in which these machines actually perform this work, as 
 illustrated by a very large number of examples observed, personally, in actual daily 
 practice. These examples furnish details as to the weight of the train, and— to 
 
xiv Explanatory Notes to Part II. 
 
 avoid confusion and misapprehension — tliis is always exclusive of engine and 
 tender ; further, the types of passenger rolling stock being so numerous, the 
 weight has been given in coaches of ten tons each. Thus, a train with six eight- 
 wheeled coaches weighing twenty tons each, would be described as a train of 
 twelve coaches. By this means, wearisome detailed description of the various 
 types of carriages composing each train has been avoided. 
 
 In the subdivisions describing Gradients and Locomotives, some of the 
 steepest main-line sections and some of the best-known recent English and Scotch 
 locomotives have been illustrated to a uniform scale. The distances given in 
 the section under the head of Actual Performances have been taken from 
 authentic sources, and the figures representing the running of the various trains 
 are, in nearly every instance, the result of very careful personal observation. 
 
PART I. 
 
 IISTTEODUCTOEY EEMAEKS. 
 
 I. Speed and Punctuality. 
 II. Passenger Rolling Stock. 
 
 III. Safety and Safety Appliances. 
 
 IV. Locomotives, Gradients, Curves, Train 
 
 Loads, and Train Timing. 
 
INTRODUCTORY REMARKS. 
 
 I. 
 
 Speed and Punctuality. 
 
 Perhaps the most important adjunct to railway travelling is speed. 
 It is, at any rate, the quality most highly prized by the travelling 
 pubhc, as may readily be seen from the preference given by them to 
 trains running at high speeds over those at a lower rate. We have 
 only to look back to the conditions of travel in England before 
 1870, or thereabouts, to see how great is the value placed by the 
 public on express trains. Continental countries even now afford 
 us an example. In England, at the present time, it is common 
 ground for complaint among railway managers that their first- and 
 second-class carriages run almost empty, and that everybody, in- 
 cluding even "gentlemen of the first position," as one well-known 
 railway chairman has remarked, goes third class. So marked has been 
 the desertion of the upper classes, that on several of the great lines 
 the seconds have been either wholly or partially aboUshed. The 
 reason is not far to seek : nearly all our best English trains carry all 
 classes of passengers at the present time, and the slight increase of 
 comfort in the firsts and seconds is not sufficient to' compensate for 
 the higher fares demanded, considering that the superior classes are 
 not conveyed at any greater speed. But before the revolutionary 
 changes introduced by the Midland Railway some twenty years ago 
 things were far different. The firsts and seconds were then well 
 filled, although the fares demanded were even higher in proportion 
 to the thirds than they are now ; the reason being that many of 
 those who would at the present day travel third class were compelled 
 at the earlier period to go first or second in order to economise 
 their valuable time. We find to-day the same sort of thing on the 
 Continent, where the differences between fast and slow trains are even 
 more strongly accentuated. Not only is the third-class passenger 
 
2 British Railways. 
 
 refused admittance, in nearly all cases, to express trains, but 
 even those who decide to pay the higher rates for conveyance in first- 
 and second-class carriages are subjected to an extra express fare, in 
 most European countries, ranging from ten to twenty-five per cent, 
 of the ordinary fare ; and yet, even under conditions so onerous as 
 these, the Continental railways succeed in obtaining full train-loads 
 for their expresses. All this simply goes to prove how attractive to 
 the public are these trains at high speeds, seeing that the traveller 
 will frequently pay two, three, or even four times the price of an 
 ordinary third-class ticket in order to save a few hours. It is thus 
 evidently a matter of great importance to the community that a 
 railway company should provide frequent fast services of trains ; and 
 to what extent this is done by British railway systems we shall 
 endeavour at a later stage to show. With the view of furnishing 
 material for the necessary comparisons, statistics of several European 
 lines are also given. 
 
 I. Speed.— In dealing with this subject we are, at the outset, 
 confronted with the question as to what constitutes a good service 
 between important centres of population. To solve this question 
 with exactness, we should be compelled to take each pair of im- 
 portant towns separately and discuss the service of trains between 
 them, having due regard to the necessities of the places served and 
 the numerous local conditions under which the traffic of each 
 particular district is worked. Needless to say we do not intend to 
 go into such detail as this. It is, however, indispensable to have 
 some rough standard of comparison by which to gauge the efforts 
 made in various countries and by different railway administrations 
 to supply the needs of the public in this direction ; and this, we 
 think, may best be done by making, at this point, an examination 
 in brief of the' express services in Continental Europe, and com- 
 paring them with our own. This will bring into stronger relief the 
 very high position held by Great Britain in the matter of express 
 train running, and show that in one department of railway working 
 at least the British companies are far ahead of their Continental 
 brethren. This point clearly established, we shall, when we come 
 to treat in detail of the various British systems, discuss and compare 
 the results achieved by each. 
 
 In our remarks below, then, will be found a series of com- 
 parisons showing the relative extent to which the demand on the 
 part of the public for express trains is responded to by British and 
 European railway administrations. It will be noticed that, to a 
 
Speed axd Punctuality. 3 
 
 great extent, the dififerent classes are treated separately, and this 
 arrangement has been necessitated by the fact, as mentioned above, 
 that few Continental trains carry third-class passengers at high 
 speed, and several go so far as to refuse even second-class. Some 
 references to the fares charged are also made. This has been done 
 because on the Continent first-, second- and third-class fares are 
 cheaper than in England in nearly every instance, and it was felt 
 that it would be manifestly unjust to expose the inferiorities of the 
 Continental systems in one department of working without at the 
 same time presenting certain other facts which tell in their favour. 
 It is also necessary to remark that the amount of travelling per head 
 of population on the Continent is less than in England, and one 
 would, therefore, scarcely expect so many expresses between two 
 towns, say of half-a-million inhabitants each, there as we should 
 here. We certainly do not find nearly so many, but the fact that 
 the travel movement on the Continent is less than it is here may 
 be insisted upon as, in some degree, an extenuating circumstance, 
 although, on the other side, it may, of course, be argued that the 
 insufficient number of express trains on the Continent has been 
 partly the cause of the smaller amount of travel. 
 
 Among the various Continental countries we naturally give 
 the first place to 
 
 France. — Here we find that train-speeds, although at a very con- 
 siderable distance behind those of our own country, are, perhaps, 
 higher than in any other part of Europe. Most of the best work is 
 found on the Orleans Railway, on the Swiss frontier services of the 
 Est, and on the trains to Calais (for England) of the Nord. The 
 last-named, alone, are equal to the best English practice, and, as such, 
 the most creditable trains in France. On the Ouest and the P. L. M. 
 the speed of the expresses is much lower, rarely, if ever, attaining 
 an inclusive rate of forty miles an hour. Moreover, the number 
 of trains at this moderate speed is very small on these last, as on the 
 above-mentioned systems, the Nord alone excepted. One or two 
 expresses per day in each direction is generally deemed sufficient. 
 
 Third-class passengers— rarely indeed allowed access to such 
 trains as the foregoing— are usually relegated to those running at 
 an inclusive rate of less than thirty-three miles an hour. Very fre- 
 quently this is the speed of one train only in each direction, the 
 others being timed at a much lower rate, and often stopping at all 
 stations. Exceptionally, passengers of this class are admitted to 
 trains at higher rates, on the condition that they are travelling a 
 
 B 2 
 
4 British Railways. 
 
 certain distance (generally considerable) without break of journey ; 
 and sometimes this condition is imposed even when the speed is 
 lower. Thus, third-class passengers may travel by the 8.50 a.m. 
 from Paris (Est), provided that they proceed as far as Troyes, a 
 distance of about 104 miles, which they are thus enabled to reach 
 in just over three hours; or by the 11. 15 a.m. from Paris (Lyon), on 
 the understanding that they travel without break of journey to 
 Macon (some 275 miles), in a trifle over nine hours. Such instances 
 as the above sufficiently show the facilities given to the third-class 
 traveller in France. As some set-off to such discouragements, it is 
 only fair to state that the fares for the various classes are now ap- 
 parendy — taking into account allowance of free luggage, reduction 
 on return tickets, etc. — somewhat lower than the British average. 
 Contrary also to the practice in Germany, Austria, and Italy, no 
 additional percentage on the ordinary first- and second-class fares is 
 charged for travelling in express trains ; it may, however, be re- 
 membered that, until the revision of the passenger tariff little more 
 than a year ago, the fares in France were the highest in Europe. 
 
 Germany. — In Germany we have many points in common with 
 French usage. The chief points of difference may be summarised 
 thus : the fares on most lines are lower ; but, inasmuch as an addi- 
 tional percentage is charged on the ordinary fare for travelling by 
 express train, there is very little to choose between the two countries 
 in the charges levied for fast travelling in the two higher classes. 
 Third-class passengers are not excluded from the best trains to the 
 same extent as in France ; hence, in many parts of Germany, travel- 
 ling at a faidy high rate of speed is much cheaper than in the former 
 country. A fourth class is provided on some of the German lines 
 (though never used in express traflic) at exceedingly cheap fares. 
 
 All things considered, speed is a little lower than in France, 
 and on some of the " Administrations " it ranks on a par with that 
 of a British express goods train. The speediest service is that 
 between Berlin and Hamburg, where, although the trains are very 
 light, the performance is creditable. As local time is kept at the 
 stations, many, forgetting this fact, have supposed these expresses 
 to be the fastest in the world ; that this is not the case we shall en- 
 deavour to show in a future chapter. This practice (whatever its 
 local convenience) is liable to cause confusion in estimating the rates 
 of speed between any two towns on German railways. 
 
 Austria- Hungary. — In this country German usages prevail to a 
 great extent, and third-class passengers are allowed to travel by 
 
Speed and Punctuality. S 
 
 some of the faster trains. Owing, however, to the mountainous 
 nature of Western Austria and the sparse population of Hungary, 
 train-speads are appreciably lower here than in Germany. The best 
 trains would seem to be those between Vienna and Buda-Pesth, and 
 Vienna and Briinn. Fairly good third-class facilities are given 
 between the two latter places. As some compensation for poverty 
 of speed we find that the fares are as low as (or lower than) any in 
 Europe. This is due, in great measure, to the introduction some 
 little time back of the zone system on the Hungarian lines. The 
 consequent great reduction in the tariff — resulting in loss to many of 
 the Austrian lines — compelled the latter to adopt the lower scale of 
 fares. At present it is cheaper to travel second class on the 
 Hungarian State lines than third on British railways. An addition 
 of about one-fifth to the ordinary fare is generally made for travelling 
 by express trains. 
 
 Belgium and Holland. — These two countries, though of small 
 extent, have each their distinctive characteristics. The Belgian 
 lines, while scarcely coming up to the French and German express 
 standard (mainly on account of the propinquity of large towns) 
 exhibit a lower scale of fares than any other European State, 
 Hungary alone excepted. The best performances are those between 
 Brussels and Ostend, where third-class passengers are not excluded 
 from some creditable trains. The line from Brussels to Luxem- 
 bourg, via Namur, forms part of the through route to Basle. It is 
 extremely hilly, crossing the Ardennes on gradients of i in 62. 
 
 The Netherlands is not so conspicuous for cheap fares as 
 Belgium. But if the tariff is somewhat higher, a considerable 
 proportion of the express trains is open to the third-class passenger, 
 and the carriages of that class are much superior to those usually 
 found on Continental railways. Dutch travel, in fact, seems to be 
 largely modelled on the British system, and excellent speeds at over 
 forty miles an hour are tolerably frequent. 
 
 Italy. — The railway aspect of Italy has greatly improved during 
 recent years, but the nation is still, in point of express train services, 
 much below the average of the other Continental powers. Only the 
 very best trains attain an inclusive rate of thirty-five miles per hour, 
 and to these, almost as a matter of course, the third-class passenger 
 is not admitted. With an ample population there is much scope 
 for improvement; and a reduction of the third-class rate to that 
 charged on some of the foregoing railways is much needed. To 
 travel with any approach to comfort second-class fares must be 
 
6 British Railways. 
 
 paid, the rate for such accommodation being much higher than tlie 
 British third-class tariff. For travelling by express trains an increase 
 often per cent, on the ordinary fare is demanded. 
 
 Other Countries. — In other European countries speed rules low. 
 Russia, Sweden, Norway, Denmark, Turkey, Spain, Portugal, and 
 Switzerland, all appear to rank below the thirty miles an hour 
 average. For Switzerland, with its extensive mountain ranges, there 
 is ample excuse. Travelling, in fact, in tiiis small territory is almost 
 as speedy as it possibly could be ; gradients, even in the com- 
 paratively level northern portions, being severe and incessant. The 
 Gotthard express, which runs from Lucerne to Bellinzona (109^ 
 miles) in less than four hours and a half wi'h five stops (one of 
 twenty minutes' duration) is most creditable, and, indeed, superior 
 to the best trains over the similar mountain routes of the Arlberg 
 and the Mont Cenis. The fares, also, in this enterprising country 
 are lower than in England, and the carriage stock excellent in all 
 classes. 
 
 The other countries, while possessing train services at speeds 
 adapted to national requirements, scarcely merit detailed notice. 
 
 United States. — The United States ranks, apparently, second 
 only to Great Britain in providing the travelling public with a good 
 service of express trains. A few of these are exceptionally brilliant, 
 and one, at least, is faster than any train in England. If a table 
 showing the services between some of the chief towns in the States 
 were prepared, it would give undue prominence to the brighter 
 aspect of the case, of necessity including some of the best trains, 
 without affording any clue to the extensive area monopolised by 
 slow travel. It would also be of no permanent value in the face of 
 the present rapid development of railway facilities in so progressive 
 a country. The year 1893 will, to all appearances, see the Ameri- 
 can railways at their best in the fierce competition for the traffic 
 from Europe to the Chicago Exhibition. It is, however, we think, 
 unlikely that any permanent reduction will be made in the passenger 
 fares as now existing in the States. With the exception of the 
 special palace and emigrant cars, there is, practically, only one class, 
 and for this accommodation, which is probably not superior to our 
 best third-class carriages in England, a fare generally somewhat 
 higher than our own is charged. High-speed travelling is thus 
 seen to be more costly in the United States than in the United 
 Kingdom. 
 
 Great Britain. — In our own country, as will be shown in detail 
 
Spefd and Punctuality. 7 
 
 when the various systems are dealt with separately, nearly all Con- 
 tinental restrictions are absent. The great majority of trains carry 
 third-class passengers in carriages of varying, but always reasonable, 
 degrees of comfort, and, for the most part, equal to the Continental 
 second class. In speed we are very greatly superior. Not only is 
 the pace of our express trains quite ten miles an hour higher on the 
 average, but their frequency is much greater than elsewhere. No 
 British railway of any importance is content with its two or three 
 expresses daily in each direction, as is the case with all the leading 
 French and German lines, for instance : more usually eight or ten 
 appears to be the prescribed limit here ; and between London and 
 Manchester, and Liverpool and Manchester, the numbers rise to 
 about twenty and forty-five respectively. The fares, it should be 
 observed, are a little higher than on the greater part of the Con- 
 tinent, and much more so than in Belgium and Hungary. But here 
 again the Continental second-class fares, when compared with our 
 own third-class rates — the accommodation in the former being fre- 
 quently inferior to that provided in the latter — are generally higher, 
 and slow travelling with scant comfort is reserved for the less 
 fortunate section of our Continental neighbours. 
 
 As this work is written with the intention of discussing the 
 subject of railway travelling from the public point of view, and of 
 examining what accommodation (using the word in a broad sense) 
 the railway companies give, it is, perhaps, outside our limits to 
 discuss the more strictly economical question, whether the running 
 of such fast and frequent trains is remunerative to the shareholders. 
 The matter is one worth inquiring into, however, from another point 
 of view. It has been frequently asserted by those interested in the 
 reduction of railway rates for merchandise that much money is 
 needlessly squandered by the British railways in running unnecessary 
 express trains which, if saved, might have been used as a set-off 
 against the reduction of goods rates, with consequent advantage to 
 the trade of the country. They further assert that these fast trains 
 hardly pay their way. In this contention they are probably correct. 
 So eminent an authority as the late Sir G. Findlay apparently supports 
 this statement, which, in fact, hardly requires any demonstration, 
 it being beyond dispute that express trains seriously disorganise 
 the other and slower traffic of a railway, and render the capacity of 
 a Une considerably less than if all the traffic were run at a fairly 
 uniform rate of speed. Such trains necessitate the erection of more 
 signal boxes, and the permanent way of the line must be kept in 
 
8 British Railways. 
 
 perfect condition at great cost. Specially designed machines have 
 also to be built for the hauling of these swift trains, and in many 
 other ways additional expense is incurred. The answer to all this is, 
 however, a very direct one. The general feeling on the part of the 
 travelling public is in favour of frequent express-train service, and 
 the railway companies of England and Scotland probably know that 
 they are better consulting public convenience by increasing the speed 
 and number of their trains than by decreasing to a slight extent 
 their goods and other rates. The amount of saving in goods rates 
 which could be effected by a reduction in the number of express 
 trains would not sensibly affect the selling price of commodities 
 to the general consumer, and it is unlikely that he would be willing 
 to forego the privilege he has at present of leaving London for any 
 of the large provincial towns at almost any hour of the day, in 
 return for such a remote possibility of benefit. 
 
 Before closing our remarks on the subject of speed in train 
 services, it will, perhaps, be as well to point out that the railways of 
 England and Scotland have been consistently improving their train 
 services, both in speed and frequency, for a long time, and especially 
 so during the last twenty years. Some interesting statistics have been 
 published on this point in Mr. Foxwell's Express Trains. In 
 1871, according to Lieut. Willock, there were only 57 trains in 
 England and Scotland which exceeded 39 miles an hour from start 
 to destination, including stops, and only 225 which exceeded 36 miles 
 an hour. How great an improvement has been effected, may be seen 
 from a glance at the following table. It will be noticed that the 
 figures for 1883 and 1888 only refer to trains attaining or exceeding 
 an inclusive speed of 40 miles an hour. Even at this higher 
 standard they, however, considerably exceed the 1871 figures, 
 both in number of expresses and in speed : — 
 
 
 Number 
 
 of 
 
 Expresses. 
 
 Average Speed. 
 
 
 Year. 
 
 Including 
 Slops. 
 
 Excluding 
 Stops. 
 
 Daily Mileage. 
 
 1871 
 1883 
 1888 
 
 225 
 409 
 672 
 
 371 
 41* 
 41 -1 
 
 40i 
 
 44t5 
 
 44i 
 
 23,700 
 42,600 
 62,900 
 
 If we multiply the total mileage by the inclusive speed for each 
 of these three years, we get figures showing the increased advantages 
 to the public : — 
 
Speed and Punctuality. 
 
 Year. 
 
 1871 
 1883 
 
 Product. 
 
 891,120 
 1,772,160 
 2,620,410 
 
 Equal to, if reduced, 
 
 9 
 18 
 26 
 
 These figures, which we extract from Mr. Foxwell's work, must 
 not be taken as absolutely accurate, as they do not by any means 
 exhaust all the speed we have in this country above 40 miles an 
 hour. They, however, serve as a reliable means of comparing what 
 our railways did in 1883 and 1888 with what was done in 187 1. 
 Since then train services have been still further improved, and a 
 few remarks on the probable amount of speed in England and 
 Scotland in the year 1890 will be found in a subsequent section, 
 under the heading of Amount of Express Speed. 
 
 A few remarks may here be inserted on local train services. 
 These, as in the case of express and fast trains, are distinguished by 
 greater speed and frequency here than is generally found on the 
 Continent. It is not unusual by any means in England to find trains 
 which stop at all stations timed at an inclusive rate of 25 miles an 
 hour. This means a speed of, at least, 40 to 45 miles an hour when 
 running in the " open," and is, of course, not approached on the 
 Continental systems, where the speed for stopping trains rules from 
 20 miles an hour downwards. 
 
 II. Punctuality. — When discussing the question of speed in 
 the previous section, it was necessary, in order to bring out the high 
 qualities of the British lines, to consider the work on the Continental 
 systems, and so raise a standard of comparison. This is no longer 
 necessary in the present instance, as the standard of punctuality is 
 the published times of the various trains. We will, however, make 
 some remarks on the punctuality of Continental trains, mainly in 
 order to combat some erroneous opinions on the subject. 
 
 It is generally believed that British railways, and particularly those 
 in the Southern part of the island, pay but little attention to ensuring 
 a punctual arrival for their trains. On the Continent punctuality is 
 believed to reign supreme. Both these beliefs require considerable 
 qualification. It is rather unfortunate that we have no reliable 
 statistics to prove the matter one way or the other. It is true that 
 in England a return of the arrival of trains at the principal London 
 termini for the year 1890 was drawn up for the information of the 
 House of Commons. It, however, proved nothing, as through, long- 
 distance, express and suburban trains were indiscriminately treated. 
 
lo British Railways. 
 
 We must, therefore, trust almost entirely to personal observation, 
 and, in the result, are inclined to think that punctuality on the 
 Continent is rather in advance of what it is here, but not nearly so 
 much as is generally supposed. When we deal separately with the 
 various British systems, we will give our observations on each line 
 in detail. 
 
 In yielding the palm to our Continental neighbours for punctuality, 
 it must not be supposed that we are inclined to the opinion that 
 their work is any more meritorious than ours. It is, in fact, less so. 
 Their trains are generally timed so that, if necessary, a few minutes 
 lost can be made up in running between stations ; ours are generally 
 booked to run so fast that making up time is a remarkable feat ; 
 their trains are allowed long spells of time at stations, in order that 
 the station work should not be hurried ; ours get such extremely 
 short intervals as are quite inadequate for the taking up and setting 
 down of passengers and luggage; finally, their trains get a clear 
 course on a road only moderately filled with trains, while ours have 
 to run the gauntlet of numerous trains of all descriptions — goods, 
 mineral, and live-stock — all running at varying rates of speed on a 
 crowded road. The conditions are utterly dissimilar, and it is really 
 very creditable to the British hnes that they have approached so 
 closely to the Continental systems while working under such dis- 
 advantages. 
 
 It may, however, be argued that, although the conditions under 
 which British railways labour are hard, yet there are many instances in 
 which trains are late day after day. By way of illustration let us take 
 two dissimilar cases. There is a very great deal of unpunctuality, to 
 the extent of from five to fifteen minutes, in the working of South- 
 Eastern trains into Cannon Street and Charing Cross stations. 
 There is also a much more conspicuous absence of punctuality in 
 the arrivals of the Perth and North of Scotland expresses at Euston, 
 St. Pancras, and King's Cross in August, September, and October. 
 It is admitted that the conditions under which both kinds of traffic 
 are worked are onerous, but the cry is that other and more favour- 
 able conditions should be substituted. But can we substitute other 
 conditions ? Let us consider each case more in detail. 
 
 The South-Eastern Company have a very large traffic into 
 London during the morning hours up to about 10.30 a.m. It is 
 important that this traffic should be worked with absolute punc- 
 tuality, as most of the travellers using the line have business engage- 
 ments to meet at fixed hours. Yet punctuality is certainly not 
 
Speed and Punctuality. i i 
 
 maintained, and is very frequently seriously departed from. The 
 cause is that the company's lines are greatly overcrowded with trains 
 at the hours mentioned. Three different remedies are proposed. 
 The most general is, that as all or most of the trains average at least 
 five to ten minutes late, they should all be allowed that amount of 
 time longer on the journey. It is not quite clear what good would 
 come from the adoption of this remedy, as, even supposing that 
 all the newly-timed trains ran punctually, which is very unlikely, 
 passengers would arrive at their destinations no sooner than before. 
 It is obvious, in fact, that even with the extra allowance of time, 
 just about as much unpunctuaUty would result, as the cause, namely, 
 the crowded state of the lines, has not been removed. It is clear, 
 then, that this remedy, which is the one generally proposed by those 
 quite ignorant of railway working, will not answer. It would, per- 
 haps, be better to adopt the contrary course, and give the trains less 
 time on the journey and make their times of arrival earlier. Some 
 years ago a leading English company tried this with a Scotch express 
 due to arrive in London in the early morning. It was almost always 
 half an hour late. Under such circum.stances one would have 
 thought that acceleration was the last course to try with such a train; 
 but it was accelerated to arrive half an hour earlier. It continued 
 to be just about as much late as before, and thus succeeded in 
 arriving at its old booked time — a result never previously achieved. 
 
 The second remedy proposed is one altogether in the interests 
 of the public. It is, that the South-Eastern Company should pro- 
 vide extra lines of rails, so as to avoid crowding the existing metals 
 with trains. But what does this involve ? It probably means the 
 expenditure of two or three millions of money by the railway com- 
 pany ; and with what object? Simply to accommodate traffic which 
 the company would probably rather not have at all than at such a 
 price. It scarcely seems to be realised by the public that the pro- 
 vision of, say, two millions of capital, requires, at 4 per cent., a net 
 income of _;^8o,ooo per annum extra, involving, probably, a gross 
 income of twice as much. It is altogether unlikely that an addition of 
 traffic so great as this will accrue to the company before the lapse 
 of many years ; and as railways must be conducted on business, and 
 not on philanthropic, lines, it is necessary to carefully weigh all these 
 considerations before deciding on so vast an expenditure. It may, 
 however, be argued on the side of the travelling public, that after 
 having paid their money for conveyance on the railway, it is some- 
 what unfair to them to find that the company have not a sufficient 
 
12 British Railways. 
 
 number of lines to accommodate all the trains that will be filled by 
 the ticket-holders in such a way that the trains will run punctually. 
 But this argument is equivalent to asking the railways to provide 
 for every emergency, and is manifestly unreasonable. The number 
 of rails provided by most of our suburban and metropolitan systems 
 is ample for the circulation of trains at all hours of the day, 
 except when the morning and evening business traffic has to be 
 accommodated. 
 
 The third remedy is one seldom proposed, but would probably 
 result in punctuality if it were tolerated. Such would be to reduce 
 the number of trains, and so clear the lines and ensure punctual 
 running. But this would be regarded by the travelling public as a 
 much greater evil than the continuance of the present moderate 
 amount of unpunctuahty. We may therefore dismiss it from con- 
 sideration. The difficulty of the problem lies in the following 
 factors. Railway companies are compelled to book all passengers 
 who present themselves for conveyance on their lines. Up to a 
 certain point the capacity of the road equals the demand. Then 
 more passengers arrive, but for some years not in sufficient numbers 
 to guarantee the railway company against loss if they build an extra 
 double road to accommodate the traffic. We have thus a choice of 
 two evils. The first would be to retain the original number of trains 
 and keep the constantly increasing numbers of passengers waiting ; 
 the second, to put on several extra trains, overcrowd the road, and 
 produce a little unpunctuahty. The latter course is, we think, 
 much the more sensible one to pursue, and most of the lines having 
 suburban systems around London have adopted it. The Great 
 Eastern and London and South-Western have built new lines to 
 accommodate the increased traffic, but it may be assumed that they 
 did not do so before assuring themselves that their expenditure 
 would not result in loss. 
 
 And now let us look at another and altogether dissimilar case. 
 During the months of August, September, and October, and often 
 at other times of the year as well, the expresses coming from Perth, 
 Inverness, and the far north of Scotland are very unpunctual in 
 arriving at the termini of the London and North-Western, Midland, 
 and Great Northern Companies. Let us see how this lateness is 
 occasioned. This may best be done by tracing the course of a train 
 from Wick southwards. It is probable that, somewhere along the 
 route, it receives an unexpected addition to its weight in the shape of 
 several waggon-loads of fish or live-stock. These cause delay in attach- 
 
Speed and Punctuality. 13 
 
 ing, and consequently a few minutes loss results from a wholly unfore- 
 seen and non-preventable occurrence. This lateness may throw the train 
 out of its course at the next crossing-point (nearly all the Highland 
 is single line). When it gets south of Inverness it will very pro- 
 bably meet with a heavy north-bound train, which, on account of its 
 length, is being run in two portions, to accommodate the rush of 
 summer-tourist traffic from London and the south ; if so, then more 
 delay is occasioned, and when the train arrives at Perth the lateness 
 will be considerable and far-reaching in its effects. At Perth the 
 train is split up into portions for the three great routes to the south — 
 the West Coast, the East Coast, and the Midland Scotch. All these 
 jMrtions start considerably late ; and as they have to run out of 
 their course, perhaps get in the way of other trains, thereby dis- 
 arranging the traffic of the line, and adding to their own lateness. 
 At each junction they form connections, all of which are in like 
 manner delayed, until, at last, the effect of the unpunctual arrival of 
 the Highland train at Perth is felt almost all over the kingdom. 
 Nor is this all, for until the Highland line be doubled throughout 
 there seems to be little prospect of amelioration, as these special 
 trains of fish, live-stock, etc., cannot be foreseen and provided for 
 when preparing the monthly working time table of the line, and 
 their presence on a single line of railway is, of necessity, totally 
 subversive of punctuality. If we adopt the only existing remedy, 
 and double the line throughout, we should, very probably, cut away 
 the whole of the Highland Company's dividend and impoverish the 
 shareholders : this, besides being unfaii to that body, would result 
 in such diminution of train services and general accommodation 
 as is nearly always the rule with lines of low financial standing. In 
 the end we should be worse off than before. 
 
 On a careful review of the whole question we are inclined to the 
 opinion that nearly all the unpunctuality in England and Scotland 
 is as in the South-Eastern and Highland instances referred to 
 above, excessively difficult to remedy. Working under such con- 
 ditions as these. Continental managers would fail to secure equally 
 good results ; and at present, when the rare combination of high 
 speed, heavy loads, and steep grades occurs on the Continent, 
 unpunctuality nearly always results. 
 
 III. Amount of Express Speed. — In our remarks above we 
 have given the census figures for British express trains as taken out 
 for three different periods by Lieut. Willock and Mr. Foxwell. 
 These figures are obtained by summation of the daily mileage of 
 
14 British Railways. 
 
 all trains, having an inclusive speed of 40 miles or above per hour, 
 running between the large towns on each line of railway. Statis- 
 tics, however, had better not be given at all than given so as to 
 produce error, as they undoubtedly do in this method of calcula- 
 tion, and for the following reasons : — To begin with, there is no 
 justification for the adoption of the 40-miles-per-hour limit as 
 constituting an express. If all trains under 40 miles per hour are 
 to be rigidly excluded, what becomes of that numerous class of 
 trains which just fails to reach the limit ? If these are to be kept 
 out of the summary, then we must recognise that a large amount of 
 meritorious speed is left altogether unrecorded. Of course, it will 
 be said that the line must be drawn somewhere. But our conten- 
 tion is that the line cannot be drawn anywhere if a faithful record 
 of each company's express services be sought. If we want to know 
 how much speed a line has above 40 or 45 miles an hour, then we 
 must exclude all below those speeds; but if we want to know how 
 many express and meritoriously fast trains are run on each system, 
 then we are not justified in stopping at any particular point. In- 
 deed, Mr. Foxwell has seen this difficulty in the case of the southern 
 railways, on whose systems many trains just fail to reach the limit of 
 40 miles an hour. These have been specially provided for under a 
 kind of supplementary mileage. The same course has, however, 
 not been pursued with the northern railways, although if done in 
 one case, it would seem requisite that it should be done in all. 
 
 Another source of error affecting Mr. Foxwell's statistics is to be 
 found in his practice of taking a train as express only to a certain 
 point on its journey, when it is not express throughout to destination. 
 Thus, the Flying Dutchman of the Great Western Company takes 
 nine houis to reach Penzance from Paddington, and so fails to attain 
 Mr. Foxwell's limit. That writer, however, would probably call this 
 an Exeter express, with the result that the very high speed, London 
 to Exeter, would go to the credit of the company. Now, suppose 
 this train were accelerated so as to take rank as express to Penzance, 
 it would so appear in Mr. Foxwell's summary, and its speed from 
 London to that point (still being less in miles per hour than in its 
 former timing between London and Exeter) would cause the general 
 speed average of the company to drop a point or two. We have, 
 therefore, an additional reason to doubt the accuracy of Mr. Foxwell's 
 figures, and our incredulity is strengthened when we notice here and 
 there a few errors in crediting mileage to a company not actually 
 performing it. For instance, the mileage of the Cheshire Lines 
 
Speed and Punctuality. 
 
 IS 
 
 expresses is divided between the three owning railways, when it 
 should be given altogether to the Manchester, Sheffield and 
 Lincolnshire, as the company running the trains. Other instances 
 might be cited, so that we think we are justified in saying that these 
 statistics, although sufficient for purposes of comparison, are yet not 
 so strictly accurate as to give us a tolerably exact idea of the amount 
 of express and fast travelling on British railways. 
 
 Another method, and one by which we may gain a much more 
 precise idea of the amount of fast travelling in England and Scotland, 
 involves the summation of all runs from one stopping point to the 
 next, at a speed of 40 miles an hour or more. This plan has 
 certainly the advantage of chronicling all the speed over 40 miles 
 an hour, much of which is omitted in Mr. Foxwell's statistics. It 
 also, however, requires us to fix a speed limit which, as previously 
 shown, is arbitrary, and without justification. Again, to search 
 through all the time tables of all the companies, for the purpose of 
 selecting all runs which satisfy such requirements, would be a most 
 laborious task not lightly to be taken in hand. Were the results 
 likely to prove of permanent value the task might profitably be 
 undertaken, but railway companies change their arrangements 
 considerably almost month by month, and what would accurately 
 represent the running times in July would be entirely misleading a 
 few months later. 
 
 Notvvithstanding these objections, however, a census table 
 summarising all runs from one stopping point to the next has been 
 prepared from the time tables of the three companies mentioned 
 below. Comparison with Mr. Foxwell's statistics will show how 
 much really meritorious speed has been omitted in the results 
 obtained by the adoption of that writer's method. 
 
 Railway. 
 
 Midland 
 G. & S. W. 
 M. S. & L. 
 
 Month 
 
 chosen for 
 
 Census. 
 
 I Daily Mileage at or 
 j over 
 
 per 
 hour. 
 
 July 1890 
 July 1890 
 Nov. 1890 
 
 [8,123 
 
 2 672 
 
 3.426 
 
 +5 
 miles 
 
 per 
 hour. 
 
 10,810 
 
 1,972 
 
 50 
 miles 
 per 
 hour. 
 
 2,157 
 
 Rate per 
 hour of 
 total 
 Daily 
 Expres■^ 
 Mileage. 
 
 45 "36 
 45-02 
 
 4577 
 
 Mr. Foxwell's figures. 
 
 Aug. 1888 
 do. 
 do. 
 
 Total Daily 
 Express 
 Mileage. 
 
 Miles. Kate. 
 
 ir,38l at 46j 
 
 1,3874 at 45i 
 2,106 at 43{- 
 
 « s 3 
 
 « o w 
 
 59 
 93 
 63 
 
 How these figures compare with Continental work may best be 
 shown by the inclusion here of a table given in the Encyklopddle 
 des gesatnten Eisenbahnwesens (Carl Gerold's Sohn, Vienna), under 
 
i6 
 
 British Railways. 
 
 the article " Fahrgeschwindigkeit." It must also be remembered 
 that the mileage given in the table below does not mean speed 
 over 40 miles an hour as our English figures do, but includes all 
 those trains which on the Continent they are pleased to call express, 
 and the majority of which are rather below 35 miles an hour than 
 
 above it. 
 
 Summer of 1890. 
 
 Country. ; Miles. 
 
 Speed in Miles 
 per hour. 
 
 North Germany ... 
 
 35,751 
 
 32i 
 
 Holland 
 
 
 
 
 7,598 
 
 30I 
 
 France 
 
 
 
 
 59,114 
 
 3oi 
 
 Belgium ... 
 
 
 
 
 8,059 
 
 30 
 
 Denmark ... 
 
 
 
 
 997 
 
 29 
 
 South Germany ... 
 
 
 
 
 19,504 
 
 2SJ 
 
 Austria and Hungary 
 
 
 
 
 23,5«2 
 
 28 
 
 Italy 
 
 
 
 
 13,004 
 
 26J 
 
 Roumania 
 
 
 
 1,473 
 
 25f 
 
 Russia 
 
 
 
 1 16,005 
 
 23i 
 
 Switzerland 
 
 
 
 
 6,32« 
 
 22^ 
 
 Sweden 
 
 
 
 
 4,313 
 
 224 
 
 Norway 
 
 
 
 - 
 
 989 
 
 i9i 
 
17 
 
 II. 
 
 Passenger Rolling Stock. 
 
 Almost as important a factor in railway travel as speed is the 
 accommodation provided in the passenger rolling stock. This varies 
 considerably on the British hnes, but it may be said that even the 
 very worst of them is, to all appearance, in advance of the best 
 of the Continental systems. To discuss the subject in further detail, 
 it will be necessary, after a few preliminary remarks, to describe 
 separately the accommodation offered in the different classes by 
 British and European railways. 
 
 The division of railway travel into three classes is found to be 
 pretty general all over Europe. The most noticeable exceptions are 
 the introduction of a fourth class in Germany on some of the State 
 railway administrations ; and, on the other hand, a tendency in 
 England to gravitate towards the one-class system adopted in 
 America, by suppressing the second class. In England, the second 
 class will probably, at no very distant date, be abolished, as people 
 can now travel third class at the same speed, with almost equal 
 comfort, and at a sensibly lower fare. On the Continent, however, 
 class distinctions will probably remain, as the difference in speed 
 between second and third class is quite sufficient to ensure the former 
 always being well filled. 
 
 We will now briefly describe the accommodation offered in the 
 various classes, and conclude our remarks on this subject with a few 
 references to the lighting and heating of railway passenger rolling 
 stock. 
 
 {a) Third Class. — In England and Scotland the great majority 
 of travellers use the third-class carriages. In general they are very 
 comfortable, being divided into five compartments as a rule — 
 
1 8 British Railways. 
 
 although in eight- or twelve-wheeled bogie carriages, and some other 
 varieties, seven are found. These compartments are generally 
 upholstered in some kind of cloth or plush material to a height 
 sufficient to enable passengers to lean comfortably back on the 
 material and avoid resting their heads against the hard woodwork ; 
 each compartment is provided with four side and two door windows 
 of convenient size, which are in many cases furnished with blinds 
 or curtains. The roof is generally painted white, or perhaps 
 picked out in one or two colours, and the partitions are, as a rule, 
 utilized for the display of company's notices, and in some cases 
 maps of the system are given. A more pleasing feature is the 
 adornment of a portion of the wall space with photographs of places 
 of interest accessible from the line. Above these a rack for light 
 articles is provided. The smoking carriages on the best lines are 
 fitted with suitable accessories, and on some of the long-distance 
 express trains lavatory accommodation is added to the third-class 
 compartments. 
 
 On the lines south of the Thames, however, the third-class 
 carriages are by no means so good. Cushions are seldom seen, 
 luggage racks and blinds only occasionally supplied, and the 
 dimensions of the carriage are much smaller throughout. These 
 remarks hold good of some of the older stock of the Lancashire and 
 Yorkshire, Caledonian, North British, Great Eastern, and one or 
 two other lines. All English and Scotch companies, without ex- 
 ception, have of late years adopted an enlightened policy in the 
 building of passenger rolling stock, and at the present time the 
 newest types afford every reasonable accommodation. 
 
 We wish as much could be said of the Continental lines. The 
 third-class rolling stock in Europe is miserable indeed. The internal 
 dimensions are extremely mean, and in many cases no complete 
 division exists between one compartment and the next Cushioned 
 seats are, almost everywhere, unknown, and such conveniences as 
 luggage racks and Winds to windows are apparently not considered 
 necessary. On very few hnes do we find carriages with side windows 
 — the one in the door of the compartment, although very small, 
 being evidently thought suflScient. Little attention is given to 
 keeping the carriage clean, and frequently— at any rate in France — 
 the badly-constructed roofs are by no means water-tight. Switzerland 
 is a very creditable exception, and possesses really good carriages. 
 They are constructed on the American principle, and are entered 
 from the ends. The third-class carriages are nearly always mounted 
 
Passenger Rolling Stock: 19 
 
 on eight wheels and divided into two long compartments, one for 
 smokers and the other for non-smokers. Although the seats are 
 destitute of cushions, the carriage is rendered very cheerful by the 
 large amount of window space, and in many cases by the use ol 
 various woods in the building of the vehicle. All over the 
 Continent, however, the outsidq painting and decoration is not 
 nearly so tasteful as on our own systems, and the outlines of the 
 carriage are both angular and clumsy. 
 
 {b) Second Class. — There is but little difference between the 
 third-class carriages on our leading British lines and the seconds. 
 The lines south of the Thames, however, make a great distinction, 
 and their really comfortable seconds are much superior to the 
 wretched vehicles of the lowest class. Leaving these out of 
 consideration, it may be said that, generally speaking, an English 
 second is only a third-class compartment with a little extra 
 upholstery and perhaps a litde more decoration. There are, in 
 fact, several lines in England, some of whose best thirds are better 
 than their seconds. Of course, the second-class traveller has generally 
 more room to himself, as well as more privacy. 
 
 On the Continent the second-class compartments are very much 
 superior to the thirds, and in their upholstery and- appointments 
 nearly similar to the English seconds. In France they are not so 
 good as in Belgium, Germany, and Italy, where, on the fast trains, 
 some really excellent second-class coaches, sometimes fitied with 
 lavatory conveniences, are run. In Switzerland the open system 
 prevails for the second class as for the third, and the carriage stock 
 is exceedingly comfortable for this class. Sets of two or three 
 compartments are divided off from the others, and thus the carriage 
 appears very roomy, without losing much of the privacy of the 
 separate-compartment system. In Italy, on some of the best trains, 
 first- and second-class composite carriages are run with a lavatory 
 placed between the different classes in the centre of the carriage, 
 and approached by a conidor running along one side. These 
 vehicles are excellently upholstered and provided with a platform 
 at both ends, which passengers are allowed to occupy while the 
 train is in motion. It must be said, however, that all over the 
 Continent, the second class compartments used on the local and 
 suburban trains are much inferior to those employed for long- 
 distance expresses. In Paris many of the suburban trains are 
 double-decked — the lower compartment being very low in the roof 
 and upholstered in white cloth, and the higher provided only with 
 c 2 
 
20 British Railways. 
 
 rough boards for seats, and destitute of protection of any kind from 
 the weather cr other unpleasant vicissitudes of upper-deck railway 
 travelling. 
 
 ((t) First Class. — Our remarks on the comparison between 
 second and third class will hold good here if we consider firsts and 
 seconds. The tendency is to make the first class a sort of superior 
 second — not, perhaps, so much by increasing- the conveniences 
 ofifered, as by using more valuable materials in the construction of 
 the carriage. Thus we find on the best English railways that 
 valuable woods and expensive upholstery is the rule : carpets and 
 rugs are provided ; the carriage is brightened up by tastefully- 
 mounted photographs, or gilt racks for light luggage ; mirrors are 
 often used, and lavatory accommodation is provided in nearly all 
 cases. The interior is also considerably more roomy than the 
 seconds, as a rule. Some lines, of course, content themselves with 
 vehicles which do not furnish these expensive luxuries ; and the local 
 and suburban first-class coaches on most systems are, naturally, not 
 so good as those on the main line. In spite, however of the really 
 excellent first-class vehicles now running on most English and 
 Scotch railways, those using them are, without doubt, a gradually 
 decreasing number. As we remarked when speaking of the second 
 class, the reason is that people can usually travel just as quickly 
 in England in the third as in the first class, and the greater amount 
 of comfort in the firsts is not sufficient to induce any but the most 
 exclusive to pay the much higher fare. Third-class carriages are 
 generally quite comfortable enough in England, nowadays, to satisfy 
 the great bulk of passengers. 
 
 On the Continent, first-class carriages on the main routes are 
 almost as good as in Great Britain, except in France, where the 
 firsts might with advantage be more roomy and better decorated 
 and upholstered. In Germany, Austria, Belgium, Italy, etc., there 
 is small ground for complaint, but, generally speaking, the ornamen- 
 tation of the carriages is not so tasteful or harmonious as in 
 England, On the slower trains in the countries named the firsts 
 are not nearly so good as on their long-distance expresses. In 
 Switzerland, however, all the firsts are distinctly good, and are 
 divided into separate compartments, with a door of communication 
 from one compartment to the next, and a central passage the full 
 length of the carriage. 
 
 {d) Dining, Sleeping, and Special Carriages. — On some of 
 the long-distance trains in Europe and the United Kingdom special 
 
Passenger Rolling Stock: 21 
 
 carriages for dining, or, when a night has to be passed before the 
 train reaches its destination, for sleeping, are provided. These 
 carriages, for which, in nearly every case, an extra charge in addition 
 to the ordinary first-class fare is made, are generally built either on 
 the Pullman-car model or as saloon carriages. They are, as a rule, 
 upholstered with considerable luxury, and lavatories are always 
 provided- In the case of the dining cars, fixed seats are placed 
 opposite one another with a table between ; and a kitchen at one end 
 of the vehicle furnishes all requisites for dining, etc. In the sleep- 
 ing cars there are sometimes two berths, one above the other, but 
 the upper one is not much used except in times of pressure. The 
 bed is generally prepared by drawing out the seats facing one 
 another and arranging the bed linen on this foundation. In some 
 cases however, as on the North-Western Railway, very comfortable 
 beds are provided, and the saloons of this company seem to meet 
 with more favour than the Pullman sleeping cars which have 
 been introduced into this country. On the Continent, although 
 journeys are, in general, longer than in Great Britain, the sleeping 
 accommodation provided in special cars — usually the property of 
 the Wagon-Lits Company — is scarcely equal to what we are accus- 
 tomed to in this country ; their extra fares for the accommodation 
 are also much higher than ours. 
 
 In America, with the exception of some of their most important 
 trains composed wholly of Pullman cars (to ride in which one must 
 pay a higher fare, and with which we have nothing to compare in 
 England, except the Brighton Company's Pullman Limited), most of 
 the traffic is carried in long cars, which are of one class only. The 
 fares charged in these ordinary cars are, in general, rather higher 
 than third class in England, and in some cases (as in the Western 
 States) very much higher. The Americans are fond of comparing this 
 solitary class with the English firsts, and of commenting on the cheaper 
 rate their lines can give. The accommodation offered, however, is 
 not superior to our best thirds, so that their comparison is valueless. 
 
 {e) Beating of Railway Carriages. — In this one respect 
 only are the English and Scotch railway companies behind the 
 Continental systems. This is scarcely what we should have ex- 
 pected, having regard to the fact that the climate is so much colder 
 here. It nevertheless remains the fact that many of our local and 
 suburban trains run all the year round without the slightest provision 
 for warming the carriages ; and that on nearly all the trains in which 
 some attempt is made to warm the vehicles composing them, it has 
 
22 British Railways. 
 
 been done in a very half-hearted fashion by the introduction of so 
 called " foot-warmers " — with which antiquated metal hot-water cases 
 the travelled Englishman can scarcely feel satisfied. They rapidly 
 become cold, and are at all limes in the way of passengers leaving 
 or entering the carriage. One or two lines fill the cases with acetate 
 of soda, which, on being shaken up from time to time, emits heat 
 and thus remains warm longer. The only companies which have 
 set themselves to remedy this deficiency in heating are the Midland, 
 Caledonian, and Glasgow and South-Western. These three lines 
 have heated a few of their trains for some time past with the waste 
 steam from the engine, but their experiment has only been a very 
 limited one. This method, however, is in very general use in 
 (Germany and Switzerland, and the only fault to be found with it is, 
 that in winter the German carriages are kept far too warm for comfort. 
 In France, although several methods of heating are in use, things 
 are nearly as far behind German and Swiss practice as they are here. 
 
 (/) Lighting OF JRailivay Carriages. — Even more important, 
 perhaps, than heating, is the lighting of railway passenger rolling 
 stock. This is particularly necessary in the case of all metropolitan 
 and suburban services. In these trains nearly every one wishes to 
 utilize the time spent in the train in reading of some kind, and it 
 is extremely annoying to find that the light in the carriage does not 
 permit of this. Nor is it less vexatious to have an inadequate light 
 during a lengthened journey by night — reading being impossible 
 there is nothing to while away the time. In this important requisite 
 British railways have an unequal, but improving, record. Gas and 
 electric light — the former especially — are rapidly supplanting oil for 
 the suburban traffic in the vicinity of large towns, and there are few 
 companies which have not yet made a move in the right direction. 
 It is noticeable, however, in many cases where gas is used that the 
 pressure is very low and the light unsatisfactory. This should be 
 at once remedied, as the result in such cases is hardly any better 
 than when the old oil lamps were employed. On many suburban 
 lines a duplex gas burner is used. I'ope's and Pintsch's systems 
 of gas lighting seem to be most in favour. 
 
 Things are not quite so satisfactory on trains running long 
 distances, but even here competition has worked wonders, and we 
 hope soon to see all British express and long-distance trains well 
 lighted. Those of the North- Western Company have long been 
 so. The Midland, after experimenting for some time with the 
 electric light have now, it is understood, decided in favour of gas 
 
Passenger Rolling Stock. 23 
 
 illumination, and much of their passenger rolling stock has already 
 been fitted. The Brighton Company have also a large number of 
 trains fitted with gas or electric-lighting plant ; and most of the lines 
 having a large suburban and metropolitan traffic in the vicinity of 
 London use gas extensively. In Scotland, until within the last two 
 or three years, passenger trains were better lighted than in England : 
 in fact, the Glasgow and South-Western was one of the first com- 
 panies to introduce gas lighting into railway carriages in place of 
 the antiquated oil lamps. 
 
 The worst lighted trains in England are those running in the 
 local services on lines in the country, and away from the large 
 towns. It is, in fact, only in districts where passenger traffic is 
 light and competition generally absent that the English railways 
 have not made proper provision for carriage lighting. The neces- 
 sity for a good illuminant is, of course, not as pressing here as in 
 the vicinity of large towns and in express trains, and attention will 
 probably be paid to it as soon as work in other directions is completed. 
 
 On the Continent the lighting of railway carriages is not in 
 so forward a state as with us. Gas is, however, frequently used, 
 bat is not, as a rule, of sufficient pressure to produce good illumina- 
 tion. Moreover, one burner is often made to serve two com- 
 partments, and the result is, of course, an extremely poor light. 
 In England, on the contrary, the tendency is to provide each 
 compartment with duplex burners. 
 
24 
 
 III. 
 
 Safety and Safety Appliances. 
 
 No remarks on railway travelling can be considered complete 
 which do not refer to the important factor of safety. In this country 
 we have so few serious accidents to chronicle, and the number of 
 killed and wounded bears so infinitesimal a proportion to the total 
 number of travellers, that the subject has, perhaps, less interest for 
 the pubhc than the kindred ones of speed and comfort. It would, 
 doubtless, be otherwise if we had so large a number of accidents 
 here as are recorded in America, in proof of which we have only 
 to point to the temporary interest displa)ed after the occurrence of 
 any of the comparatively rare accidents of importance in this 
 country. The subject, therefore, is worth examining, in order to 
 study the methods by which our British companies have made 
 travelling so safe on their lines. We will, first of all, discuss briefly 
 the means adopted, and afterwards consider the results achieved. 
 Before doing so, however, it may be pointed out that although, 
 generally speaking, the adoption of safety appliances results in 
 fewer accidents, yet there is no apparent connection between the 
 one and the other in the results obtained by various British lines, 
 as may be seen by comparing the returns of accidents on the 
 different systems, and noting how frequently a line well equipped 
 with safety appliances shows a worse record than one not so well 
 equipped. In fact, the majority of railway accidents are not so 
 much the result of the absence of any one safety appliance, as the 
 combination of fortuitous and unforeseen circumstances, of little 
 moment in themselves, but fraught with the gravest consequences 
 when happening together. The recent accident on the North- 
 Eastern Railway at Thirsk affords us an example. Here we have 
 
Safety and Safety Appliances. 25 
 
 a disaster of the first magnitude occurring on the main line of one 
 of the largest English companies — with a well-maintained permanent 
 way, and signal appliances of the best description — to a train fitted 
 with automatic continuous brakes and composed of solidly-built 
 rolling stock. 
 
 One would think that with such a train on such a road accident 
 was a most remote contingency. And yet, mainly owing to the 
 fact of the death of a signalman's child, and the consequent 
 anxiety which led to the bereaved father's falling asleep in his cabin 
 after some seven hours of duty, added to the equally significant 
 fact that no relief men were available (five of them having been 
 sent to a spot where a bridge had been washed away), an accident 
 involving tlie loss of ten lives took place. Instances of this kind 
 obviously ought not to deter those entrusted with the management 
 of our lines from adopting all necessary appliances for safety, 
 although they show that, however much is done in this direction, 
 accidents due to unforeseen and unpreventable causes, coupled 
 with human liability to err, will always occur. 
 
 It is advisable, disasters such as this notwithstanding, to limit 
 the safety appliances to the essential and necessary. Excessive 
 complication in the working of the line is more harmful than 
 otherwise, and the multiplication of apparatus to check other 
 apparatus is, to say the least, apt to produce embarrassment. There 
 is also another side to the question. Financial possibilities must 
 be considered. If all the known suitable or promising contrivances 
 intended to further secure safety in raiUvay travel were provided, the 
 result would be that traffic could not be worked remuneratively, and 
 that in all probability increased safety would not be attained. In 
 the case of main lines with heavy traffic, it is manifestly necessary 
 that a complete system of safety appliances should be adopted, but 
 on branch lines with a small number of trains, less elaborate 
 precautions are required. On this head, the Board of Trade, 
 backed by the weight of public opinion, has in recent requirements 
 inclined to the idea that a uniform system of precautions should be 
 adopted on all lines in this country, whatever their traffic. Such 
 stringent demands as these will merely defeat their own ends, and land- 
 owners and others interested in the promotion of local lines in 
 rural districts may be discouraged from carrying out their projects if 
 called upon to face heavy expenditure for unnecessarily elaborate 
 precautions. 
 
 The most important requisites for the safe working of railways 
 
26 British Railways. 
 
 are signals and continuous brakes. The former, by various pre- 
 arranged indications, give warning to the driver of the train of the 
 state of the track in front of him. The latter enable him to reduce 
 speed and to stop before any temporary obstruction to the free 
 circulation of traffic is reached. 
 
 I. Signals. — In the early days of railways, the means used for 
 indicating whether the road was clear or not were of a very primitive 
 nature. As traffic increased it was seen that, unless some other 
 system were introduced, confusion and danger would result. 
 Ultimately, the old system of maintaining a time interval between 
 trains on the same line of rails was gradually done away with, and 
 the more rational one of a space interval substituted. This latter 
 method, generally known as the Block System, is now, and has been 
 for some time past almost universally employed in England and 
 Scotland. On the Continent the Time System is still to be found in 
 too frequent operation, and is sometimes combined with the Block 
 in a sort of permissive system of Block working. Some excuse 
 there certainly is for Continental administrations in the fact that the 
 smaller traffic on their lines does not render necessary the more 
 elaborate precautions required in England. At the same time, it 
 should be borne in mind that the Block system is quite as simple as 
 any other for working either heavy or light traffic, besides being 
 undoubtedly safer. Its complete adoption on the Continent of 
 Europe is only a matter of time, and most of the important lines 
 already use it to a greater or less extent. 
 
 The interlocking of points and signals at junctions and fouling 
 points is a matter of no less importance in railway signalling than 
 the maintenance of a proper space interval between the trains. 
 Without a complex system of interlocking, the traffic at our principal 
 terminal, through, and junction stations could not be carried on 
 with either safety or despatch. Briefly stated, the object of inter- 
 locking points and signals is that the signals should never indicate a 
 free passage to a fouling point to more than one train at the same 
 time, and that the road thrown open by the manipulation of the points 
 should always be followed by the exhibition of the corresponding 
 semaphore indications on the signal-post. British railways have 
 long since provided complete and elaborate interlocking apparatus 
 at almost every point at which lines foul or cross one another. On 
 the Continent, also, much has been done in this way, although foreign 
 lines are still considerably behind our own in this additional element 
 of security. 
 
Safety axd Safety Appliances. 27 
 
 2. Continuous Brakes. — Next to a complete system of sig- 
 nalling, the use of continuous brakes is the most important requisite 
 for safety in railway working. The English railways have, however, 
 not been nearly so rtady to adopt these improved appliances as they 
 were to block-signal their roads and interlock their signalling 
 apparatus. Indeed, several of the leading railway companies have 
 brought into use two or three kinds of brakes before settling down 
 to any particular variety. Even at the present time practice is by 
 no means uniform — most of the English rolling stock bi-'iiig fitted 
 with the Automatic Vacuum Brake, and most of the Scotch with the 
 Westinghouse type. As may be supposed, the consequence has been 
 a certain confusion ia cases where stock is run through from one 
 line to another, and the necessity for fitting all main-line carriages 
 with brake-hose connections of both types having arisen, the requisite 
 adaptations have been extensively carried out by the systems having 
 a large through traffic. 
 
 While differences of opinion exist as to the relative merits of 
 Vacuum and Westinghouse brakes, there are nowadays but few 
 champions of non-automatic varieties such as were in use on many 
 lines till quite recently. These non-automatic types failed to prevent 
 many accidents, and were actudly the cause of some. All their 
 efficacy vanished if the train broke in two, or if ihe hose-pipes 
 connecting the carriages became ruptured. The automatic varieties, 
 on the contrary, instantly apjjly themselves if the hose-pipes become 
 damaged in any way, or in the case of the train breaking into 
 two parts through the failure of the couplings or from other 
 causes. 
 
 Probably the reason for the coimparatively slow adoption by 
 British railways of continuous brakes is to be found in the fact that 
 those in charge of the a Iministration of the various systems con- 
 sidered them-elves scarcely justified in incurring a heavy expenditure 
 for the provision of these appliances, when it was quite possible that 
 other and more perfect means of retarding trains in motion inight 
 shortly be discovered. If this had proved to be the case the alter- 
 native of contmuing to use a second-rate appliance or incurring fur- 
 ther expense would have had to be faced. The smaller lines had also 
 an additional excuse for delay. They naturally waited to see how 
 the larger lines would decide, and then fitted their stock with a 
 brake identical with, or similar to. that of the larger line with which 
 they worked in most intimate connection. 
 
 At the present time, however, all the British railways, of which 
 
28 
 
 British Railways. 
 
 we shall treat in detail further on, are well equipped with reliable 
 continuous brakes. Stimulated as they have been to some slight 
 extent during the last few years by Board of Trade interference, 
 the popular idea has arisen that the present satisfactory solution of 
 the brake question is due to the action of the Board. That this is not 
 the case the table given below, showing the extent to which trains 
 were run under the protection of continuous brakes in the year 1890 
 — prior to any determined action on the part of the Board of Trade 
 —fully attests. On the Continent of Europe all trains running at 
 any appreciable speed are fitted wiih continuous brakes, but these 
 appliances are not nearly in such general use for the slower trains 
 as in this country. In America most of the passenger, and even 
 some of the goods, rolling stock is fitted with the Westinghouse 
 brake ; and, in this respect, that country is apparently still ahead of 
 our own, as it has undoubtedly been in the past. 
 
 Table showing the trogress made by the leading English and 
 Scotch Railway Companies up to 31ST December^ 1890, in fitting 
 TO the Trains Continuous Brakes which comply with the re- 
 quirements OF the Board of Trade. 
 
 Names of Railway Companies using 
 
 Number of 
 
 
 
 
 Carriages 
 fitted. 
 
 f f -So 
 
 
 
 %\ = % 
 
 Automatic Vacuum. 
 
 Westinghouse. 
 
 
 11%% 
 
 — 
 
 Great Eastern ... 
 
 3.485 
 
 99 
 
 Great Northern 
 
 — 
 
 2>305 
 
 100 
 
 Great Western 
 
 — 
 
 4,500 
 
 96 
 
 Lancashire & Yorkshire 
 
 — . 
 
 3>289 
 
 100 
 
 London & North- \\'estern ... 
 
 — 
 
 5,105 
 
 79 
 
 London & South- Western ... 
 
 — 
 
 2,576 
 
 100 
 
 — 
 
 London, Brighton & South Coast 
 
 2,651 
 
 100 
 
 London, Chatham & Dover ... 
 
 — 
 
 J 12 
 
 I 
 
 — 
 
 London, Chatham & Dover ... 
 
 I 930 
 
 67 
 
 Manchester, Sheffield & Lincoln 
 
 — 
 
 899 
 
 100 
 
 Midland 
 
 — 
 
 \ 4,026 
 
 95 
 
 — 
 
 Midland 
 
 i 202 
 
 
 — 
 
 North-Eastern ... 
 
 3.064 
 
 100 
 
 Soulh-Eastern 
 
 — 
 
 742 
 
 — 
 
 — 
 
 Caledonian ... 
 
 1.356 
 
 97 
 
 Glasgow & South- Western ... 
 
 — 
 
 ! 556 
 
 58 
 
 — 
 
 Glasgow & South-Western ... 
 
 1 369 
 
 39 
 
 — 
 
 North British 
 
 1. 717 
 
 89 
 
 Intercommunication IN Trains. — Closely connected with the 
 foregoing subjects of Signals and Brakes is that of Intercommuni- 
 cation in trains. The Board of Trade has made it imperative upon 
 
Safety and Safety Appliances. 29 
 
 railway companies, to provide, in all trains which run twenty miles 
 without stopping, some means by which the passengers, in case of 
 emergency, may communicate with the officials in charge of the 
 train. 
 
 To accomplish this two systems are in vogue on British railways, 
 namely, the cord and electric communicators. The first is that in 
 general use, though by no means reliable in fulfilling the purpose 
 for which it was intended. It has the disadvantages of being awk- 
 wardly placed outside the carriage in a .position difficult of access, 
 and of involving, in most cases, the necessity of hauling in two or 
 three yards of slack rope if the train is on a descending grade ; 
 moreover the passenger is afforded no indication that the alarm has 
 been effectual. 
 
 The electric communicator, on the other hand, is swift and 
 sure in its operation — recommendations which have led to its adop- 
 tion, so far, by only two or three English systems. Its use will 
 probably extend, as, although the experience of English railways 
 shows that recourse is very seldom had to these contrivances, it is 
 an additional safeguard in travelling when a reliable communicator 
 is available in case of emergency. 
 
 In concluding these general remarks on safety appliances, it 
 should not be forgotten that safety is assured not only by the use 
 of signals and brakes, but by careful attention to details of equi[> 
 ment and conditions of working. Into these points we cannot here 
 enter at length, but it may be taken for granted that the proper 
 upkeep of the permanent way, the stability of the bridges, tunnels, 
 cuttings, etc., along the line of route, the absence of facing points 
 on running lines, the careful maintenance of locomotive, carriage, 
 and wagon rolling stock, the due regulation of the hours on duty of 
 that section of the staff employed in the actual working of the line, 
 are all matters which require the closest attention if safety be 
 desired. 
 
 Results of Working. — We present below two statistical 
 tables, showing the number of passengers killed and injured from 
 1884 to i8gi and for part of the year 1892. It will be observed, 
 as pointed out in the opening remarks on the subject of safety, 
 that the results achieved in the various years are by no means 
 similar, although during the whole of the time in question con- 
 tinuous improvement in the provision of safety appliances was 
 going on. 
 
30 
 
 British Railways. 
 
 Table showing Number of Passengers Kiiled and Injured, from 
 causes beyond their own control, during the years 1884 to 1891. 
 
 Year. 
 
 Number of Passengers exclusive 
 01 tieason-ticket Holders. 
 
 Killed. 
 
 Injured. 
 
 Remarks. 
 
 1884 
 
 694,991,860 
 
 31 
 
 864 
 
 
 1885 
 
 697,213,031 
 
 6 
 
 436 
 
 
 18S6 
 
 725,s84,390 
 
 8 
 
 615 
 
 
 1887 
 
 733,670,000 
 
 25 
 
 53S 
 
 *8o killed and 
 
 1888 
 
 742,499,164 
 
 II 
 
 594 
 
 262 injured 
 in Armagh 
 
 1889 
 1S90 
 
 775.iS3>073 
 817,744,046 
 
 88* 
 18 
 
 1,016* 
 496 
 
 1891 
 
 845,463,000 
 
 5 
 
 «75 
 
 
 Year. 
 
 Killed. 
 
 Injured. 
 
 1884 
 
 I in 22,419,092 
 
 I in 804,400' 
 
 !885 
 
 ,, 116,202,171 
 
 ,, 1, 600,000 
 
 1886 
 
 90,698,049 
 
 ,, i,i8o,oco 
 
 1887 
 
 29,346,800 
 
 .. 1.363.700 
 
 1888 
 
 67,^30,000 
 
 ,, 1,250,000 
 
 IS89 
 
 8,808,875* 
 
 763,000* 
 
 1890 
 
 45,430,000 
 
 ,, 1,648,000 
 
 1891 
 
 169,093,000 
 
 966,000 
 
 Table showing the Number of Passengers Killed and Injured, from 
 
 CAUSKS beyond THEIR OWN CONTROL, DURING THE FIRST NiNE MONTHS 
 
 OF 1891, WITH AN Analysis of the Causes of the Accidents. 
 
 Particulars of Accident. 
 
 Killed. 
 
 Injured. 
 
 Collisions between Passenger Trains ... 
 
 CoUi.sions between Passenger and Goods Trains 
 
 Passenger Trains leaving the Rails 
 
 Trains or Engines travelling in the wrong direction ] 
 
 through points J 
 
 Trains or Engines entering Stations at too high a \ 
 
 speed J 
 
 Failures of Axles 
 
 „ of Couplings 
 
 Other Causes 
 
 I I 
 
 I 
 
 203 
 
 109 
 
 44 
 
 45 
 69 
 
 I 
 2 
 
 3 
 
 Total 
 
 12 
 
 476 
 
IV, 
 
 Locomotives Gradients, Curves, Train Loads, and 
 Train Timing. 
 
 The locomotive engine plays so important a part in railway 
 travelling that we have thought it necessary, in the remarks which 
 follow, to give dimensions of the types adopted by the various 
 English and Scotch systems for tlie working of their fast and 
 express trains. No attempt, however, will be made in this chapter 
 to give any detailed description of locomotive construction. One 
 or two salient characteristics of British locomotives will be pointed 
 out, after which the subject of train resistances, comprising the 
 effect of gradients, curves, train loads, etc., will be generally 
 discussed. 
 
 Perhaps the most striking feature of British locomotive practice 
 is the extensive use of " single-driver " engines. This does not 
 prevail to any extent elsewhere, and, in fact, it is only lately that 
 their use has become general in this country. It is true that thirty 
 or forty years ago, when speeds were low and trains light, they were 
 very numerous, but coupled engines gradually began to take their 
 place, and fears were expressed in the technical journals that the 
 time would soon come when " single " engines might be " placed on 
 pedestals "—as rare objects of curiosity presumably. Nowadays, 
 however, "singles" are by no means rare, and have to a certain 
 extent been adopted by many lines. The Great Northern and Great 
 Western have always had a liking for them, and recently the 
 Midland, Great Eastern, and North-Eastern have built them in 
 considerable numbers. These, notwithstanding, are exceptional 
 cases, and the coupled classes, as better adapted to our hilly 
 English roads, are at present much more numerous. 
 
32 British Railways. 
 
 Another point worthy of notice is the dissimilarity which prevails 
 in the details of locomotive piactice. As will be noticed hereafter, 
 when the dimensions are given in detail, our locomotive superin- 
 tendents seem unable to agree on very many points. Some lines 
 use bogies, inside cylinders, steam domes, and large heating surface ; 
 others radial axles, outside cylinders, etc. The marked uniformity 
 of constructioti which prevails on many Continental and American 
 lines is entirely wanting here, and the locomotives of each line have 
 a distinct individuality, and often even a particular " company " 
 colour of their own. In one respect, however, British locomotives 
 have a strong national resemblance. They invariably bear traces of 
 careful design and good workmanship, and present in nearly all their 
 varieties a truly admirable combination of power, compactness and 
 simplicity. 
 
 The resistances to be overcome by the locomotive are either 
 fixed, as in the case of gradients, curves, train loads, etc. ; or variable, 
 as in the case of bad weather, high winds, or greasy rails. With the 
 former alone we will for the present deal, and that in a general 
 manner only, referring the reader desirous of further studying the 
 subject to the various scientific works on train-resistances. 
 
 The effect of gradients on train-speeds is very great, and its 
 importance is seldom sufficiently realised. Unless complete 
 particulars of the rise and fall of a line of railway be given, it is 
 impossible to correctly estimate the performance of the locomotive 
 thereon. Thus, if it be mentioned that the run from Preston to 
 Carlisle, a distance of 90 miles, is accomplished in 105 minutes, 
 the traveller gets no idea of the immense power and speed qualities 
 to be developed in order to keep bare time between these two points, 
 until he is told that the course is one of the steepest in the kingdom, 
 surmounting the Shap Fells at an elevation of some 900 feet above 
 sea level. If, on the other hand, it be mentioned that on the Great 
 Northern Railway trains will often stop in Peterborough in sixty-two 
 to sixty-four minutes after passing Potter's Bar (63I miles), our 
 admiration exceeds what we felt for the Preston-Carli.-le run. But, 
 on knowing that the course is favourable for nearly all the distance, 
 we then come to regard it merely as a respectable performance and 
 nothing more, and much inferior to the 90 miles' run in 105 
 minutes. We thus see that gradients may alter our conceptions as 
 to merit of a performance very materially indeed. We have, there- 
 fore, determined to devote some considerable space to this subject 
 and its complexities, which are so likely to be misunderstood. 
 
Locomotives, Gradients, Curves, &c. 33 
 
 In Mr. Foxwell's two works on the subject {English Express 
 Trains, Stanford, 1884; Express Trains, English and Foreign, 
 Smith, Elder & Co., 1889), which have done so much to popularise 
 the study of express speeds, the gradients on each line are stated 
 with such exceptional brevity that the information given is of but 
 little use to enable us to determine the work done by the locomotive. 
 Many sections, indeed, are almost unnoticed. This we hope to 
 remedy here. But not only does the author give very few particulars 
 of the gradients as occurring on our express lines ; he is equall)' 
 brief in his remarks on the effect of gradients. Indeed, those who 
 read his statistics would almost imagine that a ten-mile stretch of 
 I in 100 in a piece of Une, say, 50 miles long is no more detrimental 
 to speed than five stretches of two miles each of the same gradient 
 disposed at intervals along a similar length. The latter case is 
 infinitely more easy for the locomotive to negotiate than the former, 
 since the impetus before reaching the short pieces of uphill is 
 sufficient to carry the train over the top almost before the influence 
 of the incline is felt, and before there is any sensible diminution of 
 speed. Not so with the long ten-mile stretch, of which the last 
 seven or eight miles are done at a slow, steady rate. It is, in fact, to 
 assist the locomotive that short rests, wherever possible, are inserted 
 about the middle of long and steep banks. The short piece of level 
 and easy up-gradient near the middle of the 14 miles of i in 100 up 
 between Settle and Blea Moor Tunnel, on the Midland, is a case in 
 point. It gives the locomotive a sort of fresh start over the 
 remainder of the incline. In short, so various are the effects 
 produced by judicious grading that we may as well devote a separate 
 section of the subject to the consideration of how far speed is 
 influenced by the various " Dispositions of Gradients," giving a few. 
 instances from our main lines showing the effects produced. 
 
 Disposition of Gradients. — In considering railway speeds, 
 it is, nowadays, too generally assumed that the effect of a gradient 
 of given length and steepness is always the same wherever that 
 gradient may occur. This is far from being the case. A rise of, say, 
 10 miles of i in 200, immediately from a large junction station at 
 which all trains stop, is much more detrimental than if the gradient 
 succeeds a downhill stretch, the impetus from which carries the train 
 up the opposing slope. Instances of the first of these cases are 
 very numerous ; most towns in England, lying low, are at the foot 
 of two opposing inclines. Bedford on the Midland, Carstairs on 
 the Caledonian, Kilmarnock on the Glasgow and South-Western, at 
 
34 British Railways. 
 
 once present themselves as examples. This, of course, is largely a 
 matter for engineering skill to obviate or modify, and as railways 
 must follow the contour of the country, and as towns are best served 
 by railways on a level with them, it may be questioned whether 
 modification of gradients, even if possible, would be desirable. 
 Nevertheless, the presence of stopping points at the foot of opposing 
 inclines cannot but be regretted, as exerting a prejudicial effect on 
 express speeds. On the other hand, in the few cases where we find 
 stations at the top of slopes extending downward on either side, the 
 adverse effect of gradients is least felt. The train approaches the 
 summit at a low speed and loses very little by the stop. On 
 starting down the other side it rapidly attains speed, and altogether 
 very little loss is sustained. 
 
 Again, it may be concluded, as explained in a previous para- 
 graph, that short stretches of up and down slopes are less prejudicial 
 than a long continuous one of the same length as the aggregate of 
 the shorter stretches. This holds good especially as regards heavy 
 trains and steep slopes. With a light train, the impetus from the pre- 
 ceding down-hill piece carries the train over the short up-slope without 
 the speed suffering appreciable diminution. Even with a heavy train 
 and a heavy gradient the speed just begins to fall sensibly when the 
 welcome short stretch of downhill intervenes. But on a long con- 
 tinuous bank the speed of a light train even has much diminished 
 before the summit is reached, and with a very heavy train and heavy 
 gradient the diminution of speed is so great that pilot engines have 
 frequently to be employed. Compare the ten-mile bank of i in 
 80, north of Beattock on the Caledonian Railway ; the yet steeper 
 nine miles and a half north of Newcastleton on the North British ; 
 the fourteen miles of i in 100 on the Setde and Carhsle. On all 
 these sections, and many others of a similar nature, pilot engines are 
 frequently employed ; while on the London, Chatham, and Dover, 
 which has, perhaps, as much hard road to cover as some of those 
 referred to, pilots are very rarely employed, the reason being that 
 the line rises and falls in short undulations. 
 
 There are many other ways in which gradients will have dissimi- 
 lar effects on trains according to their situation. For instance, if 
 the approaches to a large town be on a rising gradient the general 
 speed will be little diminished thereby, as, whether the line rises or 
 not, the speed must be kept down over crowded pieces of line. But 
 these and other instances will readily occur to those who make a 
 frequent practice of timing trains passing the mileposts. They will 
 
LocoMOTiiES, Gradients, Curves, &c. 35 
 
 often be surprised to notice the apparently dissimilar effects of 
 similar gradients, but a little reflection will show other causes in 
 operation to produce the difference. 
 
 We now come to examine the compensating effects of gradients. 
 This part of the subject has, until now, been completely ignored, or 
 but little touched upon; indeed, a reader of, say, Mr. Foxwell's 
 article on the Midland in either of his books, would imagine that 
 the adverse gradients mentioned were great hindrances, but that 
 the corresponding downhill stretches gave no compensation what- 
 ever. In fact, it seems to be the common practice, when questions 
 are asked in the railway journals on the subject of gradients, to give 
 in reply simply the adverse gradients in one direction. With a view, 
 then, to clearing away erroneous ideas on this part of the subject, 
 we will now proceed to make a few remarks on the 
 
 Compensating Effects of Gradients. — Railway runs almost 
 invariably include a proportion of both up and down gradients. 
 It has generally been the custom simply to consider the up-grades 
 as adverse to speed, and to leave the downhill pieces out of con- 
 sideration. But this is clearly a totally incorrect way of estimating 
 the amount of work to be done by the locomotive. Take in illus- 
 tration, the Midland Railway main line from London to Bedford. 
 It rises, by short, steep stretches, to Leagrave, near Luton. The, 
 rest is almost wholly downhill, along which trains can, and, in fact, 
 habitually do, run at seventy to seventy- five miles an hour. There 
 is nothing meritorious or out of the common in running downhill 
 at this pace, as most of the oldest and weakest locomotives in the 
 kingdom, wholly unfit for present express work, can do the same. 
 But here we have part of the time lost in traveUing uphill out of 
 London to Leagrave made up down the bank. Again, take the 
 Great Northern out of London. The first i2| miles consists of short 
 but very steep pieces and one long piece of moderate ascent. We 
 often find this company's expresses take 21 to 22 minutes to get 
 over this distance — a performance that is rather the reverse of 
 creditable. But once over the summit the line falls gradually, 
 except for two short pieces near Hatfield and Huntingdon, to 
 Peterboro', 63^ miles away. These 63^ miles are often covered in 
 the same number of minutes (a performance of fair merit) thus 
 landing us on Peterboro' platform in from 84 to 85 minutes after 
 leaving London. This looks well for 76^ miles; and, no doubt, 
 much of the reputation of the Great Northern is due to runs like the 
 above ; but it seems altogether forgotten how slowly we ran uphill 
 
36 British Railways. 
 
 (and therein the true test of locomotive merit lies), and how much 
 of our fast journey was due to the compensating effect of the 
 down-grades. The London and North-Western main line out 
 of London is rather different. It rises with moderate, but almost 
 continuous, ascent from London to Tring, 3 if miles away. Then 
 there is a moderate fall for 15 miles to Bletchley; after that the line 
 rises and falls in moderately steep grades to Rugby. Thus, although 
 there is not so much to climb on this route, we miss the compensating 
 effect of the down-grades, except for the short piece before Bletchley. 
 The work, therefore, done by the locomotive falls but little short of 
 that done on the steeper routes previously referred to. 
 
 Numerous instances of this sort might be cited. We will not 
 go so far as to say that the presence of gradients (allowing for their 
 compensating effect) can ever become an assistance to the locomo- 
 tive — that would be absurd. But we will say that with light trains 
 gradients do not make their presence much felt when there is a 
 possibility of a sharp run down the other side ; but with heavy trains 
 the case is greatly different. A light train can mount a hill at 50 
 miles an hour and come down at 75, but a heavy train, which mounts 
 the same bank at 30 to 35 miles an hour, cannot come down at 90 
 miles an hour, and thus great loss of time is experienced. Similarly, 
 there is not nearly so much of the compensating effect experienced 
 when the grade is, say i in 70, as when it is i in 200 : trains which 
 mount the latter grade at 50 miles an hour will hardly touch 30 on 
 the former. The speed down the other side, however, will differ 
 but slightly. Seventy-five miles an hour can easily be attained 
 down the i in 200, and this rate is hardly likely to be exceeded 
 down even i in 70. As a matter of fact, the highest recorded speed 
 down I in 200 is 80 miles an hour for one mile ; and down i in 75 
 we have two miles recorded at 8x4 miles an hour. 
 
 Many other things besides those indicated above in the sections 
 on the Disposition of Gradients and their Compensating Effects might 
 be recorded, as showing how difficult it is to deal with this subject. 
 Similar gradients, owing in great measure to the causes we have 
 pointed out, affect the locomotive in such different ways that per- 
 haps the only way to obtain a correct notion of their various effects 
 is to make a practice of timing by the mile posts every express train 
 in which we travel. This will give greater insight into the working 
 than pages of written matter. It will also serve as a standard by 
 which we can accurately measure the performances of the various 
 classes of locomotives, for it is on up-grades that the true test of 
 
Locomotives, Gradients, Curves, &c. 37 
 
 merit is applied. Many out-of-date locomotives can gallantly charge 
 downhill at 70 to 75 miles an hour; try them on i in 100 up, and 
 give them a long continuous stretch of it, and they will fail miserably. 
 What is wanted in the locomotive of to-day is the capacity for 
 mounting severe gradients at high speed. By timing trains passing 
 each milepost on up-grades we can arrive at a very correct idea as 
 to which locomotives most fully satisfy this test. Not once or twice 
 should these experiments be made, but each locomotive should be 
 tested time after time, in order to get an idea of its average perform- 
 ance, and not until then should conclusions be arrived at. It is 
 this habit of rash judgment, coupled with an utter ignorance of the 
 hindrances placed in the way by gradients, and the advantages to 
 be derived from their compensating effects, which leads to the 
 unreasoning statements one so frequently sees in the railway journals. 
 We find, for instance, a correspondent writing to say he has run from 
 London to Grantham in two hours or less. No particulars are 
 given, or if they are, they are generally limited to the statement 
 that " we attained seventy-five miles an hour down such and such 
 a bank," altogether oblivious of the fact that some of the oldest and 
 feeblest engines of thirty years ago could do the same as the loco- 
 motive in whose praise this statement is unsuspiciously made. But 
 occasionally we happen to come across some other correspondent in 
 the same journals who has at last found out that uphill, not down- 
 hill, work is the proper test of efficiency in the locomotive. In 
 these rare cases, however, the statements set forth are garnished 
 with very absurd arguments and deductions. We find, perhaps, 
 someone stating that he ran from (passing) Hatfield to (passing) 
 Potter's Bar, 5 miles of i in 200 up in five minutes, or equal to 60 
 miles an hour. Then, very probably, follows the usual deduction, 
 that "the Great Northern locomotive can maintain, and has main- 
 tained, 60 miles an hour up a bank of i in 200." How absurd the 
 deduction is may be seen when it is stated that the train probably 
 rushed through Hatfield (after the descent of the Woolmer Green 
 bank) at nearly 70 miles an hour. The first two of the five miles 
 to Potter's Bar were done at a speed rather lower than this, and the 
 last three at a speed diminishing with each mile, so that, perhaps, 
 when the summit was reached the speed had sunk to 45 miles an 
 hour, or thereabouts. This latter figure is the correct normal speed 
 up the bank, and not the 60 miles an hour, which is the average of 
 five miles two of which received considerable impetus from what 
 had gone before. All statements, therefore, which give the inclusive 
 
38 British Railways. 
 
 speed from the bottom to the top of a bank, should not be regarded 
 as indicating the normal speed of the locomotive up that bank. The 
 last few miles of the bank only should be taken and results worked 
 out from them. 
 
 Before closing this section it will be as well to reply to an objec- 
 tion that may be raised. It may be said that locomotive merit can 
 be just as well tested on the level as on an up-grade, and that, 
 therefore, uphill work is not the only test of a good performance. 
 This is quite so, but the only reason why running on the level is so 
 seldom a proper test is that there are very few lines on which we 
 have any long continuous piece of level ground. The slightest 
 inclination one way or the other vitiates all our conclusions. Thus 
 the comparatively insignificant gradient of i in 1,320 between 
 London and Reading on the Great Western is sufficient to make 
 the down run much longer than the up. We have, therefore, in our 
 remarks on this subject preferred to restrict ourselves to tolerably 
 long banks rising at a generally uniform grade. 
 
 In Curves we meet with another resistance to speed. Here, 
 however, the indirect effect is more to be feared than the actual 
 augmentation of the resistance. In England, all curves except the 
 sharpest are passed over with only that slight diminution of speed 
 caused by the friction of the flanges against the rails. Now and 
 again, however, we meet with a curve of such small radius that, in 
 the interests of safety, speed is purposely greatly decreased while 
 passing over it. This, of course, entails a much greater loss of time 
 than in the previous case, where it is scarcely appreciable. Especi- 
 ally is the loss felt if the curve is on a steep down grade, as are 
 ■many on the North British Company's Waverley Route. Here, 
 where the speed ought, of course, to be highest, the reduction round 
 sharp curves means even a greater loss than if the curve was other- 
 wise situated. 
 
 Much might be said on the subject of Train Loads. To 
 properly estimate the work done by the locomotive, it is, of course 
 necessary to know the weight of the train hauled. Train loads are 
 however, so variable that it is with caution we venture to state under 
 each railway, the average weight of some of the principal trains. 
 
 It has recently been urged by at least one writer of eminence on 
 railway matters that, looking to the fact that our express mileage in 
 England and Scotland is so very large, and that at certain times of 
 the day the main lines of some of our largest railways are occupied 
 solely by express trains, to the prejudice of the more profitable goods 
 
Locomotives, Gradients, Curves, &c. 39 
 
 traffic, some effort should be made to reduce their number by 
 combining two trains into one, and building heavier locomotives, so 
 as to retam the same speed with the greater load. It is stated that, 
 even after such combination, the resulting load of the train would 
 still be lighter than that of some of the fast long-distance trains of 
 the United States, which are hauled by locomotives much more 
 powerful than those in use in this country. The answer to these 
 criticisms is that express trains here are heavier than is generally 
 supposed ; an assertion which may be substantiated by reference to 
 the sections on Actual Performances in the case of the various 
 English and Scotch lines, and more especially in those instances 
 of fast running, cited as having occurred on the " express " lines. 
 Most of the performances there described show work quite equal 
 to the best the States can produce, and this work has probably 
 been accomplished with a much lower consumption of coal. 
 Combination of trains could, of course, be effected without greatly 
 adding to the load, by crowding the carriages with passengers to a 
 greater extent than at present, but such interference with the comfort 
 of travellers would doubtless be resented. In France, this is the 
 ordinary practice — no new express trains being inaugurated until the 
 railway companies feel sure they can fill them, while in England 
 express trains are put on to stimulate travel, or to create a new 
 traffic. Interference, therefore, would scarcely be desirable. More- 
 over, traffic questions, such as forming numerous and convenient 
 connections at junctions, have a most important bearing on the 
 matter, and it would probably be extremely difficult for critics of the 
 English system of frequent express trains to specify any one in 
 particular as a suitable train to be struck out of the time-table 
 without being confronted with several excellent reasons for its 
 retention. 
 
PART II. 
 
 THE BBITISH SYSTEMS IN DETAIL. 
 
 I. The Lines to the Continent. 
 II. The Seaside Lines. 
 
 III. The Lines to the West. 
 
 IV. Some Country Lines. 
 V. The Express Lines. 
 
 VI. The Minor Lines. 
 
I. 
 
 THE LINES TO THE CONTINENT. 
 
 The lines running the fast Continental services are : — 
 
 (i) The London Chatham and Dover. 
 (2) The South-E astern. 
 
 These railways have so many points of resemblance that, for 
 purposes of comparison, it will be well to treat of them as nearly 
 together as possible. They both run fast services to the Continent 
 and to several sea-side resorts ; both have severe gradients ; and both 
 have the reputation of disregarding the interests of the public. 
 Further details are now given in regard to each line separately. 
 
45 
 
 THE LONDON, CHATHAM AND DOVER. 
 (I) General Description of the Line. 
 
 The London, Chatham and Dover Railway is over 175 miles 
 in length, and extends from London through Rochester, Chatham 
 and Canterbury, to Dover. It has a branch from Sittingbourne to 
 Queenboro' Pier, and from this port and Dover boats run to Flushing 
 and Calais respectively, with the company's valuable Continental 
 traffic. There is also an important branch from Faversham to the 
 popular watering-places on the Kentish coast, Ramsgate, Margate, 
 and Westgate-on-Sea. Other and smaller off-shoots leave the main 
 line at Swanley for Sevenoaks, Maidstone, and Ashford, and at 
 Farningham Road for Gravesend. Numerous suburban lines, with 
 an ever-increasing season-ticket traffic, give convenient access to the 
 districts south of London. The main line, in its direct course through 
 the hop-gardens and orchards of Kent, affords fine panoramic views 
 up and down the Medway on approaching Rochester from Sole 
 Street, and a glimpse of Canterbury Cathedral is obtained further on. 
 
 (2) Travelling Facilities. 
 
 (a) Services between Chief Towns. — With the opportunities 
 indicated above, it might have been expected that the Chatham and 
 Dover Company would have presented an excellent record of express 
 services. Such, however, is far from being the case. In common 
 with other southern lines, the custom prevails of limiting the fastest 
 
46 
 
 British Railways. 
 
 trains to first and second classes only. For this, the French railways are 
 mainly responsible, as their connections with the English Continental 
 services are similarly limited. With the speed of these exclusive 
 trains we have no fault to find, there being four excellent and quickly- 
 timed down trains to Dover (Admiralty Pier) — 78 miles — in 105, no, 
 105 (this one is first class only) and 112 minutes respectively; and 
 four up trains in 115, 105, 105 and 105 (this one first class only) 
 minutes. Again, to Queenboro' Pier for the Flushing route — now 
 growing into quite an important outlet for Continental traiSc — the 
 trains are first and second class only, at a speed by no means so 
 good, the best down trains taking 75 minutes, and the best up 80 
 minutes for the run of 50-1- miles. As regards punctuality, these 
 trains run fairly well from London to Dover and Queenboro', but they 
 are notoriously unpunctual in their arrival from the Continent. 
 This, doubtless, arises from delays on the opposite side, detention of 
 steamboats, and other causes, many of which are probably avoidable. 
 Turning now to trains which carry third-class passengers, we find 
 the "Chatham " in no respect a "people's" line. The way in which 
 important towns are served (or neglected) from London may be seen 
 from the record below, which affords food for reflection on comparison 
 with the tables of the northern lines. 
 
 Between 
 
 
 London 
 
 Miles. 
 
 and 
 
 
 Rochester . 
 
 ^\ 
 
 Chatham 
 Canterbury . 
 Ramsgate . 
 Margate 
 Dover (Town) 
 
 34i 
 6i| 
 
 79 
 
 73l 
 78 
 
 No. of Trains at or over 
 
 35 mis. per hour. 
 
 Down. Up. 
 
 3 
 3 
 2 
 
 3 
 
 3 
 
 None. 
 
 40 mis. per hour. 
 
 Down. Up. 
 
 None. 
 
 I 
 None. 
 
 None. 
 None. 
 None. 
 
 None. 
 
 I 
 None. 
 
 45 mis. per hour. 
 
 Down. Up, 
 
 None. 
 None. 
 None. 
 None. 
 None. 
 None. 
 
 Fastest. 
 
 O 49 
 
 50 
 
 1 30 
 
 2 O 
 
 1 45 
 
 2 O 
 
 Remarks. 
 
 The dis- 
 tances are 
 from Vic- 
 toria to 
 the places 
 named in 
 the tahle. 
 
 Local services are generally on a par with those of other 
 English systems, and call for no comment. Near London, a large 
 number of short-distance trains is run to accommodate a verv 
 heavy traffic. The punctuality of these services cannot be con- 
 sidered very good, although it is better than it used to be. The 
 Chatham and Dover Company's neighbours, the South-Eastern and 
 Brighton and South Coast lines, are also in this respect joint owners 
 
The London, Chatham and Dover. 47 
 
 of an evil reputation, but they are not quite such notorious offenders 
 as the liae under review, and have, moreover, certain excuses to 
 offer which the system in question has not. A singular anomaly to 
 be noted in connection with this company's suburban traffic is that 
 many of the Crystal Palace trains do not carry third-class 
 passengers. 
 
 {b) Rolling Stock and General Accommodation. — With 
 the exception of a few good coaches on the Continental and sea- 
 side services, and two or three Pullman cars supplied by the Wagon- 
 Lits Company and run in the Club-Train services, the carriages are, 
 without exception, the shabbiest in England. They are of most 
 antiquated description, and one fears to guess at what date they 
 were built, and when they were last cleaned, redecorated and 
 repaired. Generally mounted on four wheels only, their dimensions 
 are of the meanest, and for rigid discomfort, want of space, bad 
 lighting, and rough travelling, they can nowhere be surpassed. Their 
 more venerable and much-reviled neighbours — the South-Eastern 
 Company — are well ahead of them here. Again, until recently, 
 few of the crowded trains run on this line had any continuous brake 
 whatever, and it is only within the last few years that the Westing- 
 house continuous brake has been adopted. On the other hand, it is 
 only fair to notice that the line is excellently signalled with the 
 latest appliances throughout, and that the stations on the line are, 
 broadly speaking, fairly well suited to requirements and possess 
 tolerably good accommodation. The smaller details of passenger 
 traffic management have yet, however, to be mastered by the 
 London, Chatham and Dover Company, and how long it will be 
 before this line reaches the standard of, say, the Great Northern, it 
 would be very hard to predict. Poverty, doubtless, is the excuse 
 for many shortcomings, but in spite of this the company have, 
 during recent years, built a fine additional bridge over the Thames at 
 Blackfriars, a new London terminus at St. Paul's, and increased 
 their Channel fleet by one or two fast boats. 
 
 (3) Locomotive Work. 
 
 {a) Speed. — With the exception of the Continental expresses 
 and some of the fast seaside trains, there is not much scope for any 
 brilliant locomotive work on this system. The most we can say of 
 it is that it is fairly good. There are not many booked runs at 45 
 
48 
 
 British Railways. 
 
 miles an hour, and only a few exceed this pace. The load of these 
 trains is generally moderate. Fuller particulars of the gradients of 
 the line, the locomotives working the trains, and a few instances to 
 show the passenger traffic in actual daily working, will be found 
 below in the three subdivisions of this subject. 
 
 (F) Gradients. — The London, Chatham and Dover is the 
 steepest of the southern lines, having nearly 50 miles between 
 London and Dover between i in 100 and i in 132, and only 18 
 easier than i in 200. The line begins with a 27-mile ascent, broken 
 by four minor descents, to Sole Street (300 feet above sea-level), then 
 undulates to Canterbury, from which it rises 9 miles to Shepherd's 
 Well (290 feet), and drops 7 miles into Dover. The ascents, how- 
 ever, are not sufficiently long at a time to materially reduce the speed 
 average. In addition to this there are several awkward curves to 
 be run over ; and, for a little way south of Heme Hill, the line is 
 crowded with suburban traffic. It may therefore be said that what 
 small amount of express travelling this company furnishes is of good 
 quality and demands good locomotives. 
 
 (c) Locomotives. — The unpunctuality so prevalent on this 
 system can hardly be ascribed to the locomotive stock, which is 
 under the superintendence of Mr. William Kirtley. The dimensions 
 of the principal classes are as under : — 
 
 Description. 
 
 
 ■5 s 
 
 .S " 
 
 i 
 < 
 4j 
 
 ^ J, 
 It 
 
 
 
 § 
 'o'S 
 
 ■M.E»f 
 
 
 
 U 
 
 (In 
 
 Km 
 
 
 
 S-? 
 
 n ™ 
 
 CJ-S 
 
 .2?S 
 ■5; 
 
 
 ^H^ 
 
 . 
 
 
 
 
 
 D 
 
 
 
 a 
 
 S: 
 
 fs 
 
 
 
 lbs. per 
 
 
 
 
 
 
 
 
 
 inches. 
 
 sq. in. 
 
 sq. ft. 
 
 sq. ft. 
 
 ft. 
 
 ft. 
 
 galls. 
 
 tons. 
 
 tons. 
 
 tons. 
 
 p our-coupled \ 
 bogie express \ 
 
 18x26 
 
 150 
 
 1,120 
 
 17 
 
 6* 
 
 3i 
 
 2,600 
 
 3 
 
 42i 
 
 31 
 
 Four-coupled -, 
 Metropolitan I 
 bogie tank ' 
 
 
 
 
 
 
 
 
 
 
 
 174x26 
 
 140 
 
 1.095 
 
 i6t> 
 
 Si 
 
 3 
 
 970 
 
 If 
 
 SI 
 
 
 
 
 
 
 
 
 
 
 
 
 Four-coupled j 
 
 
 
 
 
 
 
 
 
 
 
 Main-line [ 
 
 17x24 
 
 150 
 
 1,071 
 
 I6i 
 
 S* 
 
 3 
 
 1,100 
 
 Z 
 
 47* 
 
 
 bogie tank ' 
 
 
 
 
 
 
 
 
 
 
 
 (d) Actual Performances. — It is not usual for the booked 
 time of the express trains on this system to be much improved on 
 in actual running. The following instances are simply average per- 
 formances and show what is believed to be a fair sample of the 
 locomotive work of the line with trains of varying weight. 
 
The London, Chatham and Dover. 
 
 49 
 
 DOVER TOWN TO HERNE HILL. 
 Engine 54. "Asia" and 10 Coaches. 
 
 Stations. 
 
 Mis. 
 
 Chns. 
 
 Time Due. 
 
 Time Actual. 
 
 Remarks. 
 
 
 
 
 A.]\[. 
 
 H. 
 
 M. 
 
 s. 
 
 
 Dover Town . dep. 
 
 - 
 
 - 
 
 4 
 
 4 
 
 17 
 
 11 
 
 
 Kearsney . 
 
 2 
 
 18 
 
 — 
 
 4 
 
 23 
 
 23 
 
 
 Shepherd's Well . 
 
 7, 
 
 ,S4 
 
 — 
 
 4 
 
 28 
 
 S6 
 
 
 Canterbury 
 
 9 
 
 67 
 
 — ■ 
 
 4 
 
 41 
 
 24 
 
 
 Selling 
 
 6 
 
 42 
 
 — 
 
 4 
 
 SI 
 
 10 
 
 
 Faversham 
 
 ^ 
 
 2S 
 
 — 
 
 4 
 
 S4 
 
 43 
 
 
 Sittingbourne . 
 
 7 
 
 21 
 
 — 
 
 .S 
 
 3 
 
 14 
 
 
 Newington 
 
 7^ 
 
 9 
 
 — 
 
 S 
 
 7 
 
 II 
 
 
 Chaiiham j 'T''- 
 \ dep. 
 
 Rochester Bridge 
 
 1? 
 I 
 
 21 
 
 33 
 
 (4 59 
 ( 5 2 
 
 5 
 5 
 
 15 
 18 
 21 
 
 33 
 31 
 
 15 ■ 
 
 Ran slowly round 
 
 Sole Street . 
 
 6 
 
 6 
 
 — 
 
 s 
 
 33 
 
 4S' 
 
 Rochester curve. 
 
 Fawkham . 
 
 S 
 
 41 
 
 — 
 
 ■; 
 
 37 
 
 22 
 
 
 Swanley Junction 
 
 S 
 
 S6 
 
 — 
 
 =; 
 
 44 
 
 S4 
 
 
 Beckenhamjunction 
 
 8 
 
 7« 
 
 — 
 
 5 
 
 SS 
 
 31 
 
 
 Heme Hill . . arr. 
 
 4 
 
 56 
 
 5 45 
 
 6 
 
 2 
 
 25 
 
 
 VICTORIA TO DOVER. 
 Engine 160 (4-coupled bogie) and 16 Coaches. 
 
 Stations. 
 
 Mis. 
 
 Chns. 
 
 Time due. 
 
 Time actual. 
 
 Remarks. 
 
 
 
 
 A.M. 
 
 H. 
 
 M. 
 
 s. 
 
 
 Victoria . . dep. 
 
 
 — 
 
 10 
 
 10 
 
 
 
 55 
 
 
 HerneHUI. {X^; 
 
 }3 
 
 '-; 
 
 10 12 
 
 10 
 10 
 
 7 
 13 
 
 38 
 9 
 
 
 Dulwich . 
 
 I 
 
 2 
 
 — 
 
 10 
 
 16 
 
 10 
 
 
 Sydenham Hill 
 
 
 
 S8 
 
 — 
 
 10 
 
 17 
 
 52 
 
 
 Penge 
 
 I 
 
 37 
 
 — 
 
 10 
 
 20 
 
 23 
 
 
 Beckenham 
 
 I 
 
 39 
 
 — 
 
 10 
 
 22 
 
 8 
 
 
 Shortlands 
 
 1 
 
 26 
 
 — 
 
 10 
 
 24 
 
 I 
 
 
 Bromley . 
 
 
 
 66 
 
 — 
 
 10 
 
 25 
 
 4 
 
 
 Bickley . 
 
 I 
 
 8 
 
 — 
 
 10 
 
 27 
 
 I 
 
 
 St. Mary Cray. 
 
 2 
 
 71 
 
 — 
 
 10 
 
 31 
 
 33 
 
 
 Swanley 
 
 2 
 
 67 
 
 — 
 
 10 
 
 35 
 
 23 
 
 
 Farningham Road . 
 
 2 
 
 67 
 
 — 
 
 10 
 
 39 
 
 2 
 
 
 Fawkham . 
 
 2 
 
 69 
 
 — 
 
 10 
 
 42 
 
 56 
 
 
 Meopham . 
 
 2 
 
 47 
 
 — 
 
 10 
 
 46 
 
 57 
 
 
 Sole Street 
 Rochester . 
 
 
 6 
 
 74 
 6 
 
 = 
 
 10 
 10 
 
 48 
 55 
 
 25, 
 9 
 
 Slowly round curve 
 at Rochester. 
 
 Chatham . ['^7: 
 ( dep. 
 
 ' I 
 ) 
 
 f 
 33-, 
 
 10 53 
 
 10 
 
 11 
 
 57 
 
 
 20 ' 
 57 
 
 
 New Brompton 
 
 I 
 
 47 
 
 — 
 
 II 
 
 5 
 
 12 
 
 
 Rainham 
 
 3 
 
 2 
 
 — 
 
 II 
 
 9 
 
 42 
 
 
 Newington 
 
 2 
 
 52 
 
 — 
 
 II 
 
 13 
 
 9 
 
 
 Sittingbourne . 
 
 3 
 
 9 
 
 — 
 
 II 
 
 17 
 
 3 
 
 
 Teynham 
 
 3 
 
 20 
 
 — 
 
 11 
 
 20 
 
 37 
 
 
 T. T f arr. 
 
 1 
 
 f 
 
 11 14 
 
 11 
 
 26 
 
 26 ) 
 
 Only 9 coaches 
 
 Faversham . -^^^_ 
 
 )^ 
 
 '\ 
 
 11 17 
 
 11 
 
 31 
 
 5j 
 
 hence. 
 
 Selling 
 
 3 
 
 25 
 
 — 
 
 II 
 
 37 
 
 20 
 
 
 Canterbury 
 
 6 
 
 42 
 
 — 
 
 II 
 
 45 
 
 29 
 
 
 Bekesbourne . 
 
 2 
 
 70 
 
 — 
 
 1 1 
 
 49 
 
 6 
 
 
 Adisham . 
 
 3 
 
 5 
 
 — 
 
 II 
 
 52 
 
 51 
 
 
 Shepherd's Well . 
 
 3 
 
 72 
 
 — 
 
 II 
 
 58 
 
 41 
 
 
 Kearsney 
 
 3 
 
 34 
 
 — 
 
 12 
 
 2 
 
 23 
 
 
 Dover Town . arr. 
 
 2 
 
 18 
 
 11 55 
 
 12 
 
 4 
 
 41 
 
 
so 
 
 II. 
 
 THE SOUTH-EASTERN. 
 
 (i) General Description of the Line. 
 
 The South-Eastern Railway is over 350 miles in length, and 
 possesses a very direct route to Dover and Folkestone (its ports for 
 the Continent) through Sevenoaks and Ashford. In addition there 
 are important branches from Tunbridge Junction to Tunbridge Wells 
 and Hastings, and from Ashford to Canterbury, Ramsgate and 
 Margate. Besides these, there is a great number of minor lines, the 
 most important of which are those from Reading to Tunbridge Junc- 
 tion via Red Hill, and from London to Chatham and Maidstone via 
 Gravesend, at which point a line diverges to Port Victoria. The 
 numerous ramifications of the system in the London district are very 
 important. 
 
 (2) Travelling Facilities. 
 
 {a) Services between Chief Towns. — This line in many 
 points is similar to its neighbour, the Chatham Company. Its efforts 
 are concentrated on the Continental traffic, which we again find 
 limited to " first only," or " first and second only." There are twelve 
 up and down expresses between London and Dover, and one each 
 way between London and Folkestone. All these are excellent trains ; 
 the duration of the journeys between Cannon Street and Dover (75 1- 
 miles) varying from about 100 to 115 minutes. One of the trains 
 starts from Charing Cross and is first class only, reaching Dover in 
 105 minutes. This is known as the " Club Train," and there is a 
 corresponding express in the other direction. Between Cannon 
 Street and Folkestone (69I miles) the time allowed is 100 minutes 
 down, and 95 minutes up. Punctuality is fairly maintained from 
 
The South-Eastern. 
 
 SI 
 
 London, but the arrivals from the Continent are very erratic, due, of 
 course, to the same causes which operate on the Chatham and Dover 
 services. It will be noticed that Cannon Street is taken as the start- 
 ing point, except in the case of the Club Train, which departs from, 
 and arrives at. Charing Cross. To Charmg Cross the time is several 
 minutes longer, and more on an equality with the London, Chatham 
 and Dover from Victoria. 
 
 Looking now at the third-class services we actually find one or 
 two bright spots on a dark background. Very creditable expresses 
 (one each way) run between London and Hastings, as shown below ; 
 while the up train from Canterbury, in 102 minutes, is not at all bad. 
 The best up from Ramsgate connects with this Canterbury train and 
 forms a rather spirited competition with the shorter Chatham route. 
 But to other points the South-Eastern service is decidedly poor, 
 and from the subjoined statement may be gathered food for further 
 comparisons with the energetic northern lines. 
 
 
 
 No. of Trains at or over 
 
 
 
 Between 
 
 
 
 
 
 London 
 
 
 
 
 
 (Cannon Street) 
 and 
 
 Miles. 
 
 35 mis. per hr. 
 
 40 mis. per hr. 
 
 45 mis. per hr. 
 
 Fastest. 
 Hr. Min 
 
 Remarks. 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 
 Chatham . . . 
 
 31* 
 
 None. 
 
 2* 
 
 None. 
 
 .None. 
 
 None. 
 
 None. 
 
 48* 
 
 •ToLondonBridge. 
 
 Tunbridge Wells 
 
 SSi 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 54 
 
 ] Between London 
 
 Hastings . . . 
 
 6ii 
 6q| 
 
 I 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I 37 
 
 and the towns 
 
 Canterbury . . 
 
 3 
 
 2 
 
 None. 
 
 I 
 
 None. 
 
 None. 
 
 I 42 
 
 
 Ramsgate. 
 
 8s 
 
 I 
 
 2 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 2 10 
 
 \ four or five 
 
 Margate 
 
 88 
 
 None. 
 
 2 
 
 None. 
 
 None, 
 
 None. 
 
 None. 
 
 2 20 
 
 trains each way 
 per day, at from 
 30 to 35 miles 
 
 Folkestone (Town) 
 
 69I 
 
 I 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I S3 
 
 Dover (Town) . 
 
 75i 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 2 5 
 
 ) per hour. 
 
 Besides this moderate record, there is, further, no doubt of the 
 unpunctuality of this system. But it is different from the London, 
 Chatham and Dover unpunctuality, and more excusable, inasmuch 
 as the South-Eastern trains arrive at London Bridge Station with 
 some approximation to their proper time ; it is after this point that 
 most of the delays occur, the entrance into Cannon Street and the 
 loop Hne outside rendering the quick working of trains a matter of 
 great difficulty. Improvements might be effected in the company's 
 local and suburban services, chiefly in the more punctual running of 
 the trains, as commented on in the introductory chapter on Speed 
 and Punctuality. The services are convenient and frequent enough, 
 but might, with advantage, be run at a faster pace. Passengers using 
 E 2 
 
52 British Railways. 
 
 the South-Eastern are brought more into the heart of London than 
 by any other line, its stations at Cannon Street and Charing Cross 
 being admirably situated. 
 
 ifi) Rolling Stock and General Accommodation. — The 
 accommodation for passengers on the South-Eastern Railway is ex- 
 tremely bad ; yet one does not like to say hard things about it, 
 considering that recently a praiseworthy determination to amend 
 seems to have taken, hold of the management. Numbers of anti- 
 quated, badly-lighted vehicles of small dimensions remain ; but of 
 late, many new and roomy carriages, quite up to present-day standards, 
 have made their appearance. In the course of a few years the 
 South-Eastern will doubtless be able to look on its carriage stock 
 with satisfaction ; but, just now, things are all the other way. No 
 one, however, would think of anything but praise for the Continental 
 rolling stock, which actually furnishes lavatory accommodation for 
 second- as well as first-class passengers ; the upholstering and 
 general fittings also are of the highest class. The vacuum 
 brake is largely used, and many trains are fitted with an 
 electrical communication between the passengers and guard. The 
 line is excellently signalled throughout, the permanent way in good 
 condition, and most of the stations up to every-day requirements. 
 With such cheering indications, the future of the South-Eastern need 
 not be despaired of. 
 
 (3) Locomotive "Work. 
 
 («) Speed. — Although there is very little booked speed on the 
 South-Eastern which exceeds 45 miles per hour, yet the locomotive 
 work on this system is entitled to some considerable attention, and 
 is certainly superior to the work on the lines of its neighbours, the 
 London, Chatham and Dover, and Brighton Companies. This is 
 chiefly owing to the fact that the South-Eastern main line is a very 
 steep section, and the fastest trains are generally heavily laden. The 
 Continental expresses have, as a rule, a booked speed of about 45 
 to maintain when once clear of London, and some slightly exceed 
 this. Although limited to first and second classes only, they are 
 usually heavy trains. The seaside trains run by the company 
 have seldom booked speeds much above 40 per hour. 
 
 (b) Gradients. — The South-Eastern main line is, like the 
 Chatham and Dover, a heavy course. The gradients, however, occur 
 differently and are met with all at once, instead of being short yet 
 
Plate I. 
 
 ^ST LEONARDS 
 
 LEVEL I LONDON f CHARING CROSS) 
 rATERLOO J" 
 
 NEW CROSS 
 
 m 
 
 GROVE PARK 
 
 CHISLEHURST 
 
 ORPINGTON 
 
 _CHELSFIELD 
 
 HALSTEAD 
 
 DUNTON OR^EN 
 
 HILDENBORO 
 
 TUNBRIDGE 
 
 TUNBRIDOE WELLS 
 
The South-Eastern. 53 
 
 incessant, as on the other route. The accompanying diagram of the 
 gradients from London to Hastings shows the profile of the main 
 hne as far as Tunbridge Junction. Thence the hne is fairly level to 
 Ashford, and after that point descends gently past Shorncliffe into 
 Dover. The Tunbridge and Hastings section is extremely severe. 
 It consists of steep ascents and descents ; half the distance being i 
 in 132, or steeper, and there is a short bit of i in 53. The fast 
 trams between London and Hastings have thus no enviable time 
 of it. 
 
 {c) LocoMOTii^ES. — The South-Eastern Company employs for the 
 working of its Continental traffic an exceedingly powerful type of 
 locomotive. As these engines have aroused considerable atten- 
 tion, and become popular through their generally admirable per- 
 formances, we here give their principal dimensions. They are as 
 follows : — 
 
 Cylinders, 19 inches by 26. 
 
 Diameter of bogie wheels, 3 feet 9^ inches. 
 
 „ „ driving wheels, 7 feet. 
 
 ,, ,, tender wheels, 4 feet. 
 Weight on bogie wheels, 13 tons 8 cwts. 
 
 ,, ,, driving wheels, 15 tons 5 cwts. 
 
 ,, ,, trailing wheels, 12 tons 17 cwts. 
 Total weight of engine, 41 tons 10 cwts. 
 „ ,, ,, tender, 30 tons 10 cwts. 
 Coal space, 4 tons (about). 
 Tank capacity, 2,650 gallons. 
 Length over all, 52 feet 4 inches. 
 
 These engines were first built in 1884. One of them. No. 240, 
 was shown in the Paris Exhibition and attracted much attention. A 
 full description of it appeared in the Revue Generale des Chemins de 
 Fer for July, i8qo. The general appearance is handsome, the 
 engine being painted black with red stripes. Some of the class have 
 only 18-inch cylinders. The design, in many particulars, recalls the 
 engines of the Glasgow and South- Western. Among such may be 
 mentioned the rounded shape of the cab, and the absence of a dome. 
 This is explained by the fact that Mr. James Stirling, at present in 
 charge at Ashford, was formerly Locomotive Superintendent at the 
 Kilmarnock shops of the South- Western Railway. 
 
 Another useful class introduced by Mr. Stirling is the 6-feet 
 4-coupled passenger type, with cylinders 18 inches by 26, and 
 
54 British Railways. 
 
 bogie. This also recalls Glasgow and South-Western practice, 
 as does a serviceable class of six-coupled goods engines, As 
 these, however, are not strictly express locomotives, we must dismiss 
 them here with but brief comment; nor can we do more than men- 
 tion Mr. Watkin's 6 feet 6 inches, coupled with cylinders 17 inches 
 by 24 ; and the interesting " old-time " locomotives of Mr. Cudworth, 
 built about thirty years ago, which, in their day, have done excellent 
 work. 
 
 The rolling stock is fitted wi'.h the Automatic Vacuum brake. 
 The Chatham and Dover, on the other hand, use the Westinghouse 
 automatic. 
 
 (d) Actual Performances. — Third-class passengers have few 
 opportunities of enjoying high-class speed on the South-Eastern. 
 Perhaps their only chance is with the best Canterbury and Hastings 
 trains — the latter for choice. The writer has frequently known the 
 distance from Cannon Street to St. Leonards to be covered in 86 
 minutes, and, as the road is terribly rough, this must be accounted 
 an excellent performance. For first-class passengers, however, the 
 line provides an excellent display of speed at very aristocratic fares. 
 These fares are, of course, similar to those in vogue on the London, 
 Chatham and Dover, but we think South-Eastern speed is better 
 than that of their rivals. The London, Chatham and Dover ex- 
 presses, on leaving Heme Hill, have got rid of a portion of the 
 suburban traffic, which, when crowding the metals, is so detrimental 
 to express work ; and, although their grades may look worse than 
 the South-Eastern, yet they are never long enough at a time to check 
 express speed. Again, the loads on the London, Chatham and 
 Dover are generally much lighter than by the rival route. It is, in 
 fact, this dragging of heavy loads at high velocities over a heavy 
 road, that has made the South-Eastern "240" class so popular. 
 Among their best performances, and, indeed, among the best per- 
 formances in the kingdom, may be cited the following : London to 
 Dover, with 18 coaches, in 93^ minutes; Cannon Street to Folke- 
 stone in 85 J minutes, with a similarly heavy load ; and Dover to 
 Cannon Street in gif minutes, with equal to 21 coaches. These 
 splendid performances were not due to excessive speed in running 
 downhill, but rather to the excellent work up the banks. It may, 
 perhaps, surprise admirers of the Great Northern Railway to hear 
 that the long Halstead bank (averaging i in 120) is generally nego- 
 tiated in faster time than it would averagely take a Great Northern 
 express, with an equal load, to reach Potter's Bar from King's Cross. 
 
Plate II. 
 
 
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 SS 
 
 In this latter case, except for a very short bit, the gradients are never 
 worse than i in 200, while the distance is about the same. 
 
 Particulars of a creditable performance made by the up boat- 
 express between Shorncliffe and London Bridge are given below. 
 
 SHORNCLIFFE CAMP TO LONDON BRIDGE. 
 67J mis. in 83m. 23s., with engine 240 (ig-in. cyls.) and 13 coaches. 
 
 Stations. 
 
 Mis. Chns. 
 
 Time Due. 
 
 Time Actual. 
 
 Remarks. 
 
 
 
 P.M. 
 
 H. M. s. 
 
 
 Shorncliffe Camp .dep. 
 
 _ — 
 
 3 3 
 
 3 39 4 
 
 Weather: Wet 
 
 Sandling . 
 
 
 
 3 76 
 
 — 
 
 3 45 53 
 
 
 Westenhanger 
 
 
 
 I 21 
 
 — 
 
 3 47 35 
 
 
 Smeeth . 
 
 
 
 3 61 
 
 — 
 
 3 52 25 
 
 
 Ashford . 
 
 
 
 4 25 
 
 — 
 
 3 56 31 
 
 
 Pluckley . . 
 
 
 
 5 46 
 
 — 
 
 4 2 50 
 
 
 Headcom. 
 
 
 
 5 22 
 
 — 
 
 4 8 43 
 
 
 Staplehurst . 
 
 
 
 3 27 
 
 — 
 
 4 12 20 
 
 
 Marden . 
 
 
 
 2 41 
 
 — 
 
 4 15 22 
 
 
 Paddock Wood 
 
 
 
 4 43 
 
 — 
 
 4 20 30 
 
 
 Tunbridge Junctio 
 
 a 
 
 
 S 23 
 
 — 
 
 4 27 8 
 
 
 Hildenborough 
 
 
 
 2 47 
 
 — 
 
 4 30 45 
 
 
 Sevenoaks 
 
 
 
 4 72 
 
 — 
 
 4 39 13 
 
 
 Dunton Green 
 
 
 
 I 43 
 
 — 
 
 4 40 58 
 
 
 Halstead . 
 
 
 
 3 78 
 
 — 
 
 4 46 
 
 
 Chelsfield 
 
 
 
 I 23 
 
 — 
 
 4 47 20 
 
 
 Orpington 
 
 
 
 I 34- 
 
 — 
 
 4 48 45 
 
 
 Chislehurst . 
 
 
 
 2 77 
 
 — 
 
 4 51 20 
 
 
 Grove Park . 
 
 
 
 I 73 
 
 — 
 
 4 53 38 
 
 
 St. John's. 
 
 
 
 3 30 
 
 — 
 
 4 57 17 
 
 
 New Cross 
 
 
 
 53 
 
 — 
 
 4 58 10 
 
 
 Spa Road. 
 
 
 
 2 9 
 
 — 
 
 5 56 
 
 
 London Bridge . arr 
 
 
 75 
 
 4 31 
 
 5 2 27 
 
 
 Through the kindness of Sir Myles Fenton, the General 
 Manager, and Mr. Stirling (of Ashford), we are enabled to give 
 records of two performances of the London and Hastings expresses. 
 These diagrams were taken by means of a speed recorder, and 
 indicate locomotive work of great merit. 
 
II. 
 
 THE SEASIDE LINES. 
 
 We now come to consider two lines which, in many points, 
 possess similar characteristics. These lines are : — 
 
 (i) The London, Brighton and South Coast. 
 (2) The Great Eastern. 
 
 Both these systems, generally speaking, run services distinguished 
 more by their frequency than by any remarkable exhibition of 
 speed. Each depends on sea-side traffic to a great degree ; each 
 has a roundabout (though cheap) route to the Continent ; and each 
 has only one strictly competitive hne, viz., that to Portsmouth on 
 the Brighton, and to Doncaster on the Great Eastern — longer in 
 both cases than the rival route. 
 
59 
 
 THE LONDON, BRIGHTON AND SOUTH COAST. 
 (i) General Description of the Line. 
 
 The most important part of this system is, of course, its direct 
 route between London and Brighton, via Three Bridges. A branch 
 leaves this at Keymer Junction for Hastings, Eastbourne, Lewes, 
 and the company's Continental port — Newhaven. Then there is the 
 main line to Portsmouth, via Epsom, Horsham, Ford Junction 
 and Chichester ; a route to Tunbridge Wells via Oxted ; and a 
 circuitous route to Brighton via Oxted and East Grinstead. In 
 addition to these, we have several other branch lines of minor 
 importance, and a continuous and strategically valuable coast line 
 from Hastings via Lewes, Brighton, Ford Junction, and Chichester, 
 to Portsmouth. The watering places served on, or from, this line 
 are Hastings, Eastbourne, Seaford, Brighton, Shoreham, Worthing, 
 Littlehampton, Bognor, and Portsmouth (for the Isle of Wight). 
 The company's system also forms an intricate network embracing 
 Surrey and Sussex ; has numerous and important suburban lines in 
 the London district, and extends altogether to a length of something 
 over 400 miles. 
 
 (2) Travelling- Facilities. 
 
 {a) Services Between Chief Towns. — There is no railway 
 in the kingdom on which we find so many trains limited (with true 
 Continental exclusiveness) to the superior classes, as on the Brighton. 
 
6o 
 
 British Railways. 
 
 Here the plea put forward on behalf of the South -Eastern and 
 Chatham Companies is no valid excuse for the restriction. It 
 has, we believe, been argued that the restricted trains are even 
 now so heavy that an extra class added to them would be 
 impracticable from a traffic point of view, rendering the trains 
 unmanageable and subjecting them to great delay. All this 
 sounds plausible enough, but cannot be accepted as any real 
 ground of excuse until third-class passengers are conveyed as 
 quickly as those in the restricted trains. Let us look at the 
 latter first. 
 
 We find there are nine expresses (taking an express to be a train 
 which runs to its destination at an inclusive speed of 40 miles per 
 hour) between London and Brighton. Of these, four are not 
 available even to the second-class passenger. The times are as 
 under : — 
 
 Leave London. 
 
 Arrive 
 Brighton. 
 
 Classes. 
 
 Leave 
 Brighton. 
 
 Arrive London. 
 
 
 Victoria. 
 
 London 
 Bridge. 
 
 London 
 Bridge. 
 
 Victoria. 
 
 
 3.50 p.m. 
 
 4.30 p.m. 
 
 1 1-55 p.m. 
 (Sat. only) 
 
 4.0 p.m. 
 5.0 p.m. 
 
 5-5 
 5-15 
 5-45 
 
 6.5 
 1.5 a.m. 
 
 1st only 
 
 1st, 2nd, 3rd 
 
 1st & 2nd 
 
 1st only 
 tst, 2nd, 3rd 
 
 8.45 a.m. 
 9.25 a.m. 
 9.55 a.m. 
 5.45p.m. 
 
 9-55 
 10.38 
 11.5 
 
 7.0 
 
 1st only 
 
 1st, 2nd, 3rd 
 
 1st & 2nd 
 
 1st only 
 
 As the distance is just over 50 miles, none of these, except the 
 5 p.m. down and the 8.45 p.m. up, can be said to be good. Nor is 
 the punctuality of these exclusive trains of the highest order. This 
 is, doubtless, due to detentions between Redhill and London, over 
 which section the South-Eastern have running powers — part, in fact, 
 of the line belongs to that company. It should also be mentioned, 
 before treating of the third-class services, that there are several 
 other restricted trains which take longer than an hour and a quarter 
 between London and Brighton, and, consequently, do not attain an 
 inclusive speed of 40 miles an hour. What special inducements 
 are offered to sea-side travellers by such slow trains at such 
 excessive fares we cannot point out, nor do we think the company 
 would be able to furnish any sufficient justification for their 
 policy. 
 
The London, Brighton and South Coast. 6i 
 
 The best Newhaven trains also are restricted to first and second 
 class, and run in summer only. They are not run specially to 
 accommodate Newhaven, but as a cheap means of transit to the 
 Continent, in connection with the Oaest of France. The down 
 day train is allowed 83 minutes for the 56I miles, and the 
 corresponding up train gets 90 minutes. The night trains are 
 slightly slower, carry third class passengers, and run all the year 
 round. 
 
 About the third-class services there is a good deal to say. As 
 with the South-Eastern and Chatham and Dover, we give below a 
 summary of the services between London and the most important 
 points. Brighton itself is very badly off, the fastest down taking 
 75 minutes (70 minutes on Saturday nights), and the fastest up, 73 
 minutes. This is not so good as it looks, as all the other third-class 
 trains are longer on the journey, and the up service is distinctly 
 worse than the down. To Portsmouth, Chichester, and Eastbourne, 
 however, bitter services are rendered, and the up and down trains 
 to Portsmouth in two hours, and the two up expresses from 
 Eastbourne in one and a half hours, are much above what the 
 average southern railway manager thinks good enough for the 
 ubiquitous third-class passenger. Worthing, however, is very 
 shabbily treated. To this point there are only two down 
 trains and one up, with an inclusive speed of over 35 miles 
 an hour, which carry third-class passengers. Probably this 
 poor service is the result of the absence of competition, as 
 in so many other cases. An excellent opportunity might 
 also be utilized by running a coast - line service through from 
 Hastings to Portsmouth. So many important places dot this 
 route that it is rather a reflection on the company that the 
 fastest trains at present take about 3I hours to connect the 
 two places. 
 
 Punctuality needs improving. It has undoubtedly been 
 better lately than ever before, and the Parliamentary Return, 
 obtained for the information of the House some two or 
 three years ago, and again recently, shows the line up fairly 
 well; doubtless, also, the dual control north of Redhill 
 and the intricate nature of the company's system near 
 London, especially out of Victoria, are not conducive to 
 punctuality. Still, one misses the high-pressure energy of some 
 of the northern lines. The table referred to above is here 
 given : — 
 
62 
 
 British Railways. 
 
 
 Miles. 
 
 No. of Trains at or over 
 
 Fastest. 
 Hr. Min. 
 
 
 London 
 
 35 mis. per hr. 
 
 40 mis. per hr 
 
 45 mis. per hr. 
 
 Remark 
 
 and 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 
 Brighton . 
 
 Worthing 
 
 Chichester 
 Portsmouth . 
 Eastbourne . 
 Hastings 
 
 5oi 
 
 60 
 
 7oi 
 86| 
 65i 
 76i 
 
 3 
 
 2 
 
 3 
 3 
 6 
 
 I 
 
 3 
 1 
 
 2 
 2 
 2 
 
 None. 
 
 2 
 
 None. 
 
 I 
 I 
 
 2 
 
 None 
 
 I 
 
 None. 
 
 I 
 
 I 
 
 2 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 None. 
 None. 
 None. 
 
 None. 
 
 None. 
 
 None. 
 None. 
 None. 
 None. 
 
 I 10 
 I 33 
 
 1 35 
 
 2 
 
 I 30 
 
 2 3 
 
 ( Best Train is 
 X from Victoria on 
 C Saturdays only. 
 ( From Victoria, 
 .< vi& Preston 
 (, Park. 
 
 'Best Trains are 
 to and from 
 London Bridge, 
 \ from which 
 point the dis- 
 tance is calcu- 
 ^ lated. 
 
 On its numerous local lines in Surrey and Sussex the Brighton 
 has a large local traffic, conducted under much the same conditions 
 as we find elsewhere. In the neighbourhood of London the 
 company's suburban lines are very extensive and complex and the 
 traffic most important. Generally speaking, there is a fair sprinkling 
 of fast suburban and local trains, and the service is tolerably frequent, 
 and, except when delayed by heavy traffic, fogs, etc., the punctuality 
 is good. Here and there an extra pair of rails might be put down 
 for the better working of the traffic, and this is especially the case 
 near Victoria, where the pressure occasions frequent delay, 
 and will continue to do so until the extra down road now 
 being built by the company is completed. In the matter of 
 local and suburban accommodation generally, however, we have 
 a considerable amount of praise for this railway. As on the other 
 southern Hnes, many of the earlier suburban trains are intended 
 almost solely for the conveyance of workmen at very cheap 
 fares. 
 
 (/.') Rolling Stock and General Accommodation. — As 
 regards the accommodation given by the company, there is great 
 credit due in certain directions and very httle in others. The third- 
 and even the second-class carriages are still, in nearly all cases, 
 much inferior to the northern lines. Many of the thirds are without 
 cushions of any kind, and, except where the carriage is an open 
 one throughout, the compartments are often stuffy and of small 
 capacity. The exceptions to this general inferiority are to be found 
 in some really excellent thirds built for main-line service, and in 
 good and well-lighted seconds on the suburban trains. The first- 
 
The London, Brighton and South Coast. 6^ 
 
 class carriages, on the other hand, are good, and a service of 
 
 luxurious Pullman cars runs frequently from London to Brighton 
 
 and other points during the day. The electric light is employed 
 
 in these cars. The suburban trains are generally lighted by 
 
 electricity or gas, but at present a good deal of the stock used 
 
 outside the London area is fitted with the old oil lamps. In all 
 
 other respects the Brighton deserves unlimited praise. All trains are 
 
 worked under the protection of the Westinghouse brake ; most 
 
 carriages have continuous footboards ; electrical communication 
 
 exists between passengers and guard, and is far superior to the cord 
 
 communication found on the northern lines. Besides this, the line 
 
 is, perhaps, more efficiently signalled than any other in the kingdom, 
 
 and its reputation for safety is among the best. The permanent 
 
 way is in good condition, and the roadside and terminal stations 
 
 are in every way suited for the accommodation and convenience of 
 
 passengers. It seems, therefore, a pity that a line so excellent in 
 
 the details of its management, should yet, in some respects, fall 
 
 considerably below the average. 
 
 (3) Locoinotive Work. 
 
 (a) Speed. — Were it not for the uniformly heavy loads hauled 
 by the Brighton engines, its locomotive work could hardly be 
 considered as very good. The speed of the best trains is generally 
 below 45 miles an' hour. Some excuse for this low average is 
 probably to be found in the fact that the main line is a very short 
 course, and so great a proportion of it is hampered by London 
 district traffic. This, and further matters bearing on this point, are 
 referred to below. 
 
 {b) Gradients. — The Brighton is much easier than either the 
 South-Eastern or the London, Chatham and Dover. It certainly 
 has nearly three miles of i in loo up immediately south of New 
 Cross, and again on each side of the Merstham, Balcombe and 
 Clayton tunnels there are ascents and descents of i in 264, each 
 measuring respectively about 8, 5, and 4 miles, but with these 
 exceptions the company's main route is nearly level. The East- 
 bourne branch from Keymer presents several sharp curves, which 
 have to be taken slowly. The Portsmouth line, however, is very 
 hilly, and the trains now performing the journey each way in two hours, 
 have some smart work to do. Then again, the system abounds in 
 
64 
 
 British Railways. 
 
 numerous big junctions, and running near London is greatly 
 impeded by the crowded state of the lines. 
 
 {c) Locomotives. — Mr. Stroudley's locomotives have always 
 excited the greatest admiration. AVhen he became Locomotive 
 Superintendent almost every engine on the line formed a class by 
 itself He immediately set to work to reduce such a preposterous 
 variety of types, and eventually brought the number of his pre- 
 decessor's classes down to six, of which two varieties are express 
 passenger engines, and three tanks (two passenger tanks and one 
 goods). The dimensions of all the classes used in passenger work 
 are here given. 
 
 
 
 Class A. 
 
 Class B, 
 
 Class D. 
 
 Class E. 
 
 Class F. 
 
 Single-driver 
 
 Express 
 
 Passenger. 
 
 Dimensions. 
 
 
 Passenger 
 
 Express 
 
 Passenger 
 
 Goods 
 
 
 
 Tank. 
 
 Passenger. 
 
 Tank. 
 
 Tank. 
 
 Cylinders 
 
 inches 
 
 13 by 20 
 
 i1tiby26 
 L185J 
 
 17 by 24 
 
 17 by 24 
 
 17 by 24 
 
 Wheels (Diameter). 
 
 .feet 
 
 4 
 
 64 
 
 5* 
 
 4* 
 
 6* 
 
 Heating Surface . 
 
 sq. ft. 
 
 506 
 
 1,492 
 
 1,036 
 
 1,032 
 
 1,184 
 
 Grate Area 
 
 sq. ft. 
 
 10 
 
 20| 
 
 15* 
 
 155 
 
 17 
 
 Weight on Wheel? 
 
 \ tons 
 
 
 
 
 
 
 available for adhe- 
 
 24i 
 
 28* 
 
 27 
 
 39J 
 
 '3i 
 
 sion. 
 
 ) 
 
 
 
 
 
 
 Capacity of Tank 
 
 gals. 
 
 500 
 
 2,250 
 
 860 
 
 goo 
 
 2,250 
 
 Weight of Engine 
 
 1 
 
 
 
 
 
 
 and Tender in 
 
 tons 
 
 24i 
 
 66 
 
 38J 
 
 39* 
 
 6o| 
 
 working order 
 
 
 
 
 
 
 Total Length 
 
 feet 
 
 26 
 
 5ii 
 
 31* 
 
 32-; 
 
 51 
 
 A large proportion of the stock consists of tank engines of 
 class " D," which are employed in working the valuable suburban 
 traffic. These do their work admiiably. Class "A" is also 
 employed to some extent on this kind of work, and is, besides, 
 much used for station shunting purposes. Class " F" is mainly for 
 the lighter express trains, and the extremely powerful " B " class is 
 for the fastest and heaviest work. This "B" class is one of the 
 finest in England, and is capable of the very hardest work. In 
 fact, there is no locomotive work on the line quite worthy of it. 
 The most noticeable peculiarity is the very unusual coupling of the 
 large 6-feet 6-inch leading wheels with the drivers, and this 
 apparently unique feature has excited considerable discussion among 
 engineers, and, so far, no other line has followed the " B " design to 
 any extent. Painted a showy yellow picked out with various 
 
The London, Brighton and South Coast. 65 
 
 colours in lavish style, these powerful engines never appear to show 
 signs of toil and grime, even after the hardest day's work. It may 
 be remarked that the celebrated Caledonian locomotive, No. 123, 
 designed by Mr. Drummond (formerly an assistant of the late Mr. 
 Stroudley), is but an enlargement of the "F" class. Mr. Billinton, 
 the present Locomotive Superintendent, has recently built a class of 
 tank engines in which some of the well-known Brighton characteristics 
 are considerably modified. 
 
 None of the Brighton locomotives have bog'es, the turntables 
 on the system not being large enough to permit this ; nearly all have 
 names, and the driver's name and the number of miles run is painted 
 up in the "cab." The average coal consumption for all the loco- 
 motives on the line for the half-year ending with June, 1884, was 
 2974 lbs. per mile. The VVestinghouse automatic brake is in 
 universal use on the system. 
 
 {d) Actual Ferformances. — As we said before, Mr. Stroud- 
 ley's " B " class are such fine locomotives that there is no work on 
 the line quite good enough to show off their qualities. The 8'45 a.m. 
 up is, however, a very heavy train, and one of this class has fre- 
 quently passed Redhill in 40 minutes, from Brighton, with a load of 
 over 20 coaches. Mr. Rous-Marten, in his Notes on the Railways 
 of Great Britain, mentions the following which came under his 
 notice: "London Bridge to Brighton (50^ miles) in 62 minutes, 
 with a load equal to 174 tons; and Brighton to Croydon (40;^ 
 miles) in 50 minutes with 199 tons." In both cases the weight 
 given is exclusive of engine and tender. But, perhaps, the best 
 idea of the capabilities of the class may be gathered from a paper 
 read by Mr. Stroudley some years ago before the Institute of 
 Civil Engineers. A description is there given of a performance of 
 the " B " class, or, as they are more often called, the "Gladstone" 
 type, with a gross load of 335 tons 14 cwts., on the 8-45 a.m. up 
 express, Brighton to London Bridge. In this case the locomotive, 
 even with such a heavy load, never fell below 39 miles an hour on 
 the long banks of i in 264, and the speed generally on that 
 gradient was over 40 miles an hour. No engines in the kingdom 
 could much improve on a performance like this, and it is much to 
 be regretted that the Brighton locomotives have not more oppor- 
 tunities for the display of their undoubted qualities. Below will be 
 found a detailed performance of the day-express to Newhaven as far 
 as Keymer Junction, where the train quits the main line. The 
 figures are intended to illustrate an average express performance. 
 
 F 
 
66 
 
 British Railways. 
 
 EAST CROYDON TO KEYMER JUNCTION (passing). 
 With engine l88, "Allen Sarle " (4-coupled), and 13 coaches. 
 
 Stations. 
 
 Mis. Chns. 
 
 Time Due. 
 
 Time Actual. 
 
 Remarks. 
 
 
 
 A.M. 
 
 H. M. 
 
 s. 
 
 
 East Croydon . dep. 
 
 — 
 
 9 20 
 
 9 26 
 
 3 
 
 
 South Croydon 
 
 70 
 
 — 
 
 9 28 
 
 32 
 
 
 Purley 
 
 2 3 
 
 — 
 
 9 32 
 
 7 
 
 
 Merstham 
 
 5 42 
 
 — 
 
 9 39 
 
 4S 
 
 
 Red hill . 
 
 I 68 
 
 — 
 
 9 41 
 
 57 
 
 
 Earlswood 
 
 70 
 
 — 
 
 9 43 
 
 3 
 
 
 Horley . 
 
 3 73 
 
 — 
 
 9 47 
 
 27 
 
 
 Three Bridges 
 
 3 59 
 
 — 
 
 9 52 
 
 6 
 
 
 Balcombe 
 
 4 45 
 
 — 
 
 9 58 
 
 6 
 
 
 Hay ward's Heath 
 
 3 74 
 
 — 
 
 10 2 
 
 22 
 
 
 Keymer pass 
 
 2 68 
 
 — 
 
 10 5 
 
 27 
 
 Slowly round curve. 
 
67 
 
 11. 
 
 THE GREAT EASTERN. 
 
 (i) General Description of the Line. 
 
 The Great Eastern, one of our longest systems, is almost 
 entirely non-competitive, and covers the whole of the Eastern 
 Counties with a net-work of local lines. The total length, excluding 
 nearly 120 miles of joint Knes, is about 900 miles. From London 
 there set out two distinct main routes. One is the Cambridge line, 
 running through that town, then passing Ely, March, and Spalding, 
 and reaching northward as far as Doncaster, ma Lincoln and the 
 Great Northern and Great Eastern joint line. Many important 
 places are served off this section. For instance, there are branches 
 from Cambridge via Newmarket to Bury St. Edmunds, from Ely via 
 Thetford to Norwich (this forming an alternative route from London 
 to Norwich"), from Ely via Lynn to Hunstanton and Wells, and 
 from March to Peterborough. All these important offshoots are 
 in direct and convenient communication with London by through 
 carriages. 
 
 The other main line is that running close to the eastern coast 
 via Chelmsford, Colchester, Ipswich, and Beccles to Yarmouth. 
 From Ipswich another main route runs via Stowmarket to Norwich, 
 and is continued northwards to the favourite watering-place of 
 Cromer. These are most important section.s, and have several 
 branches. Inland they run from Mark's Tey via Bury to Thet- 
 ford and Swaffham, from Haughley Road to Bury, from Yarmouth 
 to Norwich, and thence, via Dereham, to Wells in the north and 
 
68 British Railways. 
 
 Lynn in the west. On the other side we have numerous branches 
 to the seaside places served by the Great Eastern. For instance, 
 there are Shenfield to Southend and Southminster, Colchester to 
 Clacton and Walton, Ipswich via Westerfield to FeHxstowe, Sax- 
 mundham to Aldeburgh, Beccles to Lowestoft, and the very 
 important line from Manningtree to Harwich, whence the company 
 dispatch their passengers for the Continent in vessels which have 
 acquired a reputation for comfort and speed. Besides all these sea- 
 side places, to which the company convey thousands from London 
 in the summer, there are many other cross-country branches of less 
 importance which we need hardly specify here. Then, of course, 
 there are the numerous local and suburban lines near London, over 
 which the stream of traffic is very extensive, and from which great 
 part of the company's revenue is derived. 
 
 (2) Travelling' Facilities. 
 
 ia) Services Between- Chief Towns. — From what has 
 already been stated it will be seen that the Great Eastern, though 
 serving several important places, is yet almost wholly non-competi- 
 tive. We should, therefore, expect a service not greatly distinguished 
 by speed or frequency of trains. We find more than this. Although 
 not so fast as even the London, Chatham, and Dover, and South- 
 Eastern Companies, its services are more convenient, frequent, and 
 punctual than those of the lines named. Unlike most of the rail- 
 ways of southern England, the Great Eastern is extremely demo- 
 cratic, and runs third class by all trains. In considering, therefore, 
 the times and durations of the journeys, we shall not, as hitherto, be 
 compelled to draw the wearisome distinctions between limited trains 
 and those open to all comers. 
 
 As noticed above, the Great Eastern is not remarkable for 
 quickness of transit between its most important points. Taking 
 an express train to be one which averages 40 miles an hour 
 from start to destination, we find many trains just below this 
 standard. An analysis of the chief express routes is given in 
 tabular form below, and a few remarks may be made thereon 
 here. 
 
 From Liverpool Street, by the coast main line, some excellent trains 
 are run to Ipswich. To Norwich, Yarmouth, and Lowestoft the service 
 is frequent, but the speed might be improved. To Cromer two or 
 
The Great Eastern. 69 
 
 three convenient trains run each way ; and, considering the smalhiess 
 of this seaside resort, the company must be congratulated on the 
 service. In fact, the services to nearly all the insignificant but 
 rising East Coast watering-places reflect infinite credit on the 
 management, which has been the means of introducing them to 
 Londoners, and thus, in great measure, ensuring their future 
 prosperity. 
 
 By the Cambridge line, the towns of Doncaster, Lincoln, Ely, 
 and Cambridge are excellently served from London. Lynn and 
 Hunstanton have easy and frequent communication. Norwich can 
 also be reached with tolerable quickness by this route. In fact, by 
 one or other of these main lines, almost any place, however humble, 
 can be reached with reasonable speed from London. The key- 
 note of the Great Eastern traffic arrangements seems to be a 
 frequent service of trains to all parts, as fast as is consistent with 
 requirements. 
 
 It is on this system that we first meet with fast cross-country 
 travelling. Harwich, the port for the Continent, is in direct and 
 fast communication with Doncaster, Sheffield, and Manchester via 
 Bury, Ely, and March. Again, a cross-country service exists to 
 Birmingham via Peterborough, in conjunction with the North- 
 Western Company. A very fast seaside express connects Doncaster 
 • and Peterborough with Yarmouth. Direct through carriages are run 
 on these trains. 
 
 It must, therefore, be granted that the Great Eastern Company, 
 in the matter of through and cross-country services, deserve the 
 good opinion of the public. Never giving a bad service, they always 
 rise above a respectable mediocrity in speed, and as regards the 
 frequency and convenience of their services, and the generally ex- 
 cellent " dovetailing " at junctions (a matter of much importance), 
 they are worthy of great praise. Punctuality, a virtue too rare south 
 of the Thames, here flourishes in full vigour, and the discipline of 
 the Great Eastern is rarely disturbed, except in the greatest stresses 
 of the tourist and seaside season. 
 
 We now present the table mentioned above, giving some idea 
 of the state of communication between the chief points served by 
 the company. It will be noticed that the times and distances are 
 given from Liverpool Street. We have selected this station, as 
 the bulk of the traffic is sent from it, and not from St. Pancras, 
 which is also a starting-point for Great Eastern Cambridge line 
 expresses. 
 
70 
 
 British Railways. 
 
 
 
 Number of trains at or over 
 
 
 
 Between 
 
 
 
 
 
 
 London 
 
 Miles. 
 
 35 mis 
 
 per hr. 
 
 40 mis. per hr. 
 
 45 mis. per hr 
 
 Fastest. 
 
 Remarks. 
 
 and 
 
 Down 
 
 Up. 
 
 Down 
 
 Up. 
 
 Down. 
 
 Up. 
 
 
 
 
 
 
 
 
 
 
 Hr Min. 
 
 
 Cambridge 
 
 S5l 
 
 10 
 
 10 
 
 9 
 
 6 
 
 None. 
 
 .Vone. 
 
 I 15 
 
 
 Ely. . . . 
 
 lok 
 
 9 
 
 10 
 
 5 
 
 I 
 
 None. 
 
 None. 
 
 1 38 
 
 
 Spalding . . 
 
 105J 
 
 4 
 
 3 
 
 3 
 
 I 
 
 None. 
 
 None. 
 
 2 30 
 
 
 Lincoln. . . 
 
 H5i 
 
 3 
 
 3 
 
 3 
 
 2 
 
 None. 
 
 None. 
 
 328 
 
 
 Gainsborough 
 
 i6o| 
 
 3 
 
 3 
 
 3 
 
 2 
 
 None. 
 
 None. 
 
 3 so 
 
 
 Doncaster . . 
 
 1824 
 
 3 
 
 3 
 
 3 
 
 2 
 
 None. 
 
 None. 
 
 4 18 
 
 rBest Tram \^ 
 < from St. Pan- 
 
 L cras(p7jmls,). 
 
 Lynn 
 
 97 
 
 3 
 
 4 
 
 I 
 
 None 
 
 None. 
 
 None. 
 
 2 25 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 (Good service 
 
 
 
 
 
 
 
 
 
 
 at just under 
 
 Hunstanton . 
 
 II2f 
 
 I 
 
 None. 
 
 None. 
 
 None, 
 
 None. 
 
 None. 
 
 3 4 
 
 J 35 m. per hr. 
 1 Best Train is 
 
 Newmarket . 
 
 69J 
 
 3 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 r 48 
 
 from St. Pan- 
 \ eras (113 m.)- 
 
 Chelmsford . 
 
 29f 
 
 5 
 
 5 
 
 None. 
 
 3 
 
 None. 
 
 None. 
 
 43 
 
 
 Colchester. . 
 
 5if 
 
 12 
 
 8 
 
 7 
 
 6 
 
 None. 
 
 None. 
 
 I 10 
 
 
 Harwich . , 
 
 68J 
 
 I 
 
 I 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 I 40 
 
 
 (Parkeston Quay) 
 
 
 
 
 
 
 
 
 
 
 Ipswich . . 
 
 68i 
 
 II 
 
 n 
 
 7 
 
 7 
 
 None. 
 
 None. 
 
 I 32 
 
 
 Lowestoft . . 
 
 ii7i 
 
 5 
 
 3 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 3 
 
 
 Yarmouth . . 
 
 I2lf 
 
 5 
 
 4 
 
 None. 
 
 I 
 
 None. 
 
 None. 
 
 3 
 
 
 Norwich . . 
 
 115 
 
 5 
 
 s 
 
 2 
 
 2 
 
 None. 
 
 None. 
 
 2 40 
 
 
 (Thorpe) 
 
 
 
 
 
 
 
 
 
 
 Cromer. . . 
 
 I38I 
 
 3 
 
 3 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 3 30 
 
 
 One very creditable feature of the Great Eastern is the manage-' 
 ment of the local traffic round about London. This is so fast, 
 frequent and punctual that the traffic has developed during the past 
 few years at a marvellous rate. So much has this been the case 
 that Liverpool Street, already a very big station, is just now being 
 greatly enlarged. At present the station is rather cramped for 
 space. Another terminus exists at Fenchurch Street, thus again 
 bringing City people close to their business premises. 
 
 if) Rolling Stock and General Accommodation. — The 
 rolUng stock of the Great Eastern Company is not uniformly good 
 throughout, but shows signs of improvement. No fault, however, 
 can be found with the carriages provided for through traffic. 
 These are fairly roomy, lighted by gas, and occasionally have 
 lavatories. There is nothing very remarkable in the upholstering 
 of the stock, except that in many coaches there are photographs of 
 the places of interest on the route of the railway. The North- 
 Western originally introduced these in first-class carriages, but to 
 the Great Eastern belongs the honour of placing them in the 
 humbler class. Besides brightening up the carriages these 
 
The Great Eastern. 71 
 
 photographs form an admirable advertisement, and it seems strange 
 that few of the other large lines have made use of them. Between 
 the North and Harwich some dining saloons, with accommodation 
 for third class, are run. The carriages used in the conduct of 
 the extensive suburban and local traffic contrast greatly with those 
 just mentioned. Any one looking at the Great Eastern suburban 
 trains and not knowing their reputation for punctuality and speed, 
 would be at a loss to account for the company's popularity in this 
 direction. Certainly the stock is miserably inferior to the London 
 and North- Western, Great Northern, or Midland, and many of the 
 carriages are open throughout, and almost without cushions or other 
 conveniences. They may readily be compared with the apologies 
 for rolling stock seen south of the Thames. The management, so 
 enterprising in other directions, should make extensive improvements 
 here as early as possible. 
 
 Many years ago, when the Great Eastern was the Eastern Counties 
 Railway, its services and appointments were a byword. To-day 
 things are greatly different. Journeying down the line we certainly 
 notice stations inadequate to the traffic, and comparisons with the 
 wealthier and more firmly established lines may be made in other 
 directions, to the disadvantage of the line we are considering. But 
 this is hardly the proper way to regard the Great Eastern. By sheer 
 force of enterprising management it has removed almost all traces 
 of its former delinquencies as the Eastern Counties, and this should 
 be remembered whenever one is inclined to blame. As a safe line 
 it occupies a high position, all trains having the West inghouse brake, 
 and the signalling being in a forward state. The boats on the 
 Harwich route are well appointed, and the accommodation for traffic 
 at Parkeston Quay very extensive. Already many travellers use this 
 route, and the trade done through the port is a growing one. 
 
 (3) Locomotive Work. 
 
 (a) Speed. — Few instances of very high booked speed exist on 
 the Great Eastern Railway. The general average is rather under 
 45 miles an hour than over it, and the only reason why the 
 locomotive work is entitled to any recognition is that the train loads 
 are nearly always hfeavy, and, in some cases, especially so. Between 
 London and Cambridge (55f miles) there is no train quicker than 
 75 minutes, and between London and Ipswich (68f miles) the best 
 
72 British Railways. 
 
 is 92 minutes. Between Ipswich and Norwich (46J miles) the speed 
 is, perhaps, more meritorious on account of the gradients, but in 
 rate it is generally appreciably below 45 miles an hour, the fastest 
 between the points named being 64 minutes. One good train each 
 way daily runs between Liverpool Street and Southend, and there is 
 a train from Ely to Norwich at about the same speed. In further 
 excuse for this rather low average it may be stated that those trains 
 mentioned above, which start from, or arrive at, the London terminus 
 are delayed considerably by the crowded state of the lines between 
 Liverpool Street and Stratford, and generally in the London suburban 
 district. The widenings now in progress will probably remove this 
 cause of delay. 
 
 North of Ely the trains running through to Doncaster and York 
 show better speed than in the south.. The reason is, perhaps, that 
 the loads are considerably lighter. Speeds of 45 to 48, with one or 
 two exceptional instances at an even higher figure, are here tolerably 
 numerous. Of these, perhaps, the best are the runs from Lincoln 
 to Gainsboro' (15! miles) in 19 minutes; from Lincoln to Spalding 
 (40;| miles) in 47 ; and from Doncaster to Gainsboro' (21 miles) in 
 27 minutes. 
 
 {b) Gradients. — The Great Eastern Cambridge line is very 
 easy running. It rises gently from London to Bishop's Stortford, then 
 five miles more steeply, of which the two last are i in 130 to 
 Elsenham. Then comes a four-mile drop averaging i in 230 to 
 Newport ; a slight rise to Audley End, then three miles of i in 1 50 
 down, and the rest gently falling to Cambridge. From Cambridge 
 right on to Doncaster there is very little ascent or descent, the line 
 being almost all level, or nearly so. Cross country from Ely to 
 Norwich is extremely easy. There are three miles of i in 130 down 
 past Hethersett, but the rest is either easy ups and downs or level. 
 
 The Colchester, or coast main line, is rather harder travelling. 
 It starts with a gradual ascent for 15 miles, followed by three miles 
 of I in 95 up to Brentwood, 240 feet. A gentle fall of 1 1 miles 
 succeeds this as far as Chelmsford. Thence to Colchester it is 
 practically level. After this the route becomes a stiff one for express 
 work. For nearly 30 miles we have short steep ups and downs, 
 averaging from i in 100 to i in 150; then, from Melton to Beccles 
 the stretches become shorter and steeper ; onwards to Yarmouth 
 they subside again. Consequenriy, the hauling of a heavy train 
 from Ipswich to Yarmouth requires good tractive effort. 
 
 There are other things the Great Eastern trains hive to contend 
 
The Great Eastern. 
 
 73 
 
 with. Several sharp curves and swing bridges dot the route here 
 and there ; but, worst of all, the crowded state of the lines near 
 London causes the express traffic to be conducted very slowly 
 thereon, as previously commented upon, and the speed when once 
 clear of these obstructions is much better than it appears on 
 paper. 
 
 [c] Locomotives. — The locomotives on the Great Eastern 
 Railway are admirably fitted for the moderately hard work they are 
 called upon to perform. Some of the heaviest trains in England 
 are hauled very creditably over the bank approaching Brentwood. 
 A few of the passenger types are distinguished by the con- 
 tinuous splasher over both the driving and trailing wheels. The 
 colour of the locomotives is blue, with a red stripe, and the 
 brake used is the Westinghouse automatic. Mr. Holden, the Loco- 
 motive Superintendent, is at present building a set of ten main- 
 line tank engines, with 5 feet 8 inch drivers, and cylinders 17^ 
 by 24. We now give details of some of the most important types 
 in the following table : — 
 
 Dimensions. 
 
 Is 
 
 "■3 
 
 ill 
 
 -0 c 
 
 
 Ill 
 
 'It 
 
 c 
 
 
 
 
 . 
 
 s^* 
 
 u it" 
 
 Mr, 
 7-ft 
 
 Diameter of driving wheels ft. 
 
 75 
 
 7 
 .8by24J 
 
 7 
 High Pres i^ 
 
 St 
 
 7 
 
 7 
 
 Cylinders . . in. 
 
 18 by 24 
 
 Low do. 26 
 Stroke 24 
 
 J-iyJby 24 
 
 18 by 24 
 
 18 by 24 
 
 Heating Surface, Tubes sq. ft. 
 
 1095-23 
 
 1115 
 
 1082-5 
 
 1107*4 
 
 1107-4 
 
 1107-4 
 
 do. Box sj.ft. 
 
 110-35 
 
 113-2 
 
 "7'5 
 
 I' Q-g 
 
 loo-g 
 
 loo-g 
 
 do. Total sq.ft. 
 
 IZ05-58 
 
 1228-2 
 
 1200 
 
 1208-3 
 
 120S-3 
 
 1208-3 
 
 Number of Tubes . 
 
 203 
 
 223 
 
 20 £ 
 
 252 
 
 2-2 
 
 252 
 
 Diameter do. (outside) in. 
 
 4 
 
 ij 
 
 l4 
 
 l| 
 
 if 
 
 A 
 
 Boiler Pressure . . lbs. 
 
 140 
 
 r40 
 
 150 
 
 J 40 
 
 140 
 
 140 
 
 Grate Area . . sq. ft. 
 
 17-1 
 
 i7'3 
 
 i7'3 
 
 18 
 
 18 
 
 18 
 
 Height ft. & ins. 
 
 12 It 
 
 12 11 
 
 12 n 
 
 12 II 
 
 12 11 
 
 12 11 
 
 c. c. qrs. 
 
 c. c. qrs 
 
 t. c. qrs. 
 
 t. c. qrs. 
 
 t. c. qrs. 
 
 t. c. qrs. 
 
 Weight on Drivers, Empty tons 13 13 2 
 
 12 15 1 
 
 (14 32 
 1 13 12 I 
 
 12 10 
 II 12 2 
 
 13 43' 
 12 13 2 ) 
 
 14 15 I 
 
 do. Loaded tons; 15 2 
 
 15 
 
 J 14 16 2 
 ( 14 18 
 
 13 13 
 12 10 I 
 
 14 1 o^^ 
 
 13 10 3 ) 
 
 16 2 2 
 
 WeightofEngine, Empty tons 38 1 i 
 
 38 1 
 
 41 z 3 
 
 37 3 2 
 
 38 18 3 
 
 36 15 I 
 
 do. Loaded tons| 41 13 3 
 
 41 3 
 
 44 10 
 
 40 60 
 
 42 I 
 
 40 3 2 
 
 Weight of Tender, Empty tons iS 3 
 
 18 3 
 
 ]6 62 
 
 16 00 
 
 16 
 
 16 u 
 
 _ do. Loaded tons 35 18 i 
 
 35 18 I 
 
 32 8 3 
 
 30 12 2 
 
 30 12 2 
 
 30 12 2 
 
 Capacity of Tank . g^'s. 3066 
 
 3066 
 
 2755 
 
 2640 
 
 2640 
 
 2640 
 
 Coal , . tons' 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 Engines in Class t \;<ZV^.\ 
 
 562 1057. 
 640 to 649 
 
 230 
 700 to 709 
 
 417 to 426 
 427 to 446 
 
 710 to 769 
 
 Eleven 
 
 ' 600 to 609 
 
 
 The Com 
 
 
 Nos. 759 to 
 761 are 
 fitted for 
 burning 
 
 liquid fuel. 
 
 
 .have 17^ 
 
 
 pound sys- 
 
 427 to 446 
 
 
 I& heatmg 
 1 surface is 
 
 Radial 
 boxes. 
 
 tem tenas 
 to become 
 extinct on 
 this line. 
 
 have only 
 
 17 in. 
 cylinders. 
 
 
 
 mailer. | 
 
 
 
 
 
 
74 
 
 British Railways. 
 
 {d) Actual Performances. — The Cambridge line expresses 
 are not generally so heavy as those on the other main route. We 
 have, however, known the 55! miles from London to Cambridge to 
 be run in 70^ minutes, with a load of 15 coaches, and on another 
 occasion in 75 minutes with 22 behind. The latter performance 
 was accomplished by a 7-feet coupled of Mr. Worsdell's design, and 
 the former by one of Mr. Bromley's singles. To illustrate the work 
 on the Colchester hne we give two performances below. They are 
 both excellent in their way. 
 
 The only very serious obstacle on the southern section of the 
 Great Eastern is the bank west of Brentwood. We have thus few 
 opportunities of testing the value of the work done by the company's 
 locomotives on rising gradients. So far as we have examined the 
 matter, however, the result is satisfactory. 
 
 We now present the two performances referred to above : — 
 
 IPSWICH TO LIVERPOOL STREET (68f miles) in 87 mins. 37 sees. 
 COLCHESTER TO ILFORD (44^ miles) in 60 mins. 23 sees. 
 
 
 
 
 Ipswich 
 
 TO London. 
 
 Colchester to Ilford. 
 
 
 
 
 16 Coaches. 
 
 23 Coaches. 
 
 Stations. 
 
 Mis. 
 
 Chns. 
 
 
 
 
 
 
 Time Due. 
 
 Time Actual. 
 
 Time Due. 
 
 Time Actual. 
 
 
 
 
 P.M. 
 
 H. M. s. 
 
 P.M. 
 
 H. M. a. 
 
 Ipswich . dep. 
 
 
 — 
 
 2 28 
 
 2 40 12 
 
 
 
 Manningtree 
 
 9 
 
 20 
 
 — - 
 
 2 53 7 
 
 
 
 Colchester . dep. 
 
 7 
 
 6i 
 
 — 
 
 3 2 28 
 
 8 23 
 
 8 40 46 
 
 Mark's Tey 
 
 5 
 
 
 
 — 
 
 3 9 II 
 
 — 
 
 8 50 58 
 
 Kelvedon 
 
 4 
 
 37 
 
 — 
 
 3 15 3 
 
 — 
 
 8 57 16 
 
 Witham . 
 
 
 3 
 
 49 
 
 — 
 
 3 18 56 
 
 — 
 
 9 I 43 
 
 Chelmsford 
 
 
 S 
 
 69 
 
 — 
 
 3 30 2 
 
 — 
 
 9 13 28 
 
 Ingatestone 
 
 
 6 
 
 II 
 
 — 
 
 3 38 21 
 
 — 
 
 9 22 40 
 
 Brentwood 
 
 
 5 
 
 37 
 
 — 
 
 3 43 52 
 
 — 
 
 9 28 29 
 
 Romford . 
 
 
 5 
 
 63 
 
 — 
 
 3 50 23 
 
 — 
 
 9 35 40 
 
 Ilford 
 
 
 5 
 
 I 
 
 — 
 
 3 55 43 
 
 — 
 
 9 41 8 
 
 Manor Park 
 
 
 I 
 
 5 
 
 — 
 
 3 57 8 
 
 — 
 
 Pulled up by sig- 
 
 Forest Gate 
 Stratford . 
 
 
 I 
 I 
 
 I 
 19 
 
 
 
 3 58 28 
 3 59 54 
 
 9 35 
 
 nals near Manor 
 Parle, and ran 
 slowly thence 
 
 Liverpool St. arr. 
 
 4 
 
 6 
 
 4 
 
 4 7 49 
 
 
 to Stratford. 
 
III. 
 
 THE LINES TO THE WEST. 
 
 We have here two lines with few points of resemblance, except 
 that they both serve the West of England. They are : — 
 
 (i) The London and South- Western. 
 (2) The Great Western. 
 
 Between these scarcely any comparisons can be made. They 
 are, however, in competition to Exeter and the Devon and Cornwall 
 districts, and for this reason we have decided on classing them 
 together. 
 
THE LONDON AND SOUTH-WESTERN. 
 
 (i) General Description of the Line. 
 
 With the exception of the North-Eastern this line is, perhaps, 
 less competitive than any other. It certainly has some little rivalry 
 with the Brighton Company at Portsmouth and the Great Western 
 at Exeter and Weymouth. But, with these exceptions, the district 
 is peculiarly its own. Its main line extends very directly from 
 London to Exeter through Basingstoke, Salisbury and Yeovil Junc- 
 tion. Thence to Plymouth via Okehampton is somewhat round- 
 about, crossing the moorlands, while the Great Western, which is 
 also a circuitous route, keeps to the sea-coast. At Yeoford Junction 
 on the Plymouth line, is a branch to the well-known watering-place 
 of Ilfracombe. An important main artery of the system leaves the 
 Exeter line at Woking and travels ma Guildford, Petersfield and 
 Havant to Portsmouth for the Isle of Wight. Then again, from 
 Basingstoke the Southampton line leaves the main route and, passing 
 through Winchester and Southampton West, divides at Brocken- 
 hurst, one line going south-west to Bournemouth, and the other west 
 and then south to Swanage and Weymouth. From Southampton there 
 are frequent boat services to the Channel Islands, as well as to the 
 French ports of Havre, Honfleur, Cherbourg and St. Malo. Besides 
 these three principal sections, we have numerous other branches of 
 more length than importance, many of them forming lines almost 
 parallel to those already described. But perhaps the most pro- 
 ductive area from which the company gather their passenger receipts 
 is that surrounding the metropolis in a south-westerly direction. 
 Here their lines form a very intricate network, while further west we 
 find them in competition, at Windsor and Reading, with the Great 
 
78 British Railways. 
 
 AVestern. Again, at Aldershot and Brookwood (for Bisley) a con- 
 siderable Volunteer traffic is dealt with. The total length of the 
 system is nearly 800 miles, and the company are joint owners with 
 the Midland of the Somerset and Dorset Joint Railway, which 
 connects Bath with the favourite and rapidly increasing watering- 
 place of Bournemouth. 
 
 (2) Travelling Facilities. 
 
 {a) Services betjveen Chief Towns. — It is greatly to the 
 credit of the South-Western that, in spite of demoralising surround- 
 ings, all their trains carry third-class passengers. We are thus 
 relieved of the task of ehminating trains carrying first- and second- 
 class passengers only, as was the case on the South-Eastern, London, 
 Chatham and Dover, and London, Brighton and South Coast 
 railways. Beyond this commendation, however, we cannot very 
 highly praise the services given by this system, except, perhaps, 
 those to Exeter and Bournemouth. Southampton and Salisbury 
 undoubtedly have good trains, but they are too few in number, 
 while Portsmouth would appear to have been almost entirely 
 neglected. We here find ourselves returning from the pleasant 
 frequency of expresses, which forms so attractive a feature in the 
 Great Eastern programme, to the more usual style in vogue on the 
 lines south of the Thames, of running one or two good trains and 
 no more, to the most important points. Thus, the 11 a.m. and 
 3.0 p.m. trains to Exeter are admirable specimens ; but the unfor- 
 tunate traveller who is unable to arrange his journey at the above 
 times must rest contented with the slower and more sedate pace of 
 the other South-Western trains. This state of things will doubtless 
 in time be remedied. Without looking for the dispatch and fre- 
 quency common to the northern lines, with their more important 
 centres of traffic, the South-Western might still add a few more 
 smart trains to their time-tables. 
 
 The system has, however, of late years been steadily developing 
 into a first-class line. The services to Exeter have been quickened 
 up, and this acceleration has, of course, benefited intermediate 
 towns. The new line to Bournemouth has, in fact, revolutionised 
 the services between that place and London ; and Southampton 
 West is now, at length, by means of these very fast trains, brought 
 within a reasonable time of the metropolis. We give below in 
 
The London and South-Western. 
 
 79 
 
 tabular form, some particulars of the duration of journeys between 
 London and the principal towns. 
 
 Between 
 
 
 Number of Trains at or over 
 
 
 
 
 
 
 
 
 
 
 
 
 London 
 
 Miles. 
 
 35 Miles 
 an hour. 
 
 40 Miles 
 an hour. 
 
 45 Miles 
 an hour. 
 
 Fastest. 
 
 Remarks. 
 
 and 
 
 
 
 
 
 
 Hr. 
 
 Min. 
 
 
 
 Down. 
 
 Up. 
 
 Down 
 
 Up. 
 
 Down. 
 
 Up. 
 
 
 
 
 
 
 
 
 
 
 
 
 * Several 
 
 Basingstoke . 
 
 47? 
 
 II 
 
 17 
 
 7 
 
 10 
 
 2 
 
 None 
 
 I 
 
 
 
 others at or 
 
 Portsmouth Tn. 
 Southampton W. 
 
 734 
 7Q 
 
 3 
 4 
 
 4 
 
 None 
 
 I 
 
 None 
 2 
 
 None 
 
 I 
 
 None 
 2 
 
 I 
 
 59 
 40* 
 
 to Southamp- 
 ton (Docks), 
 
 Bournemouth E. 
 
 lo^h 
 
 4 
 
 4 
 
 2 
 
 2 
 
 I 
 
 None 
 
 2 
 
 23 
 
 about same 
 
 Weymouth . 
 
 1454 
 
 I 
 
 None 
 
 None 
 
 None 
 
 None 
 
 None 
 
 4 
 
 8 
 
 distance. Ser- 
 vice will pro- 
 bably be im- 
 
 Salisbury . . . 
 
 83* 
 
 6 
 
 7 
 
 3 
 
 3 
 
 I 
 
 None 
 
 I 
 
 50 
 
 Exeter. 
 
 1714 
 
 5 
 
 4 
 
 2 
 
 4 
 
 I 
 
 None 
 
 3 
 
 4b 
 
 proved when 
 
 ]lfracombe 
 
 2254 
 
 2 
 
 I 
 
 None 
 
 None 
 
 None' None 
 
 S 
 
 S6 
 
 Southampton 
 
 Plymouth . . 
 
 229J 
 
 4 
 
 3 
 
 I 
 
 None 
 
 None None 
 
 5 
 
 23 
 
 becomes a 
 port for 
 America. 
 
 Another detail in which the South-Western has noticeably im- 
 proved is that of punctuality. Some of their trains are very sharply 
 timed, and it is extremely creditable that they should run as they 
 now do, seeing, moreover, that only a few years back the line had 
 acquired a most unenviable reputation for unpunctuality. In the 
 Parliamentary Return of Punctuality — which, by the way, gives 
 merely an approximate idea of the state of affairs — the South- 
 western occupies a good position. So many delays occurred in the 
 past over the last few miles into London that we may now reasonably 
 hope that, with the advantage of the two additional hnes of rail, 
 much of the former lateness will disappear. 
 
 On the country branches of the systein there is nothing remark- 
 able to record as far as the train-services are concerned. They are 
 carried on at the usual 20-25 miles an hour (including stops) which 
 is characteristic of English local trains. Near London, however, 
 the company vie with the Great Eastern in the magnitude of their 
 suburban traffic. This is worked at a tolerable speed, and there is 
 little fault to find, either on the score of frequency of service or 
 punctuality. The company's territory includes most of the riverside 
 resorts, and the population abounds in season-ticket holders. There 
 is also a connection with Epsom, and on the Derby Day the re- 
 sources of the line are taxed to the utmost to cope with the enormous 
 racing traffic. 
 
So British Railways. 
 
 (3) Rolling Stock and General Accommodation. — The 
 accommodation given, though at present only moderate, is rapidly 
 improving. Making every allowance for the very large number of 
 small and antiquated carriages running on the suburban and branch 
 lines, we should still be inclined to rank the South-Western carriage 
 stock as, on the whole, superior to that of any of the three other 
 southern lines. With newly-infused energy, for some time past the 
 company have been building most roomy and comfortable vehicles 
 of all classes. The seconds and thirds are excellent, and the North- 
 western itself might be proud to own some of the firsts, with their 
 lavatory conveniences and tasteful decoration and upholstery. 
 Besides these comfortable compartments, there are now on the 
 Bournemouth fast expresses some handsome Pullman cars, repre- 
 senting, one would suppose, the ultimatum in railway-carriage con- 
 struction and decoration. That such is the opinion of the directors 
 may be gathered from the imposition of an additional charge, over 
 and above the first-class fare, on those travelling in them. 
 
 Much, nevertheless, remains to be done on the South-Western 
 as regards roUing stock. The local and branch line stock is still 
 much more frequently seen than the newer vehicles. The 
 present management has of late shown so much enterprise in 
 various ways, that we are justified in assuming that this state of 
 affairs will very soon be remedied. In other departments of work- 
 ing there is much to praise. Almost all the passenger rolling stock 
 has been for some time fitted with the Automatic Vacuum brake, and 
 the station accommodation is generally of an excellent character. 
 
 (3) Locomotive Work. 
 
 (fl) Speed. — On the London and South-Western Railway the 
 time-table speed is curiously unequal, and we find many instances 
 of faster work on steep gradients than on the more level sections. 
 Thus, east of Salisbury, speed rarely exceeds 45 miles an hour, and 
 the best instances are exceptional, and are, perhaps, those of the up 
 and down Bournemouth expresses, which are timed, over some 
 parts of their journey, at from 48 to 50, and two of which make 
 excellent runs from Southampton to Woking and Vauxhall respec- 
 tively in 68 and 94 minutes (54! and 77I miles). On the hard 
 grades west of Salisbury we have much better work, on the average. 
 The Exeter expresses furnish us with such fine performances as 66 
 
Plate VI 
 
 SALISBURY 
 
 ILBORNE PORT 
 
 m 
 
 ^ 
 
Plate Vn. 
 
 "P 
 P 
 
 m 
 
 LEVEL I EXETER. QUEEN S""" 
 
 ggo ^ YFnvii JN 
 
 ^ SUTTON BINGHAM 
 
 .CREW KERNE 
 
 'CHARD ROAD 
 
 ' AX MINSTER 
 
 SEATON JN 
 
 •O 
 
The London and South-Western. 8i 
 
 minutes from Sherborne to Exeter (53^ miles), and 61 and 62 
 minutes between Exeter and Yeovil (49 miles). Considering the 
 heavy gradients this is, indeed, admirable work. On the other parts 
 of the London and South-Western system no speeds of importance 
 are attained. This is generally due to steep gradients, and to the 
 absence of competition. 
 
 {b) Gradients. — The fast expresses to Exeter, especially the 
 3.0 p.m. down, are really such fine examples of locomotive work 
 that we purpose giving under this head more detailed information 
 than has been done when treating of the other southern lines. 
 This particular train (the 3.0 p.m.) not only starts well on its 
 west-bound journey, but improves as it gets further on its course, 
 until at last its performance over the heavy banks near Chard 
 and Honiton quite entitles it to rank with the North-Western 
 and Midland displays on their heavy roads south of Carlisle. It 
 will, therefore, be necessary to examine the gradients closely, so 
 as properly to estimate the value of the performance. 
 
 From Waterloo the South-Western rises very gently, with frequent 
 undulations, for twenty miles. This is followed by eleven miles of 
 I in 300 up, five miles level and six miles easy rise. Three miles 
 gentle fall are followed by about nine miles of varying rising grades, 
 mostly about i in 300. This takes us 54 miles from London. The 
 road now becomes stiffer, but still undulates until the 62nd mile- 
 post. Then follow three and a half miles of i in 178 down, two 
 and a half miles of i in 220 up and i in 330 down, one and a half 
 miles of i in 264 up, and three miles of i in 165 up. Thence to 
 Salisbury, 1 1 miles, is a descent, of which the steepest part is from 
 post 75 to 81, being i in 245, 140, and 169. The 3.0 p.m. down 
 gets no minutes for the 83!- miles (including two stops). This is 
 very excellent, but not so good as what follows. 
 
 From Salisbury to Exeter the gradients are very steep, and are 
 massed together in such a way as to seriously diminish speed. The 
 profile of this section is here given. 
 
 From Exeter to Yeoford Junction there is a continuous rise for 
 ten miles, averaging about i in 300 but varying greatly and fre- 
 quently. The next four miles are a steeper rise, two of them being 
 I in 97 and i in 80 up, and the next four undulate very steeply 
 ( I in 80 to I in 132). These are followed by a rise of four miles 
 (bringing us to post 195) of i in 76 ; after which the line rocks up 
 and down very steeply for one and a half miles to near Okehampton. 
 The next five miles are about i in 80 up (quarter mile of it is i in 
 
 G 
 
82 British Railways. 
 
 58 up), and then the line descends, with many undulations, four 
 miles of i in 80. After this (205 miles) the undulations, ascents, 
 and descents are as follows : — 
 
 Two miles down at i in 78, 1 10 and 200 ; half mile level; three miles 
 down at i in 75, 79, 89 ; one mile down at 1 in 82 ; four miles steep 
 undulations with descending tendency; two miles up at i in 75 and 
 98; one and a quarter miles down at i in 75 ; two miles moderate 
 ascent (post 220) ; four miles down at i in 73, followed by two miles 
 down at i in 75, then by rather easier undulations descendinggradually 
 into Devonport. This road is, one would have thought, quite enough to 
 frighten express trains off it. To run over it at about 40 miles an hour, 
 as many of the South- Western expresses do, is a remarkable feat. The 
 gradients are certainly not massed together to obstruct speed so 
 badly as they might be. If they had been, the present speeds could 
 not be maintained. A rather similar Une is the piece from Carlisle 
 to Hawick. This is not so hard as this South-Western stretch ; 
 the speed is, however, much the same. 
 
 The other sections we shall describe are those from London to 
 Southampton, London to Portsmouth, and from Brockenhurst to 
 Bournemouth. With the exception of the Bournemouth expresses, 
 which run exceedingly well between London and Southampton 
 West, there is not much speed on any of these sections, and we 
 shall dismiss them in few words. 
 
 As far as post 48 the Southampton and Bournemouth expresses 
 use the Exeter hne (see details above). There is then a four-miles 
 rise of i in 250, followed by three miles of easy ups and downs. 
 Then occurs 17 miles of unbroken descent averaging i in 240, and 
 seven miles falling gradually into Southampton. Thence to Bourne- 
 mouth the line undulates easily for six miles, descends three 
 averaging i in 220, and undulates about five miles at i in 200 to 
 Brockenhurst, rises one and a half miles at r in 103, 200 and 241, 
 undulates moderately easily for six miles, descends four miles gently 
 and rises three miles (one of which is i in 99). 
 
 The Weymouth line continues from Brockenhurst for four miles 
 on ups and downs, rises two miles at about i in 200, falls five miles 
 on varying grades averaging i in 200, undulates eight miles 
 moderately easily, rises one and a quarter miles at i in 100 just 
 beyond Wimborne, falls five miles rather steeply past Hamworthy 
 (one of them i in 100), undulates six miles easily, then rises seven 
 miles averaging i in 300 to post 133 (from post 131 to 132 is i in 
 100), undulates four miles at about the same rate, rises one mile at 
 
The London and South-Western. 83 
 
 1 in no, undulates two miles steeply, and then, after rising one mile 
 at I in 74, drops steeply into Weymouth on gradients of i in 53, 
 51, 75 and 188 for three and a half miles. 
 
 The Portsmouth trains use the main road to Exeter as far as 
 Woking, 24 miles from London. They then undulate easily over 
 the branch line until they reach post 33. This is followed by a 
 five-miles rise (two of them i in 200, one at i in 100, and two at 
 I in 82). A short sharp descent follows for a mile, and then we rise 
 three and a half miles at i in 80 to the summit near Haslemere. 
 A long rest now occurs for 13 miles, as far as post 55, with breaks 
 near post 46 of a mile at i in 250 up, near post 49 of a mile level, 
 and near post 54 of a mile at i in 115 up. This long descent 
 includes a variety of grades from i in 80 (two miles after post 49) to 
 I in 686. From post 55 we rise two miles at i in 105, drop two miles 
 at I in 80, and then descend nine miles averaging about i in 300, 
 but containing two or three short stretches about i in 100. Thence 
 to Portsmouth is a gradual descent, with breaks here and there. It 
 will, therefore, be seen that this section is a very steep one. 
 Allowing for this, however, the speed on it might be improved. 
 
 Though not strictly an express section, we may mention that 
 between Morthoe and Ilfracombe are two miles of i in 40 up, 
 followed by two and a quarter miles of i in 36 down. 
 
 (c) L0C0210TIVES. — To perform the work thus briefly sketched 
 out, the company have some excellent locomotives. Most of them 
 have been constructed from the designs of the well-known Loco- 
 motive Superintendent,. Mr. W. Adams. A list of some of the newer 
 types, with dimensions as here given, will be found useful for 
 purposes of comparison. The heavy express and other new stock 
 is painted a bright green, picked out with black, in strong contrast 
 with the dark-brown " Vivids," and other well-known names of 
 Mr. Seattle's design. A large proportion, as may be supposed, consists 
 of very serviceable tank engines. These, and, indeed, nearly all the 
 locomotives for passenger traffic (except two classes of tanks, and a 
 powerful type of mixed traffic engine lately built), have the com- 
 bination of a leading bogie and outside cylinders. For passenger 
 trains, indeed, the outside cylinder would seem to have been the 
 rule on this line almost from the earliest date. The goods engines, 
 on the contrary, are furnished with inside cylinders. Many old 
 specimens still doing duty by the side of the much more powerful 
 constructions of recent date serve to indicate the vast strides made 
 by the company in this direction. The coal consumption for all 
 G 2 
 
84 
 
 British Railways. 
 
 classes is about 27 lbs. per mile. This low figure is, of course, 
 explained by the fact that passenger traffic bears a large proportion 
 to the total. The brake used is the Automatic Vacuum. We now- 
 present the dimensions of the various recent classes of passenger 
 engines. Quite lately, a new express type, closely approximating to 
 his 19 by 26 engines described below, but with 6 ft. 7 in. wheels, 
 has been built by Mr. Adams. 
 
 Table i.— MOST RECENT TYPES. 
 
 Dimensions. 
 
 Bogie Express. 
 
 Mixed TraflBc. 
 
 Bogie Tanks. 
 
 Cylinders 
 
 inches 
 
 19 by 26 
 
 18 by 26 
 
 175 by 24 
 
 Coupled Wheels, diameter 
 
 ft. in. 
 
 7 I 
 
 6 
 
 4 10 
 
 Bogie „ „ „ 
 
 ft. in. 
 
 3 9i 
 
 — 
 
 3 
 
 Trailing „ „ „ 
 
 ft. m. 
 
 
 4 
 
 — 
 
 Heating Surface 
 
 sq. ft. 
 
 1,36776 
 
 1,248-10 
 
 987-51 
 
 Grate Area . 
 
 sq. ft. 
 
 18 
 
 17 
 
 13-83 
 
 No. of Tubes 
 
 
 240 (brass) 
 
 218 (brass) 
 
 201 (steel) 
 
 Boiler Pressure . 
 
 . . lbs. 
 
 175 
 
 160 
 
 160 
 
 Weight on Leading-Wheels 
 
 tons cwt. 
 
 
 15 6 
 
 14 10 2 
 
 Bogie 
 
 ji )) 
 
 18 7 2 
 
 — 
 
 — 
 
 Drivnig 
 
 >) )) 
 
 15 9 
 
 16 8 
 
 15 
 
 „ Trailing ,, 
 
 ,, » 
 
 14 17 
 
 10 13 
 
 15 I 
 
 (bogie) 
 
 Total Weight of Engine . 
 
 )) >) 
 
 48 13 2 
 
 42 7 
 
 44 II 2 
 
 ,, ,, Tender 
 
 
 32 
 
 32 
 
 
 Tank Capacity . 
 
 gals. 
 
 3,300 
 
 3.300 
 
 800 
 
 Table 2.— OTHER TYPES IN DAILY WORK. 
 
 
 
 
 
 
 
 
 
 
 Description 
 
 
 
 .SQ 
 
 5 
 
 ° t 
 
 f 12 
 II 
 
 
 
 
 ■n 
 
 U 
 
 
 
 
 ft. in. 
 
 inches. 
 
 tns. ct. 
 
 tns. ct. 
 
 tns. ct. 
 
 tns. ct. 
 
 ft. in. 
 
 
 4-wheel Coupled Bogie 
 
 Tank, 
 
 1870 
 
 ^ 7 
 
 18 by 24 
 
 17 14 
 
 12 2 
 
 50 16 
 
 
 32 6 
 
 
 >> }) 
 
 Exp., 
 
 iSb 
 
 b 7 
 
 18 by 24 
 
 IS 
 
 15 4 
 
 46 15 
 
 30 2 
 
 51 II 
 
 — 
 
 ,, 
 
 ,, 
 
 iSb^i 
 
 7 I 
 
 :8 by 24 
 
 14 16 
 
 14 14 
 
 45 " 
 
 30 2 
 
 
 2,800 
 
 ,, 
 
 Tank 
 
 1S82 
 
 ,S 7 
 
 174 by 24 
 
 IS 
 
 14 10 
 
 52 
 
 
 
 38 6 
 
 1,000 
 
 " 
 
 " 
 
 1889 
 
 S 7 
 
 tS by 26 
 
 17 3 
 
 18 
 
 S= 3 
 
 — 
 
 — 
 
 — 
 
 {d) Actual Performances. — For the best of these we must look 
 to the Bournemouth and Exeter expresses. The former are very 
 sharply timed over a moderately hard course, and generally manage 
 to run within their time. The long uphill piece from Southampton 
 (17 miles averaging i in 240) is run over by the best up express 
 in very creditable style. Of the Exeter expresses we have already 
 
The London and South-Western. 
 
 85 
 
 said something. The 3.0 p.m. down makes good runs between its 
 stopping points right through from London, and the other trains 
 have also very quickly-timed pieces here and thfere. Perhaps the 
 most creditable timing is the run from Exeter to Yeovil Junction 
 in 62 minutes (12.45 p.m. and 6.0 p.m. up). This is at the rate of 
 about 47 miles an hour over an exceedingly difficult course — much 
 harder than the reverse way. We append herewith a run by the 
 6 p.m., with a load of 14 coaches. It takes rank, we think, with 
 some of the best performances of other hnes. 
 
 EXETER TO YEOVIL JUNCTION (49 miles) in 60 mins. 36 sees. 
 
 Station. 
 
 Miles. 
 
 Time Due. 
 
 Time Actual. 
 
 
 
 P.M. 
 
 H. M. s. 
 
 Exeter . dep. 
 
 — 
 
 6 
 
 6 12 2 
 
 Pinhoe 
 
 2f 
 
 — 
 
 6 15 53 
 
 Broad Clyst 
 
 2 
 
 — 
 
 6 18 I 
 
 Whimple 
 
 3+i 
 
 — 
 
 6 22 47 
 
 Sidmouth Junction 
 
 3f 
 
 — 
 
 6 27 41 
 
 Honiton . 
 
 4T'ir 
 
 — 
 
 6 36 2 
 
 Seaton Junction 
 
 6+f 
 
 — 
 
 6 44 10 
 
 Axminster 
 
 3A 
 
 — 
 
 6 47 14 
 
 Chard Road 
 
 Sk 
 
 — 
 
 6 S3 37 
 
 Crewkerne 
 
 8 
 
 — 
 
 7 2 44 
 
 Sutton Bingham 
 
 fiiSr 
 
 — 
 
 7 9 42 
 
 Yeovil Junction . . arr. 
 
 2fV 
 
 7 2 
 
 7 12 38 
 
II. 
 
 THE GREAT WESTERN. 
 
 (i) General Description of the Line. 
 
 This is nluch the longest of the English systems, and has a most 
 formidable array of main lines and branches, extending in the 
 aggregate to nearly 1,900 miles. The other large companies are, as 
 a rule, content with one main line ; the Great Western has no fewer 
 than three, all converging to its terminus at Paddington. The oldest, 
 though perhaps not the most important, of these — except in so far 
 that it gives the company its name — is the route from London 
 through Swindon, Bath, Bristol, and Taunton, to Exeter, on to 
 Plymouth, and beyond that to Truro and Penzance. This is the 
 longest stretch of main line in the kingdom, the distance from 
 Paddington to Penzance being 326!- miles; whereas from London 
 to Carlisle via Nottingham, Sheffield, and Leeds by the Midland 
 route is only 3165, and the length of the Highland main line from 
 Perth to Wick only 305^ miles. Besides this distinction, it has 
 another, and that, too, a most interesting one. The whole of the 
 above distance was, until May, 1892, laid with a gauge of 7 feet, 
 although — excepting on the extreme westerly portion — an extra rail 
 for narrow-gauge (4 ft. 8^ in.) traffic requirements was inserted 
 between the broad-gauge metals. It would be beside our purpose to 
 enter into the prolonged controversy which in the infancy of the 
 railway system was carried on with such enthusiastic warmth by the 
 respective partisans of the broad and narrow gauges. The narrow 
 gauge has been — at least, in England — so universally adopted that we 
 may regard all discussion of the relative merits of the rival systems 
 as at an end. Time after time has it been shown that the initial 
 
The Great Western. 87 
 
 outlay and subsequent cost of maintenance of the wider gauge is 
 on a proportionately higher scale than with the narrow, and the 
 only defence put forward by the few remaining adherents (mostly of 
 the sentimental order) of the broad gauge is its greater adaptability 
 to speedy travelling. This contention may have some truth in it, as 
 — a higher centre of gravity being permissible — the wheels could be 
 made of greater diameter and the parts of the engine larger in 
 every way, with so wide a base as the 7 ft. gauge, than with the 
 4 ft. 8i in. But advantage was never taken of this opportunity, and 
 the broad gauge, except in 1848, never really surpassed the narrow 
 in speed. The latter, moreover, has always been able to supply 
 every demand for further speed up to the present, and will probably 
 continue to do so, in spite of the limits it imposes on the construc- 
 tion of the locomotive. It may, therefore, fairly be concluded that 
 Brunei's magnificent mistake has cost the Great Western Company 
 much money in the purchase of needless land, with the additional 
 disadvantages of working for some considerable time in the past a 
 mixed gauge for a great distance, and incurring much loss in the 
 transhipment of goods from broad- to narrow-gauge wagons. The 
 line is laid to a great extent with bridge rails on longitudinal sleepers, 
 cross-ties being inserted at fixed intervals, with a view to prevent the 
 rails spreading wide of gauge. 
 
 The principal branches diverging from this main route are : — 
 On the south, from Slough to Windsor ; Reading to Basingstoke ; 
 Reading via Hungerford and Devizes to Bath ; Chippenham via 
 Westbury to Salisbury, and via Frome and Yeovil to Weymouth, 
 from which port the company have of late years established an 
 excellent service to the Channel Islands in competition with the 
 South-Western ; from Yatton to Wells ; from Newton Abbott to 
 Torquay and Dartmouth ; and from Truro to Falmouth. On the 
 north the chief offshoots are — from Maidenhead to Oxford via 
 Thame; Yatton to Clevedon ; Puxton to Weston-super-Mare, a rising 
 watering-place ; Taunton to Minehead, for Lynton and the picturesque 
 North Devonshire coast ; and from Taunton to Barnstaple and 
 Ilfracombe via Dulverton. Besides these, there are many other 
 branches of secondary importance, which it is scarcely necessary to 
 mention here. 
 
 The second main route of the Great Western is that deflecting 
 from the line we have just described at Swmdon, and proceeding up 
 the Stroud valley to Gloucester, thence trending south-west and west 
 through Newport, Cardiff, Neath, Llanelly, and Carmarthen Junction 
 
88 British Railways. 
 
 to New Milford. Much of the traffic, however, between South 
 Wales and London is conducted through the famous Severn Tunnel, 
 and by this route trains continue along the first of our main routes, 
 through Bath and Bristol (Stapleton Road), dive below the Severn, 
 and emerge at Severn Tunnel Junction, nearly ten miles east of 
 Newport. On this main line there are several branches, but scarcely 
 any of the first importance, generally being of more account from a 
 mineral than from a passenger-traffic point of view. Of greater 
 consequence, however, are those from Newport to Pontypool Road, 
 with the deflecting portions going north and east to Hereford, and by 
 way of Malvern to Worcester, and going west through Merthyr and 
 Neath to Swansea ; and the line between Gloucester and Hereford 
 via Ross. 
 
 Our third main hne is the most valuable of all. It leaves the 
 Exeter route at Didcot, and runs north through Oxford, Leamington, 
 and Warwick to Birmingham. From this important centre it 
 continues northwards past the thickly-studded towns of the Black 
 Country and Shrewsbury, runs through the far-famed vale of 
 Llangollen, touches Chester, and finally reaches Birkenhead. Few- 
 main lines of similar length have so many populous or interesting 
 places on their route. The branches are numerous, and generally 
 leave the main line on the west. From Oxford a line runs to 
 Chipping Norton Junction^ at which point one line goes west to 
 Cheltenham, and another north to Worcester, and then along the 
 Severn Valley line past Bridgnorth to Shrewsbury, there joining 
 the direct route via Birmingham. The other branches of 
 importance are : — Warwick to Stratford-on-Avon ; Birmingham and 
 Wolverhampton, via Stourbridge, Kidderminster, and Droitwich, to 
 Worcester, there connecting with lines to the west and south ; 
 Wellington to Market Drayton, and over the North-Western to 
 Crewe — thus securing a ready means of access to Manchester ; 
 Ruabon to Bala and Dolgelly, through the delightful scenery of 
 Wales. Besides these, there are others of less consequence, and 
 numerous small offshoots in the Birmingham district, which form 
 a local network. The company are also joint owners with the 
 London and North-Western Railway of certain lines in Wales, 
 over which a through service of expresses runs between Manchester, 
 Liverpool, and the north, and Bristol and the south-west. 
 
The Great Western. 89 
 
 (2) Travelling Facilities. 
 
 {a) Services between Chief Towns. — There is such a large 
 number of important towns on the Great Western that perhaps 
 the most concise method of treating the services thereto will be 
 as shown in the concluding table of this section. In discussing the 
 distinguishing features of the three main routes described above, 
 we find that the first has excellent express services ; the second, 
 distinctly poor ; and the third, tolerably good. Along or adjacent 
 to the first route we have such populous centres or thriving ports 
 as Reading, Bath, Bristol, Weymouth, Taunton, Exeter, and 
 Plymouth. In the annexed summary will be found a succinct 
 view of the facilities afforded by the company to these places. 
 Until two or three years ago this service to the west and south- 
 west was the reverse of creditable, but with the establishment of 
 the 10.15 3-m. down and 7.50 p.m. up, and the removal of third- 
 class restrictions from the two up and down 41-hours Exeter 
 expresses, a marked improvement took place. The popular seaside 
 resorts of Weston, Ilfracombe, Torquay, and the South Devon coast 
 generally, are made readily accessible by these convenient trains. 
 Weston is now within some 3I hours from London (137^ miles) by the 
 fastest train ; Ilfracombe (232^ miles) is just over 6i hours away; 
 and Torquay (220 miles) 5 hours. Thus, considering their distance 
 from London, these health resorts are by no means badly treated. 
 The service to Plymouth also is a really excellent one, bearing in 
 mind that the Plymouth trains are run for Plymouth alone, there 
 being further west no towns of any importance all the way to that 
 Ultima Thule, Penzance, and this also is still within the reasonable 
 time of 9 hours from Paddington, although in 1891 it could be 
 reached in 8 hours 40 minutes. 
 
 It is not a little curious to look back from the year 1892 — which 
 has witnessed the complete abolition of the broad gauge on the 
 Great Western system — to the year 1848, when the gauge on which 
 Brunei so greatly prided himself was at its zenith. At that time the 
 speed from London to Bristol and Exeter was about as high as now, 
 but, as a matter of course, with vastly lighter loads. We give below 
 in parallel columns the services for the years 1848 and 1884, at both 
 of which dates the line to Exeter was broad gauge. For these 
 figures we are indebted to an article entitled Train Services, Old 
 and New, published in a railway journal about eight years ago. A 
 further comparison with our figures for 1892 may be instituted. 
 
9Q 
 
 British Railways. 
 
 PADDINGTON AND EXETER. 
 
 DOWN TRAINS. 
 
 Miles. 
 
 
 Octobe 
 
 r, 1848. 
 
 July, 1884. 
 
 
 
 
 A.M. 
 
 P.M. 
 
 A.M. P.M. 
 
 — 
 
 Paddington 
 
 dep. 
 
 9 SO 
 
 5 30 
 
 u 45 30 
 
 ^■;^ 
 
 Reading 
 
 arr. 
 
 
 
 [5 p.m. from 
 
 
 Ditto 
 
 dep. 
 
 — 
 
 6 13 
 
 Paddington 
 
 53 
 
 Didcot 
 
 arr. 
 
 — 
 
 
 reaches Exeter 
 
 
 Ditto 
 
 dep. 
 
 10 47 
 
 635 
 
 at 10 20.] 
 
 77 
 
 Swindon 
 
 arr. 
 
 II 15 
 
 7 5 
 
 I 12 
 
 4 27 
 
 
 Ditto 
 
 dep. 
 
 II 25 
 
 7 15 
 
 I 22 
 
 4 37 
 
 93S 
 
 Chippenham 
 
 
 II 47 
 
 7 35 
 
 — 
 
 — 
 
 106 f 
 
 Bath . 
 
 
 12 7 
 
 7 53 
 
 I 58 
 
 5 IS 
 
 ii8i 
 
 Bristol 
 
 arr. 
 
 12 25 
 
 8 12 
 
 2 21 
 
 5 36 
 
 — 
 
 Ditto 
 
 dep. 
 
 12 30 
 
 8 15 
 
 2 26 
 
 5 41 
 
 1365 
 
 Weston Junction 
 
 
 — 
 
 
 
 
 — 
 
 145^ 
 
 Highbridge Junction 
 
 
 — 
 
 — 
 
 
 
 — 
 
 iS'i 
 
 Brldgewater 
 
 
 I 10 
 
 8 55 
 
 — 
 
 — 
 
 it),S 
 
 Taunton 
 
 
 I 35 
 
 9 15 
 
 3 21 
 
 6 35 
 
 179 
 
 Tiverton Junction 
 
 
 
 
 
 — 
 
 193? 
 
 Exeter 
 
 arr. 
 
 2 15 
 
 10 
 
 4 
 
 7 14 
 
 Number of trains from Paddington to Exeter 
 
 Average time of journey . 
 Fastest train 
 Slowest train 
 
 H. M. 
 
 6 21 
 
 4 14 
 
 10 o 
 
 UP TRAINS. 
 
 Miles. 
 
 
 October, 1848. 
 
 July, 1884. 
 
 
 
 
 A.M. 
 
 P.M. 
 
 A.M. 
 
 P.M. 
 
 — 
 
 Exeter 
 
 dep. 
 
 6 30 
 
 12 
 
 10 30 
 
 3 55 
 
 Hi 
 
 Tiverton Junction 
 
 
 — 
 
 
 
 — 
 
 
 3oi 
 
 Taunton 
 
 
 7 8 
 
 12 40 
 
 II 12 
 
 4 37 
 
 42* 
 
 Bridgewater 
 
 
 7 26 
 
 12 58 
 
 — 
 
 
 48* 
 
 Highbridge Junction 
 
 
 
 
 
 — 
 
 — 
 
 58i 
 60 
 
 Weston Junction 
 
 
 
 
 
 
 [4 55 P-m- 
 
 
 
 
 
 63i 
 67* 
 
 Yatton 
 Nailsea 
 
 
 — 
 
 — 
 
 Exeter reaches 
 Paddington at 
 
 Bedminster 
 
 
 
 
 
 
 10 20.] 
 
 75* 
 
 Bristol 
 
 arr. 
 
 8 8 
 
 I 40 
 
 12 4 
 
 5 29 
 
 
 Ditto 
 
 dep. 
 
 8 10 
 
 I 44 
 
 12 9 
 
 5 34 
 
 87 
 
 Bath . 
 
 
 8 26 
 
 2 
 
 12 23 
 
 5 50 
 
 100 
 
 Chippenham 
 
 arr. 
 
 — 
 
 — 
 
 
 
 — 
 
 Ditto 
 
 dep. 
 
 8 48 
 
 2 20 
 
 — 
 
 — 
 
 Ii6| 
 
 Swindon 
 
 arr. 
 
 9 15 
 
 2 50 
 
 I 8 
 
 6 32 
 
 — 
 
 Ditto 
 
 dep. 
 
 9 25 
 
 3 
 
 I 18 
 
 6 42 
 
 140I 
 
 Didcot 
 
 arr. 
 
 
 
 — 
 
 — 
 
 
 Ditto 
 
 dep. 
 
 9 53 
 
 3 30 
 
 — 
 
 — 
 
 158 
 
 Reading 
 
 arr. 
 
 
 
 — 
 
 — 
 
 
 Ditto 
 
 dep. 
 
 10 13 
 
 — 
 
 — 
 
 — 
 
 — 
 
 Westbourne Park 
 
 
 
 — 
 
 — 
 
 
 
 1 93-1 
 
 Paddington 
 
 arr. 
 
 II 
 
 4 30 
 
 2 45 
 
 8 
 
The Great Western. 
 
 Number of trains from Exeter to Paddington 
 
 Average time of journey 
 Fastest train 
 Slowest train 
 
 Not counting auxiliary trains. 
 
 The second route is that to South Wales, and, unfortunately for 
 the inhabitants of the southern half of the Principality, it is their 
 only means of access to London. For a long time they were even 
 more neglected than now, and it was not until the opening of the 
 Severn Tunnel that the Great Western thought fit to give these rich 
 mineral districts an express service at all. Undoubtedly, very much 
 greater facilities might be granted, but, there being no competition 
 from London, it seems unUkely that the Paddington management, 
 which is in many respects most conservative, will bestir itself 
 just at present. A glance at our summary will show how much 
 Gloucester, Newport, Cardiff, Swansea, and Milford stand in need of 
 better express facilities. The last two are particularly badly off, not 
 only as regards the services from London, but from Birmingham 
 district, Manchester, and Liverpool, as well. Merthyr, also, is in a 
 very melancholy position. As regards the others, they are scarcely 
 any better, and the connections all round need re-arrangement and 
 improvement to bring them up to modern standards. One encouraging 
 feature is the service arranged with the North-Western between Bristol 
 (with connections from the West) and Manchester, Liverpool, and the 
 north via the Severn Tunnel, Hereford, and Shrewsbury. In this 
 case we find, notwithstanding stiff gradients, most excellent per- 
 formances, there being several expresses each way with an 
 inclusive speed of about 40 miles an hour, thus providing .a 
 better cross-country service than the rival route of the Midland 
 Company. 
 
 Things are a good deal less sluggish on the third main line — that 
 to Birmingham and the North. Since 1890 several really creditable 
 trains have been added, and it is only the most northern points, such 
 as Chester and Birkenhead, which are left out of consideration. 
 Cheltenham, however, which is reached via Chipping Norton Junction, 
 is very badly treated indeed. 
 
 Looked at as a whole, the Great Western has a higher reputation 
 
92 
 
 British Railways. 
 
 for speed with most travellers than it is actually entitled to. Its 
 great faults are the bad treatment accorded to South AVales, and 
 its generally indifferent arrangements for cross-country traffic. In 
 punctuality the hne occupies a fairly good place, though the pressure 
 of exceptional traffic throws the company's discipline out of gear, 
 and there is an absence of that strenuous striving after punctuality 
 which characterises the Great Northern and the North Western. 
 'W'e now give the table referred to above showing the company's 
 train services : — 
 
 
 
 
 STumber of trains at or over 
 
 
 
 
 Between 
 
 Miles. 
 
 
 
 Fastest. 
 
 
 London 
 
 35 miles per 
 hour. 
 
 40 miles per 
 hour. 
 
 45 miles per 
 hour. 
 
 Remarks. 
 
 and 
 
 
 
 
 
 
 
 
 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 
 
 
 
 
 
 
 
 
 Hr. 
 
 Min 
 
 
 Reading . 
 
 36 
 
 15 
 
 II 
 
 8 
 
 6 
 
 2 
 
 3 
 
 
 
 45 
 
 
 Bath. 
 
 107 
 
 10 
 
 II 
 
 8 
 
 8 
 
 5 
 
 4 
 
 2 
 
 15 
 
 
 Bristol 
 
 ii8i 
 
 II 
 
 12 
 
 7 
 
 9 
 
 2 
 
 4 
 
 2 
 
 30 
 
 
 Weymouth 
 
 i68f 
 
 I 
 
 2 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 4 
 3 
 
 30 
 
 35 
 
 
 Taunton . 
 
 163-i 
 
 7 
 
 8 
 
 5 
 
 4 
 
 3 
 
 3 
 
 
 Exeter 
 Plymouth . 
 
 194 
 
 246! 
 
 8 
 4 
 
 9 
 
 5 
 
 6 
 2 
 
 7 
 2 
 
 I 
 None. 
 
 None. 
 
 4 
 
 5 
 
 5 
 
 38 
 
 
 Gloucester 
 
 114 
 
 4 
 
 7 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 2 
 
 48 
 
 The distances 
 given are -via 
 Stapletnn Road, 
 
 Newport 
 
 143^ 
 
 5 
 
 7 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 3 
 
 24 
 
 (Bristol)and Severn 
 Tunnel, which is 
 the route taken by 
 the fastest trains. 
 
 Cardiff . 
 
 155 
 
 5 
 
 7 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 3 
 
 44 
 
 ( 
 
 Connections are, 
 however, given via 
 Bristol (Temple 
 Meads) and viA 
 
 Swansea 
 
 2004- 
 
 3 
 
 I 
 
 None, 
 
 None. 
 
 None. 
 
 None. 
 
 5 
 
 15 
 
 Gloucester, the 
 distances^ by these 
 routes being igand 
 15 miles further 
 
 Milford . 
 
 270 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 7 
 
 35 
 
 respectively. Trains 
 by all three routes 
 are included in the 
 
 table. 
 
 Oxford . 
 
 63^ 
 
 9 
 
 9 
 
 4 
 
 7 
 
 4 
 
 7 
 
 I 
 
 18 
 
 
 Worcester 
 
 1207V 
 
 3 
 
 3 
 
 I 
 
 I 
 
 None, 
 
 None. 
 
 2 
 
 58 
 
 
 Leamington 
 
 106" 
 
 8 
 
 8 
 
 4 
 
 6 
 
 4 
 
 2 
 
 2 
 
 14 
 
 
 Warwick . 
 
 108 
 
 8 
 
 8 
 
 3 
 
 2 
 
 None. 
 
 None. 
 
 2 
 
 35 
 
 
 Birmingham 
 
 1294 
 
 8 
 
 8 
 
 4 
 
 6 
 
 2 
 
 I 
 
 2 
 
 43 
 
 
 Wolverhampton 
 
 i4if 
 
 5 
 
 8 
 
 4 
 
 6 
 
 I 
 
 None. 
 
 3 
 
 7 
 
 
 Shrewsbury 
 
 171^ 
 
 3 
 
 .S 
 
 3 
 
 4 
 
 None. 
 
 None. 
 
 3 
 
 53 
 
 
 Chester 
 
 213! 
 
 3 
 
 3 
 
 I 
 
 I 
 
 None. 
 
 None. 
 
 s 
 
 5 
 
 
 Birkenhead 
 
 229 
 
 2 
 
 3 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 5 
 
 32 
 
 
 Like most other railways, the Great Western follows a beaten 
 path with its local services. There is no very heavy suburban traffic 
 near London — what there is runs punctually and frequently enough. 
 On the numerous lines in the company's extensive district fair 
 
The Great Western. 93 
 
 punctuality is observed, and doubtless local interests (the importance 
 of which or otherwise we have not attempted to estimate) are duly 
 attended to. The services on some are, perhaps, more or less 
 cramped by single -line working — a large portion of the Great 
 Western system being single line. 
 
 ib) Rolling Stock and General Accommodation. — As 
 regards passenger rolling stock, the Great Western takes rank with the 
 best of English railways. On the main routes, in the London suburban 
 district, and on the principal branches, the carriages are most 
 comfortable, being well cushioned and roomy, and it is only on the 
 less important of the company's lines that we find any really bad 
 coaches. The stock running in the fastest trains compares well 
 with the finest owned by any other railway — even the third-class 
 compartments being frequently decorated with photographs of the 
 " beauty spots " on the system. A "Corridor" train has recently 
 been built to run on the Birmingham and Birkenhead line, providing 
 excellent accommodation for all three classes. Most of the main 
 , line stock on the Great Western is mounted on eight-wheel bogie 
 trucks, and many of the carriages have the clerestory roof, which, 
 although not favourably regarded by some carriage designers, 
 certainly increases the internal dimensions of the compartment, and 
 gives it a more airy appearance. Gas is being rapidly introduced 
 for the lighting of the carriages. 
 
 In other departments also the company merit considerable praise. 
 The line is well signalled throughout, and the brake used is the 
 Automatic Vacuum. The station accommodation on the line is good, 
 and some of the roadside stations near London are models of their 
 kind, many of them being tastefully laid out and decorated with 
 flower-beds. 
 
 (3) Locomotive Work. 
 
 (a) Speed. — The greater proportion of the very considerable and 
 highly creditable booked train speeds on the Great Western is 
 concentrated on a comparatively small section of this vast system — 
 namely, from London to Exeter, and from Didcot to Birmingham. 
 Elsewhere, on such lines as the South Wales sections, the connections 
 between Bristol and the North via the Severn Tunnel, the line to 
 
94 British Railways. 
 
 Chester from Birmingham northwards, the Weymouth section, and on 
 many other parts of the system where an express service is demanded 
 to a greater or less extent, the speed is not by any means high, being 
 generally nearer 40 miles an hour than 45, and the runs are short. 
 We can, therefore, dismiss these sections, and forthwith discuss the 
 higher speeds which are so frequent within the limits named 
 above. 
 
 Between Paddington and Swindon the work is admirable. Only 
 87 minutes is allowed for the 77^ miles with several of the West 
 Country trains ; and some of the others, together with the best South 
 Wales trains, are timed to cover the distance in 90 minutes. Another 
 South Wales express (10.45 s--™- down) is allowed only 62 minutes 
 from Paddington to Didcot (53I miles). Beside these frequent 
 excellent trains, the Birmingham expresses use this hne as far as 
 Didcot, making their first stop after leaving London at Oxford, 
 ten miles north thereof, and being allowed 78 i:o 80 minutes. 
 West of Swindon the speed is considerably lower on the 
 average as far as Bristol, owing probably to the rather steeper 
 gradients. The best performance is, perhaps, one from Bristol 
 to Swindon {d,\\ miles) in 53 minutes. Most of the expresses stop 
 at Bath. 
 
 Between Bristol and Exeter the speed is again very high. Most 
 of the trains stop at Taunton, but those which go through are only 
 allowed 86 to 88 minutes for the 75^- miles. There are five trains 
 from Bristol to Taunton (44^ miles) in 51 minutes, and the other 
 way in 52 ; and between Exeter and Taunton (30! miles) there are 
 several in 38 and 39 minutes. All this is most creditable, and the 
 average is really higher than between London and Swindon, as there 
 are not so many slow trains run as on that section. Beyond Exeter 
 only 85 minutes is allowed for the best train thence to Plymouth 
 (Nqrth Road) — a distance of 52 miles. , The other way 89 
 minutes is best. The gradients here are remarkable for their 
 steepness. 
 
 North of Oxford the speed is well maintained to Birmingham. 
 The trains generally stop at Leamington, but the 4.45 p.m. down 
 goes through in 79 minutes (65! miles). The average time from 
 Oxford to Leamington (42} miles) is 51 minutes down and 53 up, 
 and from Leamington to Birmingham (231 miles) from 29 to 33 
 minutes, the up trains being slightly faster than the down. This is 
 good work, considering that the gradients to be surmounted are 
 heavier than on the main line to Exeter. 
 
The Great Western. 95 
 
 (b) Gradients. — The Great Western has on the whole an easy 
 
 track. From Paddington to Bristol the line is nearly level, there 
 
 being an almost imperceptible rise from London to Swindon, and 
 
 beyond the worst gradients being i in 660 west of Reading, and 
 
 I in 1,320 east of it. After Swindon we have two short but steep 
 
 descents, i in 100, of two miles length each, from Wootton Bassett 
 
 to Dauntsey, and through the Box Tunnel. From Bristol to 
 
 Exeter the line is again almost level, the only exceptions being a 
 
 rise and fall between Bristol and Nailsea, and between Wellington 
 
 and Tiverton Junction. Below Exeter the character of the road 
 
 changes altogether, curves and gradients are very severe, there being 
 
 several miles of i in 40 ; while between Plymouth and Penzance 
 
 matters are still worse. These two last-mentioned sections, however, 
 
 do not much concern us, as there is but little express work thereon 
 
 and the same may be said of that portion of the Great Western 
 
 second main line which lies west of Cardiff, which has some very 
 
 severe short stretches. The third main line is almost level to 
 
 Birmingham, with the exception of the Hatton bank (four miles of 
 
 I in 107). North of the hardware centre there are frequent but 
 
 very short stretches of i in 100, and near Wrexham there are four 
 
 miles of i in 82. This, therefore, is a moderately hard section to 
 
 work. 
 
 Among other important parts of the system ■ may be mentioned 
 the Severn Tunnel line and the route to South Wales via Stroud and 
 Gloucester. On the first of these there are several stiff grades 
 (i in 80), and the Bristol-North expresses have some hard ground 
 to run over. The Gloucester hne is rendered difficult by the 
 well-known Brimscombe bank, which ascends steeply on each side 
 of the tunnel near Stroud. 
 
 {c) Locomotives. — Until May, 1892, the Great Western loco- 
 motives were naturally classed as broad- and narrow-gauge. 
 For the broad-gauge expresses the company used the well-known 
 "Lord of the Isles" type, introduced so far back as 1846. There 
 were about 30 of these in use, and the principal dimensions are 
 given below in parallel columns, together with those of some of 
 the latest varieties for use on the narrow gauge, including the new 
 7-ft. 8-in. singles, which have supplanted the broad-gauge type in 
 express work. These broad-gauge singles were, of course, not used 
 on the severe routes in the south-west, saddle-tank bogie engines 
 with 5 ft. 9 in. wheels and 17 in. by 24 in, cylinders taking their 
 place. 
 
British Railways. 
 
 
 
 New Narrow- 
 
 
 
 
 8-ft. Singles, 
 
 Gauge 
 
 3,206 Class, 
 
 3,232 Class, 
 
 Dimensions. 
 
 Broad 
 
 Express, 
 
 6 ft. 
 
 6 ft. 6 in. 
 
 
 Gauge. 
 
 7-ft. 8-iri. 
 Singles. 
 
 4-Coupled. 
 
 4-Coupled. 
 
 Cylinders . in. 
 
 1 8 by 24 
 
 20 by 24 
 
 18 by 24 
 
 174 by 24 
 
 Diameter of driving wheels ft. in. 
 
 8 
 
 7 8 
 
 6 
 
 6 6 
 
 Tubes . number 
 
 332 
 
 24s 
 
 262 
 
 245 
 
 Diameter of tubes . in. 
 
 li 
 
 If 
 
 li 
 
 If 
 
 Heating surface, tubes sq. ft. 
 
 1,598 
 
 1,321-04 
 
 1,35270 
 
 1,264-92 
 
 ,, ,, Fire-box sq. ft. 
 
 153 
 
 123-88 
 
 I16-12 
 
 102-70 
 
 Total sq. ft. 
 
 1,751 
 
 1,444-92 
 
 1,468-82 
 
 1,367-62 
 
 Area of fire-grate . sq. ft. 
 
 24 
 
 208 
 
 19-01 
 
 15-5 
 
 Working pressure . . lbs. 
 
 140 
 
 160 
 
 — 
 
 
 Weight available for 1 ^^^^^^^^ 
 adhesion . . ) 
 
 16 
 
 19 
 
 29 2 
 
 26 4 
 
 Weight of engine tons cwts. 
 
 41 14 
 
 44 4 
 
 42 10 
 
 38 4 
 
 ,, „ tender tons cwts. 
 
 30 
 
 32 
 
 32 10 
 
 32 10 
 
 Capacity of tender . galls. 
 
 3,000 
 
 3,000 
 
 3,000 
 
 3,000 
 
 Before the abolition of the broad gauge the narrow-gauge 
 expresses were chiefly worked by 7-ft. " singles," with cylinders 
 18 in. by 24 in., and this class is still extensively used, and gives the 
 very best results. Some of the finest work in England, generally 
 with heavy trains, has been done by them, and a few performances 
 of this class will be found in the " Actual Performances " section 
 below. 
 
 Of the more recent Great Western locomotives it may be said 
 that they are, in general design, of very striking appearance. There 
 is at present no other company so lavish in the" display of the 
 brighter metals in the exterior fittings of boiler, framework, etc., to 
 which we were accustomed on almost every line in bygone days, 
 but which in these times does not seem to find favour on other 
 railways. As in the case of the Great Northern, with its slightly more 
 difficult main-line gradients, the single type of engine is that in 
 general use for the fastest trains, and the new 3,000 class in several 
 respects bears a resemblance to the 7-ft. 6-in. singles of recent 
 Doncaster build. Following the old broad-gauge practice, the newer 
 engines seem likely to be more widely known by their name-plate 
 than their number. Their colours are a dark shade of green above 
 and on wheels, with chocolate-brown for wheel-casing and framing. 
 The brake in use is the Automatic Vacuum. 
 
 {d) Actual Performances. — Leaving out of account the new 
 7-ft. 8-in. singles, which have scarcely been running for a suflSciently 
 long period to eriable us to say anything definite about their work 
 but which appear to perform well on the fastest trains, we find that the 
 
The Great Western. 
 
 97 
 
 7 ft. single is the only narrow-gauge type that has established for 
 Itself any great reputation for excellent work on the Great Western. 
 This class is seen to best advantage on the 4.45 p.m. and other 
 expresses from Paddington to Birmingham and Birkenhead. Many 
 of the trains hauled by them are extremely heavy, and the writer 
 knows of a case in which Oxford was reached in 72^ minutes after 
 leaving London (631 miles), with a load of 16 coaches. Mr. Rous- 
 Marten mentions an instance, as showing the work done on rising 
 grades by an engine of this type, of ascending the Hatton bank (four 
 miles of i in 107) with 145 tons in s-i minutes. A noteworthy 
 performance from Swindon to London with a more than usually 
 heavy load is given in some detail below : — 
 
 SWINDON TO LONDON. 
 Engine 1131 (7 ft. single) and 22 coaches. 
 
 Stations. 
 
 
 Mis. 
 
 Chns. 
 
 Time Due. 
 
 Time Actual. 
 
 Remarks. 
 
 
 
 
 P.M. 
 
 H. M. s. 
 
 
 Swindon 
 
 dip. 
 
 - 
 
 - 
 
 3 55 
 
 4 1 45 
 
 
 Shrivenham 
 
 
 5 
 
 58 
 
 — 
 
 4 II 58 
 
 
 Uffington . 
 
 
 5 
 
 2 
 
 — 
 
 4 17 54 
 
 
 Challow 
 
 
 2 
 
 SI 
 
 — 
 
 4 20 58 
 
 
 Wantage 
 
 
 3 
 
 39 
 
 — 
 
 4 24 51 
 
 
 Stevenlon . 
 
 
 3 
 
 70 
 
 — 
 
 4 29 3 
 
 
 Didcot . 
 
 arr. 
 
 
 
 4 28 
 
 4 33 38* 
 
 * Swindon to Did- 
 
 ,j 
 
 dep. 
 
 3 
 
 33 
 
 4 32 
 
 4 37 16 
 
 cot (24J miles) in 
 
 Moulsford 
 
 
 4 
 
 52 
 
 — 
 
 4 46 51 
 
 31 mins. 53 sees. 
 
 Goring 
 
 
 3 
 
 51 
 
 — 
 
 4 50 31 
 
 
 Pangboume 
 
 
 3 
 
 22 
 
 — 
 
 4 54 37 
 
 
 Tilehurst 
 
 
 2 
 
 71 
 
 — 
 
 4 57 57 
 
 
 Reading 
 
 
 2 
 
 53 
 
 — 
 
 5 50 
 
 
 Twyford 
 
 
 4 
 
 77 
 
 — 
 
 5 6 31 
 
 
 Maidenhead 
 
 
 6 
 
 62 
 
 — 
 
 5 14 
 
 
 Slough 
 
 
 5 
 
 65 
 
 — 
 
 5 20 25 
 
 
 Langley 
 
 
 2 
 
 18 
 
 — 
 
 5 22 57 
 
 * Didcot to West- 
 
 Westboume Park 
 
 arr. 
 
 14 
 
 76 
 
 5 37 
 
 5 42 0* 
 
 bourne Park (5 if 
 miles) in 64I mins. 
 
 On the old broad gauge the work done was creditable, though not 
 remarkably brilliant. Time was frequently lost on the fast run 
 from London to Swindon (87 minutes), this being due to the com- 
 paratively low tractive force of the broad-gauge " singles." On the 
 return journey, with the road in favour of the train, the booked speed 
 was almost always improved upon, even with the heaviest loads. In 
 fact, the distance has frequently been done in 77 minutes, and once 
 in 76, and it was an everyday occurrence to cover it in 82 to 85 
 H 
 
98 
 
 British Railways. 
 
 minutes, even with loads equal to 15 or 1 6 coaches. On up grades, 
 however, the 8 ft. singles were rather at a discount, though the work 
 done, considering the dimensions of the class, cannot be called bad 
 by any means. An average performance from Swindon to London 
 by one of these now extinct engines may prove of interest. 
 
 SWINDON TO LONDON. 
 Engine "Alma" (8 ft. B.G. Single) and i8 Coaches. 
 
 Station or Milepost. 
 
 Time Due. 
 
 Time Actual. 
 
 Time in Seconds for 
 Intermediate Miles. 
 
 Remarks. 
 
 
 
 P.M. 
 
 h. m. s. 
 
 
 
 
 Swindon . dep. 
 
 1 18 
 
 1 31 30 
 
 — 
 
 
 
 73rd milepost 
 
 — 
 
 1 38 54 
 
 — 
 
 
 
 70th 
 
 — 
 
 I 42 14 
 
 68, 67, 65 
 
 
 
 6sth 
 
 — 
 
 I 47 32 
 
 64, 64, 63, 65, 62 
 
 
 
 60th ,, 
 
 — 
 
 I 52 29 
 
 60, 60, 59, 59, 59 
 
 
 
 5Sth 
 
 — 
 
 I 57 27 
 
 59, 59, 60, 59, 61 
 j 60, then slowly 
 
 
 
 50th ,, 
 
 — 
 
 2 3 18 
 
 1 through Didcot. 
 
 
 
 45th 
 
 — 
 
 2 8 34 
 
 64, 63, 62, 65, 62 
 
 
 
 40th ,, 
 
 — 
 
 2 13 35 
 
 61, 60, 60, 61, 59 
 
 
 
 35th 
 
 — 
 
 2 18 37 
 
 61, 60, 61, 58, 62 
 
 
 
 30th ,, 
 
 — 
 
 2 23 42 
 
 63, 62, 61, 60, 59 
 
 
 
 25th 
 
 — 
 
 2 28 39 
 
 60, 59, 58, 60, 60 
 
 
 
 20th ,, 
 
 — 
 
 2 33 42 
 
 59, 61, 61, 61, 61 
 
 ■Swindon to 
 
 Pad- 
 
 2ncl ,, 
 
 — 
 
 2 52 40 
 
 — 
 
 dington (77I 
 
 miles) 
 
 Paddlngton arr. 
 
 2 45 
 
 2 55 38 
 
 
 in 84 mins. 8 
 
 sees. 
 
 The Great Western has, in its time, made many record perform- 
 ances. In the palmy days of the broad gauge, when the "Dutchman" 
 was timed to leave Didcot 57 minutes after setting out from 
 Paddington, there used to be some fine running. On one occasion 
 the distance of 53^ miles was covered in 47 minutes. This is 
 probably the fastest start-to-stop run ever recorded, but, considering 
 that the load of the train was extremely light, careful observers will 
 rank it below many recent well-attested performances on other lines. 
 
IV. 
 SOME COUNTRY LINES. 
 
 We now leave London for the provinces, to make acquaintance 
 with some of the outside lines. Those we have selected for the 
 present section are : — 
 
 (i) The North-Eastern. 
 
 (2) The Lancashire and Yorkshire. 
 
 (3) The North British. 
 
 Between these three lines there are, practically, no points of 
 similarity, and our reason for grouping them together must be that, 
 as they were unclassihable with any other systems, we resolved to 
 discuss them together on account of their mutual similarity in that 
 one respect. 
 
 H 2 
 
lOI 
 
 I. 
 
 THE NORTH-EASTERN. 
 (I) General Description of the Line. 
 
 This great system extends in all directions over the north-eastern 
 district of England, and is about 1,550 miles in length. It is almost 
 absolutely without competition, and is, consequently, able to pay high 
 dividends. Over its main line, however, run the East-Coast expresses 
 from London to Scotland, in fierce rivalry with the West-Coast route. 
 
 Starting from Shaftholme Junction, near Askern (north of Don- 
 caster), the main route runs through York, Thirsk, Darlington, 
 Durham, and Newcastle to Berwick. The company's expresses in 
 connection with the Great Northern do not start from Askern, but 
 are brought into York by the Great Northern Company. From this 
 point all the way to Edinburgh the North-Eastern takes charge of 
 the running, the last 57i miles being over North British property. 
 Many branches radiate from this trunk, and are of varying import- 
 ance — from the little mineral line on which passenger trains are only 
 run as a convenience, to the important section which requires its two 
 or three expresses each way per day. Some of the latter we shall 
 here describe. They are as follows : from Leeds via Milford Junc- 
 tion and Selby to Hull ; from Hull by the somewhat circuitous 
 Yorkshire coast-line through Driffield, Bridlington, Scarborough and 
 \Vhitby to Saltburn ; from York via Malton to Scarborough — a most 
 important line in the season, with a branch to Whitby from Malton ; 
 from Leeds to York ; the very important branch (almost a main line 
 in itself) from Leeds through Harrogate, Thirsk or Northallerton 
 and Stockton to Hartlepool ; from Newcastle through Sunderland 
 and Wellfield Junction to Hardepool in the east, and to Stockton 
 and Middlesborough in the south ; from Newcastle to Carlisle ; from 
 Newcastle to Tynemouth ; and from Bilton Junction via Alnwick to 
 Coldstream. Besides these, there are numerous others, not im- 
 portant as serving large populations, but interesting as opening out 
 
102 British Railways. 
 
 many beautiful localities. Such are those from Harrogate to 
 Pateley Bridge ; Northallerton to Hawes ; Dalton Junction to Rich- 
 mond; Darlington to Kirkby Stephen, dividing there into lines 
 for Penrith to the north, and for Tebay to the west ; Haltwhistle to 
 Alston ; and Berwick to Kelso. The scenery on these sections, 
 together with the beautiful coast-line seen south of Berwick from the 
 through expresses, entitles the North-Eastern to a high position as a 
 picturesque route. To conclude, there are the little mineral lines all 
 over Durham, and a number of agricultural branches in the east and 
 north-east of Yorkshire, which look almost like main routes on 
 Bradshaw's map, but are, in reality, as often single lines as not. 
 
 (2) Travelling Facilities. 
 
 {a) Services between Chief Towns. — From what has been 
 stated above, it will be seen that the North-Eastern, although 
 cumbered with numerous lines of merely local interest, possesses 
 an excellent field in which to display its capabilities in the 
 matter of train service. The company, however, do not take ad- 
 vantage of all the opportunities in their hands, and some of the 
 important sections are rather hardly treated. The main-line service 
 is good, if we consider it merely as a means of serving the towns on 
 the North-Eastern system only ; but looked at as an integral part of 
 the East-Coast service from London to Edinburgh and Scotland, one 
 must confess that the North-Eastern does less in the way of fast run- 
 ning than either the Great Northern, Midland, London and North- 
 western, or Caledonian Companies, which are also engaged in the 
 through Scotch traffic. We give below a table showing how, taking 
 York as a centre, other towns are served from this point. It will be 
 noticed that the communications might be improved in many ways, 
 especially from York to the important coast towns. 
 
 We have always considered that Leeds was badly treated by the 
 North-Eastern. Owing to their lack of energy, the rival Midland 
 route is able to secure a great part of the traffic from this important 
 town to Scotland. Leeds is also very badly connected with New- 
 castle, Sunderland, Hartlepool, and the Durham, north-east Yorkshire, 
 and Tyneside populations generally, the fastest connection between 
 it and Newcastle taking over two and a half hours via York (105I 
 miles), and between it and Stockton 95 minutes for 64J miles. 
 The others are much slower. The average is rather under than over 
 an inclusive speed of 35 miles an hour between these points. The 
 
The North-eastern. 
 
 103 
 
 connections between Leeds and Hull and Leeds and Scarborough 
 are somewhat better, but are capable of improvement. 
 
 Newcastle, of course, is well connected with the towns on the 
 main route, but greater facilities are needed to east and south York- 
 shire than at present exist. Stockton, Sunderland, Hartlepool and 
 Middlesborough, all having the misfortune to be on branches, are 
 badly, or at best moderately, served from nearly all places on the 
 system. Indeed, the North-Eastern services may be summed up 
 when we say that on the main line a good and fast supply of trains 
 is provided, but on the branches, however important, the services 
 are much poorer and not up to requirements. For instance, on the 
 Newcastle and Carhsle section, the fastest train takes no minutes 
 to cover 60 miles, and many of the others are much slower. 
 
 We now present a tabular statement showing the services between 
 York and the chief points on the system. 
 
 
 
 
 No. 
 
 of Trains at or 
 
 over 
 
 
 
 
 Between 
 
 
 
 
 
 
 York 
 and 
 
 Miles. 
 
 35 mis. 
 
 per hr. 
 
 40 mis. per hr. 
 
 45 mis. per hr. 
 
 Fastest. Remarks. 
 
 
 
 
 
 
 
 
 
 Down. 
 
 Up. 
 
 Down.| Up. 
 
 Down. 
 
 Up. 
 
 Hr. Min. 
 
 Leeds 
 
 25i 
 
 8 
 
 5 
 
 ; 
 None. None 
 
 None. 
 
 None. 
 
 40 
 
 Normanton 
 
 24i 
 
 9 
 
 4 
 
 I 
 
 I 
 
 None. 
 
 None. 
 
 3S 1 
 
 Hu11(otVz Market 
 
 
 
 
 
 
 
 
 
 Weighlon) 
 
 42 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I 30 
 
 
 Scarborough 
 
 4=S 
 
 6 
 
 6 
 
 2 i None. 
 
 None. 
 
 None. 
 
 I 
 
 
 Whitby . 
 
 56^ 
 
 None. 
 
 None. 
 
 None.', None. 
 
 None. 
 
 None. 
 
 I 45 
 
 
 
 
 
 
 
 
 
 
 
 /These places 
 
 
 
 
 
 
 
 
 
 
 are on direct 
 
 
 
 
 
 
 
 
 
 
 route to the 
 
 DarHngton 
 
 44 
 
 It 
 
 10 
 
 10 
 
 7 
 
 7 
 
 3 
 
 51 
 
 north, and 
 
 Durham . 
 
 66 
 
 6 
 
 7 
 
 2 
 
 2 
 
 I 
 
 None. 
 
 I 28 
 
 are conse- 
 } quentl.v mucli 
 ] better served 
 
 Newcastle 
 
 8oi 
 
 13 
 
 II 
 
 8 
 
 6 
 
 s 
 
 ' 
 
 I 37 
 3 3 
 
 Berwick . 
 
 147 
 
 8 
 
 6 
 
 S 
 
 4 
 
 2 
 
 4 
 
 tnan the other 
 points men- 
 
 
 
 
 
 
 
 
 
 tioijed, whicli 
 
 
 
 
 
 
 
 
 
 
 are on brancli 
 \lines. 
 
 Middlesborough 
 
 5oi 
 
 1 
 
 I 
 
 None.' None. 
 
 None. 
 
 None. 
 
 I 17 
 
 North Stockton. 
 
 47^ 
 
 I 
 
 I 
 
 None.j None. 
 
 None. 
 
 None. 
 
 r 12 
 
 
 West Hartle- 
 
 
 
 
 1 
 
 
 
 
 
 pool 
 
 59 
 
 I 
 
 None. 
 
 None. None. 
 
 None. 
 
 None. 
 
 I 38 
 
 
 Sunderland {vid 
 
 
 
 
 
 
 
 
 
 Durham). 
 
 81 
 
 4 
 
 I 
 
 I 1 None. 
 
 None. 
 
 None. 
 
 2 I 
 
 
 Punctuality is not a strong point with the North-Eastern. There 
 seems to be a sort of happy-go-lucky discipline in force on their local 
 and branch lines. Trains are regularly five to ten minutes late. This 
 is certainly not much — but at the same time it shows that there is no 
 right discipline in these matters, and without attention to these little 
 
I04 British Railways. 
 
 details railway management is not a success. Then we find the 
 same thing happening to the very important through expresses. 
 They are handed to the North-Eastern at York, for conveyance 
 northwards, with great punctuality. This is not retained long, and at 
 Edinburgh their lateness is simply astonishing. The writer happened 
 to be in that city during the summer of 1890, and was surprised to 
 notice that the arrival of the south trains from 20 to 50 minutes 
 late was of daily occurrence. The trains for London were in an 
 even worse plight. That marvellous railway, the North British, 
 which at that time, apparently, never felt at home unless its trains 
 were an hour or so late, did not hand the trains to the North-Eastern 
 with the slightest approach to punctuality. Once away from 
 Edinburgh the North-Eastern frequently lost time in running, and 
 on the arrival at York the trains were late beyond retrievement. 
 This method of dallying with important expresses, so unlike what 
 one sees on the high - pressure North-Western and Caledonian 
 systems, has told greatly on the East-Coast traffic since that time. 
 The crisis was reached in September, 1890, when no fewer than 68 per 
 cent, of the trains arriving at King's Cross from Scotland were over 
 30 minutes late. Many of them, doubtless, were over 130 minutes late. 
 
 The North-Eastern local services are generally more remarkable 
 for frequency than for punctuality. Many of the branches are 
 exceedingly well served with trains, and no one can accuse the 
 company of treating their district badly because it is in their power to 
 do so. At Newcastle there is a very large local service to be dealt with. 
 
 {b) Rolling Stock and General Accommodation. — The 
 North-Eastern passenger rolling stock usually affords excellent 
 accommodation. We shall make a few remarks on the deservedly- 
 admired stock jointly owned by the three East-Coast companies later 
 on. On the small branches certainly many of the old coaches are 
 not so roomy as they might be, but, generally speaking, the stock is 
 extremely comfortable. Few modern improvements have yet been 
 introduced, however, and, at the time of writing, coaches fitted 
 with lavatories are rarely seen, and it is only lately that the 
 directors have come to the conclusion that gas is superior to oil as 
 an illuminant. In another important point, however, the company 
 fully satisfy requirements. There are few safer lines in the kingdom, 
 every carriage has the Westinghouse brake, and the permanent way 
 is well maintained. The line is also carefully signalled, and a note- 
 worthy feature is the liberal accommodation provided at the principal 
 stations. York in particular is universally admired, and generally 
 
The North-Eastern. 105 
 
 allowed to be the finest station in England. Durham, Darlington, 
 Hull, Sunderland, Tynemouth, and Newcastle are also well up to 
 modern requirements. 
 
 (3) Locoinotive Work. 
 
 (a) Speed. — On the main line of the North-Eastern Railway 
 there is a very creditable amount of booked speed at high rates, 
 although the line in this respect does not come up to the standard 
 of the other English companies engaged in the through traffic to 
 Scotland. Quite a number of instances of booked speed over 45 
 miles an hour could be given, and there are several over 48, including 
 one or two which touch 50. Considering the generally heavy loads 
 on the system, this must be considered creditable. Among the best 
 runs are those of the down day Scotch express from York to 
 Newcastle (8oi miles) in 97 minutes, and the dow n night express in 
 99 minutes ; another down Scotch express from York to Darlington 
 (44 miles) in 53 minutes, and two up in 51 and 52 minutes, and 
 Newcastle to Darlington (36^ miles) by one train in 44 minutes. 
 
 North of Newcastle the average speed is lower, but the best runs 
 between that point and Berwick are creditable, taking generally about 
 80 minutes (66f miles). One down train, however, has the short 
 allowance of 77 minutes only. Between Berwick and Edinburgh 
 the average booked speed is only poor, the best trains being allowed 
 75 to 80 minutes (57-| miles), and many of the others much more. 
 
 There is no remarkable speed for us to chronicle on the other 
 parts of the North-Eastern system. Booked speeds rarely get above 
 40 miles an hour, and there is too little even at that rate. 
 
 ib) Gradients. — From York the main line rises gradually for 
 55 miles to near Ferryhill on gradients averaging i in 600. In this 
 stretch there are several short drops on very easy inclines. After 
 Ferryhill the line descends for six or seven miles more steeply, then 
 rises five miles averaging i in 150, and after this follows a drop of 
 eight miles of i in 150, and easier into Newcastle. 
 
 Leaving Newcastle the line mounts gradually for about 10 miles, 
 followed by undulations of i in 250, i in 228, and easier for 25 
 miles, with a general downward tendency, then mounts steeply five 
 miles of i in 170, drops three of i in 150, and is then level, or 
 nearly so, for about 10 miles. The next 13 miles to Berwick consists 
 of a descent and ascent of equal lengths, averaging i in 200. Thea 
 we have nearly five miles of i in 190 up, and about four miles level, 
 followed by eight miles a good deal of which is of i in 200 up to 
 
io6 
 
 British Railways. 
 
 Grant's House, the highest point on the main line. Five miles, 
 nearly all at i in 96 down, followed by one and a half miles at i in 
 210 down, succeed this. Tlie rest to Edinburgh, except a short 
 piece of i in 78 entering that city, is composed of easy undulations. 
 
 It will thus be seen that the North- Eastern main line is tolerably 
 easy as far as Berwick, but after that point it becomes harder, though 
 not by any means a severe route. The branch lines are in general 
 much steeper than the main route, and one of them in particular— 
 tlie line from Darlington to Tebay — reaches, by gradients of i in 50, 
 the highest point touched by any English railway. This is on 
 Stainmore, no less than 1,365 feet above sea. 
 
 {c) Locomotives. — Since the accession of Mr. T. W. Worsdell 
 to office as Locomotive Superintendent of this line, the power and 
 weight of the North-Eastern locomotives have greatly increased. 
 Before his time there was a number of types in use, the best-known 
 of which were Fletcher's seven-feet coupled expresses, with cyhnders 
 17 by 24 inches. But these dimensions look insignificant when 
 compared to Mr. Worsdell's locomotives, which are mostly of the com- 
 pound type, and are divisible into three classes. They are as follows : — 
 
 
 
 Mr. Worsdell's 
 
 Mr. Worsdell's 
 
 Mr. Worsdell's 
 
 Dimensions. 
 
 
 1520 class 
 
 7-rt. 
 
 coupled 
 
 
 
 of singles. 
 
 singles. 
 
 express. 
 
 Cylinders, High Pressure 
 
 . . in. 
 
 20 by 24 
 
 18 by 24 
 
 18 by 24 
 
 Low 
 
 . . in. 
 
 28 by 24 
 
 26 by 24 
 
 26 by 24 
 
 Diameter of drivers 
 
 . ft. in. 
 
 7 7i 
 
 7 li 
 
 6 8 
 
 Number of Tubes . . . 
 
 
 203 
 if 
 
 203 
 
 If 
 
 242 
 If 
 
 Diameter ,, ... 
 
 . . in. 
 
 Healing Surface, Tubes 
 
 . sq. ft. 
 
 1,016 
 
 IOl6'I2 
 
 1,211 
 
 ,, Fire-box 
 
 . sq. ft. 
 
 123 
 
 no 
 
 112 
 
 Total . 
 
 . sq. ft. 
 
 1. 139 
 
 1126-12 
 
 1.323 
 
 Grate Area . . . 
 
 . sq. ft. 
 
 207 
 
 1 7 '23 
 
 17-3 
 
 Weight on Drivers . . . 
 
 tons, &c. 
 
 17 15 
 
 17 10 
 
 17 5 
 
 
 
 — 
 
 — 
 
 13 12 
 
 Boiler Pressure . . . 
 
 . lbs. 
 
 «75 
 
 175 
 
 i6o 
 
 Total Weight of Engine . 
 
 tons, &c. 
 
 46 13 2 
 
 43 
 
 46 Q 
 
 Tender 
 
 tons, &-c. 
 
 40 I 
 
 34 8 
 
 34 8 
 
 Coal Capacity . . . 
 
 tons 
 
 5 
 
 4* 
 
 4j 
 
 Tank and Well Capacity . 
 
 . gallons 
 
 3.940 
 
 3.038 
 
 3.038 
 
 Height 
 
 ft. in. 
 
 13 
 
 13 
 
 13 I 
 
 Length over all . . . 
 
 ft. in. 
 
 S3 9i 
 
 52 03 
 
 52 na 
 
 Diameter of Bogie Wheels 
 
 . ft. in. 
 
 3 nl 
 
 3 11 
 
 3 74 
 
 ,, Tender ,, 
 
 ft. in. 
 
 3 9i 
 
 3 9J 
 
 3 9l 
 
 No. 777 is a non- 
 compound loco. 
 
 Notes 
 
 • 
 
 " 
 
 " 
 
 with 18 by 24 
 cylinders, and 
 other dimen- 
 sions varying 
 slightly. 
 
The North-Eastern. 
 
 107 
 
 It will be noticed that the dimensions are well-nigh .colossal, 
 especially' in the case of the 1520 class of singles, which are 
 almost the heaviest passenger engines in the country, and much 
 superior to any work they have to do on the North-Eastern. 
 
 But besides these heavy passenger types, Mr. Worsdell has built 
 nearly 200 goods engines on the compound principle and many 
 tank engines suitable for either short passenger journeys or for 
 shunting purposes. All of them are unusually symmetrical in design, 
 and are painted a bright green. The Westinghouse brake is used. 
 
 (d) Actual Performances. — In everyday work nothing out of 
 the common occurs on the North-Eastern. Mr. Rous-Marten gives 
 an excellent example, however, of the work done by the old seven- 
 feet coupled class with 17-inch cylinders. It appears that one of 
 these ran from Newcastle to York (80 1 miles) in 92 minutes, with a 
 load of 180 tons, the last 44 miles taking 48 minutes of this, 
 although generally on a falling grade. The writer has not had the 
 good fortune to record anything so creditable as this : his best 
 performances with this class are from York to Newcastle in 107 
 minutes with 19 coaches, and from Newcastle to Edinburgh with 
 two engines and 21 coaches in 158 minutes (124 miles). 
 
 To get tlie North-Eastern at its best one must turn to the records 
 of the famous race to Edinburgh in August, 1888. Some doughty 
 deeds were then done, although the semi ofificial statements in the 
 Engineer of November 23rd, 1888, are a trifle exaggerated. We are 
 in possession of complete information regarding the running through- 
 out the month, but, as it is of a private nature, must content ourselves 
 with giving the details contained in the following table : — 
 
 Between 
 
 Distance. 
 Miles. 
 
 Details of the th 
 
 ree best runs, excluding delays. 
 
 
 ^ 
 
 80 mins. 
 
 on 
 
 Aug. 
 
 25 & 31' 
 
 With enoine 1475, one 
 of a small class with 
 
 York and Newcastle . 
 
 8oi < 
 
 81 
 
 82 „ 
 124 „ 
 
 
 j» 
 
 29 
 H 
 
 7-ft. coupled wheels 
 and cylindeis j8 by 
 24, and 100 tons 
 load. 
 Engines 117 {coupled 
 compound) and 1476 
 
 Newcastle and Edinburgh 
 
 124 } 
 
 126 
 
 
 
 31 
 
 and 140 tons load. 
 Engine 117 and 100 
 
 
 
 
 
 " 
 
 tons load. 
 
 
 
 127 ,, 
 
 
 
 28 
 
 Engine 1505 and too 
 
 
 
 
 
 
 tons load. 
 
 From this it will be seen that, when called upon, the North- 
 Eastern locomotives can give a very good account of themselves. 
 The average time from York to Newcastle during the month was 
 
io8 
 
 British Railways. 
 
 88 minutes, and from Newcastle to Edinburgh 142 minutes, with an 
 average load of 115 tons. 
 
 These average times, though excellent, are nothing very remark- 
 able, and fall short of the average times for the month on the Great 
 Northern, and on the two systems forming the West-Coast route, as 
 will be seen when we come to treat of those lines. But as a loco- 
 motive's maximum powers are indicated, not by its average, but by 
 its best performance, we must confine ourselves to the actual best 
 work as mentioned above, and for this we have only unqualified 
 praise. To run from Newcastle to Edinburgh in 126 minutes is 
 marvellous, but from York to Newcastle on four occasions in under 
 82 minutes is still better, and worthy to rank with the phenomenal 
 performances accompUshed by the three other lines taking part in 
 that famous race. 
 
 Details of two average performances are given below : — 
 
 NEWCASTLE TO YORK, 8o| MILES IN 99^ MINUTES. 
 YORK TO NORTHALLERTON, 30 MILES IN 35 J MINUTES. 
 
 Engine 269 and i 
 
 5^ Coaches. 
 
 Engine 1479 anc 
 
 13 Coaches. 
 
 Stations. 
 
 Mls.Chs. 
 
 Time 
 Due. 
 
 Time 
 
 Actual. 
 
 Station.s. 
 
 Mls.Chs. 
 
 Time 
 Due. 
 
 Time 
 Actual. 
 
 
 
 A.M. 
 
 H. M. S. 
 
 
 
 A.M. 
 
 H. M. s. 
 
 Newcastle .dtp. 
 
 — 
 
 12 35 
 
 1 30 37 
 
 York . dep. 
 
 — 
 
 10 
 
 10 3 51 
 
 Chester-le-Streei 
 
 8 ■^S 
 
 — 
 
 I 45 S3 
 
 Shipton . 
 
 5 45 
 
 — 
 
 10 II 50 
 
 Durham 
 
 5 62 
 
 — 
 
 I 52 6 
 
 ToUerton . 
 
 4 13 
 
 — 
 
 10 16 33 
 
 Croxdale 
 
 4 18 
 
 — 
 
 I 58 27 
 
 Alne . . 
 
 I 40 
 
 — 
 
 10 18 13 
 
 Bradbury . 
 
 7 53 
 
 — 
 
 290 
 
 Raskelf. 
 
 2 14 
 
 — 
 
 ID 20 37 
 
 Aycliffe 
 
 4 53 
 
 — 
 
 2 14 8 
 
 Pilmoor 
 
 2 59 
 
 — 
 
 10 23 43 
 
 DarlinjJton . 
 
 5 32 
 
 — 
 
 2 20 8 
 
 Sessay . 
 
 I 73 
 
 — 
 
 10 25 53 
 
 Dalton . 
 
 5 24 
 
 — 
 
 2 2-) 3 
 
 Thirsk . 
 
 4 12 
 
 — 
 
 10 30 35 
 
 Cowton 
 
 I ^b 
 
 — 
 
 2 28 12 
 
 Oiterington. 
 
 4 31 
 
 — 
 
 10 35 28 
 
 Nortliallerton . 
 
 7 17 
 
 — 
 
 2 36 27 
 
 Nortliallerton 
 
 
 
 
 York . .arr. 
 
 30 I 
 
 2 15 
 
 3 10 5 
 
 arr. 
 
 3 34 
 
 10 37 
 
 10 39 25 
 
 Slowly tl 
 
 irough 
 
 Durham 
 
 
 
 
 
 
I09 
 
 II. 
 
 THE LANCASHIRE AND YORKSHIRE, 
 (i) General Description of the Line. 
 
 One of the most complex systems in the kingdom is the Lanca- 
 shire and Yorkshire. Few people outside these two counties know 
 much concerning it, the ordinary public only looking upon the railways 
 which run North and South as being of any account. On these 
 grounds, apparently, Mr. Acworth, in his popular work on railways, 
 omits all mention of this line, though he has since described, in one 
 of the railway papers, a subsequent visit to the comparatively 
 new locomotive works of the company at Horwich. The system 
 reaches a total length of more than 500 miles, and forms an intricate 
 network over the southern portions of Lancashire and Yorkshire, 
 and is the means of inter-communication between most of the large 
 towns of the manufacturing districts. As nearly all its ramifications 
 are important, one can hardly say, strictly speaking, that there is any 
 main line. The nearest approach to a main route is the line running 
 from Liverpool to Manchester via Wigan, an J on through Rochdale, 
 Todmorden, and Sowerby Bridge, to Halifax, and thence over the 
 Great Northern to Leeds, with a short section leaving the main 
 route at Low Moor for Bradford. This is the route taken by the 
 through expresses from Liverpool and Manchester to Bradford and 
 Leeds. The York trains from Liverpool deflect from this main 
 route a little beyond Wigan, run via Bolton and Bury, joining the 
 main route again at Castleton, and connect with the Manchester to 
 York trains at Rochdale. Further on they again leave the trunk 
 line at Sowerby Bridge, and proceed via Wakefield to Normanton, 
 and then over the North Eastern Railway to York. Leaving this 
 line there are several branches ; among others, one from Brighouse 
 to Huddersfield, running for a short distance over the North 
 Western Company's metals, with an extension to Sheffield ; another 
 
1 1 o British Rail wa ys. 
 
 from Horbury Junction to Barnsley ; and a third, from Wakefield 
 through Pontefract and Knottingley to Goole on the eastern coast. 
 There are, besides, several other smaller lines in Yorkshire connecting 
 the large towns together, and the company have extensive running 
 powers over the lines of other companies. 
 
 But perhaps the lines in Lancashire are more important than 
 those in Yorkshire. There is, for instance, the very profitable line 
 from Liverpool to Southport ; that from Manchester vi& Atherton to 
 Southport, which, as far as Wigan, is also used by the Liverpool to 
 Manchester expresses ; two lines from Manchester to Bury, con- 
 tinued in one from that point through Ramsbottom (with a branch 
 eastward to Bacup), Accrington and Burnley to Colne, where a 
 connection is formed with the Midland system ; from Manchester 
 through Ashton to Stalybridge, and from Manchester through Oldham 
 to Rochdale, with a line thence to Bacup. These lines are all 
 important, but there are others equally so. Such are the routes 
 to Blackpool and Fleetwood in the North-West, and the connection 
 with the Midland system at Hellifield for the North. These three 
 routes run on a common rail as far as Bolton, at which point the 
 two former diverge through Chorley (where there is a branch jointly 
 owned with the London and North ^Vestern Company to Blackburn 
 on the right) and Preston, dividing again at Kirkham for Blackpool 
 and Fleetwood, from which latter point there is a cross-Channel 
 service to Belfast and the Isle of Man. The connection with the 
 Midland keeps to the North through Darwen, Blackburn, and 
 Clitheroe to Hellifield. At Blackburn this route is joined by the 
 connection from Liverpool to the Midland line, which passes through 
 Ormskirk and Preston Junction on the way. There is also the cross- 
 country route between Blackburn and Todmorden via Accrington 
 and Burnley, besides several other lines of comparatively small 
 account. 
 
 (2) Travelling- Facilities. 
 
 (fl) Services between Chief Towns. — Manchester may be 
 regarded as the great central point of the Lancashire aad Yorkshire, 
 and we give below a summary of the services from that city to 
 various other important centres on the system. A glance at this 
 will show that those between Manchester and Liverpool, and 
 Manchester and Southport are most creditable, while those to the 
 Yorkshire towns compare less favourably. But there is no lack of 
 justification for this seeming neglect. On the Lancashire and York- 
 shire it is impossible to run — as on the greater number of other 
 
The Lancashire and Yorkshire. i i i 
 
 English lines — any considerable distance without stop. The routes 
 are so thickly studded with populous manufacturing towns that the 
 train has barely time to get into speed after leaving one station before 
 another stopping-station is in sight. This it is which restricts the 
 Lancashire and Yorkshire services to a moderate pace, and makes 
 them appear worse than they are in reality. We think, however, that 
 on the principal routes the company do nearly all that could be 
 expected of them ; and the comparatively recent opening of the 
 direct route between Manchester and Liverpool with consequent 
 accelerations, added to the conspicuous increase in the briskness of 
 tone OQ the system in general, fairly entitles the Lancashire and 
 Yorkshire to no inconsiderable amount of praise. The through 
 services from Manchester and Liverpool to Hellifield (for the North 
 and Scotland) are worked by the Midland Company, and will be 
 noticed under that head. 
 
 The services between Liverpool and the Yorkshire towns are 
 similar in character to those from Manchester, the best train from 
 Liverpool {via Manchester) to Leeds or vice versa taking 2 hours 
 5 minutes for the 85^ miles, and to York {via Bolton) 2 hours 55 
 minutes for the 106^ miles. 
 
 Besides these services connecting the two great cities of the 
 system with other points of importance, those between the smaller 
 manufacturing centres as among themselves are, when we take into 
 account the heavy gradients, the intricate and frequently-recurring 
 junctions, and the generally complicated nature of the Lancashire 
 and Yorkshire system, very creditable. The inclusive speeds are, 
 as a rule, no higher than 35 miles an hour ; but with such obstacles 
 to fast running as we have mentioned, no more can reasonably be 
 desired. The seaside resorts also are by no means neglected. 
 Fleetwood is in direct through communication with Leeds ; Scar- 
 borough with Liverpool; and Blackpool with almost all places of 
 importance on the system. All this is very admirable, and most of 
 it has been developed in the last few years. 
 
 The Lancashire and Yorkshire has, until lately, had no great 
 reputation for punctuality. But of late years there has been a 
 determination to wipe out the record of the past, and substitute 
 another of a more praiseworthy kind. The result is that at present 
 the Lancashire and Yorkshire services are conducted with credit to 
 the company and general satisfaction to the public. It is, in fact, one 
 of those lines, like the London and South-Western, which, after 
 earning the bad opinion of all, seems suddenly to have determined 
 
112 
 
 British Railways. 
 
 that there shall not only be no further ground for complaint in the 
 future, but that the commendation of the public shall take its place. 
 We are, therefore, very glad to state that the punctuality of the 
 Lancashire and Yorkshire can now be fairly described as good, and 
 this in spite of a system perhaps the most difficult in England to 
 work. 
 
 In the neighbourhood of Liverpool and Manchester the Lancashire 
 and Yorkshire local traffic is heavy, and there are numerous season- 
 ticket holders. The carriages used for this traffic — formerly very 
 bad — still need improvement ; and when the company get rid of 
 their too plentiful antiquated passenger stock, their short-distance 
 travellers will have small reason to complain of insufficient accom- 
 modation. 
 
 The table alluded to above is now given : — 
 
 
 
 Number of trains at or over 
 
 
 
 
 Between 
 
 
 
 
 
 
 
 35 miles per 
 
 40 miles per 
 
 45 miles per 
 
 
 
 
 Manchester 
 
 Miles. 
 
 hour. 
 
 hour. 
 
 hour. 
 
 Fastest. 
 
 Remarks. 
 
 and 
 
 ^ 
 
 )-' 
 
 1-' 
 
 y^ 
 
 u 
 
 ^ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 S it5 
 
 C to 
 
 S b^ 
 
 c "It* 
 
 £ c S 
 
 c ■&! 
 
 
 
 
 
 
 rt OJ 
 
 fSi-: 
 
 2 rt i» 
 
 ^%l 
 
 rt (L. 
 
 ~ rt u 
 
 
 
 
 
 
 is-s 
 
 fe^-s 
 
 is-g 
 
 eSs-S 
 
 Hr. 
 
 Min. 
 
 
 
 
 
 
 
 
 
 
 
 f 
 24^, 
 
 One up train z//a 
 
 Wigan (^vid new 
 
 i7i 
 
 6 
 
 7 
 
 5 
 
 4 
 
 None. 
 
 None. 
 
 
 
 Bolton exceeds 35 
 
 line) 
 
 
 
 
 
 
 
 
 
 ( 
 
 miles per hour. 
 Good service each 
 
 Preston . 
 
 3°l 
 
 7 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 
 
 So{ 
 45) 
 
 way at 30 to 35 miles 
 
 per hour. 
 
 One up train vja. 
 
 Southport (di- 
 
 35 
 
 7 
 
 8 
 
 6 
 
 5 
 
 None. 
 
 I 
 
 
 
 Bolton exceeds 35 
 
 rect) 
 
 
 
 
 
 
 
 
 
 ( 
 
 miles per hour. 
 Various routes are 
 taken. Some of the 
 
 Blackpool (Tal- 
 
 47* 
 
 2 
 
 5 
 
 I 
 
 z 
 
 None. 
 
 None 
 
 I 
 
 xJ 
 
 trains run only on 
 
 bot Road via 
 
 
 
 
 
 
 
 
 
 [ 
 
 certain days of the 
 
 Atherton) 
 
 
 
 
 
 
 
 
 
 J 
 
 week. 
 
 Rest train runs v d 
 
 Fleetwood {,via 
 Bolton and 
 Choiley) 
 
 5t 
 
 2 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 I 
 
 Bolton and Chorley ; 
 several others vid 
 Atherton, 50 miles. 
 Five trains run on 
 
 Liverpool {,viA 
 
 36J 
 
 16 
 
 15 
 
 16 
 
 15 
 
 16 
 
 15 
 
 
 
 certain days of the 
 
 new line) 
 
 
 
 
 
 
 
 
 
 
 week only. 
 The best trains be- 
 tween Manches er 
 
 Blackburn 
 
 24i 
 
 >rone. 
 
 None 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 Q 
 
 43 < 
 
 and Bla':kburn are 
 worked by the Mid- 
 land Company. 
 
 Accrington 
 
 23 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 
 
 38 
 
 "{ 
 
 Can also be reached 
 
 Burnley 
 
 29 
 
 None 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 
 
 via. Todmorden in 
 from 60 to 70 mins. 
 
 
 
 
 
 
 
 
 
 
 [ 
 
 by best trains. 
 
 Halifax 
 
 32i 
 
 7 
 
 8 
 
 None. 
 
 I 
 
 None. 
 
 I 
 
 
 
 41 
 
 
 Bradford . 
 
 404 
 
 None. 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I 
 
 B{ 
 
 Several at from 30 to 
 35 miles per hour. 
 
 Leeds 
 
 48I 
 
 6 
 
 6 
 
 None. 
 
 I 
 
 None. 
 
 None. 
 
 I 
 
 T3 
 
 
 Huddersfield 
 
 39^ 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I 
 
 10 
 
 
 York. 
 
 75i 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 2 
 
 
 
 
The Lancashire and Yorkshire. 113 
 
 (U) Rolling Stock and General Accommodation. — As 
 noticed above in our remarks on tlie local services, the Lancashire and 
 Yorkshire accommodation is very rapidly improving. The old stock 
 — some of the worst in England — is now disappearing, and the new- 
 coaches, of wiiich at present the through trains and many others 
 are exclusively made up, are some of the best in England. Exceed- 
 ingly roomy and comfortable, they are at the same time lighted by gas 
 and provided with the Vacuum brake. The line also is protected 
 by excellent signalling ; stations, in many places inadequate, are 
 being rapidly bettered, and the new structures at Liverpool, Brad- 
 ford, and Blackburn, are evident signs of a long-deferred, but still 
 welcome, increase of enterprise on the Lancashire and Yorkshire. 
 
 Another interesting and encouraging feature is the liberal 
 provision of through carriages. No one more truly appreciates the 
 convenience of a through carriage than the traveller who finds he 
 has to change at frequent junctions. So complex a system as the 
 Lancashire and Yorkshire might readily have been excused in this 
 particular; but there is no need of excuse. Nearly all the towns of 
 importance are connected by through carriages with one another, 
 and many of them with points off the system, such as Scarborough, 
 Sheffield, London, and Scotland. 
 
 (3) Locomotive Work. 
 
 (a) Speed. — Few lines during recent years have increased their 
 booked speeds so much as the Lancashire and Yorkshire. Not so 
 long ago this railway possessed no direct route between Liverpool 
 and Manchester, but had to make a detour via Bolton. By the 
 construction of the new loop from Pendleton to Hindley, trains are 
 enabled to avoid the crowded hnes near Bolton, and quicker timings 
 have been put into operation. Thus we now find that trains run 
 hourly each way between Liverpool and Manchester in 45 minutes 
 (361 miles) over a road by no means free from gradients. These 
 are very creditable performances, although the trains are light. Over 
 this new line are also run some very fast expresses to and from 
 Southport, the best of which attain speeds well over 45 miles an 
 hour, and in one case 50 is exceeded — St. Luke's, Southport, to 
 Salford (34^ miles) in 39 minutes. To Blackpool and Fleetwood the 
 service has also been quickened, although the speed here is generally 
 under 45 miles an hour. The fastest trains to Blackburn and 
 Hellifield from Manchester and Liverpool are worked by ihe Midland 
 Company, and will be referred to later. 
 
114 British Railways. 
 
 East of Manchester the speeds seem considerably lower. This 
 is owing to the number of stops made by the trains, which rarely 
 get a clear run of any length. Many of these short runs are, 
 however, exceedingly smart, and it may always be assumed that they 
 are much better in actual work than their modest 35 to 45 miles an 
 hour speed on paper would lead us to imagine. Exceptions occLir 
 now and then, as, for instance, in the case of the 9.42 a.m. from 
 Halifax, which is timed to reach Manchester (32^ miles) only 41 
 minutes later. 
 
 (b) Gradients. — As we have previously remarked, the Lanca- 
 shire and Yorkshire system serves so many large towns at small 
 distances from one another that stops, even with the best trains, are 
 frequent. Ttiis being so, it will be unnecessary to refer to the 
 gradients at any great length. Over a considerable extent of the 
 line they are severe, especially in those parts where the system 
 intersects the Pennine range. For the most important section of the 
 line, that from Liverpool to Manchester, we give a gradient profile, 
 furnishing the requisite information, and describe the rather heavy 
 route from Manchester to Leeds below. 
 
 From Victoria the line rises for three miles to Newton Heath on 
 I in 77, 150, 102, 63, and 135, and thence more gradually (about 
 I in 150, with a short piece of level near Middleton Junction) for 
 seven miles to Castleton. An easy ascent of eight miles at about 
 I in 330, with short stretches of level, brings us to Walsden, whence 
 to Sowerby Bridge the line falls six miles of i in 183 past 
 Mytholmroyd, and six at about i in 350. This is followed by three 
 miles rising at 1 in 120 and three of i in 200 and 236 past Halifax. 
 The ascent then becomes gradual for four miles, after which the line is 
 more severe, rising at i in 150 and i in 100 for two miles past 
 Bowling. A descent of seven miles, consisting of four miles of 
 I in 100, two of 1 in 150, and nearly a mile of r in 50, brings us 
 to Leeds. The route therefore is trying, as the gradients are massed 
 together in tolerably long stretches. 
 
 {c) Locomotives. — The number of locomotives necessary to 
 work so complicated a system is largely in excess of that required 
 for a line such as the Great Northern, much of which runs throuo-h 
 agricultural districts. They are under the superintendence of 
 Mr. Aspinall, and have recently much increased in size and 
 power. For most of the trains the company use a powerful class 
 with 18 in. by 26 in. cylinders, and fitted with Joy's motion, but just 
 lately a very fine locomotive has been turned out by Mr. Aspinall 
 
ZLateS. 
 
 mancklster 
 [victoria] 
 
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 ATHERTON 
 
 
 
 
 
 
 
 
 
 
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 116 
 
 
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The Lancashire and Yorkshire. 
 
 115 
 
 for fast express traffic. Dimensions of both these classes are given 
 below :— 
 
 Cylinders 
 Driving wheels 
 Heating surface — 
 
 Tubes 
 
 Box 
 
 Total 
 Number of tubes 
 Diameter of tubes 
 Grate area 
 Boiler pressure 
 Weight in working order — 
 
 Bogie 
 
 Driving 
 
 Trailing 
 Weight of tender (full) 
 Water capacity 
 
 in. 
 ft., in. 
 
 sq. ft. 
 
 in. 
 
 sq. ft. 
 lbs. 
 
 tons, cwts. 
 
 tons, cwts. 
 
 tons, cwts. 
 
 tons, cwts., qrs. 
 
 galls. 
 
 6 ft. Coupled. 
 
 18 by 26 
 6 o 
 
 112132 
 
 107-68 
 
 1,229 
 
 220 
 
 li 
 
 160 
 
 13 16 
 
 15 o 
 
 14 10 
 
 27 9 o 
 
 2,000 
 
 A good deal of the local and short-distance passenger work is 
 performed by a very useful class of tank engine with leading and 
 driving wheels coupled 5 ft. 8 in. in diaineter, and with 1 7^ in. by 
 26 in. cylinders. Another class has recently been built for the 
 heaviest suburban work with cyhnders 18 in. by 26 in., wheels 5 ft. 
 7 in. in diameter, and front and hind radial axles. 
 
 The company's locomotive works are at Horwich. The brake 
 used is the Automatic Vacuum. 
 
 {d) Actual Performances. — Many of the Lancashire and 
 Yorkshire performances do not look so good on paper as they 
 really are. This is because the runs are so short. It is obvious 
 that to run 10 miles in 13 minutes is harder than to run 60 miles in 
 78 minutes; because, although the speed is actually the same in each 
 case, the loss of time starting and stopping is felt on the short run 
 much more than on the long one. Some of the Manchester to 
 Liverpool and Manchester to Southport expresses, however, furnish 
 us with excellent examples of what the Lancashire and Yorkshire 
 can do when unfettered by continual stoppages. We have two 
 instances where the run from Manchester to Liverpool was done in 
 just over 43 minutes (36^ miles). This, although the load was only 
 about five coaches, is very good, considering the course run over. 
 Elsewhere on the system the loads are heavier, but never extremely 
 so — the average not being over 12 to 13 coaches. As an example 
 I 2 
 
ii6 
 
 British Railways. 
 
 of a fast stopping train we give below a few details of observations 
 made in December, i88q. 
 
 Stations, 
 
 Time Due. 
 
 Time Actual. 
 
 Mis. Yds. 
 
 Remarks. 
 
 Todmorden 
 
 Eastwood 
 
 dep. 
 pass 
 
 P.M. 
 
 4 
 
 H. M. s. 
 
 4 4 38 
 
 4 6 57 
 
 2 380 
 
 Engine 880 ; 
 load 12 coaches ; 
 
 Hebden Bridge 
 
 Mytholmroyd 
 
 Luddendenfoot 
 
 pass 
 pass 
 pass 
 
 ^ 
 
 4 10 35 
 4 11 53 
 
 4 13 21 
 
 2 469 
 I 392 
 I 1,132 
 
 weather greasy. 
 
 Sowerby Bridge 
 
 arr. 
 dep. 
 
 4 12 
 4 15 
 
 4 16 6 
 4 20 17 
 
 I 1,297 
 
 
 Halifax 
 
 arr. 
 
 4 22 
 
 4 26 18 
 
 4 4 
 
 
 ,j 
 
 aep. 
 
 4 24 
 
 4 29 10 
 
 
 
 Low Moor . 
 
 arr. 
 
 4 32 
 
 4 37 59 
 
 5 312 
 
 
 It will be seen from the above that the 9 miles 150 yards from 
 Todmorden to Sowerby Bridge was covered in 11 minutes 28 seconds, 
 and from passing Mytholmroyd to passing Luddendenfoot (i mile 
 1,132 yards) only took i minute 28 seconds, which equals a speed 
 of 6 7 1 miles an hour. Both these are indeed excellent. 
 
 Through the kindness of the Locomotive Superintendent, Mr. 
 Aspinall, we are enabled to give, together with the gradient profile of 
 the line between Manchester and Liverpool, two diagrams showing 
 the running between these points taken by means of a speed recorder. 
 We have also been furnished with similar diagrams of two perform- 
 ances on the section between Manchester and Leeds, but as these 
 simply corroborate our own figures given above from Todmorden to 
 Low Moor, we do not include them here. 
 
117 
 
 III. 
 
 THE NORTH BRITISH. 
 
 (i) General Description of the Line. 
 
 This railway, extending over a length of about i,ooo miles, is 
 the largest in Scotland. It is, however, scarcely the leading system 
 in the northern half of our island — that position being still held by 
 the Caledonian ; but of late years the North British has begun to 
 seriously menace the position held by its rival ; and, with proper 
 development, its system should in time become the more important 
 of the two. Its lines radiate in all directions from Edinburgh. To 
 Berwick, in the east, is an integral part of the East-Coast system ; to 
 Carlisle in the south, through Galashiels and Hawick, is an equally 
 important part of the through Midland route from England to 
 Scotland. The traffic from these two systems is broken up and 
 marshalled at the famous (or infamous) Waverley Station, Edinburgh, 
 and forwarded thence to Glasgow and Helensburgh (for the coast) via 
 Linhthgow and Falkirk ; to Perth (where the Highland Railway gives 
 a connection to the most remote parts of Scotland) via the Forth 
 Bridge, Dunfermline, and Kinross ; and to Dundee and Aberdeen 
 via the Forth and Tay Bridges. Previous to 1890 the N.B. Com- 
 pany had by no means such direct routes. They were at a serious 
 disadvantage when competing with the Caledonian for the traffic 
 from England, Edinburgh and Glasgow to Perth, Dundee and 
 Aberdeen. This traffic now travels mainly over the Forth Bridge, 
 whereas it formerly went by the Caledonian system iiia Larbert and 
 Stirling. The disadvantages, therefore, under which the company 
 
1 1 8 British Rail wa ys. 
 
 laboured are now no longer felt, and the Forth Bridge, despite its 
 enormous cost, should prove, with good management, an excellent 
 speculation for them. 
 
 There are also many other important lines owned by this com- 
 pany. Among these are : from Edinburgh to Glasgow vtd Bathgate, 
 Airdrie and Coatbridge ; from Glasgow via Dumbarton to Balloch 
 for Loch Lomond ; from Glasgow to Aberfoyle for the Trossachs ; 
 from Edinburgh to Galashiels via Peebles ; from Thornton Junction 
 to St. Andrews ; from Dunfermline to Stirling ; from Stirling to 
 Balloch ; and from Carlisle to Silloth. Besides these there are 
 several minor lines in Fife, and quite a number of suburban lines 
 near Edinburgh. Then we have the very important West Highland 
 line, which is to open out the west coast of Scotland, and which will, 
 if extended far enough, compete to some purpose with the present 
 Highland Railway. This new line will not be owned by the North 
 British, but simply controlled and worked by them. Already the 
 works have made great progress, and it will, therefore, not be long 
 before the North British have established themselves in this district 
 also. Quite recently, also, an amicable arrangement with the 
 Caledonian, by which an interchange of working powers will be 
 effected, has been arrived at, and will, no doubt, prove highly 
 beneficial to both systems. 
 
 (2) Travelling Facilities. 
 
 (a) Services between Chief Towns. — Taking Edinburgh as 
 our centre, we find that the North British services are fairly good, 
 but at some points stand in need of improvement. Below we give 
 a list showing how quickly and how often the other large Scottish 
 towns can be reached from the metropolis. To Glasgow, Perth, and 
 Dundee the services might be slightly improved, but as they now 
 stand there is no great ground for complaint. To Aberdeen 
 some improvement could be effected, while to Carlisle (for the 
 Midland route to London) the service is an excellent one, 
 but considering that the Caledonian route is three miles longer, 
 and their day express takes half an hour less on the journey, 
 some improvement is necessitated by the competition here. 
 The company's line to Berwick is not used by them for 
 express trains, the North Eastern Company running them over 
 this section. 
 
The North British. 
 
 119 
 
 
 
 
 No. 
 
 of Trains at or over 
 
 
 
 
 Between 
 
 Miles. 
 
 
 
 
 
 test. 
 
 
 Edinburgh 
 
 35 mis. per hour. 
 
 40 mis. per hour. 
 
 43 mis. per hour. 
 
 Fa 
 
 Remarks. 
 
 and 
 
 
 
 
 
 
 
 
 
 Down. 
 
 Up. 
 
 Down. I Up. 
 
 Down. 
 
 Up. |Hr 
 
 Min. 
 
 
 Galashiels . 
 
 334 
 
 5 
 
 4 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 
 
 49 
 
 1 Over 
 
 Hawick 
 
 524 
 
 3 
 
 4 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I 
 
 24 
 
 \ heavy 
 
 Carlisle 
 
 98: 
 
 4 
 
 4 
 
 I 
 
 None. 
 
 None 
 
 None. 
 
 2 
 
 19 
 
 ) gradients 
 
 Airdrie 
 
 33: 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I 
 
 
 
 
 Glasgow 
 
 47r 
 
 10 
 
 8 
 
 3 
 
 4 
 
 None. 
 
 None. 
 
 I 
 
 10 
 
 
 Helensburgh 
 
 67; 
 
 7 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 I 
 
 35 
 
 
 Dunfermline 
 
 
 
 
 
 
 
 
 
 
 
 (Lower) 
 
 19I 
 
 II 
 
 I 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 
 
 28 
 
 
 Perth 
 
 Mi 
 
 9 
 
 4 
 
 3 
 
 I 
 
 None. 
 
 None. 
 
 I 
 
 7 
 
 Over 
 
 Dundee 
 
 59i 
 
 4 
 
 2 
 
 2 
 
 None. 
 
 2 
 
 None. 
 
 I 
 
 15 
 
 \ heavy 
 
 St. Andrews 
 
 56 
 
 None. 
 
 None 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I 
 
 40 
 
 gradients 
 
 Aberdeen . 
 
 130^ 
 
 4 
 
 3 
 
 2 
 
 None. 
 
 None. 
 
 None. 
 
 3 
 
 ■3 
 
 
 Looking now to the services from Glasgow to Pertli, Dundee, 
 and Aberdeen, we find that the company do not seriously compete 
 with the Caledonian to Perth. They should, however, set about 
 doing so at once, as undoubtedly a great accession of traffic would 
 accrue to them thereby. The best Caledonian trains to Perth, 
 Dundee, and Aberdeen, from Glasgow take i hour 32 minutes, 
 -> hours s minutes, and 3f houis, respectively; while the North 
 British Company, with only a slightly longer route, can do no 
 better than i hour 55 minutes, 2 hours 15 minutes, and 4 hours 
 20 minutes, respectively. The North British Company thus lag 
 much behind their rivals in the service between Glasgow and the 
 north, as well as between Edinburgh and Carlisle. Perth is reached 
 from Glasgow via Alloa and Kinross; Dundee and Aberdeen via 
 the Forth and Tay Bridges 
 
 But it is little use commenting on train services when these prove 
 to be only paper services, and when there is no apparent intention of 
 carrying them out in actual practice. There is probably no more 
 unpunctual railway in the British Islands than the North British. 
 What the Great Northern and Midland companies think of the 
 mismanagement in working the through express services we 
 should hardly like to say ! Many of the delays are, undoubtedly, 
 due to want of space at the Waverley station. During the summer 
 of 1890 this was daily a scene of the wildest confusion, and we 
 think it is within the mark to say that few trains were ever under 
 half an hour late, and many were frequently from one to two hours 
 
I20 British Railways. 
 
 behind time. This state of things continued from June right through 
 the season, and, as most of the trains delayed were through expresses, 
 the block at the Waverley disorganised traffic throughout the 
 kingdom, and its effects were felt equally at Penzance and Wick. 
 So great was the disorganisation that efforts are now being made to 
 enlarge the station, but it will be of little use to do this unless the 
 management wake up to the idea that trains must be run punctually. 
 At present, a journey on the North British is very seldom accom- 
 plished without losing time on the road and at stations. The latter 
 are much under-manned, and duties — there being httle discipline 
 worth mentioning — are performed in the most listless manner. The 
 author of this work has performed nearly seventy journeys on the 
 Waverley route with the through expresses from the south, and on 
 about sixty ha,s lost time either in running or at stations. In 
 winter things are much better, but directly a press of traffic taxes 
 its energies the North British ignominiously succumbs. The 
 management should realise that it is a great company they control, 
 and not treat its concerns in the haphazard manner indicated. The 
 new General Manager, Mr. Conacher, seems already to have taken 
 some steps in the right direction. 
 
 There is no great amount 'of local traffic on the North British 
 except in the neighbourhood of Edinburgh, where a large passenger, 
 traffic is dealt with. The system mainly consists of through routes, 
 which have been discussed above. Generally speaking, the local 
 services of the company are fairly good, but might be more frequent 
 in many cases. Punctuality in summer is poor, and in 1890 the 
 runnings on the Edinburgh suburban line were so irregular as to be 
 quite a curiosity. 
 
 (b) Rolling Stock AND General Accommodation. — There is 
 still room for extensive improvement in the North British carriage 
 stock. Spasmodic efforts have done a little in this direction, but the 
 normal state of the coaches is below the average, many on the 
 branch lines unpleasantly recalling the South Eastern and 
 London, Chatham and Dover Railways. Even the new stock 
 turned out by the company is not quite up to modern standards. 
 But great progress has been made in lighting the carriages by gas, 
 and most of the stock has been fitted with the Westinghouse brake. 
 The through stock running to England by the Midland and East 
 Coast routes, however, is excellent, the latter being remarkably so. 
 In other respects one cannot greatly admire the North British. 
 The permanent way might in. places be improved, and, until some 
 
The North British. 121 
 
 few years back, the block system was not provided on many important 
 sections. This, of course, is now much better. The company's 
 stations are often deficient in accommodation, many of the wayside 
 stations on the Waverley route being conspicuously so. But in this 
 respect the Waverley Station itself is " the head and front of the 
 offending." Progress doubtless is being made, but not fast enough, 
 and in many points the North British is greatly inferior to its 
 rival, the Caledonian. 
 
 {3) Locomotive "Work. 
 
 {a) Speed. — High-booked speeds on the North British Railway 
 are infrequent, on account of the prevalence of heavy gradients 
 (for which see below). On the Waverley route speed between 
 stations is rarely above forty miles an hour, and this is, perhaps, 
 all that could reasonably be expected. We think the best instance 
 on this section is that of the down Scotch express, which runs 
 from Carlisle to Edinburgh (98^ miles) in 139 minutes, in- 
 cluding a stop at Portobello. Train loads are often heavy, 
 and pilot engines are almost always used for the most severe 
 banks. 
 
 North of Edinburgh, the best work on the North British is on 
 the routes to Perth and to Dundee and Aberdeen. On both 
 of these sections there is a fair amount of speed at from forty to 
 forty-five miles per hour. The best instances are the down 
 expresses from Edinburgh to Perth (47I miles) in 67, 70 (with 
 one stop), and 72 minutes (with two stops), and the up express 
 in 70 minutes (with one stop) ; and the two down morning ex- 
 presses to Dundee (59:^ miles) in 75 minutes (a very creditable 
 performance. Between Dundee and Aberdeen (7i3r miles) 
 the best work is done by two up trains in 105 minutes 
 (each with three stops). It must, however, be mentioned that 
 the up trains from Perth and Dundee to Edinburgh very 
 often fail to maintain these booked times, especially if heavily 
 laden. 
 
 On the Edinburgh and Glasgow line there is a fair amount of 
 speed just over forty-five miles per hour between Haymarket and 
 Cowlairs. This is throughout a level course, and the trains are 
 only moderately heavy. On the other parts of the North 
 British system speeds are only poor and might be improved. 
 
122 British Railways. 
 
 especially between such important centres as Edinburgh and Stirling, 
 and Glasgow and Perth. 
 
 {b) Gradients. — There is, without doubt, no line in the king- 
 dom over which express trains run so very steep as the North 
 British. The line from Berwick to Edinburgh has been already 
 described under the North-Eastern, as belonging more properly to 
 that company, since their locomotives do all the express work over 
 it. The section between Edinburgh and Glasgow is an exception, 
 being almost a dead level throughout, and greatly contrasting with 
 the rival Caledonian line. But from Carlisle to Edinburgh, as may 
 be seen from the accompanying gradient profile, is a very arduous 
 route. The lines running north to Perth, Dundee, and Aberdeen, 
 can hardly be described as much easier. In fact, the Perth route is, 
 perhaps, harder than the Waveriey. From Edinburgh to the Forth 
 Bridge is partly composed of steep undulations, which, after crossing 
 the bridge become worse, and culminate in a three-miles rise of i in 
 80 into Dunfermline. From this point to Kinross there are ups and 
 downs (generally short) of i in 78, 85, 88, 132 and i5o, after which 
 comes a long rise to Glenfarg, of which much is r in 94 and i in no. 
 Thence to Perth is a steep descent, six miles of it being i in 74. 
 The Aberdeen route is not so hard as this, but is, nevertheless, 
 sufficiently bad, and has, moreover, the disadvantage of crossing both 
 the Forth and the Tay bridges. 
 
 {c) Locomotives. — These are of a very powerful type, and well 
 fitted to grapple with the difficulties of the North British road. The 
 present superintendent, Mr. Holmes, has more or less adhered to 
 the types of his predecessor, Mr. Drummond, and justly so, we 
 think, considering the numerous classes already on the North' 
 British. As mentioned in the article on the London, Brighton and 
 South Coast Railway, there is much similarity between the loco- 
 motives of the two companies — Mr. Drummond having at one time 
 assisted Mr. Stroudley. Among the multiform types of passenger 
 locomotives owned by the company those with cylinders 18 inches 
 by 26 and 6-feet 6-inch drivers, with bogies are generally selected 
 for the heaviest work. These were built by Mr. Drummond, and 
 much resemble the bogies built by him for the Caledonian Company. 
 His successor, Mr. Holmes, has built two classes described below, 
 retaining the same cylinder dimensions. Each of these types has 
 about 30 tons available for adhesion, and weighs about 45 tons in 
 working order. Between them these three classes work most 
 of the North British express and heavy fast traffic, although 
 
Plate HI. 
 
Pk-teXIII. 
 
IsSZ 
 
 Plate XIY. 
 
 / NEWCASTIETOIH 
 
 J 
 
 KER*HO*E FOOT 
 
 100 
 
 ISO \ PO RT CARLISLE JN 
 \ CARLISLE 
 
The North British. 
 
 123 
 
 there are occasionally seen some of the older types, of which 
 this company has such a variety. The local and short-distance 
 passenger traffic is worked by some suitable descriptions of tank 
 engines ; and a very powerful six-coupled class of goods engines 
 performs well on the steep grades so often met with on this system. 
 A few further particulars of the express types are given below ; — 
 
 Designer of Class. 
 
 Cylinders. 
 
 Diameter of 
 Driving 
 Wheels. 
 
 No. 
 
 of 
 
 Tubes. 
 
 Diameter 
 
 of 
 
 Tubes. 
 
 Boiler 
 Pressure. 
 
 Heating 
 Surface. 
 
 
 Tubes. 
 
 Fire- 
 box. 
 
 Mr. Drumraond . 
 Mr. Holmes 
 
 l8 in. by 26 
 18 in. by 26 
 
 18 in. by 26 
 
 6 ft. 6 in. 
 
 7 ft. 
 
 6 ft. 6 in. 
 
 238 
 206 
 
 if in. 
 if in. 
 
 140 lbs. 
 140 lbs, 
 
 140 lbs. 
 
 Sq.Ft. 
 
 1,148 
 1,007 
 
 Sq. Ft. 
 118 
 119 
 
 Ditto . . . 
 
 1266 
 
 (d) Actual Performances. — It has frequently been remarked 
 that the bogie engines built by Mr. Drummond for the Caledonian 
 Railway seem capable of much better work than the almost similar 
 type also built by him for the North British. The difference, we 
 believe, is more apparent than real, and probably arises from the 
 fact that on the Caledonian every ounce of work is got out of the 
 engine, whereas the more easy-going North British is content to 
 run its trains more slowly and to arrive less punctually. The 
 writer has gone up Beattock Bank (ten miles, averaging i in 80) with 
 one Caledonian engine and 17 coaches in 23 minutes, and in 20 
 minutes with i engine and 15 coaches. But the North British 
 trains always stop at Newcastleton for an assisting engine or 
 pilot for the ten miles of i in 70, even when the load is only nine or 
 ten coaches. And yet both Caledonian and North British loco- 
 motives are almost identical. Occasionally, however, the North 
 British gives us a sample of its real quality. This gtnerally 
 happens about once out of ten or a dozen journeys. Some of these 
 rather rare feats we now give. They are all from personal ex- 
 perience, and it must be remembered that for each of the good 
 performances stated below, we can put against it several bad 
 ones. 
 
 On the Edinburgh and Glasgow line the writer's best observations 
 show only moderate work. He has gone from Queen Street to 
 Haymarket, 45I miles, with i engine and 15 coaches, in 60-^ minutes, 
 this time including a loss of two minutes by signals. Coming now to 
 the Waverley route, the steep piece from Edinburgh to Falahill 
 
124 British Railways. 
 
 (i8 miles) was done in 27 minutes with 2 engines and 15 coaches. 
 This is not so good as the work noted in the other direction, namely, 
 from Galashiels to Edinburgh. This was done with 2 engines and 
 15 m 47 minutes 22 seconds, of which the is|^ miles up to Falahill, 
 where the pilot detaches, occupied 24I minutes. With i engine 
 and 12 coaches, 46-^ minutes was taken, 26^ of them being the time 
 to Falahill ; and with 17 coaches and i engine, 5o| minutes, 291^ of 
 them to Falahill. Better again is Newcastleton up to Whitrope 
 Tunnel (see profile). These 10 miles took 19 minutes with 2 
 engines and 15 on, and 175^ minutes with 2 engines and 12 on, in 
 both cases starting from Newcastleton. Up the other side the 10 
 miles from Hawick was done in 18 minutes 32 seconds, with 2 
 engines and 20 coaches, the train starting from Hawick and passing 
 Stobs (4 miles) in 7I minutes, and Shankend (7 miles) in 13 J. This 
 is one of the best performances the writer ever accomplished on the 
 North British. The very same train, but with i engine and :o 
 coaches, started from a conditional stop at Steele Road and stopped 
 at Riddings 17 minutes 32 seconds later, a distance of 14! miles. 
 This might rank with the best performances on other lines. On 
 another occasion, with 17 coaches and i engine, we started from 
 Hawick and stopped in Melrose, 15! miles away, in 18 minutes 
 23 seconds. A run like this redeems ten or a dozen of the usual 
 North British performances. 
 
 With a light load (7.^ coaches) Perth to Dunfermline was covered 
 in 37^- minutes (28!- miles;, the last mile into Dunfermhne taking 
 three minutes, and the steep i in 74 of Glenfarg being mounted at 
 the steady pace of 34 miles an hour. Lastly, with 1 6 on, Corstor- 
 phine was passed in 18 minutes 50 seconds after leaving Dunfermline, 
 a distance of i5f miles. 
 
 An excellent performance from Edinburgh to Carlisle is given 
 below in some detail. It illustrates North British locomotives at 
 their best, and is further instructive as showing how slowly the station 
 work on this system is generally performed. 
 
The North British. 
 
 125 
 
 EDINBURGH TO CARLISLE. 
 
 Stations. 
 
 Mis. Chns. Time Due. 
 
 Time Actual. 
 
 Remarks. 
 
 
 
 
 P.M. 
 
 H. M. .s. 
 
 
 Edinburgh (Wav 
 
 )dep. 
 
 — 
 
 2 35 
 
 2 69 18 
 
 Engines 343 and 488 
 
 Portobello . 
 
 
 3 o 
 
 — 
 
 3 3 43 
 
 and 15 coaches. 
 
 MillerhiU . 
 
 
 3 19 
 
 _ 
 
 3 7 55 
 
 Weather : Fair. 
 
 Eskbank . 
 
 
 I 57 
 
 — 
 
 3 1° 14 
 
 
 Dalhousie . 
 
 
 I 3 
 
 — 
 
 3 II 21 
 
 
 Gorebridge 
 
 
 3 2 
 
 — 
 
 3 16 6 
 
 
 Fushiebridge 
 
 
 o 6o 
 
 — 
 
 3 17 15 
 
 
 Tynehead . 
 
 
 3 20 
 
 — 
 
 3 23 4 
 
 Engine 343 detached. 
 
 Falahill . 
 
 
 I 75 
 
 — 
 
 3 26 30J 
 
 I'rain nearly stopped 
 dead. 
 
 Heriot . 
 
 
 I 13 
 
 — 
 
 3 .30 12 
 
 
 Fountainhall 
 
 
 3 36 
 
 — 
 
 3 34 
 
 
 Stow . 
 
 
 4 7 
 
 — 
 
 3 38 26 
 
 
 Bowland 
 
 
 .3 10 
 
 — 
 
 3 41 52 
 
 
 Galashiels . 
 
 arr. 
 dep. 
 
 |3-| 
 
 3 26 
 3 28 
 
 3 46 63 
 3 51 38 
 
 
 TVIplros© 
 
 arr. 
 
 }3 54| 
 
 — 
 
 3 57 13 1 
 
 Engine 488 and \^\ 
 
 U^ ^ X^ U d ^ . 
 
 dep. 
 
 3 35 
 
 4 7 8) 
 
 coaches hence. 
 
 St. Boswells . 
 
 arr. 
 dep. 
 
 J3 28| 
 
 3 42 
 3 44 
 
 4 13 30 
 4 18 36 
 
 
 Belses . 
 
 
 4 48 
 
 — 
 
 4 26 18 
 
 
 Hassendean 
 
 
 3 30 
 
 — 
 
 4 30 52 
 
 
 Hawick . 
 
 \ arr. 
 \ dep. 
 
 J424{ 
 
 4 4 
 
 4 35 27 \ 
 4 42 28 1 
 
 Engines 243 and 488 
 and 19 coaches. 
 
 Stobs 
 
 
 3 69 
 
 — 
 
 4 50 I 
 
 
 Shankend . 
 
 
 3 II 
 
 — 
 
 4 55 35 
 
 Slowly through. Engine 
 
 Riccarton . 
 
 
 6 I 
 
 — 
 
 5 5 46- 
 
 243 (in rear) left train 
 at south end of Sum- 
 mit Tunnel. 
 
 Steele Road. 
 
 I arr. 
 
 }3 44{ 
 
 — 
 
 6 10 18 
 5 13 42 
 
 
 Newcastleton 
 
 
 4 45 
 
 — 
 
 5 19 47 
 
 
 Kershope Foot . 
 
 3 7 
 
 — 
 
 5 23 7 
 
 
 Penton 
 
 
 4 42 
 
 — 
 
 S 28 8 
 
 
 Biddings Jctn. 
 
 i arr. 
 
 \dep. 
 
 }.46{ 
 
 4 63 
 
 5 31 14 
 5 35 7 
 
 
 Scotch Dyke 
 
 
 2 IS 
 
 — 
 
 5 38 57 
 
 
 Longtown 
 
 f arr. 
 \ dep. 
 
 j 2 22 
 
 5 2 
 
 6 41 59 
 6 46 66 
 
 
 Lyneside . 
 
 
 2 77 
 
 — 
 
 5 51 
 
 
 Harker . 
 
 
 2 18 
 
 — 
 
 5 53 55 1 
 
 Twice slacked by sig- 
 nals after Ilarker. 
 
 Carlisle 
 
 arr. 
 
 4 31 
 
 5 20 
 
 6 1 57 
 
 
V. 
 THE EXPRESS LINES. 
 
 There are six railways in Great Britain which stand out so 
 prominently from the rest in express speed that we have here 
 classified them together, in order the more conveniently to compare 
 and test their respective merits. These lines are : — 
 
 (i) The Caledonian. 
 
 (2) The Glasgow and South-Western. 
 
 (3) The Manchester, Sheffield and Lincolnshire. 
 
 (4) The Great Northern. 
 
 (5) The Midland. 
 
 (6) The London and North-Western. 
 
 Each of these lines has its own special and peculiar speed 
 qualities. The Caledonian train services are good, and its steep 
 gradients afford probably more scope for the highest class loco- 
 motive work than any other of the lines mentioned. The Glasgow 
 and South-Western service is, perhaps, the best in the kingdom, 
 considering the comparatively small population areas on its route. 
 Its locomotive work is excellent. With certain modifications the 
 same may be said of the Manchester, Sheffield and Lincolnshire. 
 The Great Northern ranks high for good all-round excellence. The 
 Midland also occupies a good position, but of late has fallen 
 behind a little. The London and North-Western owns, generally 
 speaking, the easiest routes, consequently its competitive trains 
 are not, at times, so fast as they might be, but, on the whole, its 
 locomotive work and train services are of the highest standard and 
 eminently creditable to the premier position held by the company. 
 
129 
 
 THE CALEDONIAN. 
 
 (i) General Description of the Line. 
 
 This is the leading Scotch system, and extends over more than 700 
 miles of line. It comprises a main line from Carlisle to Aberdeen, via 
 Carstairs, Stirling, and Perth. From this the main routes to 
 Edinburgh and Glasgow branch off at Carstairs and Law Junction 
 (or Holytown) respectively. From Glasgow and Edinburgh similar 
 lines join the trunk at Glenboig and Larbert. The other important 
 lines leaving the main route are those from Lockerbie to Dumfries ; 
 from Carstairs to Peebles ; from Stirling to Oban via Dunblane, 
 Callander, and Loch Awe ; from Crieff Junction to Crieff, and 
 thence to Perth ; from Perth to Dundee, and round by Forfar. 
 Not directly connected with the main route are the important 
 sections from Edinburgh to Glasgow via Midcalder and Holytown 
 Junction ; from Glasgow through Paisley to Greenock and Gourock, 
 with a branch to Wemyss Bay; and from Glasgow over the joint 
 line to Kilmarnock, with working powers over the Lanarkshire and 
 Ayrshire from Lugton to Ardrossan. Then there are some minor 
 lines in Forfarshire, and many short pieces in Lanark used chiefly 
 as mineral lines. The company are also owners jointly with the 
 London and North-Western, Midland, and Glasgow and South- 
 western of the Portpatrick and Wigtownshire Railways, remarks on 
 which will be found under the Glasgow and South-Western Railway. 
 
 (2) Travelling Facilities. 
 
 (a) Services between Chief Towns. — To give a proper idea 
 of the express services furnished on the Caledonian system, it will 
 be necessary to furnish two tables — one showing the communications 
 
 J 
 
130 British Railways. 
 
 between Glasgow, as the centre, and the other towns on the system, 
 and the other, those between Carhsle and the North, thus giving an 
 idea of the company's participation in the working of the West- 
 Coast traffic. 
 
 From an inspection of the first table it will be noticed that the 
 towns of Edinburgh, Greenock, Ardrossan, Perth, Dundee, and 
 Aberdeen are all fairly well served from Glasgow. This is the 
 more praiseworthy when the extremely heavy gradients are considered. 
 Particularly is praise due as regards the best trains between Glasgow, 
 Perth, Dundee, and Aberdeen. Here the North British, the rivals 
 of the Caledonian Railway, are completely beaten out of the field, 
 and although 3f hours may seem none too speedy between Glasgow 
 and Aberdeen (a distance of over 150 miles) it should be remem- 
 bered that we are not in wealthy England, with populous towns 
 springing up every few miles. To Greenock and Ardrossan the 
 trains are also very smart, considering the shortness of their course. 
 To Edinburgh the company's services are as quick as the North 
 British, although their route is as hilly as the North British is 
 flat. 
 
 Looking now to the services northwards from Carlisle in 
 continuation of the London and North- Western trains, we again 
 find ground for praise. To Edinburgh the North British cut a sorry 
 figure when compared with the magnificent two hours trains of the 
 Caledonian (loi miles), as they also do if the times taken from 
 Carlisle to Perth and Aberdeen by the two companies be compared. 
 The Caledonian Railway is in each case the longer route, yet the 
 journey is performed in quicker time. In the following table we 
 make a more detailed comparison between the rival lines. To 
 Glasgow and Greenock, however, the Caledonian Railway have an 
 opponent of different mettle to deal with, and although in this case 
 the company have a route 13J miles shorter to Glasgow than the 
 Glasgow and South-Western, their service is perhaps scarcely so 
 good. 
 
 Punctuality on the Caledonian Railway is often very good, and 
 often absent. The fastest trains are generally those which keep time 
 best, and in general it is only the slow trains and those with 
 connections off the Highland Railway which run late. Nevertheless, 
 there is scarcely that machine-like discipline which one meets with 
 on the London and North- Western ; and the occasional want of this, 
 coupled with poor station arrangements at one or two junctions, has 
 much to do with what unpunctuality does exist. 
 
The Caledonian. 
 We here give the tables referred to above : 
 
 131 
 
 
 
 Number of Trains at or over 
 
 
 
 Between 
 
 3S mil 
 
 es per 
 
 40 miles per 
 
 45 miles per 
 
 
 
 
 hour. 
 
 hour. 
 
 hour. 
 
 £ 
 
 
 Glasgow 
 
 § 
 
 
 
 
 
 tS 
 
 Remarks. 
 
 
 
 
 
 
 
 
 
 and 
 
 
 S^ 
 
 S 
 
 _ i 
 
 s 
 
 _ S: 
 
 ^ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 FliS' 
 
 M 
 
 hSC 
 
 tJJ 
 
 HSf 
 
 
 
 
 
 u<^ 
 
 JS 
 
 [X, » 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Hr.Min 
 
 
 Greenock (Cath- 
 
 2^ 
 
 7* 
 
 3* 
 
 None 
 
 None 
 
 None 
 
 None 
 
 36 
 
 (■ One each way on 
 
 cart Street) 
 
 
 
 
 
 
 
 
 
 ( week only. 
 
 Wemyss Bay 
 
 31 
 
 I 
 
 2 
 
 None 
 
 None 
 
 None 
 
 None 
 
 50 
 
 ('One train to Ar- 
 drossan and four 
 
 Ardrossan . 
 
 30 
 
 4 
 
 6 
 
 3 
 
 S 
 
 I 
 
 2 
 
 40 
 
 from that place 
 run on one day 
 of the week 
 only. 
 
 Edinburgh . 
 
 46i 
 
 6 
 
 8 
 
 2 
 
 4 
 
 None 
 
 None 
 
 I 5 
 
 ( Service not quite 
 
 Perth . 
 
 63i 
 
 4 
 
 3 
 
 I 
 
 None 
 
 None 
 
 None 
 
 1 32 
 
 I so good as in 
 ( previous years. 
 
 Dundee 
 
 86f 
 
 4 
 
 3 
 
 I 
 
 I 
 
 None 
 
 None 
 
 2 5 
 
 
 Aberdeen 
 
 153 
 
 5 
 
 3 
 
 I 
 
 None 
 
 None 
 
 None 
 
 3 45 
 
 
 TABLE .SHOWING SERVICES FROM CARLISLE TO THE NORTH 
 VIA CALEDONIAN AND OTHER ROUTES. 
 
 
 K 
 
 
 No. of Trains at 
 
 No. of Trains at 
 
 Fastest 
 
 by 
 C. R. 
 
 Fastest 
 
 
 Between 
 Carlisle 
 
 
 « 
 
 c > at 
 
 or over 40 miles 
 
 per hour by C. R. 
 
 route. 
 
 or over 40 miles 
 
 per hour by rival 
 
 route. 
 
 \,1 
 rival 
 route. 
 
 Remarks. 
 
 and 
 
 
 
 
 
 
 
 
 Miles. 
 
 Miles. 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 Hr.Min. 
 
 Hr.Min. 
 
 
 Glasgow. 
 Greenock . 
 
 102^ 
 
 i25i 
 
 115J 
 129J 
 
 4 
 
 I 
 
 4 
 None. 
 
 5 
 
 1 
 
 6 
 1 
 
 2 13 
 
 3 6 
 
 2 27 
 
 3 3 
 
 / Greenock can 
 be reached;//^ 
 Glasgow(i4i^ 
 
 ( miles) by ex- 
 press trains 
 z/Z^G.&S.-W. 
 
 Edinburgh 
 Perth . 
 Dundee . 
 Aberdeen. 
 
 I oof 
 
 i74i 
 240^ 
 
 98J 
 146 
 157i 
 228J 
 
 4 
 3 
 
 I 
 2 
 
 4 
 I 
 I 
 1 
 
 1 
 1 
 1 
 
 None. 
 
 None. 
 None. 
 None. 
 None. 
 
 2 
 
 3 17 
 
 4 8 
 
 5 30 
 
 2 19 
 
 3 39 
 3 54 
 5 51 
 
 
 The local train services of the Caledonian can only be described 
 
 as moderate, although the elements of a good service, speed and 
 
 frequency, are not wanting. Punctuality, however, is not sufficiently 
 
 regarded, and much of the carriage stock is completely out of date. 
 
 J 2 
 
132 British Railways. 
 
 In the suburbs of Glasgow this has been remedied, and punctuality- 
 is observed, the services there now being excellent. 
 
 (p) Rolling Stock and General Accommodation. — The 
 general accommodation provided by the company is fairly good and 
 improving. Most of the branch-line trains, and indeed some of 
 the slow main -line ones, are still composed of very poor rolling 
 stock. But elsewhere, and in those cases where new coaching 
 stock has been provided, things are much better, though perhaps 
 not up to the latest standards. The carriages on the through 
 expresses are, however, excellent specimens, and almost unequalled 
 in the kingdom, as may be supposed when it is mentioned that 
 they are built by the London and North- Western Company. All 
 over the system the carriages are fairly well lighted, gas being 
 commonly used. In some few instances the stock is heated by the 
 waste steam from the engine. Great progress has been made in 
 fitting the Westinghouse brake, and the line is well signalled 
 throughout. Despite these precautions, the Caledonian has had its 
 serious accidents. The permanent way is probably unsurpassed in 
 the kingdom, and the greatest care is bestowed upon its maintenance. 
 The stations are too frequently below requirements, obviously so at 
 important points such as Stirling and Larbert. The same cannot 
 now be said of Perth, Dundee, Glasgow, and Carlisle, where the 
 pressure up to comparatively recent times used to cause much 
 inconvenience. At many of the roadside stations there is still 
 plenty of room for improvement. 
 
 (3) Locomotive Work. 
 
 (a) Speed. — -The Caledonian, in common with most of the 
 railways concerned in working the Scotch through traffic, has of 
 late years materially advanced its booked rates of speed. The best 
 the company can show us is found on the main-line trains running 
 from Carlisle northwards. These are generally composed of the 
 Glasgow and Edinburgh through carriages, and although the trains 
 are split up at Carstairs, still the hardest and steepest part of the 
 journey has been accomplished before reaching that point. Hence 
 it is that the north-going main-line trains are much harder to work 
 than those coming south, which perform the hardest part of their 
 journey with light loads before reaching Carstairs, where the trains 
 are united, and after which point the road to Carlisle is tolerably easy. 
 Among the best of these performances may be mentioned the 2.35 
 
The Caledonian. 133 
 
 a.m., which runs from Carlisle to Stirling (ii7f miles) in just over 
 2\ hours ; the 5.45 and 8.40 p.m. from Carlisle, which run from 
 Beattock to Carstairs (33I miles), in 42 minutes (including 10 miles of 
 I in 80) ; and the 5 p.m., which is allowed only 1 14 minutes from 
 Carlisle to Coatbridge (94^ miles) — a superb piece of running, and 
 equal to any work done on the line. Another excellent performance 
 is that of the 4.30 p.m., running from CarHsle to Edinburgh in two 
 hours, of which two minutes is taken up outside Carstairs in detaching 
 the Glasgow portion — the time allowed to that junction being (for the 
 Ti\ miles) only 86 minutes. This gives considerably over 50 miles 
 an hour on a mountainous route. On the return journey, as above 
 stated, the work is not so striking. The trains from Glasgow and 
 Edinburgh to Carstairs, although performing good work on the up 
 grades, are comparatively light. After Carstairs they become very 
 heavy, and the journey to Carlisle occupies 86 minutes (12.28 p.m. at 
 Carlisle) ; 91 minutes (4.23 p.m.) ; and 92 minutes (with two stops) 
 in the case of the 11.55 ^•™' These are the best times, with the 
 exception of the 10.15 ^•™- fro"i Edinburgh, which arrives at Carlisle 
 at 12.18 p.m. after stopping outside Carstairs to attach the Glasgow 
 portion. 
 
 It is only natural to suppose that further northward the speeds 
 are not so good. But even here little falling-ofif is apparent. From 
 Stirling to Perth, over a very steep route, is done by several trains at 
 about 45 miles an hour; while between Perth and Forfar (32^ miles) 
 the speeds are considerably higher, ranging up to 51 J miles an hour 
 in the case of one or two of the up trains. Some creditable booked 
 timing is also found north of Forfar, at rates of from 45 to 48. 
 From Perth to Dundee the booked running is extremely fast for so 
 short a stretch, and numerous trains attain speeds over 45 miles an 
 hour, while one or two closely border on 50. On the Coast sections 
 many brilliant short runs may be found. Those between Ardrossan 
 and Eglinton Street (28f miles) in 36 and 43 minutes, over very 
 steep grades, may be specially mentioned. The Greenock and 
 Gourock sections also show some good work at rates appreciably 
 above 45 miles an hour, chiefly between Paisley and Greenock. 
 This is very creditable, considering the shortness of the run. 
 An excellent performance is that of the 5.20 p.m. from Glasgow, 
 which reaches Gourock in 35 minutes (26^ miles). To conclude, 
 there is some very fine work between Edinburgh and Glasgow. The 
 gradients are very severe, but the loads are light. Most of the trains 
 run through from Princes Street or Merchiston to Eglinton Street, 
 
134 British Railways. 
 
 Glasgow, though occasionally intermediate stops are made. The 
 booked speeds are in general about 45 miles per hour. In the 
 opposite direction the performances, though still excellent, are perhaps 
 scarcely so good. 
 
 {V) Gradients. — These are excessively severe all over the 
 Caledonian. From Carlisle the main line descends gradually to 
 almost sea-level for 7 miles, and then mounts 8 miles of i in 200, 
 followed by one mile of i in 200 down, and two miles level to post 
 t8. Then come four miles of i in 200 up, two miles of i in 200 
 down, and five miles of i in 528 down, after which the line rises 
 gradually for four miles on grades of i in 880 and 330. Then for 
 two miles there is a slight fall and level stretch, followed by two 
 miles of i in 206, one mile of i in 200, and one mile of i in 165 and 
 I in 263 rising, bringing us to the foot of Beattock bank. From this 
 point to Edinburgh the gradients are given in the accompanying 
 diagram. It was over this trying route that the writer took part in 
 the record performance during the celebrated race of August, 1888, 
 covering the distance in 102I minutes, full particulars of which are 
 given on a subsequent page. 
 
 From Carstairs northwards to Glasgow and Perth the line con- 
 tinues severe. For five miles from Carstairs it rises at an average of 
 I in 150, followed by eleven miles averaging i in 100 down to Les- 
 mahagow Junction, 891 miles. At this point the Perth hne leaves 
 that to Glasgow, which latter at once drops four miles more, averaging 
 I in 125 to Uddingston, only 92 feet above sea; then rises slightly 
 one mile, is level one mile, and drops again three miles of about i 
 in 120, after which it is nearly level into Glasgow. 
 
 The Perth line, after leaving " Lesmahagow, rises 1 2 miles very 
 gently, followed by 11 miles of undulations and descents of i in 100 
 to I in 150 to two miles past Larbert. Then we have two miles rise 
 of I in 126, and two miles fall of i in 100, and i\ miles of 
 gentle descent to the 120th mile, 27 feet above sea. Then there is 
 a steep ascent of i in 90 for six miles to Kinbuck (328 feet), followed 
 by nine miles of a gentle rise to Crieff Junction (422 feet). From 
 this point the descent is continuous, and consists of six miles of i 
 in no to Dunning (90 feet), and ten miles gende fall to Perth (30 
 feet above sea). 
 
 The other sections of the Caledonian are nearly all steep, and 
 very trying to the locomotive. From Edinburgh to Glasgow the 
 route is, as far as Midcalder, the same as the Carlisle line, and, after 
 leaving it, becomes even worse than the trunk line, rising in wild 
 
Plate XVI. 
 
 - 
 
 
 
 1 
 
 ^ V 
 
 .,„ 
 
 00 N. 
 CD N^ 
 
 00 N. 
 
 o >v 
 
 
 LEVE L 1 
 
 o / 
 
 LEVEL 
 
 
 
 o / 
 
 *" / 
 
 g / 
 
 i. 
 
 Iabincton I 
 
 1 
 
 i 1 
 
 ff / 
 
 i 
 
 7 
 
 LEVEL 
 
 LAMINOTON 
 
 s 
 
 LEVEL 1 
 
 \ 
 
 s 
 
 
 n !" \ 
 
 
 o 
 o 
 
 / 
 
 y 
 
 rHANKERTON 
 
 LEVE L 
 
 13 
 
 
 o 
 
 \ 
 
 
 
 
 
 t/i 
 o 
 
 / 
 
 STRA 
 
 
 s 
 
 WFRANK JN 
 
 s 
 
 \, 
 
 
 S 
 
 
 
 g 
 
 \ 
 
 
 
Plate XVII . 
 
 
 
 
 CARNWATH 
 
 
 
 lUU no^ "^ 
 
 
 
 
 
 
 
 
 
 
 
 
 ' 1 
 
 
 
 
 
 
 M 
 
 
 
 V 
 
 
 
 
 
 
 
 
 
 
 - 
 
 
 \ AUCHENCRAY | 
 
 
 K> 
 
 
 
 
 
 
 
 
 
 
 
 
 
 a> 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 - 
 
 
 
 
 COBBINSHAW 
 
 LEVEL 
 
 % 
 
 
 
 
 
 
 
 
 
 /harburn 
 
 
 
 
 
 
 o 
 
 
 
 - 
 
 
 
 
 
 
 
 
 
 
 KJ 
 
 
 /MIPCALDER JN 1 
 
 
 
 
 
 
 
 
 / MIDCALDER 
 
 
 
 
 
 
 
 
 J 
 
 
 
 / 
 
 
 
 / 
 
 
 
 
 
 
 - 
 
 
 / 
 
 HILL 
 
 
 /CURRIE 
 
 - 
 
 ? 
 
 / 
 
 
 - 
 
 
 / KINGSKNOWE 
 
 
 - 
 
 
 
 
 
 
 - 
 
 s 
 
 /SLATEFORD 
 
 
 
 f 
 
 
 
 
 
 
 
 
 \ EDINBURGH 
 
 
 330 
 
 
 
 
 
 
 
 a 
 
 o 
 
 > 
 o 
 
 m 
 
 T3 
 
 o 
 
 H 
 O 
 
 o 
 
 H 
 O 
 
 W 
 
 o 
 
 td 
 
 
The Caledonian. 
 
 135 
 
 alternations of i in 80 and i in 100 over the moorlands — dropping 
 with similar abruptness on the other side. The Ardrossan trains 
 travel over the Glasgow, Barrhead and Kilmarnock Joint Railway 
 (for description of which, see Glasgow and South-Western Railway). 
 Almost alone of the company's express routes, the Greenock line 
 is level. 
 
 {c) Locomotives. — Probably on no other line, except perhaps 
 the Preston to Carlisle section of its ally, the London and North- 
 western, do speed, gradients, and heavy loads combine to offer a 
 harder task to the locomotive than on the Caledonian Railway. 
 Before the late locomotive superintendent, Mr. Drummond, assumed 
 the reins of management, the company suffered from a multiphcity 
 of types, many of them good, but not good enough for the arduous 
 tasks they had to perform. The labours required have since become 
 still more herculean, but Mr. Drummond has proved fully equal to 
 all demands. His well-known bogie engines have achieved a wide 
 reputation ; and even the most thorough-going adherents of the 
 Midland and Great Northern types have at last begun timidly to 
 compare the performances of their favourites with the engines of the 
 Scotch company. Particularly famous — we might justly say the 
 most famous engine in the kingdom — is C.R. No. 123, which twice 
 every day during the race to Edinburgh in August, 1888, ran the 
 " West Coast Flyer," and never lost a minute during the month. 
 This locomotive, as well as a very fine coupled type, were built at 
 the same time, and exhibited in the first Edinburgh exhibition. 
 Each forms a class by itself, and the dimensions are as under : — 
 
 Dimensions. 
 
 No. 123. 
 
 No. 124, 
 
 Diameter of driving wheels . 
 
 ft. in. 
 
 7 single 
 
 6 6 coupled 
 
 Cylinders (inside) 
 
 in. 
 
 18 by 26 
 
 19 by 26 
 
 Heating surface — tubes . 
 
 sq. ft. 
 
 950-36 
 
 1088 
 
 box . 
 
 sq. ft. 
 
 10298 
 
 122 
 
 total . 
 
 sq. ft. 
 
 1053-34 
 
 1210 
 
 Number of tubes 
 
 
 196 
 
 216 
 
 Diameter of tubes 
 
 in. 
 
 If 
 
 if 
 
 Boiler pressure .... 
 
 lbs. 
 
 150 
 
 150 
 
 Grate area 
 
 sq. ft. 
 
 i7i 
 
 I9i 
 
 Water .capacity .... 
 
 gals. 
 
 2850 
 
 2840 
 
 Weight in working order — 
 
 
 Tons. Cwts. 
 
 Tons. Cwts. 
 
 On bogie .... 
 
 
 13 5 
 
 14 12 
 
 On drivers .... 
 
 
 17 
 
 15 5 
 
 On trailers .... 
 
 
 II 4 
 
 15 3 
 
 Of tender (full) . . . 
 
 
 33 5 
 
 35 
 
 Total weight (engine and tender) . 
 
 74 14 
 
 So 
 
136 . British Railways. 
 
 The bulk of the very fine express work on the Caledonian is, how- 
 ever, done by the well-known 6 feet 6 inch coupled bogies, with 
 cylinders 18 inches by 26, and 1,208 square feet of heating surface. 
 This class, which is almost similar to the 6 feet 6 inch type built 
 by Mr. Drummond for the North British Railway, has given excep- 
 tionally good results ever since it was introduced about ten years ago. 
 Another t3'pe built by Mr. Drummond for use on the Greenock and 
 Oban sections is of similar general appearance, but has smaller 
 dimensions, and only 5 feet 6 inch wheels. Besides these four 
 varieties just described, Mr. Drummond has built two or three 
 types of tank engines (strongly recalling London, Brighton and South 
 Coast practice) for shunting purposes and short-distance passenger 
 journeys. 
 
 Before closing this section it would be unjust to pass over un- 
 mentioned two old classes which in their time have worked the fast 
 trains of this company. These are Mr. Connor's 8 feet 2 inch 
 singles, and the 125-129 class, 7 feet i inch coupled. The former 
 had 17I by 24 inch outside cylinders, 1,172 square feet of heating 
 surface, and weighed 30 tons 13 cwts. in working order, with 14 tons 
 1 1 cwts. on the driving wheels. One of this class was shown at the 
 Exhibition of 1862, and fully described and illustrated in Colburn's 
 Locomotive Etigmeering. Considering their low tractive force, they 
 did their work well. The latter class, built by Neilson in 1877, had 
 18 by 24 inch cylinders, and weighed 41 tons 12 cwts., of which 
 28| tons was on the coupled wheels. Some of them have been 
 renewed, and work on the northern section of the company's system. 
 The locomotives are painted blue with white stripe. The brake used 
 is the Westinghouse automatic. 
 
 {d) Actual Fbrformances. — About the older class of loco- 
 motives we can say but httle. Perhaps the best authenticated 
 performance of the 8-feet singles was a run from Lockerbie (starting) 
 to Beattock (stopping), 14 miles, in igf minutes, with a load of 20 
 coaches. This run, though good, is, we believe, exceptional. We 
 may as well, before coming to modern types, mention one or two 
 instances of work done by two classes not mentioned in the " Loco- 
 motives " section above : the 7-feet singles, and a modified type of 
 goods engine (427 class) with 6-feet 4-coupled wheels. The single 
 took six coaches from Edinburgh to Auchengray (stopping there), 
 2 if miles, in 32 minutes ; and the coupled gave us one of the best 
 performances ever recorded in a run from Carlisle to Beattock 
 Summit with 17 coaches in 64 minutes (passing Beattock, 39I miles. 
 
The Caledonian. 137 
 
 in 40 minutes, and taking only 24 minutes for the ten miles up the bank, 
 without pilot assistance, and including a stop at the summit). Another 
 performance by this excellent class is one from Merchiston to 
 Eglinton Street, Glasgow (44 miles), with seven coaches in 54;^ 
 minutes, including three signal-checks. 
 
 By far the greater number, however, of our examples are illustra- 
 tions of the work of the 6 feet 6 inch Qoupled bogie class. From 
 Glasgow to Motherwell ( 1 3;| miles) in 19 minutes with 9^ coaches, 
 and in 18^ minutes with 2 engines and 21 coaches, are good, as is 
 Motherwell to Carstairs with 2 engines and 21 coaches in 20 minutes 
 (15! miles). Other noteworthy short runs are from Beattock (starting) 
 to Lockerbie (stopping) in 18 minutes 41 seconds (14 miles) with 
 17^ coaches; and from Stirling to Perth (33 miles) in 43 minutes, 
 with II on. It is, however, on the main line to Carstairs and 
 Edinburgh from Carlisle that the best Caledonian Railway work 
 has been performed. We may cite as instances Carlisle to Beattock 
 (stopping), 39I miles, in 52 minutes, with i engine and 23 coaches, 
 passing Lockerbie in 35J minutes (25I miles) ; Edinburgh to 
 Carstairs (stopping there), 27^ miles, in 31 minutes 17 seconds, with 
 9 coaches, passing Cobbinshaw in 22I minutes, and never dropping 
 below 46 miles an hour on the long stretch of i in 100 ; Carstairs to 
 Carlisle (73^ miles) in 84 minutes, with a load of 19 coaches, passing 
 Summit (23I) in 34 minutes, Beattock (335) in 431, and Lockerbie 
 (471) in 57^- minutes, the last 50 miles from Summit to Carlisle 
 being done with this heavy load in <^o\ minutes ; Carlisle to Carstairs 
 with 16 on, and only one engine even up Beattock bank, in 96!- 
 minutes; with 17 on, in 97!- minutes; and with 18 on, in 94^- 
 minutes. Still better than any of these was a run with engine 
 124 between these points in 86 minutes 38 seconds with a load of 
 15 coaches, passing Lockerbie in 28 minutes 51 seconds, Beattock 
 in 43 minutes 13 seconds, and Summit in 63 minutes 19 seconds. 
 This is a grand performance, and we doubt if it has ever been 
 beaten. Further details appear below. As an instance of fine work 
 with a heavy train, we may give two runs. These are from Carstairs 
 to Beattock Summit (stopping), 23I miles, in 38 minutes, with 23!- 
 coaches ; and from Carstairs to Carlisle in 92 minutes with 24 
 coaches, passing Lockerbie with this extraordinary load in 14I- minutes 
 after running through Beattock. With light loads the company's 
 locomotives have equally distinguished themselves. To pass Cobbin- 
 shaw with i\ coaches in ii|- minutes after starting from Strawfrank 
 loop is excellent, and appears more so when we know that the speed. 
 
138 
 
 British Railways. 
 
 except for the 3 miles after starting, never fell below 60, even on 
 grades of i in 132 and i in 100 up. The final instance we shall 
 give is of course the superb record run in the August, 1888, race to 
 Edinburgh. Here the 7-feet single ran the whole distance in 102 
 minutes 33 seconds, passing Lockerbie (25I) in 25 minutes 56 
 seconds, Beattock (39!) in 38 minutes 45 seconds. Summit (49!) i" 
 52 minutes 28 seconds, and Strawfrank loop (73) in 74 minutes 
 24 seconds. Comment on these figures is unnecessary; but, for 
 purposes of comparison with other companies, we may refer to them 
 later on. Further details of the run appear below. They were first 
 published some time back in the Engineer, and illustrated by a 
 full-page diagram. 
 
 CARLISLE TO EDINBURGH IN 102 MINUTES 33 SECONDS. 
 CARLISLE TO CARSTAIRS IN 86 MINUTES 38 SECONDS. 
 
 Engine 
 
 1=3 
 
 (7-ft. single) and 77 tons. 
 
 Engine 124 (6 ft. 6 in. four-coupled) 
 
 Kecord 
 
 Racing Performance. 
 
 and 15 coaches. 
 
 Station or mile- 
 
 Time 
 
 Time 
 
 Time taken for in 
 
 - Time 
 
 Time 
 
 Time taken for in- 
 
 post. 
 
 D 
 
 lie. 
 
 Actual. 
 
 termediale miles 
 
 Due. 
 
 .'Actual. 
 
 termediate miles. 
 
 
 p. 
 
 M. 
 
 H. M. s. 
 
 Seconds. 
 
 P.M. 
 
 H. M. s. 
 
 Seconds, 
 
 Carlisle . dep. 
 
 4 
 
 8 
 
 4 52 16 
 
 
 4 30 
 
 4 40 33 
 
 
 5th mile-post . 
 
 
 
 4 57 57 
 
 91, 73, 63, 60, 54 
 
 
 4 46 36 
 
 go, 79, 6g, 63, 62. 
 
 loth „ ,, . 
 
 
 
 5 2 27 
 
 54, 53, 51, 53, 59 
 
 
 4 51 38 
 
 59, 57, 57, 62, 67 
 
 
 15th ,, „ . 
 
 
 
 5 7 4° 
 
 58, 64, 63, 62, 66 
 
 
 4 57 48 
 
 72, 72, 74, 76, 76 
 
 
 20th ,, ,, 
 
 
 
 5 12 30 
 
 58, 56. 55, 59, 62 
 
 
 5 3 12 
 
 68, 62, 61, 65, 68 
 
 
 =Sth „ 
 
 
 
 5 17 28 
 
 63, 63, 62, 54, 56 
 
 
 5 8 38 
 
 7°, 73, 68, 57, 58 
 
 
 30th ,, ,, 
 
 
 
 5 21 59 
 
 56, 57, 55. 53. 50 
 
 
 5 13 .18 
 
 57, 56, 56, 55, 56 
 
 
 35th „ „ 
 
 
 
 5 26 31 
 
 56, 53, 55, 56. 52 
 
 
 5 18 25 
 
 57, 60, 64, 64, 62 
 
 
 40th „ „ 
 
 
 
 5 31 18 
 
 53, "^4, 60, 59, 61 
 
 
 5 24 8 
 
 62, 64, 70, 72, 75 
 
 
 45th ,, ,, 
 
 
 
 5 37 =8 
 
 65, 67, 73, 81, 84 
 
 
 5 33 17 
 
 85, 102, 113, 120, 129. 
 
 50th „ ,, . 
 
 
 
 5-45 21 
 
 92, 94, 94, 95, 98 
 
 
 5 44 19 
 
 133, 133, 134. 135, 127. 
 
 55th „ „ . 
 
 
 
 5 50 7 
 
 66, 56, 52, 58, 54 
 
 
 60th ,, ,, . 
 
 
 
 5 54 45 
 
 S3. 58, 58, 54, 55 
 
 
 6stli „ „ • 
 
 
 
 5 59 20 
 
 52, 52, 58, 56, 57 
 
 Note.— Carstairs (Strawfrank 
 
 70th ,, ,, . 
 
 
 
 6 3 S3 
 
 (slacked 
 
 round loop). 
 
 59, 57, 55> 50, 52 
 
 Loop) (73I miles) was reached 
 at 6 7 11, the train stopping to 
 detach the Glasgow carriages. 
 
 75* ,. „ ■ 
 
 
 
 6 9 22 
 
 54, 55, 58, 6t, 101 
 
 
 80th „ „ . 
 
 
 
 6 14 41 
 
 76, 63, 57, 59, 64 
 
 
 Ssth ,, „ . 
 
 
 
 6 19 48 
 
 63, 66, 64, 61, 53 
 
 
 90th „ „ . 
 
 
 
 6 24 13 
 
 52, 49, 51, 54, 59 
 
 
 95th „ „ . 
 
 
 
 6 28 39 
 
 57. 52, 52, 52, 53 
 
 
 Edinbro' (lOOi 
 
 
 
 
 
 
 miles) . arr. 
 
 6 
 
 
 
 6 34 49 
 
 54. 56, 56, 56, 57 
 
 
 
 Note. — Brakes were applied slightly 
 
 
 
 
 near mile-posts 66, 88, and 90. 
 
 
 It may not be out of place here to remark upon the distinguished 
 part played by the Caledonian in the race to Edinburgh. Its best 
 performance we have just alluded to. Perhaps with the excep- 
 tion of the run on the North-Western from Preston to Carlisle 
 in 89 minutes, it has rarely been equalled. But the average 
 
The Caledonian. 139 
 
 performances were equally noteworthy. From the 5th to the 31st 
 August, 1888, the average time from Carlisle to Edinburgh was only 
 loyf minutes. This beats the average work on both the East-Coast 
 lines, and also on the Euston to Crewe section of the North- Western. 
 But the remarkable feature which renders this average unique is 
 that while the North-Eastern, London and North-Western, and 
 Great Northern used several engines during the month for the racing 
 train, the Caledonian used No. 123 throughout. Could a greater 
 triumph be desired by the most ardent advocate of the "single" 
 engine ? We think not. 
 
I40 
 
 II. 
 
 THE GLASGOW AND SOUTH-WESTERN. 
 
 (i) General Description of the Line. 
 
 This comparatively small system is only about 325 miles in length. 
 Its main line, over which are conveyed the expresses brought from 
 London, etc., by the Midland, runs from Carlisle to Glasgow through 
 Dumfries and Kilmarnock. At the last-mentioned town another 
 line seeks Glasgow by way of Dairy and Paisley. Besides this 
 main route, there are the lines between Glasgow and Greenock, and 
 between Glasgow and Girvan, which latter on its way south serves, 
 either on its own route or by short branches therefrom, the seaside 
 resorts and coast towns of Fairlie, Largs, Irvine, Ardrossan, and 
 Ayr. The company are also joint owners with the London and 
 North-Western, Midland, and Caledonian, of the Portpatrick and 
 Wigtownshire Joint Railways, which, connecting at Castle Douglas 
 with the Glasgow and South-Western branch from Dumfries, run 
 west through Newton Stewart to Stranraer, with a branch to Wigtown. 
 From Stranraer an excellent service of fast paddle boats crosses 
 the channel to Larne, the passage of nearly 40 miles being accom- 
 plished in two hours by the Princess Victoria and Princess May. 
 The other lines owned by the company are for the most part short 
 connections from Kilmarnock and the coal districts to the coast 
 towns. The direct route from Kilmarnock to Glasgow is jointly 
 owned with the Caledonian Railway. 
 
 (2) Travelling Facilities. 
 
 {a) Services between Chief Towns. — There is probably no 
 railway in the British Islands which serves its district so well as 
 the Glasgow and South-Western. Taking Glasgow as a centre, we 
 see, in the table presented below, how admirably the various points 
 
The Glasgow and South-Western. 
 
 141 
 
 of importance on the system are served. Especially is this the case 
 with Kilmarnock, Dumfries, and Carlisle, which towns get the benefit 
 of the through expresses to and from the Midland line — some of the 
 smartest trains to be found north of the Border. Then there are 
 trains to Greenock and Ardrossan for the watering-places down the 
 Clyde, and to Ayr, which though, with few exceptions, not quite up 
 to a 40 miles an hour standard, are yet really excellent, considering 
 their short course and the comparatively small populations 
 served. From Stranraer to Carlisle (io6| miles) over a very heavy 
 course in 3 hours 2 minutes is a fine piece of work, consider- 
 ing that the Portpatrick Joint Railway is at present only a single 
 line. 
 
 The table below shows the company's train services between 
 Glasgow and the principal points on the system : — 
 
 
 Miles. 
 
 Number of Trains at or over 
 
 Fastest. 
 Hr. Min. 
 
 
 Glasgow 
 
 35 ^liles 
 an hour. 
 
 40 Miles 
 an hour. 
 
 45 Miles 
 an hour. 
 
 Remarks. 
 
 and 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 
 Kilmarnock 
 
 Dumfries . 
 Carlisle 
 
 Greenock . 
 
 Ardrossan . 
 
 Ayr 
 
 24I 
 
 82I 
 ii5i 
 
 32 
 41* 
 
 5 
 
 5 
 5 
 
 S 
 
 4 
 
 2 
 
 6 
 
 6 
 6 
 
 3 
 
 9 
 4 
 
 5 
 
 4 
 5 
 
 None 
 2 
 
 I 
 
 6 
 
 6 
 6 
 
 None 
 
 4 
 
 3 
 
 3 
 
 3 
 
 3 
 
 None 
 
 I 
 None 
 
 S 
 
 S 
 
 5 
 
 None 
 None 
 None 
 
 31 
 
 1 44 
 
 2 27 
 
 40 
 
 40 
 
 1 
 
 ' Nine other trains 
 ■ at from 35 to 40 
 (.m.p.h.OTViPaisley. 
 
 Two others ditto. 
 
 Two others ditto. 
 { One of the up 
 X trains runs on 
 ( Mondays only. 
 [ Several of these 
 K trains run on Sat. 
 ( or Mon. only, 
 f Numerous trains 
 ( about 30 m.p.h. 
 
 What has been said of the through expresses on this line will 
 apply equally well to the local trains. They are fast above the 
 average, and run with frequency and great punctuality. For instance, 
 the stopping trains are allowed only just over the hour to run from 
 Carlisle to Dumfries — a distance of over 33 miles. This is certainly 
 not surpassed on any other railway. As regards punctuality, the 
 writer travelled over 1,000 miles a week on this system for some time 
 during the summer of 1889, and found the local trains running with 
 almost absolute punctuality — not five per cent, being over 3 minutes 
 late. 
 
 (b) Rolling Stock and General Accommodation. — The 
 accommodation offered is good, as a rule, throughout the system. 
 
142 British Railways. 
 
 On very few branches is any old stock to be seen, and in general the 
 coaches supplied by the company are some of the best in the 
 kingdom. Pullman Day Cars (at first class fares) and Sleeping Cars 
 run in connection with the Midland trains. The third class is 
 frequently supplied with lavatory conveniences. Most of the coaches 
 are lighted by gas, and some are warmed by hot-water pipes in 
 winter ; both of which improvements, we believe, originated with 
 this company. The Automatic Vacuum brake is used, the signal- 
 ling is excellent, and the permanent way in particularly good 
 condition. The hne has a very high character for safety, and it is 
 not within the writer's memory that anyone has lost his life from 
 causes beyond his own control while travelhng on the system. In 
 other ways, too, the company sustain their all-round first-class 
 reputation. The stations are equal to all traffic requirements, which 
 is not the case, as a rule, on the other Scotch lines. St. Enoch 
 (Glasgow), both stations at Paisley, Kilmarnock, Ardrossan, Dumfries, 
 etc., are all fine structures, and we very much doubt if there is a 
 town of the same importance in the kingdom with so handsome a 
 station as Ayr. The company are also the owners of three hotels. 
 
 (3) Locomotive Work. 
 
 (a) Speed. — The booked speeds on the Glasgow and South- 
 Western main line are generally high. Between Carlisle and 
 Dumfries the timing is just under 50 miles an hour for the trains 
 which do not stop (39 minutes is the best), while those which stop 
 at Annan are invariably allowed 43 minutes, including stop, for the 
 33 miles. The best trains get only 70 minutes between Dumfries- 
 and Kilmarnock (58 miles), which is just short of 50 miles an hour; 
 and from Kilmarnock to Glasgow (24! miles), a most difficult piece, 
 only 31 to 33 minutes is usually allowed. 
 
 The coast lines present us with nothing quite so good as the 
 main line, although lately some very smart short runs have been 
 inserted in the time table. The best of these are well above 45 miles 
 an hour, and in some few cases exceed 48. Ardrossan to Paisley 
 (Canal) in 28 minutes (23I miles) and Paisley (Gilmour Street) to 
 Prestwick in 41 minutes (30^ miles) are excellent. 
 
 {b) Gradients.— ?Qx\\'2c^?, on no line in Great Britain can the 
 effect of gradients be so well studied as on the Glasgow and South- 
 
Plate XIX. 
 
 m 
 
 GLASGOW ( GORBALS J") 
 
 POLLOCKSHAWS 
 
 KENNISHEAO 
 
 BARRHEAD 
 
 CALDWELL 
 
 STEWARTON 
 
 •o 
 
PI 
 
 ace 
 
 KIRKCONNEL 
 
 o 
 
 MAUCHLINE 
 
 AUCHINLECK 
 
 OLD CUMNOCK 
 
 
 o 
 
 > 
 D 
 
 ■0 
 O 
 
 NEW CUMNOCK 
 
 m 
 
 ■o 
 
Plate HI. 
 
 CARRONBRIDGE 
 
 c 
 
 ■o 
 W 
 
The Glasgow and South-Western. 143 
 
 Western. Here in a short course of 115 miles we have 33 miles of 
 level, 58 miles of moderately steep road, with one or two banks 
 quite long enough to enable us to test their effect on speed, and 24 
 miles of some of the steepest main-line gradients in the king- 
 dom. It becomes, therefore, a matter of importance to give these 
 gradients with more detail than usual, and this we shall now pro- 
 ceed to do. In the " Actual Performances " section will be found 
 some noteworthy examples of the work done on these stretches of 
 line. 
 
 From Carhsle to Gretna Junction the South-Western trains run 
 over the Caledonian Railway (described elsewhere). Thence the 
 line rises | mile at 170 to 115^ mile-post, followed by \\ miles level, 
 and then 51 miles of level and easy descent, varying from level to 
 I in 750, but most of it i in 300. It then ascends i mile at i in 
 240, and descends nearly a mile at i in 300 to the 107th post. To 
 post 105 is an easy rise for \\ miles, followed by -f- mile up at 
 I in 200, after which is a short rise at the same inclination and 
 level. Thence to 99!- post is i in 200 rising, after which the line 
 undulates for f mile, and then falls 2 miles at i in 150. Thence 
 to Dumfries is almost level throughout. 
 
 From Dumfries to Glasgow the accompanying gradient profile 
 gives full information as to the rise and fall of the line. The 
 section from Dumfries to Kilmarnock, especially for trains coming 
 from Dumfries, is a very difficult one to work. For nearly 40 miles 
 after leaving Dumfries there is no chance for high speed. The 
 locomotive is kept pounding away at a long, though not very steep 
 bank. The run mentioned hereafter in 65 minutes from Dumfries 
 to Kilmarnock may, therefore, be adjudged one of the best in the 
 writer's experience. Between Kilmarnock and Glasgow is very 
 severe. The worst gradients are against the south-going trains, but 
 the train going to Glasgow has a disadvantage to set off" against this, 
 in that it cannot run over the last few miles of descending grades 
 at any great speed, on account of the line traversing the suburbs of 
 Glasgow, where careful running is necessary. Reference to the 
 "AcJ:ual Performances" section will show that some magnificent 
 work is done on this piece. 
 
 if) Locomotives. — The working of such fast trains over such a 
 trying road demands high-class locomotives. These the Glasgow 
 and South-Western have in plenty. Indeed, we may say that no 
 railway company in the kingdom have such an averagely powerful 
 stock of engines. Every one can perform what is known as the 
 
144 
 
 British Railways. 
 
 15-coach test, and no one other line can say this oiall its locomotives. 
 Particulars are given below. We will therefore content ourselves 
 here with saying that the design (that of Mr. Smellie) of all the 
 types is unusually neat and symmetrical. The colour adopted is a 
 dark green. Several of the latest class are fitted with a smoke-box 
 extension ; all the recent passenger locomotives have a leading 
 bogie, and no engines on the system have domes. There are scarcely 
 any tank engines on the line. The company's experience with 
 brakes has been singular. Starting with, perhaps, the best possible 
 brake — the Westinghouse — they discarded it in favour of the 
 Automatic Vacuum. This action was probably due to Midland 
 influence. The present Locomotive Superintendent is Mr. Hanson 
 (late of the Great North of Scotland Railway). Dimensions of the 
 various classes are as under : — 
 
 
 
 Diameter 
 
 
 Number of 
 
 
 Class. 
 
 Description. 
 
 of Driving 
 Wheels. 
 
 Cylinders. 
 
 Engines 
 in Class. 
 
 Remarks. 
 
 
 
 Ft. in. 
 
 Inches. 
 
 
 
 Passenger . 
 
 Four-coupled 
 
 7 
 
 18 by 26 
 
 About 20 
 
 Bogie. 
 
 Do. . . 
 
 Do. 
 
 6 9 
 
 18 by 26 
 
 12 
 
 
 Do. . . 
 
 Do. 
 
 6 
 
 l8i by 26 
 
 24 
 
 Bogie. 
 
 Do. . . 
 
 Do. 
 
 6 8 
 
 i8i by 26 
 
 About 20 
 
 Bogie. 
 
 As the 6 feet 8 inch class at present performs nearly all the 
 fastest express work of the line, we give the following additional 
 dimensions : — 
 
 Heating surface, 1,206 square feet (1,105 tubes, loi box); 
 grate area, 16 square feet; boiler pressure, 150 lbs.; weight on 
 coupled wheels, 29 tons 2 cwts. ; total weight, 43 tons 11 cwts. ; 
 weight offender, 27 tons 12 cwts. 
 
 {d) Actual Performances. — Though the G. & S. W. loco- 
 motives had not the opportunity of engaging in the Railway Race 
 of 1888, they have, notwithstanding, done such excellent work that 
 one feels sure they would have given a good account of themselves 
 if the necessity for doing so had then arisen. As it is, we have so 
 many praiseworthy performances on this line that, for the sake of con- 
 venience, we will divide them into three sets. In the first place we 
 shall take Carlisle to Dumfries as showing the work done on a level 
 road. Two of the writer's best performances on this railway were 
 from Carlisle to Annan, stopping at the latter station, lyi miles 
 in 20 minutes 9 seconds, with 13 coaches, and fr^m Annan to 
 
The Glasgow and South-Western. 145 
 
 Dumfries, 15! miles, in 17 minutes 57 seconds, also with 13. Not 
 so good, but still excellent, was Carlisle to Annan (stopping) in 2 if 
 minutes, with 17 coaches, and with 15 coaches in 2o-|- minutes ; as 
 also, Annan to Dumfries in 19 minutes 11 seconds with 18 coaches. 
 All the above are really remarkable performances, and the same may- 
 be said of Carlisle to Dumfries in 36^ minutes (33 miles) with 12 
 coaches (passing Annan in igf minutes). More recently, Carlisle 
 to Annan (stopping) was done in 19 minutes 33 seconds; and Annan 
 to CarUsle in 19 minutes 34 seconds, both with light loads, and from 
 Carlisle to Dumfries with 12\ coaches in 36 minutes 7 seconds 
 (passing Annan in igf minutes). 
 
 From Dumfries to Kilmarnock the line is a comparatively steep 
 section, as may be seen by reference to the gradient profile. Yet on 
 this route some fine work was noticed — and, in fact, is demanded, 
 from the timing of the express trains, 70 minutes only being allowed 
 to get over the distance of 58 miles between these points. The 
 following results of journeys made by these trains show how the 
 booked time was improved on, even with heavy loads behind the 
 locomotive. Dumfries to Kilmarnock was covered, with 14 coaches, 
 in 68| minutes (58" miles); with 12 coaches in 66| minutes (passing 
 New Cumnock at the top of the incline, 37 miles, in 44I minutes); 
 and a magnificent performance with 13^ coaches in 65 minutes 
 7 seconds — thus gaining 5 minutes on booked time — passing New 
 Cumnock in 44 minutes 28 seconds, must not pass unrecorded. 
 From Kilmarnock to Dumfries was frequently covered in 65 to 68 
 minutes, but the loads were generally lighter, consisting of about 
 10 coaches. 
 
 Kilmarnock to Glasgow, 24! miles, is exceedingly severe, and 
 some creditable performances were done over this section, which has 
 also the disadvantage of running through the suburbs of Glasgow 
 for the last few miles. Curiously enough, pilot engines are not used 
 here to anything hke the extent that prevails on the Dumfries to 
 Kilmarnock piece. St. Enoch to Kilmarnock was done in just over 
 32 minutes by engine 56 and 8 coaches; and Kilmarnock to 
 St. Enoch by engine 57 and 14 coaches in 33! minutes, including 
 two slight slacks after passing Dunlop (7f miles), which was got 
 through in 14! minutes after leaving Kilmarnock; by engine 66 and 
 \2\ coa.ches in 32 minutes, passing Dunlop in 14 minutes; by 
 engine 70 and 14 coaches in 31 minutes 12 seconds, including a 
 slack near Glasgow. But superior to any of these, and fit to rank 
 with the very best performances furnished by other lines^ are the runs 
 
 K 
 
146 
 
 British Railways. 
 
 from Kilmarnock to Dunlop (passing) in i2f minutes (7! miles of 
 the steepest grades) by engine 68 and \2\ coaches ; and by engine 
 89 and lyl coaches (no pilot assistance) from Kilmarnock to 
 Glasgow in 32I minutes, passing Dunlop in \\\ minutes. On this 
 last occasion the speed up the grades of i in 70, etc., scarcely at all 
 fell below 30 miles an hour. Few of our uphill performances have 
 equalled this — none have surpassed it. Among the " express " 
 lines the Glasgow and South-Western attains a very honourable 
 place. 
 
 Details of three performances on this company's main line are 
 given below. They illustrate the working of their express trains 
 perhaps at its best. 
 
 (I) CARLISLE TO DUMFRIES, 33 MILES, IN 36 MINUTES. 
 
 Stations. 
 
 Mis. Chns. 
 
 Time due. 
 
 Time Actual. 
 
 Remarks 
 
 
 
 
 P.M. 
 
 H. 
 
 M. 
 
 s. 
 
 
 Carlisle 
 
 de/>. 
 
 — 
 
 6 13 
 
 6 
 
 34 
 
 53 
 
 Engine 68, 
 
 Rockliffe . 
 
 
 4 7 
 
 — 
 
 6 
 
 40 
 
 26 
 
 6|- ft. bogie. 
 
 Floriston . 
 
 
 2 
 
 — 
 
 6 
 
 42 
 
 33 
 
 Load, 12 J coaches. 
 
 Gretna 
 
 
 2 39 
 
 — 
 
 6 
 
 4'^ 
 
 10 
 
 Strong side wind. 
 
 Gretna Green 
 
 
 78 
 
 — 
 
 6 
 
 46 
 
 19 
 
 
 Domock . 
 
 
 S 5 
 
 — 
 
 6 
 
 SI 
 
 42 
 
 
 Annan 
 
 
 2 79 
 
 — 
 
 6 
 
 M 
 
 40 
 
 
 Ruthwell . 
 
 
 3 32 
 
 — 
 
 7 
 
 I 
 
 46 
 
 
 Racks 
 
 
 3 46 
 
 — 
 
 7 
 
 6 
 
 32 
 
 
 Dumfries 
 
 . arr. 
 
 3 72 
 
 6 52 
 
 7 
 
 11 
 
 
 
 
 (2) DUMFRIES TO KILMARNOCK, 58 MILES, IN 65 MINUTES. 
 
 Stations. 
 
 Mis. Chns. 
 
 Time due. 
 
 Time Actual. 
 
 Remarks. 
 
 
 
 I'.M. 
 
 H. 
 
 M. 
 
 s. 
 
 
 Dumfries . . dep. 
 
 — 
 
 2 15 
 
 2 
 
 21 
 
 32 
 
 Engine 53, 
 
 Holywood . 
 
 3 32 
 
 — 
 
 2 
 
 26 
 
 40 
 
 6|- It. bogie. 
 
 Auldgirth . 
 
 4 16 
 
 — 
 
 2 
 
 31 
 
 25 
 
 Load, 13J coaches. 
 
 Closebum . 
 
 3 69 
 
 — 
 
 2 
 
 36 
 
 4 
 
 Rails wet. 
 
 Thornhill . 
 
 2 58 
 
 — 
 
 2 
 
 39 
 
 30 
 
 
 Carronbridge 
 
 3 26 
 
 — 
 
 2 
 
 44 
 
 S 
 
 
 Sanquhar . 
 
 8 49 
 
 — 
 
 2 
 
 S3 
 
 SO 
 
 
 Kirkconnel 
 
 3 27 
 
 — 
 
 2 
 
 S7 
 
 33 
 
 
 New Cumnock . 
 
 7 36 
 
 . — 
 
 ^ 
 
 6 
 
 
 
 
 Old Cumnock 
 
 S 27 
 
 — 
 
 3 
 
 II 
 
 19 
 
 
 Auchinleck 
 
 2 2 
 
 — 
 
 3 
 
 13 
 
 20 
 
 
 Mauchline . 
 
 4 32 
 
 — 
 
 3 
 
 17 
 
 IS 
 
 
 Hurlford . 
 
 7 51 
 
 — 
 
 3 
 
 24 
 
 30 
 
 
 Kilmarnock . . arr. 
 
 I 6i 
 
 3 25 
 
 3 
 
 26 
 
 39 
 
 
The Glasgow and South- Western. 
 
 147 
 
 (3) KILMARNOCK TO GLASGOW, 24! MILES, IN 32J MINUTES. 
 
 Stations. 
 
 Mis. Chns. 
 
 Time due. 
 
 Time Actual. 
 
 Remarks. 
 
 
 
 
 p. M. 
 
 H. M. s. 
 
 
 Kilmarnock 
 
 dep. 
 
 — 
 
 3 29 
 
 4 4 45 
 
 Engine 19, 
 
 Kilmaurs 
 
 
 2 18 
 
 — 
 
 4 8 57 
 
 6f ft. bogie. 
 
 Stewarton 
 
 
 3 20 
 
 — 
 
 4 14 4S 
 
 Load, I7|- coaches. 
 
 Dunlop 
 
 
 2 IS 
 
 — 
 
 4 19 
 
 Strong side wind. 
 
 Lugton 
 
 
 2 25 
 
 — 
 
 4 21 53 
 
 
 Caldwell . . 
 
 
 I 51 
 
 — 
 
 4 23 46 
 
 
 NitshiU 
 
 
 6 67 
 
 — 
 
 4 30 SI 
 
 
 Kennishead 
 
 
 I 25 
 
 — 
 
 4 32 12 
 
 
 St. Enoch 
 
 arr. 
 
 4 47 
 
 4 2 
 
 4 37 27 
 
 
148 
 
 III. 
 
 THE MANCHESTER, SHEFFIELD AND 
 LINCOLNSHIRE. 
 
 (i) General Description of the Line. 
 
 This system at present has rather more than 300 miles of 
 railway, and is also one of the largest canal-owning companies in 
 the kingdom. Like the Lancashire and Yorkshire, it acts in great 
 measure as a feeder of the main trunk lines. Starting from 
 Manchester, it runs in an eastwardly direction to Penistone, from 
 which point one line diverges through Barnsley and Ulceby to Great 
 Grimsby and New Holland (for Hull), while another, which is in 
 reality the main route, bends southwards to Sheffield, and further 
 on joins the Great Northern main line at Retford, for Peter- 
 borough and London. Two unimportant agricultural lines owned 
 by the company are those from Lincoln and Retford via 
 Gainsborough to Barnetby. But perhaps the most important part 
 of the system is the joint line owned by the company with the 
 Midland and Great Northern. This section is known as the 
 Cheshire Lines, and comprises a through route from Manchester to 
 Liverpool, and from Manchester via Chester to Wrexham, over the 
 new Dee bridge. Among its offshoots are the routes from 
 Manchester to Wigan, and from Liverpool and Manchester to 
 Southport. The Manchester, Sheffield and Lincolnshire Company 
 work this joint piece. 
 
 At present, as stated above, the Manchester, Sheffield and Lin- 
 colnshire is only a feeder for more important companies. But the 
 directorate is extremely ambitious, and new projects are being 
 launched in all directions. Northwards a connection is sought 
 
2" HE Manchester, Sheffield and Lincolnshire. 149 
 
 with Blackpool and Preston; westwards it is intended to fuse 
 many of the smaller Welsh railways in the interests of the Man- 
 chester, Sheffield and Lincolnshire Company, while southwards 
 most important schemes are in hand. The company have already 
 obtained Parliamentary sanction to extend their system to An- 
 nesley, and it is sought in the present session to continue this 
 line through Nottingham and Leicester to Quainton, near 
 Aylesbury, at which point the Metropohtan Railway (the London 
 ally of the Manchester, Sheffield and Lincolnshire, having 
 the same chairman) is already established. This far-reaching 
 scheme, which has passed through the ordeal of the House of 
 Commons, will seriously affect the Midland and Great Northern 
 companies. A new and effective competition for Leicester, 
 Nottingham, and Sheffield, will threaten the Midland, while the 
 Great Northern Company, although preserving their present access 
 to both Sheffield and Manchester by running powers which, by 
 agreement, the Manchester, Sheffield and Lincolnshire engage to 
 afford them, will doubtless lose a good deal of valuable traffic. 
 
 (2) Travelling Facilities. 
 
 {a) Services between Chief 7b jFiV5. ^Regarding Manchester 
 as the centre of the system, we see from the table below that with 
 few exceptions the towns on the company's lines are well served. 
 Barnsley, Chester, and Grimsby are, however, not treated so well 
 as they should be. But these deficiencies are fully atoned for 
 by the superb services between Manchester and Liverpool in com- 
 petition with the North-Western and the Lancashire and Yorkshire 
 companies. 
 
 The towns to the east of Manchester are by no means well 
 served from Liverpool. To take rather more than two hours as the 
 fastest time to Sheffield (76J miles), and the rest of the trains 
 generally much longer, is the reverse of creditable ; and Barnsley, 
 Hull, Grimsby, etc., are of course much worse off even than this. 
 Liverpool is also only moderately connected with the towns on the 
 Great Northern system and London, owing doubtless to the 
 recognised futility of competing with the London and North- 
 western for the traffic to the Metropolis. Manchester, however, 
 in this respect comes out well, and we may perhaps refer at a later 
 stage to the state of the competition on each of the three routes. 
 
ISO 
 
 British Railways. 
 
 Punctuality on the Manchester, Sheffield and Lincolnshire line 
 proper is very good, except for the slower expresses, which stop 
 more frequently. On the Cheshire Lines section between Manchester 
 and Liverpool we possess at once perhaps the fastest, most 
 frequent, and most punctual services in the kingdom. The table 
 referred to above showing the train services is here given : — 
 
 
 
 Number of Trains at or over 
 
 
 
 
 Between 
 
 35 miles 
 
 40 miles 
 
 45 miles 
 
 
 
 Miles. 
 
 per 
 
 hour. 
 
 per hour. 
 
 per hour. 
 
 Fastest. 
 
 
 Manchester 
 
 c 
 
 ^: 
 
 u 
 
 ^ 
 
 jj 
 
 ^ 
 
 Remarks. 
 
 
 
 V 
 
 OJ 
 
 V 
 
 OJ 
 
 OJ 
 
 HI 
 
 
 
 
 and 
 
 
 ES 
 
 ttJ 
 
 s s 
 
 Q 
 
 s s 
 
 s 
 
 
 
 
 
 
 s-s 
 
 H-g 
 
 e-g 
 
 H-g 
 
 2-S 
 
 H-g 
 
 
 
 
 
 
 P^ c 
 
 c 
 
 fo c 
 
 C 
 
 fe c 
 
 c 
 
 
 
 
 
 
 rt 
 
 rt 
 
 d 
 
 Cfl 
 
 m 
 
 m 
 
 
 
 
 
 
 s 
 
 ■s 
 
 S 
 
 g 
 
 S 
 
 IS 
 
 Hr 
 
 Min. 
 
 
 Warrington 
 
 i5l 
 
 20 
 
 21 
 
 20 
 
 18 
 
 17 
 
 15 
 
 
 
 18 
 
 j Three trains run on cer- 
 t tain daysof the week only. 
 
 Southport . 
 
 49i 
 
 7 
 
 3 
 
 2 
 
 2 
 
 I 
 
 I 
 
 I 
 
 
 
 rOne up and two_ down 
 < trains run on certain days 
 L of the week only. 
 Three trains run on cer- 
 tain days of the week 
 
 Liverpool . 
 
 34 
 
 17 
 
 17 
 
 16 
 
 17 
 
 16 
 
 17 
 
 
 
 40 
 
 only. The trains in 40 
 - minutes run 7/id the 
 straight line at Warring- 
 ton, and thus slightly 
 
 Cliester . 
 Barnsley . 
 
 
 
 
 
 
 
 
 
 reduce the distance. 
 
 38f 
 
 I 
 
 I 
 
 None None 
 
 ^one 
 
 None 
 
 I 
 
 
 
 Poor Service. 
 
 354 
 
 None 
 
 None 
 
 None None 
 
 '^one 
 
 None 
 
 I 
 
 18 
 
 Poor Service. 
 
 Grimsby . 
 
 io9i 
 
 2 
 
 I 
 
 None None 
 
 '^one 
 
 None 
 
 2 
 
 SO 
 
 
 {viiX Retford) 
 
 
 
 
 
 
 
 
 
 Slieffield . 
 
 4ii 
 
 5 
 
 s 
 
 2 jNone None 
 
 None 
 
 I 
 
 
 
 
 Except in the neighbourhood of Manchester and Liverpool, the 
 company have very httle local traffic, and what they have is conducted 
 in much the same way and at similar speeds to those which prevail 
 on other English railways. 
 
 {b) Rolling Stock and General Accommodation. — The 
 passenger rolling stock of the Manchester, Sheffield and Lincoln- 
 shire Railway is fairly good throughout. The carriages in the 
 through trains are exceedingly well equipped, the thirds being well 
 cushioned and roomy, with a larger amount of window space than 
 usual, and the seconds and firsts being almost up to the best 
 specimens running on other lines. The latter class is generally 
 ornamented in fancy woods, and is frequently provided with lavatory 
 accommodation. Almost alone of the lines north of the Thames, 
 the Manchester, Sheffield and Lincolnshire Company have adopted 
 an electrical means of communication between the passengers and 
 the officials of the train. Dining saloons, owned jointly with the 
 
The Manchester, Sheffield and Lincolnshire. 151 
 
 Great Northern, are run twice daily each way between Manchester 
 and London. The only shabby rolling stock on the line is seen 
 occasionally in the slower trains, and even here matters have much 
 improved of late. The coaching stock used on the Cheshire lines 
 railways is of similar character to that on the Manchester, Sheffield 
 and Lincolnshire line proper, and is mostly of the twelve-wheel 
 bogie type. 
 
 In other respects the accommodation given by the company is 
 tolerably good. The Automatic Vacuum brake, after some yeara' 
 use of the simple variety, has been adopted. The termini at Man- 
 chester and Liverpool are well adapted to traffic demands, and most 
 of the roadside stations on the main line are superior to the English 
 average. The company have been rather unfortunate as regards 
 accidents, two of the most disastrous of recent years — Penistone 
 and Hexthorpe — having occurred on their line. 
 
 {3) Locomotive Work. 
 
 {a) Speed. — The Manchester, Sheffield and Lincolnshire 
 possesses some very smartly-booked trains, and also some which 
 might be levelled up a little. The best and quickest timing they are 
 supposed to do is the series of runs from Manchester to ^Varrington 
 in 18 minutes, a little under 16 miles. This, however, is rarely 
 done in daily work. Also, the best trains between Manchester and 
 Southport, and the best between Sheffield and Retford and Grantham, 
 are timed at decidedly high rates. Warrington to Liverpool is 
 generally run over by the fast Manchester service at a booked rate 
 of about 45 miles an hour, and this is nothing to boast of. The 
 section over the Pennine, between Manchester and Sheffield, with 
 light loads, is usually done at a booked speed of 40 or under. 
 This is scarcely brilliant. It is, however, worthy of note that this 
 line claims the fastest start-to-stop run but one in England. This 
 is from Grantham to Retford (33^ miles) in 36 minutes, with the 
 Great Northern Company's 4.15 p.m. express from King's Cross, 
 which, north of Grantham, is worked by Manchester, Sheffield 
 and Lincolnshire locomotives. 
 
 {b) Gradients. — The Manchester, Sheffield and Lincolnshire 
 main line from Retford, the point where it diverges from the Great 
 Northern, to Manchester is very steep. This is particularly so on 
 
152 British Railways. 
 
 the latter part of the journey, that is, from Sheffield westwards, 
 which is extremely arduous. We give the gradients below in some 
 detail. Before doing so, it may, however, be stated that one or 
 two of the fastest London to Manchester expresses are run north of 
 Grantham, on the Great Northern Railway, by the Manchester, 
 Sheffield and Lincolnshire locomotives. For description of gradients 
 on this section, reference must be made to the article on the Great 
 Northern. 
 
 Starting from Retford the line is level for about \ mile, then 
 rises f mile at i in 146, undulates and is level for \\ miles, rises i;^ 
 miles at i in 175, undulates with a slight downward tendency for 2 
 miles, rises i mile at t in 150, and is almost level into Worksop. 
 It then mounts i mile at i in 150, descends i^ miles gently, and 
 rises 3 miles at i in 132 and 140, and after \ mile level mounts 
 another mile at i in 179. This is followed by a very short level 
 stretch and 3|- miles of descent at i in 115. This descent is re- 
 sponded to by a 3-mile ascent at i in 137 and i in 150, followed by 
 2i miles of i in 144 and 155 down (-J- mile easy) into Sheffield. 
 The section is, therefore, a moderately hard one, and would be 
 harder if the gradients were massed together, as they are west of 
 Sheffield. Here the ascents and descents are steep but not long, 
 and the impetus from the descents aids a great deal in mounting 
 the short ascents. Still, the express speed is distinctly good on 
 this section, and would be still more creditable if the trains were 
 heavier. 
 
 The accompanying diagram gives full details of the severe gradients 
 between Sheffield and Manchester. The express trains running 
 over this section do some good work. Their loads, however, are 
 not heavy, and their booked times are not nearly so difficult to 
 follow in practice as the work accomplished on the Preston to 
 Carlisle section of the North-Western or on the Caledonian main 
 line. 
 
 Beyond Manchester, on the Cheshire Lines route there is 
 nothing worth speaking of To Warrington is practically level, 
 and thence to Liverpool is only a trifle harder, part of the 
 distance being composed of undulations of i in 200, or there- 
 abouts. 
 
 ic) Locomotives. — The locomotives on the Manchester, Shef- 
 field and Lincolnshire are painted green, and are generally of rather 
 unprepossessing appearance. The latest type, however, cannot in 
 fairness, be thus described, as they are of very handsome design. 
 
Plate mi. 
 
The Manchester, Sheffield and Lincolnshire. 153 
 
 They are also capable of excellent work, as will be seen below. 
 It is very singular that in their dimensions this most recent type 
 adopted by the company should be so different from the standard 
 express engines with single driving wheels of only a few years 
 back, built by Mr. Sacre. Details of the principal dimensions 
 are as under : — 
 
 Dimensions. 
 
 Single. 
 
 Coupled. 
 
 Diameter of drivers .... ft., in. 
 
 Cylinders in. 
 
 Heating surface (tubes) . sq. ft. 
 Ditto (fire-box) . . sq. ft. 
 
 Ditto (total) sq. ft. 
 
 Grate area sq. ft. 
 
 Weight on drivers or coupled wheels . tons, cwts. 
 Total weight, working order . . tons, cwts. 
 
 7 6 
 
 17J by 26 
 
 1,057 
 
 87 
 1,144 
 
 17 
 17 II 
 
 40 12 
 
 6 9 
 
 18 by 26 
 
 1,179 
 
 99 
 1,278 
 18-85 
 32 I 
 46 
 
 {d) Actual Performances. — Some splendid work has been 
 done on this line. Most of it is claimed by the 7 feet 6 inch single 
 class, although it is stated that one of the new coupled engines has 
 taken a light special from Manchester to Aintree {'i'^\ miles) in 
 34 minutes, while an engine of the same type has gone from Grant- 
 ham to Retford in 33! minutes with 10 coaches, and climbed 
 the steep bank out of Sheffield with 7 coaches, performing the first 
 17 miles in the good time of 26 minutes. The singles have run from 
 Grantham to Sheffield in 62 minutes (s6f miles) with 7 coaches, 
 slacking to 10 miles an hour over the Retford curve ; and from 
 Manchester to Sheffield, also with 7 coaches, \\\ miles, in 48 minutes, 
 thus showing how easy it is to observe the booked time of 59 
 minutes. But their best chances are on the fast 18 minutes run 
 from Manchester to Warrington (15! miles). As stated elsewhere, 
 this run is rarely done in the booked time, but exceptions are far 
 from wanting to this statement. On one occasion the distance was 
 covered, with 1 1 coaches, in 1 7 minutes 43 seconds, and we believe 
 it has been done in rs minutes 44 seconds. If this be so, we can 
 fairly credit the Manchester, Sheffield and Lincolnshire with the 
 finest short run from start to stop ever performed. The 40 minutes 
 trains, which run through between Liverpool and Manchester by the 
 straight line at Warrington, very often perform the journey in 37 and 
 38 minutes, and it was done on one occasion in 35 minutes. The 
 loads, however, are very light. 
 
154 
 
 British Railwayh. 
 
 A few extra details of the run from Manchester to Warrington in 
 17 minutes 43 seconds, with 11 coaches, are given below: — 
 
 Engine 501, 7 ft. 6 in. Single. 
 
 Stations. 
 
 Mis. Chns. 
 
 Time Due. 
 
 Time Actual. 
 
 Manchester . . . .dep 
 
 Urmston . 
 
 Flixton 
 
 Irlam 
 
 Glazebrook 
 
 Padgate .... 
 Warrington .... arr 
 
 
 4 79 
 
 1 21 
 
 2 10 
 I 18 
 4 24 
 I 63 
 
 P.M. 
 
 7 30 
 7 48 
 
 H. M. s. 
 
 7 30 33 
 
 7 37 II 
 7 38 24 
 7 40 30 
 7 41 45 
 7 46 6 
 7 48 16 
 
 We also subjoin further details of the run referred to above 
 from Grantham to Retford in 33! minutes, with 10 coaches : — 
 
 Engine 561, 6 ft. 9 in. Coupled. 
 
 Stations. 
 
 Mis. Chns. 
 
 Time Due. 
 
 Time Actual. 
 
 
 
 KM. 
 
 H. M. s. 
 
 Grantham .... dep. 
 
 — 
 
 4 4 
 
 4 6 30 
 
 Barkstone 
 
 
 
 4 20 
 
 — 
 
 4 II 55 
 
 Hougham 
 
 
 
 I 68 
 
 — 
 
 4 13 32 
 
 Claypole 
 
 
 
 3 68 
 
 — 
 
 4 16 54 
 
 Newark 
 
 
 
 4 62 
 
 — 
 
 4 21 7 
 
 Carlton 
 
 
 
 6 20 
 
 — 
 
 4 26 54 
 
 Crowpark 
 
 
 
 I 
 
 — 
 
 4 27 52 
 
 Tuxford 
 
 
 
 4 41 
 
 — 
 
 4 32 54 
 
 Retford 
 
 
 
 6 56 
 
 4 40 
 
 4 40 18 
 
 (Dead slow through station) 
 
 
 (to pass) 
 
 
IS5 
 
 IV. 
 
 THE GREAT NORTHERN. 
 
 (i) General Description of the Line. 
 
 This system is about 650 miles in length, and owns as its pro- 
 portion of joint lines about 120 miles more. It forms one of the 
 three great competing routes from London to the North. The main 
 line runs very directly from King's Cross to Shaftholme, about four 
 miles north of Doncaster, where it connects with the North-Eastern 
 system.. From this trunk numerous lines branch off to east and 
 west, of which the most important are : — From Hatfield to St. Albans, 
 Dunstable, and Luton ; from Hitchin to Cambridge ; from Peter- 
 borough through Spalding, Boston, and Louth, to Grimsby, with 
 branches to Lynn, Spilsby, Skegness, and Mablethorpe ; from Grant- 
 ham to Nottingham, with a continuation to Derby, Uttoxeter, and 
 Stafford ; from Grantham to Lincoln ; and from Doncaster via 
 Wakefield to Leeds. Dissociated from the main line are the com- 
 pany's small but important branches in South Yorkshire. The chief 
 of these are : — From Ardsley to Bradford ; from Wakefield via Dews- 
 bury and Batley to Bradford, with extensions to Halifax, and via 
 Thornton to Keighley ; and from Leeds to Bradford. Leicester and . 
 Nottingham are reached from Newark over this company's line, and 
 lines owned jointly with the London and North-Western Company. 
 Then the company are joint owners of the Great Northern and Great 
 Eastern Joint Line, which is of small importance to the Great 
 Northern, but is the means of giving the Great Eastern a northern 
 outlet. Besides these, there are numerous suburban lines serving the 
 outskirts of London. Recently the Great Northern have arranged to 
 become joint owners with the Midland Company of the Eastern and 
 Midlands Railway. This line we shall again refer to when we come 
 to discuss the Midland Railway. 
 
 (2) Travelling Facilities. 
 
 {a) Services between Chief Towns. — One would indeed 
 be very hard to please did one find fault with the Great Northern 
 
iS6 British Railways. 
 
 train service. By many it is looked upon as the very best in the 
 kingdom ; and there is no doubt that, with one or two others, it 
 deserves this distinction. The table given on p. 158, showing the con- 
 nections between London and the chief towns on the system, renders 
 further remarks almost superfluous. Peterborough, Cambridge, 
 Grantham, Nottingham, Lincoln, Doncaster, York, Leeds, Bradford, 
 Wakefield, and many other towns, are in full enjoyment of most 
 admirable services ; and by the aid of the North-Eastern, North 
 British, and Manchester, Sheffield and Lincolnshire companies, the 
 important points off the company's own line are abundantly provided 
 for. In the table below we do not mention those towns outside the 
 Great Northern system to which other lines compete, as we think it 
 will be more convenient to make our comparisons at a later stage, 
 so as to show how the great lines leading from London to the North 
 compete to the many points of importance served by them in 
 common. These comparisons are made in tabular form, under the 
 heading of Competitive Traffic, in the concluding section of this 
 work. There is, however, no competition worth speaking of to some 
 of the important towns in the North-East of England served by the 
 Great Northern and North-Eastern, or by the Great Northern and 
 Manchester, Sheffield and Lincolnshire companies. Such towns 
 are, for instance, Hull, Sunderland, and Newcastle. The services to 
 the two former towns are fairly good, and indeed, so far as the 
 Great Northern controls the running of the trains, excellent. Sunder- 
 land can be reached either via Durhim (269 miles), via Newcastle 
 and Shields (286I miles), or via Newcastle and Pelaw (280-I- miles). 
 The best trains are by the last-mentioned route, and take about 61^ 
 hours on the journey. Hull is reached either via Selby (205), via 
 Doncaster (196I), or via the ferry at New Holland (179!^ miles). 
 The Selby and Doncaster routes give the quickest connections, in rather 
 over 41 hours. To Newcastle (268I- miles) the services are all that 
 can be desired. Ten trains each way daily exceed 35 miles an hour, 
 and there are six down and seven up over 40. The fastest takes 
 just over 5^ hours. 
 
 Admirable services have also been established, with through 
 carriages, to the smaller towns of Yorkshire and East Lancashire. 
 Huddersfield (1881 miles) has good connections, the best train being 
 allowed only just over four hours. This service is conducted via 
 Sheffield by the aid of the Manchester, Sheffield and Lincolnshire 
 and Lancashire and Yorkshire companies. Burnley, Accrington, 
 and Rochdale, all just over 200 miles from London, are treated 
 
The Great Northern. 
 
 IS7 
 
 almost equally well, the best trains exceeding an inclusive speed of 
 40 miles an hour; while to Halifax (about 195 miles) the service is 
 fast and frequent, and almost as good as that accorded to such large 
 towns as Leeds and Bradford. 
 
 It is not alone, however, on the main line of the Great Northern 
 that we find such splendidly developed express services. Most of 
 the branches have their own express trains at creditable speeds, 
 connecting at the various junctions with those of the main line. 
 Such branches are those from Ilitchin to Cambridge ; Grantham to 
 Nottingham ; Grantham to Lincoln ; and Newark to Nottingham. 
 
 The punctuality of these splendid services is still good, though 
 not what it used to be several years ago. There is no doubt that 
 during the summer season the arrivals at King's Cross are dis- 
 tinguished by great want of punctuality ; and it is only in the winter 
 that the up trains are strictly punctual. In a pamphlet published 
 two or three years ago, entitled Great Northern Speeds, it was 
 sought to prove that the Great Northern was at the time still a 
 punctual line, even in summer. We are, however, fortunately in a 
 position to disprove this too comprehensive statement. The Return 
 of Punctuality supplied to the House of Commons for the year 
 1890 shows, in the case of this company, the express and Scotch 
 traffic separately. We give an abstract of this return below for three 
 representative months, showing the punctuality at various seasons 
 of the year : — 
 
 Punctuality of 
 
 Great Northern Railway Long-distance and 
 
 
 
 Scotch Trains. 
 
 
 
 
 
 
 Descrip- 
 
 Under 
 
 From 
 
 From 
 
 From 
 
 From 
 
 From 
 
 From 
 
 Over 
 
 Months. 
 
 tion of 
 
 3 mins. 
 
 3 '° 5 
 
 5 £u 10 
 
 10 to 15 
 
 15 to 20 
 
 20 to 25 
 
 25 to 30 
 
 30 mins. 
 
 
 Train. 
 
 late. 
 
 late. 
 
 late. 
 
 late. 
 
 late. 
 
 late. 
 
 late. 
 
 late. 
 
 
 
 Per cent 
 
 Percent 
 
 Per cent 
 
 Per cent 
 
 Per cent 
 
 Per cent 
 
 Per cent 
 
 Per cent 
 Co total. 
 
 
 Scotch 
 
 29 
 
 6 
 
 18 
 
 9 
 
 17 
 
 8 
 
 5 
 
 8 
 
 May, 1890 ■ 
 
 Long- 
 
 
 
 
 
 
 
 
 
 
 distance 
 
 39 
 
 12 
 
 22 
 
 10 
 
 8 
 
 3 
 
 3 
 
 2 
 
 
 Scotch 
 
 8 
 
 I 
 
 8 
 
 7 
 
 10 
 
 8 
 
 10 
 
 48 
 
 July, 1890 . \ 
 
 Long- 
 
 
 
 
 
 
 
 
 
 
 distance 
 
 32 
 
 n 
 
 24 
 
 14 
 
 8 
 
 4 
 
 4 
 
 3 
 
 November, J 
 1890 . 1 
 
 Scotch 
 Long- 
 distance 
 
 8 
 3.'! 
 
 6 
 13 
 
 7 
 24 
 
 13 
 
 '3_ 
 
 7 
 2 
 
 12 
 8 
 
 8 
 2 
 
 39 
 2 
 
 As, however, it may be alleged that most of this lateness may be 
 ascribed to the trains having been handed unpunctually to the 
 Great Northern by the North-Eastern or the Manchester, Sheffield 
 and Lincolnshire, we may state in disproof that the return gives 
 
IS8 
 
 British Railways. 
 
 further down a statement of the precise amount of unpunctuality due 
 to the Great Northern Company alone. Here it is : — 
 
 Punctuality of Long-distance and Scotch Trains after Deducting 
 Detentions from Fog, Storm, or Waiting Connections. 
 
 Months. 
 
 Descrip- 
 tion of 
 Train. 
 
 Under 
 
 3 mins. 
 
 late. 
 
 From 
 3 to 5 
 late. 
 
 From 
 5 to 10 
 late. 
 
 From 
 
 10 to 15 
 
 late. ^ 
 
 From 
 
 15 to 20 
 
 late. 
 
 From 
 
 20 to 25 
 
 late. 
 
 From 
 
 25 to 30 
 
 late. 
 
 Over 
 
 30 mins. 
 
 late. 
 
 May, 1890 
 
 Scotch 
 Long- 
 distance 
 
 Per cent 
 
 to total. 
 
 66 
 
 56 
 
 Per cent 
 6 
 
 12 
 
 Per cent 
 16 
 
 Percent 
 8 
 
 7 
 
 Per cent 
 3 
 
 4 
 
 Per cent 
 2 
 
 2 
 
 Per cent 
 
 
 2 
 
 Per cent 
 to total. 
 
 I 
 
 July, 1890 \ 
 
 Scotch 
 Long- 
 distance 
 
 56 
 45 
 
 12 
 12 
 
 15 
 21 
 
 6 
 II 
 
 4 
 5 
 
 3 
 2 
 
 I 
 
 3 
 
 2 
 
 I 
 
 November, 
 1890 . 
 
 [ 
 
 Scotch 
 Long- 
 distance 
 
 61 
 
 53 
 
 7 
 
 16 
 20 
 
 9 
 
 9 
 
 3 
 
 3 
 
 I 
 I 
 
 I 
 
 I 
 
 2 
 I 
 
 Our statement, therefore, is proved exactly by figures supplied by 
 the company. But the return does not deal with down trains from 
 King's Cross, which are much more punctual than the up, as may 
 be seen from a return for 1892 including down as well as up trains, 
 nor does it touch the branch-line fast services, which are exceedingly 
 punctual. Hence our remarks above to the effect that the " punc- 
 tuality is still good, though not what it used to be several years ago.'' 
 
 The table referred to above showing the services between 
 London and the chief towns on the system is here given : — 
 
 Between 
 
 Miles. 
 
 
 Number of Trains at 
 
 or over 
 
 
 
 
 
 35 miles 
 
 40 miles 
 
 45 miles 
 
 
 
 
 
 
 per 
 
 noiir. 
 
 Hr. 
 
 Min. 
 
 
 and 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 
 Cambridge . 
 
 58 
 
 6 
 
 6 
 
 5 
 
 6 
 
 I 
 
 I 
 
 I 
 
 17 
 
 
 Huntingdon . 
 
 5«S 
 
 3 
 
 2 
 
 2 
 
 2 
 
 I 
 
 I 
 
 I 
 
 II 
 
 C Fastest train 
 
 Peterborough 
 
 76^ 
 
 17 
 
 21 
 
 16 
 
 20 
 
 '4 
 
 19 
 
 I 
 
 25 
 
 X connects by 
 
 Grantham 
 
 io5i 
 
 20 
 
 23 
 
 19 
 
 22 
 
 16 
 
 17 
 
 I 
 
 57 
 
 (. slip carriage. 
 
 Nottingham . 
 
 1 27 J 
 
 II 
 
 10 
 
 10 
 
 8 
 
 6 
 
 3 
 
 2 
 
 32 
 
 
 Lincoln . 
 
 no 
 
 8 
 
 8 
 
 5 
 
 2 
 
 I 
 
 None 
 
 2 
 
 45 
 
 
 Retford . 
 
 1,38* 
 
 14 
 
 12 
 
 12 
 
 II 
 
 8 
 
 6 
 
 2 
 
 40 
 
 
 Doncaster 
 
 IS6 
 
 15 
 
 15 
 
 14 
 
 14 
 
 10 
 
 7 
 
 3 
 
 2 
 
 
 York . . 
 
 iKS 
 
 15 
 
 II 
 
 12 
 
 10 
 
 5 
 
 4 
 
 3 
 
 45 
 
 
 Wakefield . 
 
 175 
 
 10 
 
 II 
 
 10 
 
 6 
 
 6 
 
 4 
 
 3 
 
 30 
 
 
 Leeds 
 
 i»5* 
 
 10 
 
 II 
 
 8 
 
 6 
 
 4 
 
 4 
 
 3 
 
 50 
 
 
 Bradford 
 
 192 
 
 ID 
 
 8 
 
 7 
 
 4 
 
 3 
 
 3 
 
 4 
 
 3 
 
 
 Dewsbury 
 
 i8ii 
 
 7 
 
 9 
 
 7 
 
 4 
 
 I 
 
 I 
 
 3 
 
 59 
 
 
The Great Northern. 159 
 
 The local services of the Great Northern are, with those of the 
 London and North-Western, as certainly the best in England as the 
 Glasgow and South-Western Company's are .in Scotland. Great 
 frequency of trains, great speed, and great punctuality might well 
 describe this company's local arrangements. Other lines are content 
 to run their local trains at an inclusive speed of but litde over 20 
 miles an hour. The three companies we have named think nothing 
 of running up to 30. As instances look at the Great Northern 
 Company's 7.50 a.m. from Peterborough, which stops at every station 
 down to Retford, getting there in two hours, a distance of Q>2\ miles ; 
 the Glasgow and South- Western Company's 2 p.m. from Carlisle, 
 which makes Kilmarnock (gi-i- miles of hilly road) in 3 hours 18 
 minutes, stopping everywhere : and, most wonderful of any local 
 train in the world, the London and North-Western Company's 
 6.50 a.m. from Carlisle, which stops at every station to Oxenholme, 
 and yet does the 50 miles of mountain road in 90 minutes. Not 
 less admirable than the speed and punctuality of the Great Northern 
 local trains is the rolling stock, which is well lighted (except on the 
 London suburban trains, where electricity is slowly coming in) and 
 upholstered in tasteful style. 
 
 {b) Rolling Stock and General Accommodation. — The 
 rolling stock and general accommodation of the Great Northern is 
 of the very highest class. We have previously spoken of the carriages 
 on the branch lines in terms of great praise. The main-line stock, 
 consisting principally of 6-wheeled vehicles, is almost equally worthy 
 of praise. The company are now busy fitting the third-class 
 can-iages with lavatory accommodation, and this is already supphed 
 on the East Coast Joint Stock in rather a novel way. A corridor 
 runs down one side of the vehicle, and provides means of access to 
 two lavatories — one at each end. The upholstering and fittings 
 could hardly be improved upon, being executed in the best materials 
 and in the best taste. The first class is not quite so good, and 
 must be considerably improved before equaUing the London and 
 North-Western types. Some new firsts, however, lately built for the 
 East Coast Joint Stock, are most pleasingly decorated and provided 
 with comfortable lavatory accommodation ; the second-class coaches 
 employed in that traffic are also of a very fine description. Two 
 i2-wheeled dining-cars run each way between London and Leeds 
 and Manchester. Those running to Manchester are jointly owned 
 by the Manchester, Sheffield and Lincolnshire Company, and are 
 probably the finest cars running in this country. 
 
i6o British Railways. 
 
 In other respects the Great Northern Company serve the public 
 very well. The line is one of the best north of the Thames for its 
 signalling arrangements, and although the simple vacuum brake was 
 long used, the automatic variety has at last made its appearance. 
 The permanent way is in first-class condition, and few fatal accidents 
 have occurred for some years. The station accommodation is 
 generally adequate, but might be improved at one or two of the 
 larger towns and junctions on the company's system. 
 
 (3) Locomotive Work. 
 
 (a) Speed. — Before glancing at the results achieved in actual 
 working we will consider for a brief space and in a general manner 
 the booked speeds which the Great Northern engages on paper to 
 perform in practice. It may at once be stated that the general level 
 of this company's performances stands higher than that of any other, 
 but perhaps not so much so as is generally imagined. It gives us, on 
 its short system of about 800 miles, a bewildering profusion of fast 
 runs, and presents us with almost as many examples of express speed 
 as the much more extensive systems of the Midland and North- 
 Western Companies. This to a certain extent explains the high and 
 well-merited reputation of the Great Northern as an express line. 
 Its advocates are never weary of pointing out how much more 
 express mileage it has in proportion to its length than any other line. 
 But this indiscriminate praise needs great qualification. The Great 
 Northern has a main line nearly 200 miles long, and over it is 
 conveyed a fair share of the traffic to Scotland, Leeds, Bradford, 
 Sheffield, Manchester, Nottingham, Hull, and all the Newcastle 
 district passengers. The North-Western over its main line carries 
 the Scotch traffic for 300 miles ; the Irish for about 250 ; Liverpool 
 and part of Manchester, about 200 : and a fair share of the 
 Birmingham district for a little more than 100 miles. The 
 opportunities and obligations of each line to run express traffic do 
 not thus seem greatly dissimilar, and are at any rate far from being 
 so disproportionate as the differe7ice in the total lengths of the respective 
 systems. The fact is, the North- Western's long system is composed 
 in great part of suburban and branch lines, to run express trains 
 over which would be absurd and anomalous, while the Great 
 Northern consists mostly of through or important routes, over which 
 not to run express trains would be a reproach. Of course, we are 
 far from saying there is anything of this sort in the case of the Great 
 
PktelXLV. 
 
 - 
 
 
 
 105 Vkings cnoss; 
 
 S \ HOLLOWAY 
 
 LEVEL 1 
 
 +00 \ FINSBURY PAHK 
 
 - 
 
 
 * \ 
 
 zet / HUKNSEY 
 
 
 
 \ SOUTH GATE 
 
 M \ 
 
 o \ OAWLEICH PARK 
 \~ BARNET 
 
 \ POTTERS BAR 
 
 § / 
 
 5S / 
 
 § / 
 
 LEVEL 
 
 
 LEVEL 1 
 
 O / 
 
 
 YbV 1 
 
 
 330 S^ 
 
 o \ 
 
 
 LEVEL I WELWVN 
 
 330 V" 
 
 o \ 
 
 
 
 LEVEL 
 
 s / 
 
 LEVEL 1 
 
 % \ 
 
 
 ° / 
 O / 
 
 / HITP.HIN 
 
 LEVEL t 
 
 O / 
 
 CD / 
 
 o /arlesey siding 
 
 « 
 
 o 
 
 > 
 
 T3 
 O 
 
 r- 
 
 m 
 
 .^ 
 
PlatelXF 
 
 237 
 
 PETERBORO 
 
 LEVEL 
 
 3i5s 
 
 h ^W ) T ALLINCTON 
 
 ESSEN DINE 
 
 LITTLE BYTHAM 
 
 GRANTHAM 
 
 BlCCLESWADE 
 
 TEMPSFORD 
 
 ~660 L0.FFORD 
 
 HUNTINGDON 
 
 (§1 
 
 ABBOTTS RIPTON 
 
 •O 
 to 
 
The Great Northern. i6i 
 
 Northern Company. Exactly the reverse. The extraordinary 
 number of express journeys run daily on their system fully satisfies 
 all demands. 
 
 Looking, then, in a general way at the booked speeds, Ave find 
 that there is a very large number of trains which easily tops the 50-miles- 
 an-hour mark between London (King's Cross or Finsbury Park) and 
 Peterborough or Grantham. The best to Peterborough takes 87 
 minutes (down) and 86 minutes (up) for 7 6|: miles; but on Mondays 
 only there is an extraordinary train which is timed to run from 
 Peterborough to Finsbury Park (73I miles) in 80 minutes. To 
 Grantham the best down train gets 119 minutes; the best up 117 
 only. Between Peterborough and Grantham the down trains are 
 not very quickly timed on account of gradients, but several up trains 
 are only allowed 33 minutes for the 29 miles. 
 
 North of Grantham the same high pressure is maintained. In 
 fact here, as further south, trains with a booked speed of under 50 
 miles an hour seem less numerous than those over that figure. On 
 the shorter runs, such as Grantham to Newark, Grantham to Retford, 
 Doncaster to Wakefield, the speed rules very high, just as it does 
 south of Grantham on such stretches as Hitchin to Peterborough, 
 etc. The longer runs are also superb. Examples are easily found. 
 Grantham to Doncaster (50I miles) in 56 minutes down and 58 
 up ; and to York (83 miles) several times under 100 minutes, give 
 evidence of the characteristic energy of the fine. On the branches 
 also, such as from Grantham to Nottingham and Lincoln, and 
 Hitchin to Cambridge, the work is most spirited, and falls little short 
 of a booked speed of 50 miles an hour. 
 
 The loads taken by these quickly-timed trains vary considerably. 
 Few of them, however, are really lightly loaded, and quite 80 per 
 cent, of the main -line expresses average 13 carriages or more. 
 Thus not only are the Great Northern expresses very quickly timed 
 but they are also heavily loaded. In spite of this, however, the 
 use of pilot or assistant engines is forbidden even on the heaviest 
 trains. We believe the Great Northern is the only fine in 
 England which never uses two engines on a train. In this 
 respect it offers a striking contrast to its rival and neighbour, 
 the Midland, which seems to seize with alacrity every opportunity 
 for tacking on an assistant locomotive. 
 
 {!)) Gradients. — The Great Northern main line gradients are 
 moderately hard, as may be seen by reference to the accompanying 
 gradient profile of the line from London to Grantham. From 
 
 L 
 
1 62 British Railways. 
 
 this point the line descends gradually for ii miles, and is almost 
 level for ii more, then rising for 6 miles mostly at i in 200. This 
 brings us to post 133, and thence to Retford (i38i miles) is chiefly i 
 in 200 and i in 178 falling. From here to York (with the exception 
 of x\ miles up and one mile down of i in 198, between posts 147 
 and 151), the line is one of the most level stretches in the kingdom. 
 
 It is customary in describing the gradients of the Great Northern 
 main line to exaggerate their importance. The line is moderately 
 hard and nothing more. The gradients, we think, are disposed more 
 to aid the down than the up trains, and it will be noticed that the 
 best runs on the Great Northern, in actual daily practice, are 
 performed by the down expresses. 
 
 The route leaving the main line at Doncaster for Leeds and 
 Bradford is of a different character altogether. Between Doncaster 
 and Wakefield there are two steep bits, a seven-miles rise and a four- 
 miles fall averaging i in 150, and after Wakefield we rise five miles 
 to Ardsley, falling thence four miles of i in 100 into Leeds. From 
 Ardsley the Bradford line is almost mountainous, rising for eight 
 miles on gradients of i in 70 to i in 132 to 750 feet above sea, and 
 dropping four very steep miles (two of which are i in 50 to i in 60) 
 into Bradford. From Doncaster to Bradford, therefore, is a very 
 difficult piece to work over. 
 
 (c) Locomotives. — On looking at the speeds demanded and the 
 gradients to be overcome, one would imagine that what the Great 
 Northern wanted would be a locomotive of considerable power 
 combined with excellent speed qualities. This is exactly what the 
 company possess. The 8 feet singles, the dimensions of which we 
 give below, are splendid engines, and have for more than twenty 
 years worked the Great Northern traffic to admiration. Recently, how- 
 ever, it has been deemed advisable to supplement these by a more 
 powerful class, having inside cylinders 18^ by 26 inches, 7 feet 6 inch 
 single driving wheels, and without bogie. Of course, neither of 
 these types possesses the great hauling capabilities of, say, the Cale- 
 donian four-coupled bogies, or the large North-Western compounds. 
 Still, their adaptability to pull extremely fast and heavy trains over 
 easy grades is unquestioned, and many of the best performances 
 recorded have been done on the Great Northern Railway. 
 
 Among the other classes of passenger locomotives on the system 
 may be mentioned the 6 feet 6 inch coupled types, with 17^ by 
 26 cylinders. These do excellent work, but are not often employed 
 on the very fastest trains. Then we have the old 7 feet singles with 
 
The Great Northern. 
 
 163 
 
 \1\ by 24 cylinders, which in their day have done performances 
 worthy of much more powerful types. Frequently the minor ex- 
 presses are worked by a 5 feet 6 inch front-coupled class with 17^ 
 by 24 cylinders. In the London suburban district, the local traffic is 
 worked by tank engines, which, with some of the faster local trains, 
 running for some distance without stop, have attained to 60 miles 
 an hour between stations — a very high speed for a tank engine. 
 All the engines on the line are painted a grass green ; and those 
 employed for the fastest traffic are, we think, in general compactness 
 of design, more striking than those of any other company. The 
 brake in use is the Automatic Vacuum. 
 
 The Great Northern locomotive stock is maintained in first- 
 rate condition under the careful superintendence of Mr. Patrick 
 Stirling of Doncaster. This gentleman has adhered to the " single " 
 type of passenger locomotive through evil and good report, and has 
 been well rewarded. His locomotives are to-day, perhaps, more 
 economical in coal consumption, and more favourably known for 
 their general performances than any others. Further dimensions 
 of most of the types mentioned above are given in the subjoined 
 table : — 
 
 Dimensions. 
 
 8 ft. 
 
 7ift. 
 
 6^ ft. 
 
 sift. 
 
 Singles. 
 
 Singles. 
 
 Coupled. 
 
 Coupled. 
 
 Cylinders 
 
 in. 
 
 18 by 28 
 
 18 J by 26 
 
 17.^ by 26 
 
 17I by 24 
 
 Diameter of driving wlieels 
 
 ft., in. 
 
 8 ft. 
 
 7 ft. 6 in. 
 
 6 (t. 6 in. 
 
 5 ft. 6 in. 
 
 Heating surface Tubes 
 
 sq ft. 
 
 936 
 
 936 
 
 836-9 
 
 823-6 
 
 Box 
 
 ,, 
 
 109 
 
 109 
 
 92-4 
 
 92-4 
 
 ,, Total 
 
 j» 
 
 1,045 
 
 1,04s 
 
 929-3 
 
 916 
 
 Grate area 
 
 )) 
 
 i7l 
 
 18-4 
 
 i6i 
 
 i6i 
 
 Weight available for ad- '^ 
 hesion . . ) 
 
 tons. 
 
 17 
 
 Tons. Cwts. 
 
 17 8 
 
 Tons. Cwts. 
 
 27i 
 
 Tons. Cwts. 
 26 16 
 
 Tons. Cwts. 
 
 Total weight of engine 
 
 tons. 
 
 45 
 
 40 13 
 
 39 
 
 35 2 
 
 (d) Actual Performances. — We will now give a few instances 
 of actual daily work on the Great Northern system, and at the outset 
 have some difficulty in treating the great mass of material before 
 us, scarcely knowing what to accept and what to reject. It may 
 somewhat simplify matters if we give the outhnes of some of 
 our best performances on this line, passing over at present the 
 details of uphill running, which are referred to more at length at 
 a later stage. 
 L 2 
 
164 British Railways. 
 
 The majority of the Great Northern performances have, of course, 
 been done by the 8 feet singles. This class is responsible for the 
 following fine work : Grantham to London in ii7f minutes, with 
 8i coaches ; London to Grantham (105-^-) in 116 minutes 58 seconds, 
 with 12 coaches (including a signal check near Peterborough which 
 delayed the train 2\ minutes), further particulars of which are given 
 below; the same run, but with 171 coaches and only i engine, in 
 i26i minutes, passing Potter's Bar in 19 minutes 38 seconds, Hat- 
 field in 25 minutes 5 seconds, Hitchin in 39 minutes 51 seconds, 
 Huntingdon in 66 minutes 8 seconds, and (after a signal check), 
 Peterborough in 88 minutes 4 seconds ; Peterborough to Finsbury 
 Park (73! miles) in 75-!- minutes, with 10 coaches, on the up 
 10.40 a.m. (Mondays only) ; Hitchin to King's Cross, with 9I- on, 
 in 35 minutes (passing Hatfield in 16 minutes 41 seconds after 
 passing Hitchin); Wakefield to Doncaster, with 13 coaches, in 
 22 minutes 24 seconds (19 miles), starting and stopping; Doncaster 
 to Grantham (sof) in 62 minutes with 14 coaches, passing Retford 
 in 20 minutes 53 seconds and Newark in 41 minutes 34 seconds after 
 starting, and then being badly checked three times by signal ; Peter- 
 borough to Grantham with 13 on, in 3i| minutes (29 miles). 
 
 The 7 feet 6 inch and 7 feet singles have also done very note- 
 worthy performances. To run from Peterborough to King's Cross 
 in 83 minutes 13 seconds with a 7 feet 6 inch single and 13 coaches 
 is brilliant work. Further particulars of this excellent run are given 
 below. With the smaller singles, some of the best records are those 
 of Mr. Rous-Marten, given in his Notes on the Railways of Great 
 Britain. He states that on one occasion the 76-^ miles between 
 London and Peterborough was run in 88 minutes, with a load of 159 
 tons, and on another that Huntingdon to Finsbury Park (56^ miles) 
 was done in 66 minutes with no fewer than 16 coaches. 
 
 All the above, highly creditable as they are, are simply everyday 
 Great Northern performances. But, as explained in our remarks on 
 the North-Eastern Railway, a locomotive should be judged by its 
 best, and not by its average, performances. Now the best work the 
 Great Northern has ever given us was in the race to Edinburgh in 
 August, 1888. Here some extremely fine work was done; and the 
 best performances, especially between London and Grantham, were 
 quite on a par with the records of the three other companies con- 
 cerned. Grantham to York was not quite so good as London to 
 Grantham, although sufficiently fine work was done on that piece. 
 We reproduce below a complete statement of the running during the 
 
The Great Northern. 
 
 i6s 
 
 month. Attention is particularly directed to the run of August 25 th, 
 in which London to Grantham (1051) was covered in 105 minutes. 
 We believe the figures should be 106 minutes; but in any case it is 
 a hard matter to decide whether this or the North-Eastern run from 
 York to Newcastle in 80 minutes is the better, or whether either of 
 them quite comes up to the West-Coast records described elsewhere. 
 The average daily performances on the Great Northern are, without 
 doubt, superior to the North-Eastern, whatever may be the opinion 
 as to the relative merits of the best performance on either line. We 
 now give the statement referred to above. It has previously appeared 
 in the columns of the Ennneer. 
 
 Running of down Special Express 10 a.m. from King's Cross during 
 
 August, 1888. 
 
 
 I.— 
 
 London tc 
 
 Grantham, 
 
 105 MILES 26 
 
 CHAINS 
 
 
 
 
 
 
 § 
 
 E ^S 
 
 
 Miles per hour. 
 
 
 No. 
 
 No. 
 
 USE 
 
 ■I.C - " 
 
 
 
 
 
 
 c ^*"_^. 
 
 Delays, 
 
 Actual. 
 
 Date. 
 
 of 
 
 of 
 
 'bno 
 
 .si." 
 
 2 T-^^H 
 
 ^ " w m 
 
 &c. 
 
 
 
 
 
 
 Engine. 
 
 Vehicles. 
 
 S S-" 
 
 '^'"l-il" 
 
 
 Running, 
 
 Including 
 
 
 
 
 ■iS.s 
 
 fcS.S.S'S 
 
 
 excluding 
 
 stops, 
 
 
 
 
 .jn 
 
 <0 £ S 
 
 
 delays. 
 
 &c. 
 
 
 
 
 A M. 
 
 A.M. 
 
 nilN. 
 
 
 
 1st . . 
 
 671 
 
 8 
 
 10 
 
 II 59 
 
 — 
 
 531 
 
 — 
 
 2nd . . 
 
 233 
 
 9 
 
 10 
 
 II 58 
 
 — 
 
 53-6 
 
 — 
 
 3rd . . 
 
 776 
 
 9 
 
 10 
 
 II 56 
 
 — 
 
 54-5 
 
 — 
 
 4th . . 
 
 233 
 
 9 
 
 10 
 
 II 58 
 
 _ 
 
 536 
 
 — 
 
 6th . . 
 
 98 
 
 8 
 
 10 
 
 12 
 
 7 
 
 559 
 
 527 
 
 7th . . 
 
 69 
 
 9 
 
 9 58 
 
 II 54 
 
 — 
 
 545 
 
 
 8th . 
 
 48 
 
 8 
 
 9 59 
 
 II 56 
 
 — 
 
 540 
 
 — 
 
 9th . 
 
 776 
 
 9 
 
 9 58 
 
 II 55 
 
 — 
 
 540 
 
 — 
 
 loth . . 
 
 234 
 
 10 
 
 10 
 
 II 57 
 
 — 
 
 540 
 
 — 
 
 nth 
 
 776 
 
 8 
 
 10 
 
 II 55 
 
 — 
 
 550 
 
 — 
 
 13th . . 
 
 237 
 
 8 
 
 10 
 
 II 55 
 
 — 
 
 550 
 
 — 
 
 14th 
 
 7 
 
 8 
 
 10 
 
 II 55 
 
 — 
 
 550 
 
 — 
 
 iSth . . 
 
 98 
 
 8 
 
 10 
 
 II 55 
 
 2 
 
 559 
 
 550 
 
 i6th . . 
 
 22 
 
 9 
 
 10 
 
 II 51 
 
 — 
 
 569 
 
 — 
 
 17th . 
 
 22 
 
 8 
 
 10 
 
 II 55 
 
 2 
 
 559 
 
 550 
 
 1 8th 
 
 7 
 
 8 
 
 10 
 
 n 56 
 
 — 
 
 54-5 
 
 — 
 
 20th . . 
 
 233 
 
 7 
 
 10 
 
 II 50 
 
 — 
 
 575 
 
 — 
 
 2 1st . 
 
 237 
 
 7 
 
 10 
 
 II 49 
 
 — 
 
 580 
 
 — 
 
 22nd 
 
 98 
 
 7 
 
 10 
 
 II 53 
 
 — 
 
 559 
 
 — 
 
 23rd . . 
 
 233 
 
 7 
 
 10 
 
 II 48 
 
 — 
 
 58-5 
 
 — 
 
 24th . . 
 
 98 
 
 7 
 
 10 
 
 II 53 
 
 — 
 
 559 
 
 — 
 
 25th . . 
 
 233 
 
 7 
 
 10 
 
 II 45 
 
 — 
 
 602 
 
 — 
 
 27th . . 
 
 22 
 
 7 
 
 10 
 
 II 51 
 
 — 
 
 569 
 
 — 
 
 28th . . 
 
 98 
 
 7 
 
 10 
 
 II 52 
 
 — 
 
 564 
 
 — 
 
 29th . . 
 
 22 
 
 7 
 
 10 
 
 II 49 
 
 — 
 
 580 
 
 — 
 
 30th . . 
 
 69 
 
 8 
 
 10 
 
 II 54 
 
 — 
 
 55-4 
 
 — 
 
 31st . 
 
 98 
 
 7 
 
 10 
 
 II 50 
 
 
 575 
 
 — 
 
 
 Averag 
 
 e . 
 
 557 
 
 55'5 
 
1 66 
 
 British Railways. 
 
 
 II. 
 
 — Grantham to York, 
 
 82 MILES 55 
 
 CHAINS. 
 
 
 
 
 
 
 n °' 
 
 ™- d 
 
 
 Miles per hour. 
 
 
 No. 
 
 No. 
 
 E-5 ~ 2 
 
 ■^•= ^M 
 
 
 
 
 
 
 
 
 Delays, 
 
 Actual. 
 
 Date. 
 
 of 
 
 of 
 
 n 4-. '-' CO fo 
 
 rt *j llj m 
 
 &c. 
 
 
 
 
 
 
 Engine. 
 
 Vehicles. 
 
 5 " -rf 2 
 
 1".S2 2 
 
 
 Running 
 
 Including 
 
 
 
 
 ti S c "j= 
 
 ■ES"^-S 
 
 
 excluding 
 
 stops, 
 
 
 
 
 .jo'-^g 
 
 ^0 'SS' 
 
 
 delays. 
 
 &c. 
 
 
 
 
 
 v.s\. 
 
 ]\T1N. 
 
 
 
 1st . 
 
 3 
 
 8 
 
 12 2 
 
 ' 33 
 
 
 
 545 
 
 — 
 
 2nd . . 
 
 3 
 
 9 
 
 12 2 
 
 I 33 
 
 
 
 545 
 
 — 
 
 3rd 
 
 3 
 
 9 
 
 12 
 
 I 31 
 
 
 
 545 
 
 — 
 
 4th . 
 
 3 
 
 9 
 
 12 3 
 
 I 36 
 
 3 
 
 551 
 
 533 
 
 6th 
 
 777 
 
 8 
 
 12 4 
 
 I 36 
 
 2 
 
 551 
 
 539 
 
 7th . . 
 
 777 
 
 9 
 
 ■ II 59 
 
 I 31 
 
 2 
 
 551 
 
 53-9 
 
 8th 
 
 777 
 
 % 
 
 II 59 
 
 I 29 
 
 — 
 
 551 
 
 
 9th 
 
 777 
 
 9 
 
 12 
 
 I 3° 
 
 — 
 
 55-1 
 
 — 
 
 loth 
 
 777 
 
 9 
 
 12 2 
 
 I 32 
 
 — 
 
 551 
 
 — 
 
 nth 
 
 777 
 
 8 
 
 II 59 
 
 I 30 
 
 — 
 
 ■ 545 
 
 — 
 
 13th 
 
 775 
 
 8 
 
 12 
 
 1 30 
 
 6 
 
 591 
 
 551 
 
 14th . . 
 
 775 
 
 8 
 
 12 
 
 I 30 
 
 2 
 
 564 
 
 551 
 
 15th 
 
 775 
 
 8 
 
 II 59 
 
 I 28 
 
 — 
 
 557 
 
 
 1 6th . 
 
 775 
 
 8 
 
 II 59 
 
 I 27 
 
 — 
 
 55 I 
 
 — 
 
 17th 
 
 775 
 
 8 
 
 12 
 
 I 29 
 
 — 
 
 557 
 
 — 
 
 1 8th 
 
 775 
 
 8 
 
 12 
 
 I 30 
 
 — 
 
 55'i 
 
 — 
 
 20th . . 
 
 775 
 
 7 
 
 II 54 
 
 I 24 
 
 — 
 
 551 
 
 — 
 
 2 1st 
 
 775 
 
 7 
 
 II 53 
 
 I 22 
 
 — 
 
 557 
 
 — 
 
 22nd . . 
 
 775 
 
 7 
 
 n 56 
 
 I 26 
 
 — 
 
 551 
 
 — 
 
 23rd . . 
 
 775 
 
 7 
 
 11 53 
 
 I 22 
 
 — 
 
 55 7 
 
 — 
 
 24th . 
 
 775 
 
 7 
 
 II 58 
 
 I 26 
 
 — 
 
 564 
 
 — 
 
 25th 
 
 775 
 
 7 
 
 II 51 
 
 I 30 
 
 9 
 
 551 
 
 501 
 
 27th . . 
 
 95 
 
 7 
 
 II 56 
 
 I 28 
 
 3 
 
 557 
 
 539 
 
 28th . . 
 
 95 
 
 7 
 
 II 58 
 
 I 29 
 
 2 
 
 557 
 
 54-5 
 
 29th 
 
 95 
 
 7 
 
 12 
 
 I 30 
 
 4 
 
 577 
 
 55 I 
 
 30th 
 
 95 
 
 8 
 
 II 58 
 
 I 27 
 
 
 557 
 
 
 31st . 
 
 95 
 
 7 
 
 II 54 
 
 I 23 
 
 
 557 
 
 — 
 
 
 Averag 
 
 e . 
 
 555 
 
 54-8 
 
 In addition to the statement showing the running of the down 
 special Scotch express for August 1888, we append below a few 
 extra details of two runs from daily practice referred to briefly above. 
 It will be observed that the second run reads from the bottom 
 upwards. 
 
The Great Northern. 
 
 \6j 
 
 LONDON AND PETERBOROUGH 
 
 76J MILES IN 83I MINUTES. 
 76J MILES IN 83i MINUTES. 
 
 
 
 Engine 544 & 12 coaches. 
 
 Engine 
 
 234 & 13 coaches. 
 
 Stations. 
 
 
 
 
 
 
 
 
 Time 
 
 Time 
 
 Time 
 
 Time 
 
 
 Mis. Chns 
 
 Due. 
 
 Actual. 
 
 Due. 
 
 Actual. 
 
 
 
 P.M. 
 
 H. M. s. 
 
 P.M. 
 
 H. M. s. 
 
 King's Cross . 
 
 — 
 
 2 
 
 2 2 
 
 9 20 
 
 9 27 23 
 
 HoUovvay 
 
 I 50 
 
 — 
 
 2 s 31 
 
 — 
 
 9 24 47 
 
 Finsbury Park 
 
 72 
 
 — 
 
 277 
 
 — 
 
 9 23 36 
 
 Harringay 
 
 51 
 
 — 
 
 2 8 21 
 
 — 
 
 9 22 39 
 
 Hornsey 
 
 71 
 
 — 
 
 2 9 10 
 
 — 
 
 9 21 56 
 
 Wood Green . 
 
 76 
 
 — 
 
 2 10 II 
 
 — 
 
 9 20 56 
 
 New Southgate 
 
 I 30 
 
 — 
 
 2 II 47 
 
 — 
 
 9 19 20 
 
 Oakleigh Park 
 
 2 3 
 
 — 
 
 2 14 26 
 
 — 
 
 9 17 27 
 
 New Barnet . 
 
 64 
 
 — 
 
 2 15 28 
 
 — 
 
 9 16 46 
 
 Hadley Wood 
 
 1 30 
 
 — 
 
 2 17 22 
 
 — 
 
 9 15 24 
 
 Potter's Bar . 
 
 2 11 
 
 — 
 
 2 20 26 
 
 — 
 
 9 13 6 
 
 Hatfield 
 
 4 79 
 
 — 
 
 2 25 31 
 
 — 
 
 9 7 40 
 
 Welwyn 
 
 4 22 
 
 — 
 
 2 29 34 
 
 — 
 
 9 3 40 
 
 Knebworth . 
 
 3 4 
 
 — 
 
 2 32 51 
 
 — 
 
 9 27 
 
 Stevenage 
 
 3 43 
 
 — 
 
 2 36 13 
 
 — 
 
 8 56 22 
 
 Hitchin . 
 
 3 30 
 
 — 
 
 2 39 4 
 
 — 
 
 8 52 I 
 
 Three Counties 
 
 
 — 
 
 2 42 13 
 
 — 
 
 8 47 56 
 
 Arlesey . 
 
 5 6 
 
 — 
 
 2 43 26 
 
 — 
 
 8 46 30 
 
 Biggleswade 
 
 4 4 
 
 — 
 
 2 47 II 
 
 — 
 
 8 42 18 
 
 Sandy . 
 
 2 79 
 
 — 
 
 2 50 I 
 
 — 
 
 8 39 II 
 
 Tempsford 
 
 3 32 
 
 — 
 
 2 53 19 
 
 — 
 
 8 35 53 
 
 St. Neot's . 
 
 4 13 
 
 — 
 
 2 58 3 
 
 — 
 
 8 31 43 
 
 Offord 
 
 4 21 
 
 — 
 
 3 2 35 
 
 — 
 
 8 27 38 
 
 Huntingdon . 
 
 2 74 
 
 — 
 
 3 5 49 
 
 — 
 
 8 25 
 
 Abbott's Ripton . 
 
 4 43 
 
 — 
 
 3 II 48 
 
 — 
 
 8 19 49 
 
 Holme . 
 
 5 74 
 
 
 3 17 
 
 (Lost I min. 
 
 by slack) 
 
 
 8 13 31 
 
 Peterborough . 
 
 6 78 
 
 3 26 
 
 3 25 47 
 
 7 66 
 
 8 4 10 
 
 (76i miles) 
 
 
 (to 
 pass) 
 
 (Passed at 
 5 miles an hr.) 
 
 
 
1 68 
 
 V. 
 
 THE MIDLAND, 
 (i) General Description of the Line. 
 
 The Midland Railway, extending over some 1,300 miles, ranks 
 second in importance to the North-Western. It is the most 
 ubiquitous of our lines, stretching its arms in all directions — the 
 greater part of its far-reaching system consisting rather of valuable 
 branches than of lines of merely suburban importance. Almost 
 alone of the English lines the Midland Railway has been 
 fortunate in finding an historian to chronicle its marvellous record of 
 enterprising development. The late F. S. Williams, in his Midland 
 Railway : its Rise and Progress, has, in a picturesque and romantic 
 manner, told the history of the line's fortunes. From the London 
 terminus at St. Pancras the main line extends through St. Albans, 
 Luton, Bedford, Wellingborough, Leicester, Chesterfield, Sheffield, 
 Normanton, Leeds, Keighley, Skipton, and Appleby to Carfisle. 
 Alternative routes to the North leave this trunk at Kettering, going 
 round through Melton and Nottingham and joining the main line 
 again north of Trent Junction ; and at Chesterfield, running through 
 Staveley and rejoining at Masboro'. At frequent intervals along 
 this stretch there are most important branches on both the right and 
 left. They are as under, taking those leaving on the right 
 first :— 
 
 From Bedford to Hitchin (this line gave the Midland access over 
 the Great Northern to King's Cross before the Bedford to London 
 section was built) ; from Kettering to Cambridge via Huntingdon ; 
 from Leicester through Melton and Stamford to Peterboro', and 
 thence over a piece of line jointly owned with the Great Northern to 
 
The Midland. 169 
 
 Wisbech and Lynn ; from Trent to Nottingham and on to Newark 
 and Lincoln in the North-East, and Mansfield in the North ; and 
 branches from two or three points to Otley and Ilkley. In addition 
 to the above, the company run into York station over the North- 
 Eastern metals. 
 
 Many of the above branches are very important, but those 
 leaving the main hne on the left side are much more so, and in 
 several cases form main routes in themselves. Such is the line 
 leaving Trent for Derby, the Peak district, and Manchester, with a 
 branch at Miller's Dale to Buxton, and connections to the Cheshire 
 Lines at Stockport for Warrington and Liverpool, and to the Lancashire 
 and Yorkshire by a loop in Manchester, thus uniting the Midland 
 system with the great towns of Lancashire, and giving it an 
 alternative route to the North, joining the direct main line at 
 Hellifield. The Midland expresses between London and Manchester 
 and Liverpool take this route via Derby, but it has not yet been 
 thought expedient to put on an express for Scotland via the Peak, 
 Manchester, and the Lancashire and Yorkshire line. Under existing 
 arrangements, the Midland contents itself with running its own 
 engines and trains from Manchester and Liverpool to Carlisle, 
 there connecting with its Scotch allies. 
 
 Another important section is that leading southwards from Derby 
 through Burton, Birmingham, Worcester, Cheltenham, and Gloucester 
 to Bristol, with a branch at Mangotsfield for Bath and the Somerset 
 and Dorset Joint Line, which is described below. This is practically 
 a main line in itself, as it affords a means of placing North-East and 
 North-West England in touch with the South-West. Many small 
 branches leave this line. Among these are the lines from Burton 
 to Leicester ; from Birmingham to Leicester via Nuneaton ; from 
 Water Orton to Wolverhampton ; from Barnt Green to Ashchurch 
 via Evesham ; from Ashchurch to Malvern via Tewkesbury ; and 
 several smaller branches. There is also the isolated line from 
 Hereford to Swansea via Brecon. 
 
 These are the leading offshoots of the Midland on the west side 
 of the trunk line to the North. But, in addition, there are many 
 other hnes of less importance. Such are those from Bedford to 
 Northampton ; from Leicester to Rugby ; from Clay Cross to Derby ; 
 from Shipley to Bradford ; from Skipton to Colne; and from Settle 
 Junction to Lancaster and Morecambe, with a line (Jointly owned 
 with the Furness Company) diverging from this at Wennington for 
 Carnforth. There is, in addition, a multitude of lines covering 
 
170 British Railways. 
 
 Derbyshire and Nottinghamshire with a network, but many of these 
 are more valuable as mineral lines than as routes for passenger 
 travel, for which reason we do not further allude to them here. 
 
 The Somerset and Dorset line referred to above is jointly owned 
 with the London and South Western Company, and continues the 
 Midland connections from Bath southwards through Shepton Mallet 
 and Wimborne to Poole and Bournemouth. At Evercreech a line 
 branches off for Bridgwater via Glastonbury, at which point another 
 line leaves for Wells. The Ashby and Nuneaton Joint Railway is 
 owned with the London and North Western Company, and the 
 Cheshire Lines are jointly held with the Great Northern and 
 Manchester, Sheffield and Lincolnshire. Arrangements are also 
 being made with the Great Northern for acquiring jointly with 
 that company the Eastern and Midlands Railway, extending from 
 Lynn to Yarmouth, with branches at Melton Constable to Cromer 
 and to Norwich. 
 
 It will thus be seen that the Midland is essentially a line of 
 through routes, affording connections from London to Leicester, 
 Nottingham, Sheffield, Leeds, Bradford, Manchester, Liverpool, and 
 Scotland ; from Liverpool and Manchester to Scotland, Leicester, 
 Nottingham, Birmingham, and Bristol ; and from Birmingham to 
 nearly every town of importance in England and Scotland. No 
 other line connects so many populous centres so directly one with 
 another. This is partly the result of having (unlike the Great 
 Northern and London and North Western) all the large towns on the 
 main line, and partly in consequence of the company's excellent 
 services, which we now proceed to discuss. 
 
 (2) Travelling- Facilities. 
 
 (rt) Services between Chief Towns. — No Une in England 
 surpasses the Midland in the quality of its express services. This, 
 as previously stated, is greatly due to the fact that many of the 
 largest towns in England are on its main line. If this were not the 
 case, we certainly should prefer both the Great Northern and North 
 Western services to the Midland, both as being more frequent, 
 and, where competition occurs, faster. The company's Scotch 
 expresses in their journey North can pass en route Nottingham, 
 Leicester, Sheffield, and Leeds, thus placing these four towns not 
 only in connection with London, but at the same time giving them 
 
The Midland. 171 
 
 an excellent service as among themselves. This the Great Northern 
 and London and North Western cannot do, as all along their main 
 lines no towns half the size of any of these four occur. 
 
 Perhaps the best way to give an idea of the Midland services 
 will be in the form of tabular statements, showing those (i) 
 from London to Luton, Bedford, Leicester, Nottingham, Sheffield, 
 Leeds, Bradford, Carlisle, Derby, Manchester, Blackburn, Bolton, 
 Warrington, Liverpool, Burton, and Birmingham; (2) from Man- 
 chester to Carlisle, Derby, Nottingham, Leicester, Birmingham, and 
 Bristol ; (3) from Liverpool to the same places ; (4) from Leeds to 
 Sheffield, Nottingham, Leicester, Birmingham, Bristol, aud Carlisle ; 
 and (5) from Sheffield to Birmingham, Bristol, Nottingham, Leicester, 
 York, and Carlisle. These five tables will give a general, and at the 
 same time accurate, idea of the Midland services between the chief 
 towns on the company's system. Attention is specially directed to 
 the excellent services between London and Nottingham, Sheffield, 
 Leeds, and Bradford. These could hardly be improved. Those 
 from London to Manchester and London to Carhsle (for Scotland) 
 are also very fine, although scarcely up to the mark demanded 
 by Great Northern and North Western competition. The same 
 may be said of the London to Liverpool services, which are in 
 themselves good, but only poor when compared with the North 
 Western Company's. From Liverpool and Manchester .to Bristol a 
 good service is rendered, but here again the shorter route taken by 
 the Great Western and London and North Western trains gives 
 them nearly all the traffic. Liverpool and Manchester to Edinburgh 
 is good as far as Carlisle, but the slowness of the North British 
 Company from that point renders competition with the London and 
 North Western and Caledonian futile. Thus at several points the 
 Midland is beaten, and this not so frequently because its trains 
 are slower than those of its rivals, but because it competes over 
 longer routes and under less advantageous conditions. Few 
 instances of really bad services occur on this railway. Perhaps 
 those between Leeds and Leicester and between Sheffield and 
 Leicester are the worst cases. 
 
 In one direction the Midland Railway deserves great praise. It 
 was the first company to introduce express cross-country travelling, 
 and the convenient services from Scotland, the North-East of England, 
 Liverpool and Manchester to Birmingham, Bristol, and the South- 
 West of England are now very popular with the public. For some 
 time the Midland was the only line which laid itself out for this 
 
172 
 
 British Railways. 
 
 kind of traffic, but several of our leading lines, particularly the 
 North Western, have since done much for the public in this respect. 
 We now give the tabular statements referred to above : — 
 
 SERVICES FROM AND TO LONDON. 
 
 Between 
 
 London 
 
 and 
 
 Bedford 
 Leicester . 
 
 Nottingham 
 
 Sheffield 
 
 Leeds 
 
 Bradford . 
 
 Carlisle 
 
 Derby 
 
 3oi 
 49* 
 
 164^ 
 
 ig6 
 
 I29i 
 
 Number of trains at or over 
 
 35 miles per 
 hour. 
 
 40 miles per 
 hour. 
 
 45 miles per 
 hour. 
 
 None. 
 
 Fastest. 
 
 Hr. Min. 
 
 58 
 55 
 
 Remarks. 
 
 3 25 ( 
 
 Fastest train serves 
 Luton by slip car- 
 riage. 
 
 Fastest trains are 
 vid. Kettering (124 
 miles) ; but several 
 nearly as good run 
 czrt Trent (i26f miles), 
 and these have been 
 included in table. 
 
 Fastest trains are 
 viA Nottingham (164^ 
 miles) ; but several 
 good ones run mH 
 Trent (158^ miles), 
 and one or two vi& 
 Trent and Derby 
 (165^ miles). All 
 such reaching the 
 standard of speed 
 adopted have been 
 included in table. 
 
 Best train is via 
 Trent and Staveley 
 (196 miles), but trains 
 run via She£6eld 
 (1975), vi&. Notting- 
 ham and Staveley 
 (202^), via Notting- 
 ham and Sheffield 
 (204), and ziia Trent 
 and Derby (205). 
 These are included 
 in table. 
 
 Distances vary as 
 in case of Leeds. 
 Best train runs viA 
 Trent and Staveley 
 (209^- miles). 
 
 Distances vary as 
 in case of Leeds. 
 Best train runs vi&, 
 Trent, Staveley, and 
 Holbeck (307I miles). 
 
 Derby can be 
 reached by travelling 
 vicL Nottingham and 
 changing there. 
 Several trains cover 
 this 140-mile run in 
 just over 3 hours. 
 They are included in 
 table. 
 
The Midland, 
 
 173 
 
 SERVICES FROM AND TO LONDON {continued). 
 
 Between 
 London 
 
 Number of trains at or over. 
 
 35 miles per 
 hour. 
 
 40 miles per 
 hour. 
 
 45 miles per 
 hour. 
 
 i 
 
 
 P 
 
 6 
 
 I 
 
 5 
 
 I 
 
 None. 
 
 None. 
 
 I 
 
 None. 
 
 5 
 
 I 
 
 None, 
 
 None. 
 
 I 
 
 None. 
 
 None. 
 
 None, 
 
 Hr. Min. 
 
 Remarks. 
 
 Manchester 
 
 igi^ 
 
 4. 15^ 
 
 Liverpool , 
 
 224^ 
 
 None 
 
 None, 
 
 Bolton . I 2io5 
 
 Warrington 
 
 Burton (via 
 
 Ashby) 
 
 Burton {via 
 
 Derby) 
 
 Birmingham 
 
 4 ST-^ 
 
 4 36 
 
 None, 
 
 None. 
 
 None. 
 
 Fastest train runs 
 z'j'VEChaddesden (igii^ 
 miles). Others z'id 
 Derby {192). The 
 best train, though not 
 the fastest, runs vid 
 Nottingham and 
 
 Chaddesden in 4 
 hours 25 minutes 
 (202^ miles). 
 
 See notes as for 
 Manchester. Two 
 or three of the trains 
 in table go vzA Man- 
 chester {226 miles), 
 passengers changing 
 there intoManchester, 
 Sheffield and Lincoln- 
 shire trains to Liver- 
 pool. The service, if 
 these were excluded, 
 would only be 
 moderate. 
 
 These trains are 
 worked by the 
 Midland Company 
 throughout. See un- 
 der Manchester for 
 notes as to routes. 
 Distances given {224J 
 and 2iof miles) are 
 by route taken by 
 fastest train, I'id Not- 
 tingham, Chaddesden 
 and Manchester 
 
 (Victoria). 
 
 See notes as for 
 Manchester and 
 
 Liverpool. Distance 
 given (202 miles) is by 
 route taken by fastest 
 train, m'd Chaddes- 
 den and Stockport. 
 
 Poorservice. Trains 
 vid Nottingham, by 
 which all passengers 
 have to change car- 
 riages, are included 
 in table. 
 
 Best train is vid 
 Wigston. The Mid- 
 land does not com- 
 pete from London. 
 
174 
 
 British Railways. 
 
 SERVICES FROM AND TO MANCHESTER. 
 
 
 
 Number of trains at or over 
 
 
 
 
 Between 
 
 
 
 
 
 
 
 35 miles per 
 
 40 miles per 
 
 45 miles per 
 
 
 
 
 Manchester 
 
 Miles. 
 
 hour. 
 
 hour. 
 
 hour. 
 
 Fastest. 
 
 Remarks. 
 
 and 
 
 
 
 w 
 
 jj 
 
 ^ 
 
 jj 
 
 
 
 
 SrS 
 
 
 S c " 
 
 
 er.% 
 
 A ^ 
 
 
 
 
 
 
 
 
 
 c « Ji 
 
 
 H°ll 
 
 
 
 
 
 
 faS-ti 
 
 r-A 
 
 £s- 
 
 faS-t; 
 
 Hr. 
 
 Mm. 
 
 
 Carlisle 
 
 i-^A 
 
 6 
 
 4 
 
 None. 
 
 I 
 
 None. 
 
 None. 
 
 3 
 
 7 
 
 
 Derby 
 
 62^ 
 
 7 
 
 7 
 
 4 
 
 2 
 
 None. 
 
 None. 
 
 I 
 
 25 
 
 Two or three others 
 each way rather under 
 35 miles an hour. The 
 
 Nottingham 
 
 78I 
 
 2 
 
 2 
 
 None. 
 
 I 
 
 None. 
 
 None. 
 
 I 
 
 52( 
 
 fastest train runs vut 
 Chaddesden. The 
 others 7//^ Derby {78^ 
 miles). 
 
 Fastest trains run 
 viA Chaddesden ; 
 
 Leicester 
 
 923: 
 
 9 
 
 8 
 
 6 
 
 4- 
 
 2 
 
 None. 
 
 2 
 
 21 
 
 1 
 
 others vi& Derby, 
 
 about J^-a-milelonger. 
 
 Birmingham 
 
 105 
 
 3 
 
 3 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 2 
 
 =^0 
 
 
 Bristol 
 
 196I 
 
 3 
 
 4 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 5 
 
 5 
 
 
 SERVICES FROM AND TO LIVERPOOL. 
 
 
 
 Number of trains at or over 
 
 
 
 
 
 
 
 
 
 
 
 35 miles per 
 
 40 miles per 
 
 45 miles per 
 
 
 
 
 Liverpool 
 
 Miles. 
 
 hour. 
 
 hour. 
 
 hour. 
 
 Fastest. 
 
 Remarks. 
 
 
 
 
 
 
 
 
 
 
 
 s i;_j 
 
 oj— : 
 
 Ett • 
 
 
 ss-.^ 
 
 ij ■ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ^•;3K 
 
 H-;3^ 
 
 £ja 
 
 H^a 
 
 [i:^^ 
 
 H J p. 
 
 Hr. 
 
 Min 
 
 
 Carlisle 
 
 1^6 
 
 6 
 
 .S 
 
 4 
 
 3 
 
 None. 
 
 None. 
 
 % 
 
 2 
 
 
 Derby 
 
 91^ 
 
 4 
 
 5 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 2 
 
 15' 
 
 All these towns can 
 be reached by one or 
 
 Nottingham {via 
 
 107^ 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 3 
 
 
 
 two trains each way 
 
 Derby and 
 
 
 
 
 
 
 
 
 
 
 daily via Cheshire 
 
 Trent) 
 
 
 
 
 
 
 
 
 
 
 Lines and Man- 
 chester, changing 
 
 Leicester 
 
 12a 
 
 5 
 
 5 
 
 3 
 
 I 
 
 None. 
 
 None. 
 
 2 
 
 4S , 
 
 there into Midland 
 trains. Some of the 
 times are good, but 
 
 Birmingham 
 
 1335 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 3 
 
 30 
 
 the trains are not in- 
 cluded here, as they 
 are not worked by the 
 
 Bristol 
 
 225\ 
 
 2 
 
 3 
 
 None. 
 
 None. 
 
 None. None. 
 
 1 
 
 6 
 
 5- 
 
 Midland throughout. 
 
The Midland. 
 
 175 
 
 SERVICES FROM AND TO LEEDS. 
 
 
 
 
 Numb 
 
 er of trains at 
 
 or over 
 
 
 
 
 Between 
 
 
 
 
 
 
 Leeds 
 
 IVIiles. 
 
 35 miles per 
 hour. 
 
 40 miles per 
 hour. 
 
 45 miles per 
 hour. 
 
 Fastest 
 
 Remarks. 
 
 and 
 
 
 
 
 
 
 
 
 
 
 S-a 
 
 
 G-o 
 
 , 
 
 S-S 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 fahJ 
 
 E-J 
 
 fanJ 
 
 HhJ 
 
 faj 
 
 HhJ 
 
 
 
 
 Sheffield . 
 
 39^ 
 
 10 
 
 11 
 
 7 
 
 5 
 
 6 
 
 4 
 
 
 
 50 
 
 J 
 
 ^ Two trains wA 
 Trent (84I miles) in 
 
 Nottingham 
 
 80 
 
 6 
 
 5 
 
 6 
 
 4 
 
 None. 
 
 None. 
 
 I 
 
 J 
 
 134 and 140 mins. are 
 not included in the 
 
 table. 
 ' Distance given is 
 vid Staveley, route 
 taken by fastest train. 
 
 Leicester 
 
 97 
 
 2 
 
 3 
 
 2 
 
 2 
 
 I 
 
 None. 
 
 2 
 
 5\ 
 
 Other trains are viA 
 
 Sheffield or (in 3 
 
 to 3^ hours) via 
 
 ^ Derby. Poor service. 
 
 Birmingham 
 
 118 
 
 4 
 
 3 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 2 
 
 SO 
 
 
 Bristol 
 
 209^ 
 
 4 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 ^ 
 
 
 
 
 Carlisle 
 
 112$ 
 
 6 
 
 8 
 
 3 
 
 3 
 
 2 
 
 None. 
 
 2 
 
 27 
 
 
 SERVICES FROM AND TO SHEFFIELD. 
 
 
 
 Number of trains at or over 
 
 
 
 
 Between 
 
 
 
 
 
 
 
 35 miles per 
 
 40 miles per 
 
 45 miles per 
 
 
 
 
 Sheffield 
 
 Miles. 
 
 
 hour. 
 
 hour. 
 
 
 
 
 and 
 
 
 
 
 
 Fastest. 
 
 Remarks. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Oj=u 
 
 
 
 1^^ 
 
 
 Hr. 
 
 Min. 
 
 
 Birmingham . 
 
 78* 
 
 5 
 
 4 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 I 
 
 so 
 
 
 Bristol 
 
 i7oi 
 
 4 
 
 4 
 
 I 
 
 None. 
 
 None- 
 
 None. 
 
 4 
 
 
 
 { 
 
 Fast connections 
 
 Nottingham 
 
 40J 
 
 8 
 
 6 
 
 8 
 
 6 
 
 I 
 
 I 
 
 
 
 '\ 
 
 (chiefly down) vi& 
 Trent in from 75 to 
 80 minutes. 
 
 The other up trains 
 take 2 to 2i hours 
 {via Derby) ; the 
 
 
 
 
 
 
 
 None. 
 
 
 
 
 Leicester (w« 
 
 S9i 
 
 I 
 
 ♦ 
 
 I 
 
 ' 
 
 
 
 24 \ 
 
 two run via Notting- 
 
 Trent) 
 
 
 
 
 
 
 
 
 
 
 ham in 108 and 120 
 mins., and one via 
 Derby in 112 mins. 
 
 York. 
 
 46^ 
 
 3 
 
 2 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 I 
 
 5 
 r 
 
 One up and two 
 
 Carlisle 
 
 iS^i 
 
 6 
 
 6 
 
 5 
 
 3 
 
 None. 
 
 None. 
 
 3 
 
 "{ 
 
 down trains run via 
 Holbeck (about half- 
 mile shorter). 
 
 We regret to state that want of punctuality, especially in 
 summer, mars these fine services. In winter, and when there is 
 
176 British Railways. 
 
 no press of traffic, the Midland manages pretty well. Discipline, 
 however, seems to fall to pieces directly the summer tourist traffic 
 commences, and the present writer has on several occasions noticed 
 the 25 to 30 express trains daily entering St. Pancras aggregate from 
 600 to 700 minutes late in arriving at that station. The year just 
 ended has been much better than some of those preceding it, 
 when Midland punctuality sank to a very low ebb. The line, of 
 course, has to encounter many difficulties, and has, besides, the 
 misfortune to work its Scotch traffic in connection with the 
 North British. But the London and North Western, which is a 
 much more punctual line than the Midland, has many more obstacles 
 to overcome. It also works in connection with other companies ; 
 it runs expresses in connection with boats from Ireland ; and its 
 trains are not " solid " ones, like those on the Midland, but are 
 composed of through carriages for its chief towns, which nearly all 
 lie off the main line, thus necessitating much shunting at junctions, 
 which is altogether avoided on the Midland — most of whose trains, 
 like the Leeds and Bradford expresses, run right through without 
 attaching or detaching a single carriage en route. The Midland 
 management should, therefore, persist in endeavouring to enforce 
 punctuality. On the railways south of the Thames, where punctuality 
 is much below par on all the lines, it matters less than on a system 
 which has to strain every nerve in the struggle with its rivals on 
 either side, as in the present case. We have known the Midland 
 actually delay its Scotch express about 15 minutes to attach a 
 horse-box. What would they say to this on the North Western ? 
 They would not think of doing such a thing, and in fact the 
 express trains on the London and North Western are not allowed to 
 convey this class of traffic. This should be the same on the 
 Midland. 
 
 If we look simply to the carriage accommodation provided, the 
 Midland local services are probably as good as any in the kingdom. 
 But there are other things to consider, and one does not find on 
 this line the frequency and speed of the local trains to which the 
 Great Northern and North Western accustom us. One noticeable 
 point is the small amount of suburban travelling for so large a 
 system. At Birmingham, Sheffield, Manchester, etc., the company 
 have very little short-distance traffic, and even in the Metropolis the 
 amount is only moderate. 
 
 (b) Rolling Stock and General Accommodation. — The 
 accommodation provided on the Midland Railway is excellent. All 
 
The Midland. 177 
 
 the carriages used for branch-line or local traffic are very roomy and 
 comfortable ; and if the stock were somewhat better lighted, it would 
 take rank with the very best in the kingdom. The suburban carriages 
 in the London district are brilliantly lighted by gas, and are very 
 comfortable vehicles. 
 
 The carriages used for the express traffic are upholstered in similar 
 fashion to those on the local trains, except that some of the first- and 
 third-class compartments are supplied with lavatory conveniences. 
 The lavatory for third-class travellers was originated by the Midland, 
 and the practice has since been adopted by the Great Northern, 
 North Western, Great Western, and Glasgow and South Western 
 companies. As an alternative to the first-class compartment the 
 company run a large number of Pullman cars out of St. Pancras 
 daily, including occasional dining-saloons, in which refreshments of 
 various kinds are served at a reasonable figure. These, however, 
 are not much patronised — Englishmen so far not having become 
 accustomed to American habits. The accommodation is, in general, 
 comfortable for both classes, but casual examination will show that 
 the through coaches of both the London and North Western and the 
 Great Western — at any rate, for first-class passengers — are superior 
 in upholstery and finish to those of the Midland. Many of the 
 latter company's firsts are without lavatory, and the decoration (and 
 in many cases the lighting) is poor. In this last particular we 
 are glad to find that the Midland, which so long persisted in lighting 
 its trains with oil, while the North Western used gas, is now trying 
 the latter as an illuminant. Several improvements introduced by the 
 company, such as the bogie truck and the " clerestory " or 
 " monitor '' roof, have found more or less favour with the public. 
 
 For many years the Midland Company have run no second-class 
 carriages on any of their trains. In the last few years their policy 
 in this respect has been followed, either partially or wholly, by several 
 other English and Scotch railways. Public feeling seems inclined 
 to favour the total abolition of the intermediate class ; but if this be 
 done without a simultaneous reduction of first-class fares, no benefit, 
 but rather inconvenience, results. As regards the saving to the 
 company obtained by hauling lighter trains, this is regarded by good 
 authorities as being of small account. The Midland Company, in 
 abolishing the second-class, succeeded in slightly reducing the dead 
 weight of their trains, but their subsequent policy in introducing 
 Pullman cars (which have a very large proportion of dead to 
 paying weight), and charging an extra fare beyond first-class for the 
 
178 British Railways. 
 
 accommodation — thus practically re-introducing the three classes 
 again — is rather puzzling and hard to be understood. 
 
 The Midland has a high reputation as a safe line, and its 
 permanent way is among the best in the kingdom. The con- 
 tinuous Automatic Vacuum brake is used on all trains. No 
 company provides better station accommodation for its travellers — 
 the erections at St. Pancras, Bradford, Manchester, and Liverpool 
 being especially fine. The smaller stations are absolutely the best 
 in the country, and anyone wishing to see how far in excess of 
 requirements such accommodation can be carried should visit the 
 Settle and Carlisle section, and admire the structures there. Many 
 of these small roadside stations are beautifully decorated with 
 flowers and shrubs, for the careful cultivation of which the company 
 award prizes to the amount of ;^ioo per annum. 
 
 (3) Locomotive Work. 
 
 {a) Speed. — In the case of the Midland, although we find a 
 surprisingly large proportion of most meritorious booked runs, we 
 miss that extremely high level which is so characteristic of the Great 
 Northern services, and find in its place very fine work indeed in 
 some parts of the system, and at other points services which are 
 nothing out of the common. It is, however, a singular anomaly that 
 wherever the Midland gradients are hardest, the speed is best ; and, 
 on the other hand, where the route is easy, the speed is markedly 
 below what it is on some of the hilHer sections. It should likewise 
 be stated that the use of pilot engines on the steeper grades of the 
 Midland Railway is excessive, even when the load is scarcely 
 sufficiently heavy to warrant their use. We have also to bear in 
 mind, in order to avoid the erroneous conclusions of some writers on 
 this company's locomotive work, that the very fastest trains on the 
 Midland Railway {e.g., the Leeds and Bradford and Scotch day 
 expresses) are seldom heavily laden. One rarely finds the highest 
 speed, severe gradients, and heavy loads concurrently on this 
 system. When these do occur, two engines, as stated above, seem 
 indispensable. 
 
 From London to Leicester and Nottingham the Midland is 
 perhaps at its best. The up and down Scotch day trains do the 
 99 miles 9 chains to Leicester in 1 15 minutes, and the Leeds expresses 
 run to Kettering from Kentish Town (70^ miles) in 80 and 81 
 
The Midland. 179 
 
 minutes, etc., continuing from Kettering to Nottingham (5 if miles) 
 in the even hour. The down day express to Edinburgh gets to 
 Bedford (49f miles) in 57 minutes, and thence to Nottingham 
 (74J miles) in 85 minutes. The down night Highland and Edin- 
 burgh expresses also maintain about 50 miles an hour as far as 
 Nottingham. All these are, however, as a rule, light trains^ except at 
 certain seasons of the year. The Manchester expresses are heavier, 
 and sometimes run to 15 or 16 coaches. The pace of these trains 
 is generally about 48 miles an hour as far as Leicester. Summarising 
 the section, we may remark in a general way that the Leeds and 
 Bradford expresses, and most of the Scotch, are not, generally 
 speaking, heavy trains, and are booked to run at from 50 to 52 miles 
 an hour ; while the Manchester and Liverpool expresses, and one or 
 two of the Scotch night trains, are heavy and maintain about 48. 
 The work done, therefore, is excellent all round. Many of our best 
 actual performances mentioned below are on this piece. 
 
 Northwards of Leicester the Midland booked times are, it must 
 be confessed, disappointing. As far as Skipton we find few speeds 
 at over 48 miles an hour. The average is certainly under that 
 figure, even on the easy grades of this part of the system. The 
 same remarks hold good of the Leeds and Bradford expresses, the 
 speed of which is much poorer north than south of Nottingham. 
 
 After Skipton, however, the Scotch train-running is exceedingly 
 good. Over the Settle and Carlisle section the speed of the best seems 
 to average about 47 to 48 miles an hour, either going through to Carlisle 
 without stop, or with one or two stops included. At Hellifield the 
 Liverpool and Manchester through coaches to Scotland increase the 
 weight of the main-line train, and necessitate the use of pilot engines. 
 The speed, nevertheless, on this section is very praiseworthy, and 
 would receive more attention than it does were it not that the North 
 Western Preston to Carlisle piece, with its really phenomenal speed, 
 is almost parallel. The trains from Liverpool and Manchester to 
 Hellifield are now worked by the Midland over the Lancashire and 
 Yorkshire metals. These trains are always extremely light. Between 
 Liverpool and Blackburn some booked speeds of 50 miles an hour, 
 or over, occur. 
 
 The Manchester and Liverpool services run via the severe 
 gradients of the Peak District of Derbyshire. Some of the trains 
 run direct from Leicester without stopping at Trent and Derby ; but 
 with these exceptions, which are timed at 46 or 47 miles an hour, and 
 are light, the others are, as a rule, timed at under 45 miles an hour. 
 M 2 
 
i8o British Railways. 
 
 This may not be bad over such a trying course, but compared 
 with what the Midland does elsewhere, and what is accomplished 
 by the North Western and Caledonian companies over their steep 
 sections, it scarcely shows up well. From Marple and Stockport the 
 I^iverpool carriages go forward alone. The trains are light, and 
 the gradients easy. Occasionally booked speeds of 50 miles an 
 hour are met with. 
 
 The Bristol to Derby line is chiefly of use to the Midland in 
 its cross-country services. The trains on this section, which it 
 would be wearisome to treat in detail, are seldom timed at a higher 
 booked rate than 45 miles an hour. The course is a level one, with 
 the exception of the Lickey Incline. Stops are also frequent, and 
 there are few long runs. For a cross-country line the speed 
 cannot be considered bad, but it might be improved somewhat in 
 order to compete with the North Western and Great Western 
 routes to Manchester, Liverpool,' and the North, from Bristol via 
 the Severn Tunnel. 
 
 (b) Gradients. — The Midland route is almost throughout 
 characterised by steep gradients. Although these are generally 
 exaggerated when discussed, still there can be no doubt that they 
 are much stiffer than are generally found on the lines of its rivals. 
 Some of the sections are, however, tolerably easy. Such are — (i) the 
 line from Stockport to Liverpool, already described under the 
 Manchester, Sheffield and Lincolnshire Railway as a part of the 
 Cheshire Lines system. (2) Leicester to Skipton, which forms the 
 only fairly level portion of the main line. From Leicester the hne 
 descends gradually with a few undulations to Trent, from which 
 point to Clay Cross is an almost continuous ascent, which, with the 
 exception of a few miles of i in 150 and i in 230, is comparatively 
 easy. Then for six or seven miles there is a descent of i in 160 
 and easier, followed by six miles rise and six miles fall of i in 100 
 into Sheffield. The loop line via Staveley is more or less level. 
 From Sheffield to Normanton consists of an easy fall, followed by a 
 slightly harder rise, both extending about equal distances ; and from 
 the last-mentioned point to Leeds is easy undulating line. Thence 
 to Skipton, except for a short piece north of Keighley, is an almost 
 continuous ascent, of which the greater portion averages r in 200 to 
 I in 250. It will thus be seen that, with the exception of the Sheffield 
 loop and the Leeds to Skipton piece, the section is tolerably easy. 
 (3) Derby to Bristol, which is a gentle ascent from Burton to Bir- 
 mingham, followed by an ascent to King's Norton of i in 300 or 
 
The Midland. i8i 
 
 steeper. Tlien comes the Lickey Incline, which is over two miles of 
 I in 37 down. This, followed by a short piece of i in 283 down 
 and a level bit, brings us to Worcester. From this point the line 
 descends with undulations for about 15 miles of i in 300 or easier, 
 then ascends for eight miles on similar grades, and descends past Glou- 
 cester at I in 300 for about the same distance. The line now undulates 
 for about twenty miles on very easygrades, finally rising for several miles 
 before Mangotsfield on i in 220 or easier. There is then a short 
 piece of level, and a descent of i in 70 for a short distance into 
 Bristol. This section therefore, with the exception of the Lickey 
 Incline, is a comparatively easy one to work. In marked contrast to 
 this last-mentioned level piece, however, is its very severe continua- 
 tion the Somerset and Dorset Joint Line, which, although not worked 
 by either of the owning companies (Midland and London and South 
 "Western), has engines much like those of the former company. 
 The gradients are exceedingly steep, and we briefly describe 
 them below. 
 
 From Bournemouth the line mounts for a mile on grades of 
 I in 100 and i in 198, and then descends three miles on varying 
 grades averaging i in 250, but which in parts are i in 50 and i in 60. 
 Then there is a gentle rise for i^ miles, followed by two miles at 
 I in 75, a mile level, and \\ miles at i in 100 down, bringing us to 
 Wimborne. Then for 3-i- miles we have undulations, mostly steep, 
 followed by 4^ miles of steep ascent, varying from easy grades to 
 I in 160 and i in 100 up. This brings us to Spettisbury, after 
 which, for a distance of 31 miles, right away to Evercreech, it is 
 impossible to classify the gradients, as the grade changes no fewer 
 than 119 times in this distance, i.e., no less than about once every 
 quarter of a mile. All we can say is that a slight upward tendency 
 is preserved throughout amidst all the varying alternations of ups 
 and downs, and that the gradients are extremely severe — i in 80 
 being met with very frequently. These extreme rises and falls are, 
 however, not so difficult to run over as they would appear to be on 
 paper, as the ups and downs are very short, and are never massed 
 together. Just after Evercreech the line rises about 2\ miles at 
 I in 50, and then descends into Shepton steeply (one mile) on 
 I in 55, 60, 70, 103, and 157. After Shepton we meet with 3^ miles 
 averaging i in 64 up (part of it is i in 50), followed by about 7^ miles 
 of descent averaging i in 75, and composed of all sorts of heavy 
 gradients, with an occasional rest in the shape of a short level piece. 
 This brings us to Radstock, whence to Bath the hne consists of 
 
1 82 British Railways. 
 
 about five miles steep undulations, \\ miles of descent at i in 120, 
 I in 100, and i in 60, two miles of ascent varying from i in 55 to 
 I in 330, and two miles of descent at i in 55 to i in 60 into Bath. 
 The line, it will be seen, follows the contour of the country pretty 
 closely, and is a difficult section to work over, the banks near 
 Shepton being the most difficult part of the road. 
 
 There now remain to be discussed the three important sections 
 over which express trains run. These are : — 
 
 (i) Derby to Manchester. 
 
 (2) Skifton to Carlisle. 
 
 (3) London to Leicester and Nottingham. 
 
 Each of these sections is extremely hard, and some of the running 
 done over them is excellent. 
 
 (i) The Derby to Manchester hne, of which full particulars are 
 given in the accompanying gradient profile, is extremely difficult to 
 work. The trains, however, are generally light. If at all heavy, they 
 invariably have the assistance of a pilot engine. 
 
 (2) The Skipton and Carlisle line may be fitly compared with the 
 Preston to Carlisle section of the North Western. Mr. Foxwell says 
 that the North- Western is easier than the Midland for down trains, 
 but harder for up. It appears to us, however, that this conclusion 
 is erroneous. In order of difficulty, the sections should stand as 
 under : — • 
 
 (i) Carlisle to Skipton. 
 
 (2) Preston to Carlisle. 
 
 (3) Skipton to Carlisle. 
 
 (4) Carlisle to Preston. 
 
 That this is so will appear when it is remembered that in (i) 
 48^ miles of uphill have to be surmounted, in which the train ascends 
 from Carlisle (70 feet) to Ais Gill (1,170 ft.) = 1,100 ft. ; (2) about 
 37 miles of uphill have to be surmounted, in which the train ascends 
 from sea-level to Shap Summit (915 ft.) = 915 ft. ; (3) only 38I miles, 
 mostly uphill, occur before the train gets a clear run of 48^ miles 
 downhill into Carlisle, and the ascent is only 850 ft., being from Skipton 
 (about 300 ft.) to Ais Gill (1,170 ft.) ; (4) only 31-1- miles of uphill, 
 then a clear descent or level almost all the way to Preston (58^- miles), 
 the train also only rising 845 ft. from Carhsle (70 ft.) to Shap 
 Summit (915 ft.). The gradients from Hellifield to Carlisle are 
 clearly shown in the accompanying profile. Between Skipton and 
 Hellifield the line rises eight miles on gradients of i in 130 and 150 
 
Plate HVII. 
 
 
 
 STPANCRAS 
 
 CAMDEN ROAD 
 KENTISH TOWN 
 \ HAVERSTOCK HILL 
 
 \ FINCHLEY ROAD 
 
 - 
 
 1 \ 
 
 
 CD 
 
 250 
 
 
 S ^ 1 
 
 
 \ child's hill 
 
 i r 
 
 u> 
 
 \~HENDON I 
 
 374 / 1 
 
 s 
 
 o 
 
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 190 r 
 
 LEVEL 1 
 
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 \ HARPENDEN 
 
 o 
 
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 \ CHILTERN GREEN 
 
 I J 
 
 LEVEL 
 
 \ LUTO N 1 
 
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 \ 
 
 600 
 
 
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 VRUSHTON 
 
 
 
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 BEDFORD 
 \ OAKLEY 
 
 
 
 LEVEL 
 
 
 178 
 
 
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 MARKET HARBRO 
 
 
 
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 WIGSTON 
 
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PktelHI. 
 
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 NOTTINGHAM ROAD 
 
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 5 
 
 \ CROMFORD 
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 o 
 
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 \ LONGSTQNE 
 
 107 / 
 
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 106 / 
 
 
 
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 MILLERS DALE 
 
 -o 
 
PlatelSL. 
 
 peakVforest 
 
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 _mANCHESTEH (CENTRAL) 
 
 ■o 
 
Plate IXXE. 
 
piatennr . 
 
 
 s 
 
 /cROSBY GARRETT 
 / 
 
 i / 
 
 - 
 
 i / 
 
 
 - /ORMSIDE 
 
 \ 
 
 m / APPLEBY 
 
 
 
 
 ^ 
 
 / 
 
 ^ LONG MARTQN 
 
 
 6503 
 
 7~ 
 
 o 
 
 NEWBIGOIN 
 LGAITH 
 
 VATH BY 
 ^LKELD 
 
 TE 
 
 ' \ 
 
 h 
 
 5 /cu 
 
 LEVEL 
 
 
 S3 / 
 
 
 1 / 
 
 S \lansv 
 
 / 
 
 
 136 / 
 
 
 LEVEL 1 
 
 
 
 a> \ 
 
 136 ) 
 
 o / 
 
 ^ \ ARMATHWA 
 
 ^ / 
 
 K \ 
 
 g /COTE HrUL 
 
 tS / 
 
 LEVEL f 
 
 % /~ 
 
 /SCOT BY 
 M / 
 
 
 HflO f 
 
 _ 
 
 "lSi3_/ 
 
 ~r7g~y CARLISLE 
 
The Midland. 183 
 
 and easier, followed by a drop of two miles of i in 215. The 
 section throughout equals in severity the Derby to Manchester line, 
 referred to above. 
 
 (3) The I.ondon to Leicester section, of which we also give the 
 gradient profile, is not so steep as either of the foregoing. The 
 ascents are never very long at a time, but are in places sufficiently 
 trying to demand good work. 
 
 The fast expresses to Leeds and Bradford via Nottingham diverge 
 from the main route at Kettering, thus just avoiding the severe 
 Desborough bank. From Kettering the route to Nottingham is, 
 however, by no means easy, and starts with a seven-mile ascent, 
 chiefly at i in 167. This is followed by about eight miles down, 
 mostly at i in 200. Then seven miles ascent, on gradients of i in 143 
 and easier, brings us to Oakham, after which there is a short level 
 stretch. Thence about 10 miles of falling gradients, averaging 
 I in 290, take us past Melton. From here to Old Dalbyis an ascent, 
 and thence to Nottingham, with a slight rest, the line falls at i in 
 200, I in 330 and easier. It will thus be seen that the section is by 
 no means easy, and the gradients are massed together in a manner 
 sufficiently awkward for heavy trains. The loads, however, on this 
 section (Leeds and Bradford expresses) are light, although the run 
 referred to in detail later on (from Kettering to Nottingham in 56I 
 minutes with 15 coaches) shows how well Midland locomotives can 
 tackle a fast and heavily-loaded train. 
 
 {c) Locomotives. — The Midland Company's Chief Locomotive 
 Superintendent is Mr. S. W. Johnson, of Derby. That gentleman 
 has built several of the finest varieties of locomotives running on 
 any of our English lines. Until lately he exclusively adopted the 
 coupled type, but during the last two or three years numerous 
 " singles " have been turned out at the Derby works. As we give 
 the principal dimensions in the form of a tabular statement below, 
 we will only remark here that all the types are doing work of a 
 satisfactory nature. They present an imposing appearance, and 
 in the Paris Exhibition of 1889 many comparisons were instituted 
 between the neat-looking English locomotives (among which Midland 
 Railway No. 1853 was conspicuous) and the clumsy home-produced 
 article of France. Some years ago the Midland engines were painted 
 green, but on economical grounds that colour has now been super- 
 seded by a dark shade of red. The suburban-passenger and goods- 
 shunting work is done by a variety of well-designed tank engines of 
 considerable power. 
 
1 84 
 
 British Railways. 
 
 The older- classes are now rapidly disappearing from the Midland, 
 having either been sent summarily to the scrap-heap or renewed with 
 larger dimensions. Thus to-day we see apparently only modern 
 engines on the company's metals. 
 
 We now present in tabular form the dimensions of the most recent 
 types : — 
 
 Name of Class. 
 
 
 
 .151 
 
 
 Cylinders. 
 
 Heating Surface, 
 i-q. ft. 
 
 ■ss 
 
 ft 
 
 cii 
 
 < 
 
 
 
 Weight 
 available for 
 
 adhesion. 
 
 Weight in 
 
 Working 
 
 Order. 
 
 
 
 Tubes. 
 
 Box. 
 
 ^H-" 
 
 1868 "singles" 
 1808 "coupled" 
 1754 "coupled" 
 1669 "coupled" 
 
 Ft. Ins. 
 
 7 6 
 66 
 7 
 7 
 
 Inchtb. 
 
 18} by 26 
 18 by 26 
 
 18 by 26 
 
 19 by 26 
 
 IT23-6 
 11510 
 1151-0 
 1011-46 
 
 117 
 iio.t6 
 no- 16 
 II0-I6 
 
 lbs. per 
 
 Sq. m. 
 
 160 
 
 160 
 
 160 
 
 bq. In. 
 
 19- 68 
 
 17-67 
 1767 
 
 '7-5 
 
 Toiis.Cwts. 
 
 17 10 
 
 27 5 
 
 28 3 
 27 19 
 
 Tons.Cwts. 
 
 43 4 
 
 41 9 
 
 42 15 
 42 16 
 
 TonsXwts. 
 
 36 1 
 36 I 
 36 I 
 
 Besides the above classes, which are the latest built on this 
 system — with the exception of a type just constructed with 7 ft. four- 
 coupled driving wheels, and cylinders 18^ in. by 26 in. — the following 
 brief particulars of other passenger types built by Mr. Johnson for 
 the Midland may be of interest : — 
 
 Engine, 
 
 Diameter of 
 Driving Wheels. 
 
 Cyhnders. 
 
 Date 
 
 Built. 
 
 RemarlvS. 
 
 
 
 Inches. 
 
 
 
 
 50-54 
 
 6 ft. 6 in. 
 
 1 7i by i 6 
 
 1876 
 
 
 
 55-59 
 
 6 ft. 8 in. 
 
 17J by 26 
 
 1876 
 
 
 
 lOI-IIO 
 
 7 ft. in. 
 
 18 by 26 
 
 1877 
 
 Formerly 1347- 
 
 1356. 
 
 111-115 
 
 6 ft. 6 in. 
 
 18 by 26 
 
 1880 
 
 
 
 1282-13U 
 
 6 ft. 6 in. 
 
 174 by 26 
 
 1876 
 
 
 
 1312-1321 
 
 6 ft. 6 m. 
 
 174 by 26 
 
 1876 
 
 Bogies. 
 
 
 1327-1346 
 
 7 ft. in. 
 
 18 by 26 
 
 1877 
 
 
 
 1400-1409 
 
 6 ft. 8 in. 
 
 18 by 26 
 
 1879 
 
 
 
 1472-1487 
 
 6 ft. 8 in. 
 
 18 by 26 
 
 1880 
 
 
 
 14S8-1491 
 
 6 ft. 8 in. 
 
 18 by 26 
 
 1880 
 
 
 
 1492-1501 
 
 7 ft. m. 
 
 18 by 26 
 
 1881 
 
 
 
 1502 and 1503 
 
 6 ft. 9 in. 
 
 18 by 26 
 
 1880 
 
 
 
 1504-1531 
 
 6 ft. 9 in. 
 
 18 by 26 
 
 1881 
 
 
 
 1562-1581 
 
 6 ft. 9 in. 
 
 18 by 26 
 
 1882 
 
 Bogies. 
 
 
 1 65 7- 1 666 
 
 6 ft. 9 in. 
 
 18 by 26 
 
 1S83 
 
 " 
 
 
 From an examination of the above table it will be seen that, with 
 some slight variation in the diameter of the driving wheel, Mr. 
 Johnson has of late mainly adhered to a cylinder 18 in. by'26 in. He 
 has also rebuilt a well-known type (the 800 class) originated by Mr. 
 Kirtley with 1 7 in. by 24 in. cylinders. To these he has given, in 
 some cases, a cylinder 18 in. by 26 in., and in others 18 in. by 
 24 in. 
 
The Midland. 185 
 
 The Midland locomotives are fitted with the Automatic Vacuum 
 brake, and the "1868" class of singles have an improved sanding 
 apparatus to increase adhesion. 
 
 {£) Actual Performances. — Although not directly concerned 
 in the race to Edinburgh, few lines have yielded so many excellent 
 performances as the Midland. For convenience sake we divide the 
 line into four sections, and illustrate each separately. 
 
 (i) Leicester to Manchester and Liverpool. — The work here, 
 although not so good as is found on the other mountainous section 
 (Skipton to Carlisle), has still afforded us some good performances. 
 One of our best is from Trent Junction to Marple (57^ miles) in 
 70 minutes 55 seconds. On this occasion, with engine 1332 and load 
 eight coaches, Derby was passed in 12 minutes (the train running 
 through Chaddesden sidings), Rowsley in 35I- minutes, Monsal Dale 
 in 46 minutes, and (after several signal-checks) Peak Forest in 
 57f minutes. From Stockport to Liverpool some capital work has 
 been done. Formerly the Midland used to run their Liverpool trains 
 into Manchester instead of splitting at Stockport. It is on record that 
 one of the company's coupled locomotives took the light Liverpool 
 portion of the train from Manchester to the other city in 35 minutes. 
 The distance is 33! miles, via the straight line at Warrington. 
 
 (2) Skipton to Carlisle. — On this section of the Midland excellent 
 performances are daily accomplished, though perhaps falling behind 
 the superb work done by the North Western and Caledonian 
 companies over their mountain sections. We give some sample 
 runs. From Carlisle to Appleby, with engines 1578 and 1302, in 
 3 6 J- minutes (30 J miles) with 19 coaches; Appleby to Hawes, with 
 the same engines and load (21 miles), in 28 minutes; Carlisle to 
 Hawes in 66f minutes with 19 coaches and engines 1572 and 1309, 
 passing Appleby in 39I minutes from Carlisle ; Carlisle to Appleby 
 (stopping, as in the previous cases), with engines 1580 and 1341 and 
 
 14 coaches, in 36 minutes 7 seconds; Appleby to Hawes, with same 
 engines and load, in aSf minutes, passing Kirkby Stephen in 
 
 15 minutes 5 seconds; Carlisle to Keighley (95!- miles) in 12 1^ 
 minutes with engine 1574 and 14!- coaches, passing Appleby in 
 41 minutes, Hawes Junction in 73!- minutes, and Hellifield in 
 991- minutes ; Hawes Junction (starting) to Skipton (35-*- miles) in 
 36! minutes, with engine 1302 and 19 coaches ; Hellifield to Carlisle 
 in 93 minutes 48 seconds with engine 1748 and 15 coaches, passing 
 Dent (including a signal-check), in 2,\\ minutes and Appleby in 
 59J minutes; and Keighley to Carlisle in 119 minutes 23 seconds 
 
1 86 British Railways, 
 
 with engine 1522 and 13 coaches, passing Skipton in \2\ minutes, 
 Dent in 601 minutes, and Appleby in 84-I- minutes. 
 
 All the above are high-class performances, but do not equal those 
 recorded for the two West Coast companies. Such, however, is not 
 the case with a run made from Carlisle to Skipton in i02-|- minutes 
 with engines 1748 and 803 and 16 coaches, passing Appleby in 
 36- minutes, Hawes Junction in 641 minutes, and Hellifield in 
 90 minutes. Another noteworthy performance was accomplished 
 by engine 1309, which ran through Settle 4 minutes 43 seconds 
 after passing Horton. This is a distance of 6 miles 22 yards, and 
 the speed therefore for that distance averaged nearly 77 miles per 
 hour. The load was 19 coaches. 
 
 The best run noticed on this section by the writer was, however, 
 one from Carlisle to Skipton in 97 minutes 59 seconds with two 
 engines and 14 coaches. On this occasion Appleby was passed in 
 361 minutes, Hawes Junction in 62I- minutes, and Hellifield in 87^ 
 minutes. It is within the writer's knowledge that with a slightly 
 reduced load and only one engine the run in the opposite direction 
 has been performed in the same time, but, unfortunately, no details 
 are available. It is to be regretted that on this section so many 
 assistant engines are employed on the express trains. To see two 
 engines hauling a comparatively light train, naturally diminishes our 
 respect for locomotive work otherwise admirable. The practice, 
 unfortunately, prevails all over those sections of the Midland which 
 are at all of a hilly character, and might, we think, be abolished, with a 
 saving to the company, and without results detrimental to punctuahty. 
 
 (3) London to Leicester and Nottingham. — Here we find the 
 fastest work on the Midland, though, looking to the easier grades as 
 compared with the Skipton to Carhsle piece, we should almost think 
 the work inferior in merit to that performed on the mountain road. 
 Some of our best examples are as under : — From St. Pancras to 
 Bedford in 59 minutes 3 seconds, including a check by signals and a 
 dead-stop of f minute, with 13-1- coaches and engine 1477 ; from 
 Kentish Town to Bedford in 56 minutes 9 seconds with engine 1499 
 and 15 coaches, passing St. Albans in 25 minutes and Luton in 
 37-1- minutes; from Kettering to Nottingham (5 if miles) in 55 
 minutes 54 seconds with engine 1337 and 8^ coaches; from 
 Kettering to Kentish Town in 78! minutes with engine 1743 and 
 81 coaches, and in 77 minutes 10 seconds with engine 1741 
 and 10 coaches, passing Bedford respectively in 25 and 24-3- 
 minutes, Luton in 49J and 49 minutes, and St. Albans in 60 
 
The Midland. 187 
 
 and 59! minutes ; from Leicester to Bedford (stopping), two 
 excellent runs with engine 818 and 14 coaches on each occasion, 
 doing the 49^ miles in 57 minutes 22 seconds (with a signal-check), 
 and in 56 minutes 48 seconds respectively, on both occasions passing 
 Market Harborough in 20^ minutes and Kettering in 33^ minutes. 
 
 A few of our performances, however, stand out in relief from 
 the rest, and may be described as equalling the best efforts of any 
 other railway company. Such are the runs from St. Pancras to 
 Leicester, with engines 1477 and 818 and 19 coaches, in 113 minutes 
 55 seconds, passing St. Albans in 27^ minutes, Luton in 38^ minutes, 
 Bedford in 5611 minutes, and WeUingboro' in 76 minutes ; from St. 
 Pancras to Bedford (passing), with engine 1740, on the Glasgow 
 morning express, load 7-5- coaches (49f miles), in 52 minutes 14 
 seconds, passing St. Albans in 23 minutes 47 seconds and Luton in 
 34 minutes 18 seconds; from Nottingham to St. Pancras (124 miles) 
 in 138 minutes 26 seconds, including three signal-checks approaching 
 London, with engine 27 (single) and 121 coaches, passing Melton in 
 23! minutes, Manton in 40 minutes, Kettering in 58^ minutes, 
 Bedford in 8i-| minutes, Luton in io6|- minutes, and St. Albans in 
 1 1 7f minutes. Best of all, however, and perhaps equal to anything 
 else in the writer's experience, is the run from Kettering to*Nottingham 
 in 56 minutes 30 seconds with engine 34 and 15 coaches, passing 
 Manton in 21^ minutes, Ashwell in 29! minutes. Melton in 37f 
 minutes, and Plumtree in 5 1 1- minutes. Further particulars of this 
 performance are given below. 
 
 (4) Other and less hilly parts of the system. — Here naturally 
 such good work as is accomplished on the main routes of the system 
 is neither expected nor found. There is, however, no lack of praise- 
 worthy examples. Leicester to Trent has been done (starting and 
 stopping) with engine 165 and 12^- coaches in 24 minutes 33 seconds ; 
 and with engines 1477 and 818 and 19 coaches in the really 
 wonderful time of 22 minutes 35 seconds. This is very fine for such 
 a short start-to-stop run (2 of miles). Then engine 63 once took 
 19 coaches from Normanton to Trent in 82 minutes (65^ miles). 
 Sheffield to Leeds (39^ miles) has been done by engine 1507 and 
 \o\ coaches, with two signal-checks, in 47|- minutes ; the reverse 
 direction, also with two checks, by engine 167 1 and 12^ coaches, in 
 just under 49 minutes. Keighley to Normanton (27-1- miles) was 
 done by engine 1580 and 153- coaches, with two signal-checks, in 
 32 minutes 37 seconds ; and Normanton to Sheffield (28^ miles) in 
 35 minutes 54 seconds, including two signal-checks, by engine 168 
 
i88 
 
 British Railways. 
 
 and 1 8 coaches. Thus, if the Midland rarely gives us those dazzling 
 performances occasionally met with on one or two of the other lines, 
 its work is, nevertheless, of an extremely high order. Averagely, 
 perhaps, it is as good as any in the kingdom, buf its best efforts 
 have not touched the best on the North Western and Caledonian 
 systems. This inferiority is most marked in running uphill, and is 
 all the more singular as the Midland locomotives are generally of a 
 powerful type, and should mount their banks more quickly than they 
 do. Instead of this, however, there is an appreciable difference on 
 ascending grades between the Midland and the North Western, for 
 instance, in favour of the latter. On many occasions, as previously 
 remarked, the former company find it necessary to employ pilot or 
 assisting engines for banks of moderate grades. Having said this, 
 there is nothing other than praise for the very fine locomotive work 
 on the system, effected, as is seldom the case on other railways, with 
 remarkable economy in the consumption of coal. 
 
 We now give details of some of the best of our performances 
 referred to briefly above. These details, considered with the in- 
 formation given under the head of gradients, will enable the 
 student of express speeds to estimate more exactly the work 
 done by the locomotive. 
 
 ST. PANCRAS TO BEDFORD. 
 
 
 St. Pancras to Bedford (passing) 
 
 n 521 mins. {49! miles) 
 
 
 
 Wl 
 
 th engine 1740 ar 
 
 d ^\ on. 
 
 Stations. 
 
 
 
 
 
 
 Mis 
 
 Chns. 
 
 Time Due. 
 
 Time Actual. 
 
 
 
 
 A.M. 
 
 H. M. S. 
 
 St. Pancras dep. 
 
 
 — 
 
 10 30 
 
 10 30 50 
 
 Camden Road 
 
 I 
 
 i6 
 
 — 
 
 10 33 25 
 
 Kentish Town 
 
 O 
 
 36 
 
 — 
 
 10 33 59 
 
 Haverstock Hill 
 
 o 
 
 54 
 
 
 
 10 35 I 
 
 Fincliley Road 
 
 I 
 
 14 
 
 — 
 
 10 36 37 
 
 West End 
 
 o 
 
 37 
 
 — 
 
 10 37 II 
 
 Child's Hill 
 
 I 
 
 17 
 
 — 
 
 10 38 48 
 
 Hendon . 
 
 I 
 
 66 
 
 — 
 
 10 40 48 
 
 Mill Hill 
 
 2 
 
 30 
 
 — 
 
 10 43 32 
 
 Elstree . 
 
 3 
 
 9 
 
 
 10 47 23 
 
 St. Albans 
 
 7 
 
 30 
 
 
 10 54 37 
 
 Harpenden 
 
 4 
 
 67 
 
 - - 
 
 10 59 53 
 
 Chiltern Green 
 
 2 
 
 49 
 
 — 
 
 II 2 21 
 
 Luton 
 
 2.. 
 
 79 
 
 — 
 
 II 5 8 
 
 Leagrave 
 
 2 
 
 33 
 
 — 
 
 II 7 40 
 
 Harlington 
 
 4 
 
 42 
 
 — 
 
 II 12 3 
 
 Flitwick . 
 
 2 
 
 76 
 
 — 
 
 II 14 32 
 
 Ampthill 
 
 I 
 
 43 
 
 — 
 
 " 15 53 
 
 Bedford . . .pass. 
 
 8 
 
 2 
 
 11 27 
 
 11 23 4 
 
 (passing) 
 
 
 
 (to pass) 
 
 
The Midland. 
 trent to marple. 
 
 189 
 
 Stations. 
 
 Trent dep. 
 
 Sawley 
 
 Draycott 
 
 Borrowash 
 
 Spondon 
 
 Nottingham Road 
 
 Duffield . 
 
 Helper 
 
 Ambergate 
 
 Whatstandwell 
 
 Cromford 
 
 Matlock Bath 
 
 Matlock 
 
 Darley Dale 
 
 Rowsley . 
 
 Bakewell . 
 
 Hassop 
 
 Longstone 
 
 Monsal Dale . 
 
 Miller's Dale . 
 
 Peak Forest 
 
 Chapel 
 
 Chinley . 
 
 Bugsworth 
 
 New Mills 
 
 Strines 
 THarple . arr. 
 
 Note. — Ran slowly through Chaddesden Sidings, and was checked by 
 signals at Monsal Dale. 
 
 Trent 
 
 to Marp 
 
 e {vid Chaddesden) 
 
 in 70 
 
 ^i minb 
 
 (57* 
 
 miles) with 
 
 engine 133 
 
 2 and 8 coach 
 
 es. 
 
 Mis. 
 
 Chns. 
 
 Time Actual. 
 
 
 
 H. 
 
 M. 
 
 s. 
 
 
 — 
 
 5 
 
 53 
 
 13 
 
 
 
 23 
 
 S 
 
 S7 
 
 4 
 
 
 
 68 
 
 s 
 
 S« 
 
 4 
 
 2 
 
 25 
 
 6 
 
 
 
 41 
 
 I 
 
 18 
 
 6 
 
 I 
 
 S« 
 
 2 
 
 .SI 
 
 6 
 
 s 
 
 47 
 
 4 
 
 SO 
 
 b 
 
 II 
 
 3- 
 
 2 
 
 32 
 
 6 
 
 13 
 
 41 
 
 2 
 
 51 
 
 6 
 
 lb 
 
 20 
 
 •' 
 
 12 
 
 6 
 
 19 
 
 7 
 
 2 
 
 60 
 
 6 
 
 22 
 
 3 
 
 
 
 59 
 
 6 
 
 23 
 
 
 
 I 
 
 14 
 
 b 
 
 24 
 
 13 
 
 2 
 
 8 
 
 6 
 
 26 
 
 25 
 
 2 
 
 24 
 
 6 
 
 28 
 
 51 
 
 3 
 
 30 
 
 6 
 
 33 
 
 17 
 
 I 
 
 I 
 
 b 
 
 34 
 
 47 
 
 I 
 
 25 
 
 6 
 
 36 
 
 SS 
 
 I 
 
 31 
 
 b 
 
 39 
 
 16 
 
 .^ 
 
 S4 
 
 6 
 
 43 
 
 13 
 
 4 
 
 SO 
 
 6 
 
 SO 
 
 Sb 
 
 3 
 
 S4 
 
 b 
 
 SS 
 
 3 
 
 I 
 
 68 
 
 b 
 
 S6 
 
 3 
 
 I 
 
 3 
 
 b 
 
 S7 
 
 42 
 
 2 
 
 60 
 
 7 
 
 
 
 24 
 
 I 
 
 34 
 
 7 
 
 I 
 
 SO 
 
 2 
 
 S 
 
 7 
 
 4 
 
 8 
 
 KETTERING AND NOTTINGHAM. 
 
 
 Run No. 
 
 I, Kettering to 
 
 Run No. 
 
 2 (to be read 
 
 
 Nottingham, with engine 34 
 
 upwards), 
 
 Nottingham to 
 
 
 and 15 coaches {51J miles), 
 
 Kettering, 
 
 in 58^ mins. (60 
 
 
 in 56^ min.s. {60 mins. 
 
 mins. allowed), with engine 
 
 Stations. 
 
 allowed). 
 
 
 27 and 12 coaches. 
 
 
 Mis. Chns. 
 
 Time Actual. 
 
 Mis. Chns. 
 
 Time Actual. 
 
 
 
 H. M. s. 
 
 
 H. M. s. 
 
 Kettering 
 
 — 
 
 1 40 8 
 
 5 3 
 
 7 24 37 
 
 (passing) 
 
 Geddington 
 
 5 3 
 
 4 48 25 
 
 2 37 
 
 7 19 53 
 
 Weldon . 
 
 2 37 
 
 4 SI IS 
 
 3 43 
 
 7 17 I 
 
 Gretton . 
 
 3 43 
 
 4 S4 37 
 
 I 72 
 
 7 12 42 
 
 Harringworth . 
 
 I 72 
 
 4 56 18 
 
 S 16 
 
 7 10 49 
 
 Manton .... 
 
 S 16 
 
 5 I 38 
 
 3 47 
 
 7 6 16 
 
 Oakham . 
 
 3 47 
 
 S 6 3 
 
 3 8 
 
 7 z 48 
 
 Ashwell . 
 
 3 8 
 
 S 9 32 
 
 2 24 
 
 6 59 32 
 
I go 
 
 British Railways. 
 
 KETTERING AND NOTTINGHAM (continued). 
 
 Stations. 
 
 Run No. I, Kettering to 
 Nottingham, with engine 34 
 and 15 coaches (51I miles), 
 in 56i mins. (60 allowed). 
 
 Run No. 2 (to be read 
 upwards), Nottingham to 
 Kettering, in 58^ mins. (60 
 allowed), witli engine 27 
 and 12 coaches. 
 
 
 Mis. Chns. 
 
 Time Actual. 
 
 Mis. Chns. 
 
 Time Actual. 
 
 
 
 H. M. s. 
 
 
 H. M. s. 
 
 Whissendine 
 
 2 24 
 
 5 II 45 
 
 li 42 
 
 6 56 57 
 
 Saxby . 
 
 2 42 
 
 5 14 3 
 
 3 60 
 
 6 54 4 
 
 Melton 
 
 3 60 
 
 5 17 30 
 
 3 79 
 
 6 50 2 
 
 Grimston 
 
 3 79 
 
 5 22 3 
 
 2 17 
 
 6 46 14 
 
 Old Dalby . 
 
 2 17 
 
 5 24 41 
 
 I 18 
 
 , 6 43 38 
 
 Upper Broughton 
 
 I 18 
 
 S 26 
 
 ^ 51 
 
 6 42 IS 
 
 Widmerpool . 
 
 2 51 
 
 5 28 42 
 
 2 67 
 
 6 38 53 
 
 Plumtree. 
 
 2 67 
 
 5 31 27 
 
 2 44 
 
 6 34 57 
 
 Edwalton 
 
 2 44 
 
 5 33 47 
 
 2 66 
 
 6 31 31 
 
 Nottingham 
 
 2 66 
 
 5 36 38 
 
 
 6 26 12 
 
 
 
 CARLISLE AND SKIPTON 
 
 
 
 
 Run No. I, Carlisle to Skip- 
 ton, with 2 engines and 14 
 coaches, in 97 minutes 59 
 seconds (86J miles). 
 
 Run No. 2 (to be read upwards), HelU- 
 field to Carlisle with engine 1748 and 
 15 on, in 93I minutes (76-^- miles). 
 
 Stations. 
 
 
 
 
 
 
 
 
 Ml. Ch. 
 
 Time 
 Due. 
 
 Time 
 Actual. 
 
 Ml.Ch. 
 
 Time 
 Due. 
 
 Time 
 Actual. 
 
 Remarks. 
 
 
 
 A.M. 
 
 H. M. s. 
 
 
 A.M. 
 
 H. M. S- 
 
 
 Carlisle 
 
 — 
 
 12 15 
 
 12 36 37 
 
 2 57 
 
 4 30 
 
 4 49 8 
 
 
 Scotby. 
 
 2 57 
 
 — 
 
 12 40 48 
 
 I 16 
 
 — 
 
 4 44 25 { 
 4 43 12 
 
 Bad slack 
 near Scotby. 
 
 Cumwhinton 
 
 I 16 
 
 — 
 
 12 42 30 
 
 2 70 
 
 — 
 
 Colehill 
 
 2 70 
 
 — 
 
 12 46 19 
 
 3 13 
 
 — 
 
 4 40 24 
 
 
 Armathwaite 
 
 3 13 
 
 — 
 
 12 50 S 
 
 5 40 
 
 — 
 
 4 36 42 
 
 
 Lazonby 
 
 5 40 
 
 — 
 
 12 56 H 
 
 2 72 
 
 — 
 
 4 30 13 
 
 
 Little Sal- 
 
 keld 
 Langwathby 
 
 2 72 
 
 — 
 
 12 59 
 
 I 33 
 
 — 
 
 4 27 23 
 
 
 I 33 
 
 — 
 
 I 34 
 
 3 45 
 
 — 
 
 4 25 57 
 
 
 Culgaith 
 
 
 
 — 
 
 — 
 
 I 29 
 
 — 
 
 4 22 26 
 
 
 New Biggin . 
 
 
 
 — 
 
 
 3 II 
 
 — 
 
 4 21 5 
 
 
 LongMarton 
 
 8 5 
 
 — 
 
 I 9 38 
 
 2 35 
 
 — 
 
 4 17 54 
 
 
 Appleby 
 
 2 35 
 
 — 
 
 I 12 56 
 
 2 76 
 
 — 
 
 4 14 48 
 
 
 Ormside 
 
 2 76 
 
 — 
 
 I 15 40 
 
 4 79 
 
 — 
 
 4 12 8 
 
 
 Crosby Gar- 
 
 4 79 
 
 — 
 
 I 21 40 
 
 3 17 
 
 — 
 
 472 
 
 
 rett 
 
 
 
 
 
 
 4 3 36| 
 
 Slight check 
 
 Kirkby 
 
 3 17 
 
 — 
 
 I 25 50 
 
 9 70 
 
 — 
 
 near Kirkby 
 
 Stephen 
 
 
 
 
 
 
 Stephen. 
 
 Hawes 
 
 9 70 
 
 — 
 
 I 39 
 
 3 21 
 
 — 
 
 3 53 14 
 
 
 Dent . 
 
 3 21 
 
 — 
 
 I 43 
 
 6 9 
 
 — 
 
 3 49 47 
 
 
 Ribblehead . 
 
 6 9 
 
 — 
 
 I 48 55 
 
 4 56 
 
 — 
 
 3 40 41 
 
 
 Horton 
 
 4 55 
 
 — 
 
 I 53 26 
 
 6 I 
 
 — 
 
 3 31 45 
 
 
 Settle . 
 
 6 I 
 
 — 
 
 — 
 
 5 17 
 
 — 
 
 3 21 44 
 
 
 HelUfield 
 
 5 17 
 
 — 
 
 2 4 12 
 
 
 2 48 
 
 3 15 20 
 
 
 Skipton . 
 
 10 15 
 
 2 9 
 
 (to 
 pass) 
 
 2 14 36 
 
 - 
 
 — 
 
 — 
 
 
 
 
 
 
 
 
 
^ 
 
 Ts3 
 
 N 
 
 C^ 
 
191 
 
 VI. 
 
 THE LONDON AND NORTH WESTERN. 
 
 (i) General Description of the Line. 
 
 This is the most important railway in England, and covers nearly 
 1,700 miles. It is not so extensive a system as the Great Western, 
 nor are its main lines studded with so many large towns as the 
 Midland, but it is the old established line, and where competition 
 exists its route is nearly always the shortest. The London terminus 
 is Euston, and the main Hne runs via Watford, Rugby, Nuneaton, 
 Stafford, Crewe, Warrington, Wigan, and Preston to Carlisle. 
 Numerous branches leave this at intervals, but before considering 
 these we will mention some of the principal sections owned by the 
 company, which from their importance, are almost main lines in 
 themselves. Among these are the alternative route from Rugby to 
 Stafford via Coventry, Birmingham, Dudley, and Wolverhampton ; 
 the Crewe to Manchester line with a continuation into Yorkshire, 
 by way of Stalybridge and Huddersfield ; Crewe to Liverpool over 
 the Runcorn Bridge, and Crewe to Holyhead via Chester, Flint, 
 Rhyl, Conway, Bangor, and the Britannia Bridge. These are all 
 sections of the greatest importance, being the direct means of 
 connecting Birmingham, Manchester, Liverpool, and Ireland . 
 respectively with London. From each of them many subsidiary 
 lines diverge. Intimately connected with the Birmingham loop are 
 the branches from Rugby to Coventry via Leamington and Warwick ; 
 from Coventry to Nuneaton ; from Birmingham via Sutton Coldfield 
 to Lichfield ; from Walsall to Lichfield ; from Walsall to Rugeley ; 
 and several suburban lines in the Birmingham district. Off the 
 Manchester line the branches are generally small suburban lines of 
 
192 British Railways. 
 
 great importance for short distance passenger traffic, and this remark 
 also extends to the Yorkshire lines in the neighbourhood of Leeds, 
 etc. It may here be stated that a line similar to the one which 
 connects Manchester with the south by way of Crewe also connects 
 it with the north by way of Tildesley and Wigan, there meeting the 
 great trunk line to Carlisle and Scotland. Several branches leave 
 this connecting link to the north and are the means of serving some 
 of the important Lancashire towns. They, however, are nearly all 
 short stretches, and need not further be described. The Crewe to 
 Liverpool line has a few suburban branches in the neighbourhood of 
 Liverpool. From Liverpool, as from Manchester, there is a 
 connection with the main line at Wigan by way of St. Helen's. 
 The Crewe to Holyhead piece differs from the three previous 
 important sections in having no suburban branches. The lines 
 diverging from it are chiefly used by tourists in the season; such are 
 the sections from Chester via Mold to Denbigh, with branches from 
 that point to Corwen and Rhyl in opposite directions ; from 
 Llandudno Junction to Blaenau Festiniog via Bettws ; from Bangor 
 to Bethesda ; from Bangor to Afonwen ; from Carnarvon to Llan- 
 beris ; and from Gaerwen to Amlwch. 
 
 Leaving these four main sections, the London and North Western 
 possesses besides a very large number of less important branches. 
 Starting from London and proceeding northwards these are as 
 follows : — On the right hand side — Watford to St. Albans ; Leighton 
 to Dunstable ; Bletchley to Cambridge, via Bedford ; Roade to 
 Rugby, via Northampton; Northampton to Peterboro'; Northamp- 
 ton to Bottesford (jointly with the Great Northern Company), with 
 running powers over the Great Northern north thereof; Rugby via 
 Market Harboro' to Peterboro' with an offshoot at Seaton for 
 Stamford ; Nuneaton to Leicester, and Nuneaton to the Charnwood 
 Forest district ; Lichfield to Derby via Burton ; and Low Gill to 
 Ingleton. 
 
 On the left hand side the offshoots are of similar importance. 
 Among them are — Watford to Rickmansworth ; Bletchley to 
 Oxford ; Weedon to Daventry ; Stafford to Shrewsbury ; Warrington 
 to Chester ; Lancaster to Morecambe ; and Oxenholme to Kendal 
 and Windermere. 
 
 The company have also a very important section leading from 
 Crewe southwards through Shrewsbury to Craven Arms at which 
 point one line goes south-west through Knighton and Llandovery to 
 Swansea, and another south through Hereford, enabling connections 
 
The London and North Western. 193 
 
 to be formed between Lancashire and the South Wales towns and 
 Bristol. Part of this route is owned jointly with the Great Western 
 Company. 
 
 Among other joint lines may be mentioned the Chester and 
 Birkenhead (Great Western and London and North Western) ; the 
 Wigan and Blackburn, which is partly London and North Western and 
 Lancashire and Yorkshire joint ; the Preston and Longridge and the 
 Preston and Wyre (this last connecting Preston with Blackpool, etc.), 
 which are also jointly owned with the Lancashire and Yorkshire 
 Company. 
 
 Besides these numerous lines the North Western possesses very 
 considerable running powers over the systems of other companies. 
 Thus, by arrangement with the Caledonian, it has power to run over 
 nearly the whole of that company's main line. This power is 
 occasionally exercised in the case of excursion trains running through 
 from one system to the other, which have only one kind of brake 
 hose couplings, and which it would be inconvenient to run with the 
 other company's engine — the two lines having adopted different 
 systems of continuous brakes — the North Western using the Vacuum 
 and the Caledonian the Westinghouse. A like practice is followed 
 by the Caledonian when the stock is fitted only with their brake — the 
 engine of the Scotch company taking the excursion train south over 
 the North Western line. 
 
 (2) Travelling Facilities. 
 
 {a) Services betiveen Chief Towns. — The North Western 
 is not nearly in such a favourable position as the Midland as regards 
 having large towns situated on its main line. This disadvantage, 
 however, is more than counterbalanced by the fact that to most of 
 the large towns in the central and western central parts of England, the 
 North Western route is the quickest and most direct from London. 
 We accordingly find that the services to Birmingham, Wolverhampton, 
 Northampton, Rugby, Stafford, Crewe, Chester, Holyhead, Birken- 
 head, Liverpool, Warrington, Wigan, Manchester, Blackburn, 
 Oldham, Rochdale, Preston, and Carlisle (for Scotland) from London 
 are excellent, but that the services between some of these towns and 
 others are not so good as we find on the Midland, and this because 
 they are generally situated off the main hne, and thus away from the 
 running of the through express services. For instance, Nottingham 
 
 N 
 
194 British Railways. 
 
 is only i hour 50 minutes from Leeds (80 miles) by the Midland, 
 both towns being on the main route to the north. But Birmingham 
 is 2 hours 10 minutes distant from Manchester (83^ miles), both 
 being on what are practically branch lines. This inferior position of 
 many of the chief towns on the North Western is, however, 
 minimised to a great extent by the enterprise of the management, 
 which, as will be shown below, has created an excellent train service 
 in whatever part of England the system is found. 
 
 Perhaps the best way to give an idea of the services of the 
 London and North Western Company will be to furnish a set of 
 four tabular statements showing respectively the services (i) between 
 London and the chief towns on the system as stated above; (2) 
 from Birmingham to Manchester, Liverpool, Leeds, Carhsle ; (3) 
 from Liverpool to Manchester, Leeds, Carlisle, and Bristol; (4) 
 from Manchester to Leeds, Carlisle, and Bristol. These figures will 
 show that few improvements could be effected in any of the 
 company's services. From London to any of the towns on the 
 main line, to Liverpool and to Carlisle, the service is superb. To 
 Manchester the time taken by nearly all the company's trains is 4J 
 hours, while the Great Northern and Midland have only one or two 
 trains each in that time. Of course, their routes are both longer 
 and harder, and they do all that can fairly be expected of them. 
 Indeed, many urge that the North Western should reduce to 
 4 hours, and this of course could be easily done. Considering, 
 however, that the London and North Western has reduced the 
 time on several occasions until it stands at its present figure, we 
 hardly think there is pressing necessity to go further now. To 
 Birmingham the company's trains offer a lower inclusive speed than 
 to any other of their large towns. This is doubtless due to the 
 excessive number of stops made by the expresses thither. To 
 Holyhead (for Ireland) the service stands in need of improvement. 
 The two best up and down trains are limited to first and second 
 classes only at express fares. These trains carry the Irish mails 
 and run at a high speed. But the third-class trains are poor, and 
 the company cannot be complimented on the third-class service to 
 Ireland from London, much less from the principal provincial 
 towns. 
 
 Coming now to Tables 2, 3 and 4, we find that our previous 
 remarks are borne out as regards the services between principal 
 towns as among themselves. For this, with one exception, the 
 company can certainly not be blamed. The exception is that of 
 
The London and North Western. 195 
 
 Leeds. This town is only moderately connected with Manchester, 
 and badly with Birmingham and Liverpool. If the North Western 
 thought fit they could arrange with the North Eastern Company 
 to run through trains from Newcastle via Leeds to Manchester, 
 Birmingham, and Bristol at express speed and thus establish an 
 effective competition with the Midland north-east to south-west 
 cross-country services. This has already been done between 
 Liverpool, Manchester, and Newcastle, but the services are hardly 
 fast enough. These Liverpool to Newcastle trains form, as between 
 Liverpool and Manchester, part of one of the most remarkable 
 services to be found anywhere. Here, from each end, every 
 hour, starts an express which covers the 31^ miles in 40 to 45 
 minutes, with one to three or four intermediate stops. The 
 Cheshire Lines and Lancashire and Yorlishire offer similar services 
 in 45 minutes (with several on the Cheshire Lines in 40 minutes). 
 Thus Manchester and Liverpool are connected together by no 
 fewer than about 90 express trains daily. 
 
 Besides the cross-country service between Carlisle (for Scotland), 
 Manchester, Liverpool, and Bristol, the North Western have 
 organised another in the shape of through carriages from Birmingham 
 to Harwich in connection there with the Great Eastern Company's 
 boats. These trains connect at Rugby 'with the up Scotch 
 expresses. 
 
 Punctuality is a thing for which the London and North Western 
 is famous. It is, no doubt, meritorious to work a small system 
 with regularity, but to do this with so complex a network as the 
 North Western is a task of a different order. Yet few of the trains 
 are unpunctual — the fastest scarcely ever so. This is in great 
 measure due to the excellent and machine-like discipline maintained 
 on the system. Whenever this company determine to do anything 
 we may feel sure it will be done thoroughly. When it was decided 
 to run the expresses to Edinburgh in the same time as the East 
 Coast companies, it was generally felt that the North Western would 
 fulfil its promise. And the result justified the expectation. During 
 the first two months of the running the up express was only once 
 late at Euston, while the rival companies' trains were frequently 
 behind time at King's Cross. 
 
 We now give the tables referred to above : — 
 
 N 2 
 
British Railways. 
 
 Services from and to London. 
 
 
 
 
 No 
 
 of trains at or over 
 
 
 
 
 
 
 
 
 
 
 
 London 
 
 Miles. 
 
 35 mis- 
 
 per hr. 
 
 40 mis. 
 
 per hr. 
 
 45 mis. per hr. 
 
 Fastest. 
 
 Remarks. 
 
 and 
 
 
 
 
 
 
 
 
 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 I 
 
 Hr Min 
 
 
 Birmingham . 
 
 113 
 
 13 
 
 9 
 
 5 
 
 7 
 
 Nooe. 
 
 2 30 
 
 Note —Some 
 
 Wolverhampton 
 
 12 if 
 
 10 
 
 8 
 
 3 
 
 2 
 
 None. 
 
 None. 
 
 3 
 
 trains run via 
 
 Northampton 
 
 65? 
 
 13 
 
 13 
 
 7 
 
 7 
 
 2 
 
 2 
 
 I 24 
 
 Northampton 
 
 Rugby . 
 
 82J 
 
 28 
 
 23 
 
 25 
 
 20 
 
 14 
 
 10 
 
 I 43 
 
 (2 miles longer), 
 
 Stafford 
 
 1335 
 
 12 
 
 14 
 
 7 
 
 8 
 
 I 
 
 I 
 
 2 55 
 
 and are included 
 
 Crewe 
 
 158 
 
 16 
 
 19 
 
 14 
 
 15 
 
 6 
 
 8 
 
 H 12 
 
 in the table. 
 
 Chester . 
 
 i79i 
 
 9 
 
 12 
 
 7 
 
 5 
 
 None. 
 
 None. 
 
 4 3 
 
 I'The best trains 
 are the Irish 
 
 Holyhead 
 
 2635 
 
 3 
 
 3 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 637 
 
 ( Mails, ist and 
 1 2nd only, at 
 ^express fares. 
 
 
 
 
 
 
 
 
 
 
 Birkenhead . 
 
 I94i 
 
 8 
 
 6 
 
 3 
 
 None. 
 
 None 
 
 None. 
 
 4 33 
 
 
 (Woodside) 
 
 
 
 
 
 
 
 
 
 
 Liverpool 
 
 i93i 
 
 7 
 
 10 
 
 5 
 
 6 
 
 None, 
 
 None. 
 
 4 20 
 
 
 Warrington 
 
 i82i 
 
 8 
 
 8 
 
 5 
 
 5 
 
 None. 
 
 I 
 
 4 2 
 
 
 Wigan . . 
 
 194 
 
 II 
 
 8 
 
 7 
 
 3 
 
 None. 
 
 None. 
 
 4 23 
 
 
 
 
 
 
 
 
 
 
 
 
 'The distance 
 
 
 
 
 
 
 
 
 
 
 
 given is by the 
 
 
 
 
 
 
 
 
 
 
 
 route taken by 
 
 
 
 
 
 
 
 
 
 
 
 fastest train. 
 
 
 
 
 
 
 
 
 
 
 
 z/iii Crewe; but 
 
 Manchester 
 
 188J 
 
 12 
 
 9 
 
 6 
 
 8 
 
 None. 
 
 None. 
 
 4 15 
 
 
 three trains 
 each way run 
 viA Colwich or 
 via Stafford, 
 183J and 187' 
 miles respec- 
 
 
 
 
 
 
 
 
 
 
 ''tively. 
 
 
 
 
 
 
 
 
 
 
 r Best train runs 
 
 
 
 
 
 
 
 
 
 
 vi& Preston 
 
 
 
 
 
 
 
 
 
 
 (220 miles), but 
 
 Blackbiirn 
 
 220 
 
 4 
 
 6 
 
 2 
 
 2 
 
 None. 
 
 I 
 
 4 52 
 
 (nearly all 
 others via 
 Wigan (211^ 
 
 ^miles). 
 
 Oldham (Clegg St.) 
 
 193I 
 
 8 
 
 7 
 
 6 
 
 4 
 
 None. 
 
 None. 
 
 4 32 
 
 / Seenotesasfor 
 
 Kochdale . 
 
 201^ 
 
 6 
 
 7 
 
 3 
 
 I 
 
 None. 
 
 None. 
 
 4 52 
 
 \ Manchester. 
 
 Preston . 
 
 209 
 
 10 
 
 14 
 
 6 
 
 8 
 
 2 
 
 3 
 
 4 17 
 
 
 Carlisle . 
 
 299i 
 
 10 
 
 8 
 
 6 
 
 6 
 
 4 
 
 3 
 
 6 20 
 
 
 
 Se 
 
 RVICE! 
 
 FRO 
 
 M AND 
 
 TO Birmingham. 
 
 
 Miles. 
 
 
 No. 
 
 of train 
 
 at or over 
 
 Fastest. 
 
 
 Between 
 
 35 mis. 
 
 per hr. 
 
 40 mis. 
 
 per hr. 
 
 45 mis. per hr. 
 
 
 Birmingham 
 
 E 
 
 g 
 
 E 
 
 • 
 
 g 
 
 
 Remarks. 
 
 
 
 rt 
 
 rt 
 
 rt 
 
 rt 
 
 rt 
 
 
 
 and 
 
 
 if 
 
 
 i? 
 
 -C 
 
 II 
 
 J3 
 
 
 
 
 
 M 
 
 ^ 
 
 wi 
 
 
 
 
 
 2.S 
 
 H.= 
 
 t: = 
 
 H.- 
 
 H.S 
 
 
 
 
 
 ==^ E 
 
 g 
 
 fo g 
 
 E 
 
 5^ e 
 
 E 
 
 
 
 
 
 b 
 
 
 u 
 
 
 u 
 
 t 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 s 
 
 m 
 
 m 
 
 m 
 
 s 
 
 m 
 
 Hr Min 
 
 
 Manchester 
 
 83i 
 
 3 
 
 .Vone. 
 
 None. 
 
 None. 
 
 None 
 
 None. 
 
 2 10 
 
 Poor service. 
 
 Liverpool 
 
 88i 
 
 4 
 
 None. 
 
 None. 
 
 None. 
 
 Nooe. 
 
 None. 
 
 2 25 
 
 f ne down 
 < train on Thurs- 
 
 Leeds {vi& Stock- 
 port) 
 Carlisle . 
 
 I26i 
 
 I 
 
 None. 
 
 None. 
 
 ^one. 
 
 None. 
 
 None. 
 
 3 25 
 
 (days only. 
 Poor service. 
 
 194 
 
 5 
 
 3 
 
 I 
 
 I 
 
 Nooe. 
 
 None. 
 
 4 4i 
 
 
The London and North Western. 
 
 197 
 
 Services from and to Liverpool. 
 
 
 Miles. 
 
 
 No. 
 
 of trains at or over 
 
 Fastest. 
 
 
 Between 
 
 35 mis. 
 
 per hr. 
 
 40 mis. per hr. 
 
 45 inls. per hr. 
 
 
 Liverpool 
 
 
 
 
 
 
 
 Remarks. 
 
 and 
 
 
 
 ol 
 
 ^ > 
 
 "3 
 
 4 
 
 e1 
 
 4 
 
 > 
 
 
 
 
 
 J 
 
 J 
 
 hj 
 
 ►J 
 
 J 
 
 ;j 
 
 Hr Min. 
 
 
 Manchester . 
 
 3ti 
 
 IS 
 
 18 
 
 12 
 
 i6 
 
 3 
 
 3 
 
 u 40 
 
 /One train 
 each way in 
 ( 40 minutes 
 ] on Thursdays 
 [only. 
 
 Leeds . 
 
 74i 
 
 2 
 
 » 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 2 
 
 
 
 
 
 
 
 
 
 
 'Five trains fa 
 of them down) 
 
 Carlisle (from Ex 
 change Stafon 
 and vi& L. & Y. 
 to Preston) 
 
 Bristol . 
 
 119 
 187J 
 
 6 
 2 
 
 8 
 4 
 
 4 
 None. 
 
 4 
 None. 
 
 None. 
 None. 
 
 I 
 None. 
 
 2 34 
 4 45 
 
 run via Wigan 
 (125 miles). 
 
 { The fastest 
 trains, how- 
 ever, are via 
 L. & Y. to 
 
 ; Preston. 
 
 fGood cross- 
 
 ( country ser- 
 
 Lvice. 
 
 Services prom and to Manchester. 
 
 
 Miles. 
 
 No. of trains at or over 
 
 Fastest. 
 Hr.Min. 
 
 
 Between 
 
 35 mis. 
 
 per hr. 
 
 40 mis. per hr 
 
 45 mis. per hr. 
 
 
 Manchester 
 and 
 
 
 c 
 
 s 
 
 
 aJ 
 H-S 
 
 C 
 
 d 
 
 
 c 
 cfl 
 
 Remarks, 
 
 Leeds . 
 Carlisle— 
 
 43 
 
 I 
 
 3 
 
 None. 
 
 None. 
 
 None. 
 
 None. 
 
 I 10 
 
 J" Several others 
 <. rather below 
 1 35 m.p.h. 
 
 (F/rtL.&N.W.) 
 IViCi L. & Y., to 
 
 123 
 
 3 
 
 6 
 
 2 
 
 2 
 
 None. 
 
 None. 
 
 2 50 
 
 
 Preston from 
 
 
 
 
 
 
 
 
 
 
 Victoria Sta- 
 
 
 
 
 
 
 
 
 
 
 tion) 
 
 122 
 
 3 
 
 4 
 
 3 
 
 2 
 
 None. 
 
 None. 
 
 2 47 
 
 
 Bristol . 
 
 182I 
 
 2 
 
 4 
 
 None. 
 
 None. 
 
 None 
 
 None. 
 
 4 35 
 
 f Good cross- 
 ( coui.try ser- 
 l vice. 
 
 The local train-services of the North Western may, for speed, 
 frequency, and general convenierice be described as among the best 
 in the kingdom. In the matter of carriage accommodation, how- 
 ever, though the stock provided is nearly always comfortable and 
 
1 98 British Railways. 
 
 well lighted, it is yet scarcely so good as that of the Great Northern 
 Company. We have already referred to the wonderfully fast local 
 train from Carlisle at 6.50 a.m. to Oxenholme Junction. Another 
 striking instance we may cite is that from Bedford to Cambridge, 
 where a stopping train covers in 56 minutes the 29^ miles, part of 
 which is single road. These are scarcely exceptions, as all over the 
 .system the very greatest attention is paid to the running of local 
 trains. 
 
 The company have a very large suburban service in London, 
 Birmingham, Liverpool, and Manchester. Here we find the 
 coaching stock excellent, and almost invariably well lighted 
 with gas. 
 
 (b) Rolling Stock and General Accommodation. — The 
 carriages provided by the London and North Western Company are 
 among the best in the kingdom. We have already alluded to the 
 stock used in the local and suburban trains as being remarkably 
 good. It is, however, on the main line that we see the best carriages 
 on the system. Most of these are of the eight-wheeled type (42 
 feet in length) with radial axles, and are perhaps the finest vehicles 
 running on any British railway, and, as regards first-class accommo- 
 dation at least, they represent simply the best practice of our 
 railway carriage designers. The first-class compartments are up- 
 holstered in the most sumptuous and tasteful manner, and in nearly 
 every case are furnished with lavatory accommodation. There is a 
 considerable difference between these vehicles and those which the 
 Midland and some other companies use in their express trains. For 
 many years they have been excellently lighted by gas, which is used 
 to a large extent on the North Western. On certain trains to Liver- 
 pool and Manchester dining-saloons are run, and in these dinner or 
 light refreshments can be obtained at a moderate charge. To 
 Scotland several sleeping-saloons, furnished with every luxury and 
 convenience, are despatched nightly. The company are now 
 providing their comfortable second- and third-class carriages with 
 lavatory accommodation. The summer of 1893 will see not only 
 this company, but the Great Northern and Midland as well, running 
 third-class dining cars on their Scotch express trains. 
 
 The coaching stock is now fitted with the Automatic Vacuum 
 brake. This was not always so. The history of the North Western 
 in regard to brakes is not a very creditable one, the company having 
 chopped and changed from one inefficient variety to another more 
 than once. For many years their most important trains were run 
 
The London and North Western. 199 
 
 under the protection of what is generally known as the "Emergency" 
 Chain-brake — so called from orders having been given that it was 
 not to be used except in cases of emergency. In other respects, 
 however, the company's safety appliances are quite beyond reproach. 
 The signalling of the line is excellent, and the permanent way said to 
 be the best in the world. At certain intervals on the main line 
 water-troughs, for the replenishment of the locomotive tenders 
 while running at speed, are laid between the rails. This practice 
 has also been adopted by, among other railways, the Lancashire 
 and Yorkshire, and the Pennsylvania Railroad of America. The 
 accommodation for passengers at stations is good — especially is this 
 so at the larger towns and junctions, such as Rugby, Preston, 
 Carlisle, Liverpool (Lime Street), Manchester (London Road 
 and Exchange), Leeds, Huddersfield, Chester, Birmingham, and 
 several others. At these points fine structures have been erected 
 at great cost. 
 
 Broadly speaking, it may be said that railway management has 
 approached nTore nearly to perfection on the North Western than on 
 any other line. Its discipline and regular working, considering the 
 size and complexity of the system, are nothing short of marvellous. 
 Much more complete information on these points than we have 
 space to give may be obtained from The Working and Management 
 of an English Railway, by the late general manager, Sir George 
 Findlay. 
 
 (3) Locomotive Work. 
 
 (a) Speed. — As in the case of the Midland and Great Northern 
 companies, we propose, before citing examples of actual perform- 
 ances, to give a brief resume of the booked speeds set down in the 
 time-tables to be carried out in daily practice. We intend to make 
 our remarks as general as possible, and avoid going into wearisome 
 details. Many of the speeds we are about to mention may not at 
 first sight seem so high as those of the rival lines running northwards 
 from London. It must in fairness be borne in mind that trains are 
 much more heavily laden as a rule on the North Western than on 
 the Midland, and are appreciably heavier than even on the Great 
 Northern. This very prominent factor in any comparisons that 
 may be made is too frequently ignored. It is also just as well to 
 remember that to competitive points the North Western system is, 
 
200 British Railways. 
 
 as a rule, the shortest route, and consequently there is scarcely any 
 incentive for the company to resort to excessive speeds. As a 
 result, then, we find that although this system possesses perhaps 
 the hardest-timed trains anywhere, its general average is certainly 
 lower than the Great Northern, and a trifle lower perhaps than the 
 Midland. In amount of express speed, however, it stands much 
 higher than either of its rivals ; and, to sum up, looking at the obliga- 
 tions and opportunities of the line to run express trains, it certainly 
 performs its duty as well as either of its neighbours. 
 
 From London to Crewe there is a very large amount of express 
 traffic. All of the fast trains, with scarcely an exception, are very 
 heavy. The average booked time runs approximately to 50 miles 
 an hour, some trains being as high as 53:|7, and others averaging about 
 48 or 49. The pick of the bunch are probably: — the 10 a.m. and 
 10.30 a.m. down, which run from Rugby to Crewe, 75^ miles, in 85 
 minutes; the 6.45 p.m. up, which runs from Rugby to Willesden Junc- 
 tion, 771 miles, in 88 minutes; the 4.45 p.m. up express, which runs 
 from Bletchley to Willesden, 41^ miles, in 48 minutes ; and the up 
 Scotch expresses due at Euston at 7 p.m. and 10,50 p.m., which run 
 from Crewe to Nuneaton in 7 1 and 70 minutes (61^ miles), and follow 
 this up by doing Nuneaton to Willesden, 91^ miles, in 108 and 
 105 minutes respectively. Besides these very fast specimens of 
 booked speed, we must not neglect the Birmingham trains, which 
 make some very fast runs for short distances, and such trains as 
 the 3.30 p.m. and 9.45 p.m. up, which are booked from Rugby 
 to Willesden at 50 miles an hour, and always have excessively 
 heavy loads. 
 
 Between Crewe and Preston the speed, with the exception of 
 certain of the Scotch trains, falls off, and averages only about 45 miles 
 an hour. The best Scotch expresses get about an hour or just over 
 to cover the 51 miles. As there are one or two hilly pieces in this 
 stretch, the timing is not at all bad. The other Scotch trains are 
 a good deal slower over this length, and have to make up for it 
 between Preston and Carlisle, where the timing is of a most extra- 
 ordinary description — quite surpassing, in our opinion, anything 
 ])erformed elsewhere on the iron road. 
 
 It is usual, when estimating the booked speeds over so hilly a 
 section as the Preston to Carlisle, to expect a rate of somewhere about 
 45 miles an hour, and, if anything occurs above that figure, to 
 regard it as extremely praiseworthy. How remarkable is the pace on 
 this stretch of line may be judged from the following table, which 
 
The London and North Western. 
 
 201 
 
 gives a list of the trains having an inclusive rate of 45 miles an 
 hour or over between the two extreme points : — 
 
 List of Expresses on Preston to Carlisle Section of the London 
 AND North Western Railway with a Speed of 45 miles an hour 
 OR over. 
 
 Down E -[presses 
 
 Dis- 
 
 Time. 
 
 
 Up Expresses 
 
 Dis- 
 
 Time. 
 
 
 from 
 
 tance. 
 
 
 Speed. 
 
 from 
 
 tance. 
 
 
 Speed. 
 
 Preston at 
 
 Miles. 
 
 Minutes. 
 
 
 Carlisle at 
 
 Miles. 
 
 Minutes. 
 
 
 12,20 a.m. 
 
 105 
 
 130 
 
 48-s 
 
 12.5 a.m. 
 
 90 
 
 117 
 
 46-2 
 
 (from Wigan) 
 
 
 
 
 
 
 
 
 2.25 a.m. 
 
 90 
 
 IIS 
 
 47 -o 
 
 12. 1 p.m. 
 
 90 
 
 106 
 
 50-9 
 
 10.50 a.m. 
 
 90 
 
 120 
 
 (2 stops) 
 
 45 "0 
 
 
 
 
 
 ii.o a.m. 
 
 90 
 
 120 
 
 (2 stops) 
 
 45 '0 
 
 12.23 P-i"- 
 
 90 
 
 102 
 
 52-9 
 
 2.40 p.m. 
 
 90 
 
 105 
 
 51-4 
 
 12 34 p.m. 
 
 90 
 
 105 
 
 51 '4 
 
 3.10 p.m. 
 
 90 
 
 105 
 
 51 '4 
 
 4.20 p.m. 
 
 90 
 
 "5 
 
 (including 
 
 stop) 
 
 47 'o 
 
 6.42 p.m. 
 
 90 
 
 113 
 
 (including 
 stop) 
 
 47-8 
 
 4.30 p.m. 
 
 90 
 
 115 
 
 (including 
 stop) 
 
 47 'o 
 
 3.38 p.m. 
 
 90 
 
 122 
 
 (2 stops) 
 
 
 8.41 p.m. 
 
 90 
 
 121 
 
 (I stop) 
 
 
 There is clearly nothing anywhere else so good as this. The 
 Caledonian comes nearest over the hilly piece from Carlisle to Car- 
 stairs, but even its best speed is well below the North Western best, 
 and in number of trains it is decidedly inferior ; while the position 
 of the Midland, North British, and Manchester, Sheffield and Lin- 
 colnshire companies will readily be seen by reference to the following 
 table :— 
 
 
 
 Numb 
 
 er of Expresses 
 
 between the extreme 
 
 
 From 
 
 pomis 
 
 having 
 
 an inclusive rate of speed of 
 
 Railway. 
 
 
 
 
 ^ 
 
 
 L. 
 
 
 
 
 
 
 
 
 
 
 
 S-a 
 
 "a. 
 
 % a 
 
 
 
 In a 
 
 
 Manchester to Sheffield 
 
 S S 5' 
 
 oeS. 
 
 
 
 oil 
 
 fe £ I-' 
 
 oii 
 
 M. S. and L. . 
 
 2 
 
 
 
 
 
 
 
 
 
 Ditto . 
 
 Sheffield to Manchester 
 
 
 
 
 
 
 
 
 
 
 
 
 
 North British . 
 
 Carlisle to Hawick 
 
 3 
 
 
 
 
 
 
 
 
 
 
 
 Ditto . 
 
 Hawick to Carlisle 
 
 .'i 
 
 
 
 
 
 
 
 
 
 
 
 Midland . 
 
 Derbv to Manchester 
 
 4 
 
 
 
 
 
 
 
 
 
 
 
 Ditto . 
 
 Manchester to Derby 
 
 6 
 
 I 
 
 
 
 
 
 j 
 
 Ditto . 
 
 Hellifield to Carlisle 
 
 9 
 
 8 
 
 2 
 
 
 
 1 
 
 Ditto . 
 
 Carlisle to HeUifield 
 
 9 
 
 5 
 
 
 
 
 
 
 
 
 
 Caledonian 
 
 Carlisle to Carstairs 
 
 II 
 
 7 
 
 3 
 
 I 
 
 
 
 
 
 L. andN.-W. . 
 
 Carlisle to Preston 
 
 9 
 
 b 
 
 3 
 
 2 
 
 2 
 
 
 
 Ditto . 
 
 Preston to Carlisle 
 
 10 
 
 7 
 
 3 
 
 3 
 
 2 
 
 I 
 
202 British Railways. 
 
 Elsewhere on the large North Western system there is not 
 much beyond a very respectable mediocrity for us to chronicle. The 
 Irish Mail trains are run from Chester to Holyhead over a route not 
 altogether free from obstacles of one kind or another. The down 
 trains get 107 and 109 minutes, and the up no and 119 minutes, 
 for the 84I miles. This is for first- and second-class only, at 
 express fares. The traffic is, of course, altogether in the North 
 Western Company's hands. The third-class trains are only moderate 
 over this section. There is, however, besides the Irish Express 
 trains, a large number of other trains running partly over this piece 
 of line. The booked speeds are not very high, but perhaps suffi- 
 ciently so for the traffic, which is mostly tourist or seaside. 
 
 There is a good deal of fast running for short stretches on the 
 line between Liverpool and Manchester. Most of the trains take 
 45 minutes to run the 31I miles from one terminus to the other. 
 Two 40 minutes trains (Thursdays only, one each way) do the 
 3oi miles between Edge Hill and Manchester, or vice versa, in 36 
 and 35 minutes. In 1890 nearly all the trains between Liverpool 
 and Manchester had only 40 minutes allowed them, and at that 
 time most of the intermediate runs were timed at 50 miles an hour 
 or over, forming the finest collection of "sprints" anywhere. But it 
 was too good to last. 
 
 The Rugby to Stafford {via Birmingham), and the Manchester 
 to Leeds hnes, present no high booked speeds worthy of mention. 
 Junctions and gradients are unquestionably hindrances, but after 
 allowing for them the traffic is important enough to warrant 
 higher speeds than are at present in vogue. Elsewhere, however — 
 as, for instance, on the line from Crewe to Hereford, over which run 
 the West of England expresses from Manchester and Liverpool to 
 Bristol, and on that portion of the North Staffordshire Railway run 
 over by some of the London and North Western expresses to 
 Manchester — the speeds are by no means bad. In concluding 
 our remarks on the booked speeds of this company's fast trains, it 
 is pleasant to find — as in the case of the Great Northern Railway 
 — that the branch lines are fairly well served. The speeds, though 
 not very high, are sufficiently respectable on such branch lines as 
 Nuneaton to Burton, Rugby to Peterborough, Stafford to Shrews- 
 bury, and elsewhere. There is abundant evidence to prove that 
 the London and North Western, while providing well for the 
 through express traffic, does not by any means neglect the local 
 ■wants of its system. 
 
The London and North Western. 203 
 
 {b) Gradients. — In the case of the Midland and Great 
 Northern we find the gradients generally exaggerated in the few 
 books of reference on the subject, whereas the North Western is 
 frequently treated as a level line. Mr. Foxwell tells us that from 
 Carnforth to Euston is very easy except three miles of 1 in 177 into 
 Crewe from the south. We hope here to show that this is not so, 
 and that many of the North Western gradients, though of no great 
 steepness, are of considerable length, and consequently difficult to 
 work. If anyone were asked to compare the section from St. Pancras 
 to Bedford with that from Euston to Bletchley, he would very 
 probably say the former was much harder. Yet the Midland piece 
 is very little harder than the North Western ; its gradients, though 
 steeper, come in shorter stretches ; it has a fine piece of 20 miles 
 downhill into Bedford (much of it i in 200), while the London 
 and North Western has' only about six miles descent of i in 330 
 after Tring, and its summit-level is lower than the North Western 
 at Tring. It is, in fact, necessary when considering the profile of 
 the North Western to refer to the section on gradients in the intro- 
 ductory chapters, where some stress is laid on the difficulty of 
 working long, continuous inchnes. 
 
 The North Western on leaving Euston mounts about a mile on 
 gradients averaging i in 75, and is then almost level for six miles. 
 Then follow eight miles of i in 330 and i in 341 up, followed by a 
 short piece of level and slight drop to the seventeenth milepost, from 
 which the line mounts almost continuously on gradients of i in 330, 
 with shorter bits intervening of i in 406, i in 528, and i in 1,056 to 
 Tring (3rf miles). Six miles drop of i in 330 succeeds, followed by 
 about 13 miles of easy descent and three miles of level to post 54. 
 Then for seven miles the line mounts at i in 330, only to fall again 
 for two miles at about the same grade. For nine miles it is 
 nearly level, followed by about six miles of i in 342, i in 406, and 
 I in 511 rising, and then falling into Rugby (82I miles) on 1 
 in 364. 
 
 From Rugby the line rises very gently, with undulations, for 
 about 10 miles, only to fall again for six miles at i in 330 and i in 
 660. Then there is a slight rise for four miles, and a fall for 10 
 miles on grades of about i in 600. This brings us to post 113, 
 from which we rise five miles, mostly of i in 330, followed by undula- 
 tions for about 15 miles to Stafford. Then on grades varying from 
 I in 400 to I in 600 we ascend for 16 miles continuously to Whit- 
 more, dropping from there 10 miles into Crewe, of which three are 
 
204 British Railways. 
 
 at I in 330, four at t in 177, and the others at i in 250. The whole 
 distance from London (158 miles 8 chains) was run without stop on 
 August 13th, 1888, in 166 minutes by one of Ramsbottom's 7 ft. 
 6 in. singles with 16 in. by 24 in. cyhnders and only 11 J- tons on 
 the driving wheel. 
 
 The first four miles out of Crewe are on the level, and are 
 followed by an almost continuous descent, broken by two minor 
 ascents, to the 185th milepost — a distance of 23 miles. The 
 descent is, however, very gradual, and is rarely worse than i in 600. 
 Then for six miles there is an ascent, averaging i in 400, followed by 
 three miles almost level. Then on grades varying from i in 120 to 
 I in 330 the line rises for six miles, and then drops steeply into Pres- 
 ton, a distance of nearly 10 miles, on gradients of i in no to i in 
 330. On August 7th, 1888, Mr. Ramsbottom's 275 "Vulcan," with 
 6ft. 6in. drivers and 17 in. by 24 in. cylinders, covered the 51J miles 
 from Crewe to Preston in 49 minutes — a performance as good as any 
 recorded during that month. 
 
 Before leaving the more level portions of the North Western 
 main line we wish once again to call attention to Mr. Foxwell's 
 statement that the hne from Carnforth to Euston is very easy. 
 From Preston to Crewe we have, roughly speaking, 10 miles rising 
 on an average, say, of i in 200, 15 falling gradually, and about 26 
 rising gradually. Now, from Bedford to London by the Midland 
 consists, again speaking roughly, of 16 miles of 1 in 200 rising, 10 
 about level, and about 24 falling either steeply or gradually. A fair 
 comparison would certainly result in the North Western being 
 adjudged to be the harder section. Mr. Foxwell, however, thinks 
 otherwise ; describes the Midland gradients as trying, and passes 
 the North Western with but slight comment. 
 
 From Preston to Carlisle the North Western main line is very 
 steep. Rising for four miles of i in 500, it then undulates for 16 
 miles on very easy grades. This is followed by a drop for a mile at 
 I in 90 into Lancaster, after which point the accompanying diagram 
 gives the requisite information. Over this stretch was performed, on 
 August 7th, 1888, one of the finest runs ever made on any railway. 
 Engine No. 275 "Vulcan" did the 90 miles of mountain road in 
 89 minutes. Though the route is scarcely so hard as the Caledonian 
 from Carlisle to Edinburgh, still the speed is faster than in the case 
 of the Caledonian record, and the engine drawing the North West- 
 ern train was much less powerful than that of the Scotch Company. 
 It is stated that on this occasion the last 3i| miles, from Shap 
 
?la.teIKm. 
 
 
 rimzi^TAN CASTER 
 
 LEVEL) 
 
 a / 
 
 
 
 IJ 
 
 
 
 ^ HEST BANK 
 
 
 
 I 
 
 "^ BOLTON LE SANDS 
 
 
 
 + 
 
 
 
 W /car N FORTH 
 
 
 
 ^ \ 
 
 ^ 
 
 
 
 o 
 
 /burton 
 
 s 
 
 
 
 \ MIUNTHORPE 
 
 
 
 W \ 
 
 
 
 \ 
 
 
 8 \ 
 
 1 \ 
 
 g \. 
 
 = \ OXENHOLME 
 
 ^n ^ 
 
 
 o \ 
 
 
 \ 
 
 
 s \ 
 
 
 
 \ 
 
 
 5 \ 
 
 
 
 \ CRAYRICC 
 
 
 i 
 
 LOW GILL 
 
 660 
 
 f3 
 
 
 S 
 
 r 
 
 
 3 
 
 
 
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 \tebav 
 
 + 
 
 
 'J 
 
 ~\. 
 
 
 
 ^\ 
 
 L^ 
 
 n 
 
 o 
 
 30 
 > 
 
 m 
 
 z 
 
 O 
 
 2] 
 
 1- 
 m 
 
 'ji 
 
PlatelXW 
 
 
 
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 - 
 
 t/T 
 
 
 LEVEL 1 
 
 « / 
 
 8 / ._ 
 
 - 
 
 LEVEL 
 
 
 n-^ " 
 
 
 
 
 ' 
 
 
 
 / 
 
 o 
 
 
 / 
 
 
 
 - 
 
 
 
 
 - 
 
 
 /CLIFTON 
 
 
 - 
 
 
 
 
 LEVEL 
 
 
 5 
 
 
 ] 
 
 
 
 
 % 
 
 
 
 / PENRITH 
 
 
 % 
 
 
 
 1104- 
 
 
 - 
 
 +77 
 
 
 
 5 
 
 
 
 O 
 
 
 PLUMPTON 
 
 
 
 •^ 
 
 
 
 
 ■ / 
 
 CALTHWAITE 
 
 
 / 
 
 
 s 
 
 / 
 
 
 
 
 /SQUTHWAITE 
 
 
 
 
 
 
 
 IS2 
 
 __j 
 
 s 
 
 /wREAY 
 
 
 7- 
 
 
 = / 
 
 
 
 _ 
 
 i / 
 
 ^712 I CARLISLE 
 
 
 
 
 
 
 
 
 M 
 
 
 l> 
 
 
 "A 
 
 
 n 
 
 o 
 
 ^ 
 
 > 
 
 n 
 
 H 
 
 
 W 
 
 III 
 
 z 
 
 f:c^ 
 
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 73 
 
 
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 ^ 
 
 
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 tri 
 
 to 
 
The London and North Western. 205 
 
 Summit into Carlisle, was covered in 2(i\ minutes. Unfortunately, 
 however, no exact details of the journey were ever taken. 
 
 As this main route is used by nearly all the North Western 
 express trains, it will not be necessary to go into much detail over the 
 other parts of the system. The lines from Crewe to Manchester and 
 Liverpool are mostly easy. Between Liverpool and Manchester — a 
 short section over which numerous express trains run — there is nothing 
 difficult, if we except short pieces of \\ miles of i in 97 up before 
 Edgehill, li miles of i in 97 up before Rainhill, one mile of i in 89 
 down before St. Helen's Junction, and a mile of i in 152 up just 
 before entering Manchester. Manchester to Leeds has as yet no 
 express service. It is therefore scarcely worth while detailing the 
 gradients, which are very steep. Liverpool has a good connection 
 with Buxton over a route which mounts to nearly 1,200 ft. above sea, 
 and is very severe. 
 
 Coming further south, we find the various lines over which the 
 North Western runs express or semi-express trains to be generally of 
 moderate difficulty, and rarely presenting any very serious impedi- 
 ments to the speedy progression of the locomotive. The company's 
 Central Wales lines are, however, rather formidable sections to work. 
 In North Wales the Chester and Holyhead line — the most important 
 avenue for exchange traffic between England and Ireland — deserves a 
 more extended notice than the preceding smaller sections. Its course 
 is more or less level along the coast-line from Chester to Rhyl, 
 rising afterwards for a short distance past Abergele on i in 100. A 
 gentler descent follows from Colwyn to Llandudno Junction, and 
 then the line is again more or less level to Bangor. Between Menai 
 Bridge and Holyhead steep undulations of i in 100 to i in 150 are 
 most frequently met with. The section is therefore of moderate 
 difficulty throughout. The gradients of that part of the North 
 Staffordshire Railway used by some of the North Western Man- 
 chester expresses will be found briefly described in our remarks on 
 the North Staffordshire Railway. 
 
 {c) Locomotives. — The company's chief Locomotive Superinten- 
 dent is Mr. F. W. Webb — one of the best known of our mechanical 
 engineers. Much of this gentleman's fame is due to his successful 
 introduction of the 3-cyhnder compound system of locomotives on 
 the North Western, the "Experiment" of 1881 being the first 
 attempt in this direction. The innovation gave such satisfactory 
 results that it was followed by the enlarged and improved 
 " Marchioness of Stafford " (6 ft. class) — one of the most 
 
2o6 
 
 British Railways. 
 
 prominent features in the Inventions Exhibition of 1885. Further 
 developments have since produced the 7 ft. " Teutonic " class of 
 1889 — grand examples of English design and workmanship as 
 adapted to the requirements of fast and heavy traffic ; and the 
 " Greater Britain " — a fine machine, embodying some new ideas 
 in locomotive construction. Probably this last-named type will 
 be represented in the forthcoming World's Fair at Chicago. 
 
 Besides these, however, Mr. Webb has achieved equal fame with 
 his " Precedent " class. These, when compared with the engines of 
 other companies, are small ; their work, however, has never been 
 surpassed. Mr. Rous-Marten, in his Notes, says that they have 
 done heavier work in proportion to their weight than any other 
 English engines. Similar to them is Mr. Ramsbottom's " Newton " 
 class, which at present is being converted into "Precedents" by 
 Mr. Webb. It was one of this class which in August, 1888, ran the 
 Edinburgh express from Preston to Carlisle (90 miles) in 89 minutes 
 — one of the finest runs ever accomplished. 
 
 The other classes, among which will be found the " Precursors " 
 (also well known for excellent work), will be found below, with their 
 dimensions, in tabular form : — - 
 
 Name 
 
 of 
 Class. 
 
 
 Cylinders. 
 
 Heating Surface. 
 
 < 
 
 V 
 
 2 
 
 
 -a 
 
 =0 
 
 u 
 
 0) 
 
 Remarks. 
 
 
 Tubes. 
 
 Box. 
 
 
 Lady of Lake 
 
 singles 
 Prei ursor type 
 Precedent type 
 
 6-feet Com- 
 pounds 
 
 62-feet Com- 
 pounds 
 
 7-feet Com- 
 pounds 
 
 New engine 
 Greater 
 Brit^in(No. 
 3292). 
 
 c i^ 
 
 76 
 
 5 6 
 
 6 6 
 
 6 
 
 6 6 
 
 7 ° 
 
 7 
 
 incheR. 
 
 16 by 24 
 
 17 by 24 
 17 by 24 
 
 J L. P. 30 by 24 ) 
 ( H. P., 14 by 24 r 
 1 L P, , 26 by 24 1 
 
 "( H. P., 13 by 24 r 
 
 1 L P., 30 by 24 1 
 1 H. P , 14 by 24 f 
 
 ( t. P., 30 by 24 J 
 ( H P., 15 by 24 1 
 
 sq. 
 
 ft. 
 
 981 
 
 980 
 980 
 
 I220'5 
 
 980 
 I220'5 
 
 Forwprd 
 
 S53 
 Rear 493 
 Chamber 
 
 39 
 
 sq. 
 ft. 
 
 87-3 
 
 04 '9 
 103 
 
 i59'i 
 
 io3'5 
 
 159-1 
 
 ' 120-6 
 
 sq. 
 u. 
 
 IS 
 
 17-1 
 I7'i 
 20-5 
 
 17-1 
 
 20-5 
 
 20-5 
 
 i\ 
 27 5 
 
 31 8 
 
 32 10 
 
 4i ID 
 
 37 15 
 45 10 
 
 52 2 
 
 II 10 
 
 30 
 27 7 
 
 31 
 
 31 
 
 Some of the 
 Precedent 
 class have 
 only 960*2 sq. 
 ft. tube sur- 
 face. The 
 Compounds 
 have a boiler 
 pressure ofi75 
 Ibb.per sq. in., 
 and in j-ome 
 casestheH.P. 
 cyl. is 15 by 24 
 inches. 
 
 / The boiler 
 barrel, 18^ ft. 
 long, has iwo 
 /sets of tubes 
 with combus- 
 tion chamber 
 
 .between. 
 
 All these classes are wonderfully neat in appearance, and are 
 painted black, relieved with white, slate, and red. The tenders are 
 small, there being no great tank capacity provided, owing to the line 
 
The London and North Western. 207 
 
 being furnished at frequent intervals with Ramsbottom's water troughs, 
 which are placed between the running rails, and from which water 
 can be taken up at speed. No locomotives on the North AVestern 
 have bogies — many being fitted with radial axles instead. The 
 brake used is a modification of the Automatic Vacuum. 
 
 {d) Actual Performances. — In treating of the Midland 
 Company's actual performances we divided the line into sections, 
 which in regard to gradients were dissimilar. On that railway most 
 of the locomotives are almost equally powerful. On the London and 
 North Western just the opposite is the case. The locomotives vary 
 greatly in power — the " Precedent " class being only of moderate 
 size, whereas the Compounds have, for England, very large dimen- 
 sions. To show the capacity, therefore, of these types more clearly, 
 we have decided to keep the work done by each separately, without 
 reference to the gradients on which it was performed. 
 
 The smallest passenger type in regular use on the North 
 Western is the " Lady of the Lake " class. These engines work the 
 very fast trains between Manchester and Liverpool, and the results 
 are admirable. During August, 1888, they regularly ran the "West 
 Coast Flyer '' from Euston to Crewe without stop. We give below 
 a complete statement of their performances for the month, from 
 which it will be seen that for engines of such small dimensions the 
 results were most creditable. The run of August 13th is as good as 
 anything ever done by an engine of similar capacity. On August 8th, 
 " Waverley," one of this class, passed VVillesden in 8 minutes 
 20 seconds, Watford in 21 m.inutes 37 seconds, Tring in 38 minutes 
 6 seconds, Bletchley in 53 minutes 13 seconds, Ellsworth in 70 
 minutes 6 seconds, Rugby in 90 minutes 58 seconds, Nimeaton in 
 106 minutes 58 second-;, Tam worth in 121 minutes 56 seconds (after 
 which we nearly had our long run terminated by a signal-check), 
 and Stafford in 147 minutes 40 seconds, arriving at Crewe in 
 175 minutes 55 seconds after the start from Euston. But, besides 
 this excellent month's record, these engines have frequently run the 
 lighdy-loaded expresses from Manchester to Edgehill in just over 
 the half-hour (a distance of 30]- miles). 
 
 Another class which has done excellent work is the " Precursor" 
 type. These did not take part in the race to Edmburgh except on 
 August 9th, when the " Newton '' engine broke down on Shap bank 
 and a " Precursor " took the express into Carlisle. But on less 
 exciting occasions a " Precursor " has taken 10 coaches from Preston 
 to Tebay (stopping) in 68 ^r minutes (5 2 J miles), passing Lancaster 
 
2o8 British Railways. 
 
 in 25§, Carnforth in 2,^\, and Oxenholme in 49 minutes. Again, to 
 stop in Wigan (15 miles, mostly uphill) in 19 minutes 42 seconds, 
 after leaving Preston, with 17 coaches on, is a splendid performance. 
 Lastly, to start from Oxenholme and stop in Carnforth (i2| miles, 
 mostly downhill and level) in 15 minutes 33 seconds, with 17 coaches, 
 is worthy of great praise. At present this type is not so much 
 employed for the express work of the line — having been displaced by 
 the larger types — but the class was originally constructed to work the 
 expresses over the mountainous Preston to Carlisle road, a task 
 they performed most successfully. The writer has noted a speed of 
 73 miles an hour downhill with an engine of this class. This is 
 very high for a 5 ft. 6 in. wheel. 
 
 With the " Newton " and " Precedent " classes some of the best 
 work noticed was accomplished. In spite of their comparatively 
 small dimensions, these types are set to do work which on other lines 
 is performed by locomotives 10 to 15 tons heavier. The least we 
 can say is that what they do is done admirably. Among many 
 performances, we may cite : — Carlisle to Penrith, with 2 engines 
 (one a " Precursor,'' the other a " Precedent "), and i6i coaches, 
 17I miles, in 25 minutes; Penrith to Tebay with the same engines 
 and load, 19I miles, in just over 25, minutes, and in 26 minutes 
 55 seconds, with i8i coaches and engines " Boadicea " (Precursor) 
 and " Breadalbane '' (Precedent); Oxenholme to Carnforth, 12 J 
 miles, in 14 minutes 52 seconds (start and stop) with " Wheatstone " 
 (Precedent) and 16^ coaches, and in 15 minutes 54 seconds with 
 '• Breadalbane" (Precedent) and 18^ coaches ; Lancaster to Preston, 
 21 miles, in 27 minutes 54 seconds, with "Breadalbane" and 
 1 9 coaches ; Oxenholme (passing) to Preston, 40 miles, in 43 minutes, 
 with 20 coaches arid engine "Wheatstone." All the above, except 
 where otherwise stated, are from start to stop. We refrain from de- 
 tailed comment, as the merit of each is sufficiently apparent without 
 further remark. 
 
 Further south most of our observations relate to the Compound 
 classes. Even here, however, the " Precedents " and " Newtons " 
 have made themselves a name. Mr. Rous-Marten records a " Pre- 
 cedent" taking 20 coaches from Rugby to Willesden in 93 minutes ; 
 and on one occasion, with a load even slightly heavier than this, we 
 ran from Bletchley to Willesden in just over 49 minutes (41^ miles), 
 the last 26J miles, from Tring, being covered in just under 26 
 minutes — a really splendid piece of work. They have very fre- 
 quently run the Scotch expresses between Rugby and Willesden as 
 
The London and North Western. 209 
 
 much as four or five minutes within time ; and during the months 
 of June and July, 1888 (previous to the Edinburgh race), they were, 
 with the Compounds, successful in bringing the comparatively heavy 
 Scotch express into Euston only once late (one minute) during those 
 two months. This wonderful record is, however, eclipsed by the 
 marvellous way in which the " Newtons " performed between Crewe 
 and Carlisle in the August race. To them must be awarded the 
 honours in that fine exhibition of train-running. So excellent were 
 the average performances that we might almost dispense with giving 
 ordinary every-day examples. Between Crewe and Preston the best 
 performance was 49 minutes (si-|- miles), and the average was 54|- 
 minutes. Here, therefore, we have a performance equal to the best 
 done on either the Great Northern, North Eastern, or Caledonian 
 lines, and a series of average performances superior to the Great 
 Northern and North Eastern, and quite equal to the Caledonian. 
 Between Preston and Carlisle (go^ miles) we have a best of 89 
 minutes and an average of 96 J minutes. Here the average is equal to 
 the Caledonian, and the best is superior to that company's. What 
 prodigies of speed up the banks on this mountainous line, and how 
 often 80 miles an hour was exceeded down the banks between Shap 
 and Carlisle on the 89 minutes day, will never be known, as it 
 appears no one took any careful observations of this unique feat. 
 A full statement of the daily running between Crewe and Carlisle 
 appears below. 
 
 Some of the finest examples of uphill work in England are fur- 
 nished by the North Western Compounds. These types — at any 
 rate, the " Dreadnoughts " and " Teutonics " — have outlived all 
 attempts to injure their reputation, and, although perhaps not 
 economising coal to so great an extent as was anticipated, have yet 
 done all that was expected of them in other directions. Some of the 
 runs we give below are little short of marvellous ; and as space 
 forbids us to comment on all, we must simply let them speak for 
 themselves. Engines " Britannic " and " City of Manchester " took 
 2\\ coaches from Willesden to Rugby in 91^ minutes, passing Tring 
 in 34 and Bletchley in 50 minutes, and from Rugby passed Milford 
 and Brocton (46^ miles) with the same load in 53 minutes 1 1 seconds, 
 passing Nuneaton in 1 1\ minutes from starting. Our best down run 
 from Euston was by the 10 a.m. Scotch express, when on one 
 occasion "Teutonic" greatly distinguished itself by running from 
 Willesden to Rugby (7 7 J miles) in 88|- minutes, with a load of 19 
 coaches, following this up by a more remarkable feat in running from 
 o 
 
2IO British Railways. 
 
 Rugby to Crewe (ys^- miles) in 83I minutes. Rugby to Willesden 
 (77^ miles) was done in 91 minutes 56 seconds by " City of 
 Carlisle" and 18 coaches; in go minutes 26 seconds (a splendid 
 performance) by "City of Lichfield" and 191 coaches; and in 
 86 minutes 51 seconds by "City of London" and 14 coaches, 
 passing Bletchley (36 miles) in 43, 43, and 41^- minutes respec- 
 tively, Tring (51 miles) in 6i|, (>i\, and 58^ respectively, and 
 Watford in 781, 75I, and 73! respectively. Rugby to Watford (6s|- 
 miles) was covered by " City of Edinburgh " in 82f minutes with 
 2oi coaches, passing Tring in 65! minutes ; Rugby to Northampton 
 (19 miles) in 23! minutes by "Vandal" and 14 coaches; Crewe to 
 Rugby in 981 minutes (75I- miles) by " Duke of Albany" and 2o\ 
 coaches; in 92^ minutes by "City of Carlisle" and 16 coaches, 
 and in 88-}7 minutes by "Archimedes" and 17 coaches. In each 
 case the train was slacked near Stafford, and the passing times at 
 Stafford were 33I, 32^, and 30 minutes respectively, and at Nuneaton 
 80, 75, and 71-^ minutes from the start. Best of any of the up per- 
 formances, however, on this southern section were those of " City of 
 London " and 14 coaches in running from Crewe to Tamworth 
 (stopping), 48 miles, in 52I minutes, passing Whitmore in 13 minutes 
 49 seconds, Stafford in 27 minutes 18 seconds, and Lichfield in 46^ 
 minutes from the start ; and from Tamworth to Rugby (27-I miles) in 
 30 minutes 41 seconds with the same load, passing Nuneaton in 
 15 minutes 15 seconds. 
 
 North of Crewe such performances as follow are found sufficiently 
 seldom on most other lines in England to make us appreciate them 
 the more on the North Western. " Rowland Hill " took 2 1 coaches 
 from Preston to Warrington (27 miles) in 37!- minutes, including a 
 slack at Bamfurlong ; and the same load from Warrington to Crewe 
 (24 miles) in 31 minutes 27 seconds. "Teutonic" with 16 on ran 
 from Preston to Warrington in 32-I minutes — a very fine performance, 
 considering the long bank out of Preston ; and " Doric" went from 
 Warrington to Crewe with a load of ig^- coaches in 32!- minutes. 
 "Leviathan" with 16 coaches ran from Crewe to Preston (51 miles) 
 in 59^- minutes, passing Wigan in 19 minutes 41 seconds, and 
 Warrington in 31 minutes 42 seconds. This is superb work, but not 
 so good as a remarkable run from Crewe to Preston in 5 6^ minutes 
 by engine "Celtic" with no fewer than 19 coaches, particulars of 
 which we append below. 
 
 Nor on the Preston to Carlisle section, where we find the hardest- 
 timed trains in the world, considering the gradients, did the Com- 
 
The London and North Western. 211 
 
 pounds fall off. From Carlisle to Penrith (stopping) was frequently 
 done by a Compound and pilot engine, with loads of 16 to 18 coaches, 
 in 23 to 24 minutes (18 miles). " Himalaya" took 20 coaches from 
 Penrith to Tebay in 31! minutes, without pilot assistance, passing 
 the Summit in 251 minutes; and "Teutonic'' with 16 on only took 
 28irninutes for the same distance. "Leviathan" took 16 coaches from 
 Shap Summit to Preston in 62^ minutes (58I- miles), and " Dunrobin " 
 took 62|- minutes with 17^ coaches (including a check) for the 
 same distance; Oxenholme being passed in igi and 19^ minutes 
 respectively, and Lancaster in sS^-and 37i-. Tebay to Oxenholme 
 (starting and stopping) was run in 16 minutes (13 miles) by "Teutonic" 
 with 16 coaches on, and No. 1,045 (non-compound) with 20^ coaches 
 ran from Shap Summit to Oxenholme (iSJ miles) in 20 minutes. 
 " Rowland Hill" took 19^ coaches from Oxenholme to Carnforth in 
 15 minutes 39 seconds (i2| miles), and from Lancaster to Preston 
 (21 miles) in 2(>W minutes ; and on another occasion one engine ran 
 from Oxenholme to Carnforth in 15 minutes with a load of 19^ 
 coaches, and "Teutonic" took 16 coaches from Lancaster to Preston 
 in 26|- minutes, although losing fully a minute outside Preston by 
 signal-checks. " Doric," an engine of the same class, did very well 
 with 17-1- coaches from Oxenholme to Carnforth (i2| miles) in 
 14I- minutes, and followed this up by a 291 minutes' run from 
 Lancaster to Preston with the enormous load of 2 2-1- coaches. All 
 the above are start-to-stop runs. " Alchymist " (6 ft. Compound) 
 took 12^ coaches unaided from Carlisle to Preston (90 miles) in 
 103 minutes 25 seconds, passing Penrith in 24, Shap Summit in 42, 
 Oxenholme in 6o\, then was checked twice by signals, and passed 
 Lancaster in 79^ from the start. This performance, fine as it is, 
 scarcely deserves mention here, as it is surpassed daily by at least 
 four trains running over the section. In fact, four or five times 
 daily the North Western furnish on this section runs which for merit 
 of locomotive work are only equalled by other lines now and again. 
 Occasionally, as in the two cases which follow, something more than 
 ordinarily good happens. For instance, " Teutonic " took 15 coaches 
 from Preston to Carlisle unaided in 103! minutes; mounted the 5^ 
 miles between Tebay and Shap Summit (i in 75) in 9 minutes 
 57 seconds, and attained 793- miles an hour down the other side. 
 Lancaster was passed in 24-1-, Oxenholme in 461, Tebay in 65, and 
 Penrith in 87! minutes from Preston. "Leviathan" and "Cook" 
 — the latter one of the " Newton" class — stopped on Shap Summit 
 35 minutes 41 seconds after leaving Carlisle (31I miles of steep up 
 o 2 
 
212 
 
 British Railways. 
 
 grades) ; the load was i6 coaches. On the steepest grades the speed 
 never fell below 50 miles an hour. Surely this is a sufficient answer 
 to Mr. Webb's antagonists, and a vindication of his Compound 
 system. 
 
 Reference will be further made in our concluding, remarks on 
 uphill work to the splendid way in which up grades are mastered by 
 these locomotives. We give below the running between London and 
 Carhsle of the August Race expresses : — 
 
 
 7 ft. 6 in. Single Express. 
 
 6 ft. 6 in. Coupled Class 
 
 
 1888. 
 
 
 
 
 
 August, 
 
 158 miles. 
 
 51 miles. 
 
 50 miles. 
 
 
 Euston. 
 
 Crewe. 
 
 Crewe. 
 
 Preston. 
 
 Preston. 
 
 Carlisle. 
 
 
 DEPART. 
 
 ARRIVE. 
 
 DEPART. 
 
 ARRIVE. 
 
 DEPART. 
 
 ARRIVE. 
 
 6th 
 
 10 
 
 12 57 
 
 I 3 
 
 I 54 
 
 2 18 
 
 3 55 
 
 7th 
 
 10 
 
 12 59 
 
 I 4 
 
 1 S3 
 
 2 20 
 
 3 49 
 
 8th 
 
 10 
 
 12 56 
 
 I 3 
 
 I 58 
 
 2 22 
 
 3 58 
 
 9th 
 
 10 
 
 12 58 
 
 I 5 
 
 I 57 
 
 2 22 
 
 448 
 
 loth 
 
 10 
 
 12 56 
 
 I 2 
 
 I 55 
 
 2 22 
 
 3 57 
 
 nth 
 
 10 
 
 12 58 
 
 1 3 
 
 I 56 
 
 2 22 
 
 4 
 
 13th 
 
 10 
 
 12 46 
 
 12 51 
 
 1 47 
 
 2 5 
 
 3 47 
 
 14th 
 
 10 
 
 12 56 
 
 I 2 
 
 I 55 
 
 2 20 
 
 358 
 
 15th 
 
 10 
 
 12 57 
 
 I 2 
 
 I 55 
 
 2 20 
 
 3 57 
 
 i6th 
 
 10 
 
 12 57 
 
 I 2 
 
 I 57 
 
 2 22 
 
 4 
 
 17th 
 
 10 
 
 12 57 
 
 I 2 
 
 I 58 
 
 2 22 
 
 4 
 
 i8lh 
 
 10 
 
 12 57 
 
 I 2 
 
 I 59 
 
 2 23 
 
 4 
 
 20th 
 
 10 
 
 12 55 
 
 I I 
 
 I 56 
 
 2 22 
 
 3 59 
 
 2ISt 
 
 10 
 
 12 58 
 
 I 4 
 
 2 
 
 2 23 
 
 4 
 
 22nd 
 
 10 
 
 12 56 
 
 I 2 
 
 I 58 
 
 2 23 
 
 4 
 
 23rd 
 
 10 
 
 12 56 
 
 I 3 
 
 I 55 
 
 2 23 
 
 3 57 
 
 24th 
 
 10 
 
 ■2 55 
 
 I I 
 
 I 57 
 
 2 24 
 
 3 57 
 
 25th 
 
 10 
 
 12 57 
 
 I 2 
 
 I 58 
 
 2 23 
 
 4 
 
 27th 
 
 10 
 
 12 57 
 
 I 3 
 
 1 59 
 
 2 23 
 
 4 
 
 28th 
 
 10 
 
 12 56 
 
 I I 
 
 I 56 
 
 2 23 
 
 4 
 
 29th 
 
 10 
 
 12 56 
 
 I 3 
 
 2 
 
 2 23 
 
 4 2 
 
 30th 
 
 10 
 
 12 54 
 
 I I 
 
 I 58 
 
 2 23 
 
 3 58 
 
 31st 
 
 10 
 
 12 57 
 
 I 3 
 
 I 58 
 
 2 24 
 
 358 
 
 Note.— Except on August 20th the load was four eight-wheeled carriages. 
 On August 20th, five. Average weight, 19^ tons. On August 9th the engine 
 ' failed on Shap Bank. 
 
 The annexed table give details of some very fine performances we 
 have noted on the London and North Western. They are nearly all 
 briefly referred to above : — 
 
The London and North Western. 
 
 213 
 
 WILLESDEN AND RUGBY (774 Miles). 
 
 willesden to rugby in 88 mins. ii secs. (94 mins. allowed). 
 Rugby to Willesden in 84 mins. 45 secs. (88 mins. allowed). 
 
 
 
 Engine 
 
 
 
 Engine 
 
 
 
 ' ' Teutonic " 
 
 
 
 "Adriatic" 
 (7 ft. Com- 
 
 Stations. 
 
 
 and 
 
 Stations. 
 
 
 pound) and 
 
 
 Ml. Ch. 
 
 ig coaclies. 
 
 
 Ml. Ch. 
 
 16^ coaches. 
 
 
 Actual Time. 
 
 Actual Time. 
 
 Willesden . dep. 
 
 
 A.M. 
 
 10 12 30 
 
 Eugby dep. 
 
 
 P.M. 
 
 5 12 15 
 
 Sudbury 
 
 2 56 
 
 10 16 59 
 
 Welton 
 
 7 23 
 
 5 23 24 
 
 Harrow 
 
 3 31 
 
 10 21 40 
 
 Weedon 
 
 5 58 
 
 5 29 
 
 Pinner 
 
 I 67 
 
 10 23 58 
 
 Heyford 
 
 
 5 31 16 
 
 Bushey 
 
 2 52 
 
 10 27 22 
 
 Blisworth 
 
 6 57 
 
 5 36 
 
 Watford . 
 
 I 41 
 
 10 29 3 
 
 Roade 
 
 3 8 
 
 5 39 18 
 
 King's Langley . 
 
 3 46 
 
 10 33 3 
 
 Castlethorpe 
 
 4 75 
 
 5 44 32 
 
 Boxmoor . 
 
 3 32 
 
 10 37 8 
 
 Wolverton . 
 
 2 30 
 
 5 46 54 
 
 Berkhampstead . 
 
 3 46 
 
 10 41 26 
 
 Bletchley . 
 
 5 58 
 
 5 53 32 
 
 Tring. 
 
 3 5° 
 
 10 46 10 
 
 Leighton 
 
 6 41 
 
 6 15 
 
 Cheddington 
 
 4 37 
 
 10 50 38 
 
 Cheddington 
 
 4 9 
 
 6 4 49 
 
 Leighton . 
 
 4 9 
 
 10 54 23 
 
 Tring . 
 
 4 37 
 
 6 10 29 
 
 Bletchley . 
 
 6 41 
 
 II 45 
 
 Berkhampstead 
 
 3 50 
 
 6 14 39 
 
 Wolverton . 
 
 5 58 
 
 II 6 24 
 
 Boxmoor . 
 
 3 46 
 
 6 17 58 
 
 Castlethorpe 
 
 2 30 
 
 II 8 50 
 
 King's Langley 
 
 3 32 
 
 6 21 10 
 
 Roade 
 
 4 75 
 
 11 14 55 
 
 Watford 
 
 3 46 
 
 6 24 25 
 
 Blisworth . 
 
 3 8 
 
 II 18 17 
 
 Bushey 
 
 — 
 
 — 
 
 Heyford 
 
 
 II 23 II 
 
 Pinner 
 
 4 13 
 
 6 28 45 
 
 Weedon 
 
 6^7 
 
 II 25 47 
 
 Harrow 
 
 I 67 
 
 6 30 36 
 
 Welton 
 
 5 58 
 
 II 32 20 
 
 Sudbury 
 
 3 3' 
 
 6 33 48 
 
 Rugby . . arr. 
 
 7 23 
 
 11 40 41 
 
 Willesden . arr. 
 
 256 
 
 6 37 
 
 RUGBY AND CREWE (75J Miles). 
 
 Rugby to Crewe in 83 mins. 48 secs. (85 mins. allowed). 
 Crewe to Rugby in 83 mins. 31 secs. net ( ^g allowed). 
 
 Crewe to Rugby in 83 mins. 30 secs. y ' 
 
 
 
 
 
 .— . 1 i 
 
 
 
 Engine 
 
 
 
 e " City 
 don" 
 ompouhc 
 coaches. 
 
 ^ . "J 
 
 
 
 " Teutonic " 
 
 
 
 - s-gg 
 
 
 
 and 
 
 
 
 «•' §° 
 
 Stations. 
 
 
 19 coaches. 
 
 Stations. 
 
 
 Engin 
 of Lon 
 (6 ft. C 
 and 14 
 
 .S SO.E- 
 
 g'-si-g 
 
 
 Actual 
 
 Actual 
 
 Actual 
 
 
 MI. Ch. 
 
 Time. 
 
 
 Ml. Ch. 
 
 Time. 
 
 Time. 
 
 
 
 A.M. 
 
 
 
 P.M. 
 
 P.M. 
 
 Eugby dep. 
 
 — 
 
 ,11 48 52 
 
 Crewe dep. 
 
 — 
 
 3 38 48 
 
 3 47 3 
 
 Brinklow 
 
 5 32 
 
 II 57 
 
 Betley 
 
 4 64 
 
 3 45 30 
 
 3 54 22 
 
 Shilton . 
 
 3 30 
 
 12 45 
 
 Madeley 
 
 3 13 
 
 3 49 35 
 
 3 59 
 
 Bulkirgton 
 
 2 II 
 
 12 3. 22 
 
 Whitmore 
 
 2 42 
 
 3 52 37 
 
 4 2 25 
 
 Nuneaton 
 
 3 52 
 
 12 7 
 
 Standon Bridge 
 
 4 16 
 
 3 56 44 
 
 4 6 55 
 
 Atherstone . 
 
 5 12 
 
 12 12 15 
 
 Norton Bridge 
 
 4 41 . 
 
 4 I 5 
 
 4 II 38 
 
 Polesworth . 
 
 4 II 
 
 12 16 26 
 
 Stafford. 
 
 5 24 
 
 466 
 
 4 17 6 
 
214 
 
 British Railways. 
 
 
 RUGBY AND 
 
 CREWE (contiKued). 
 
 
 
 
 
 Kngine 
 "Teutonic" 
 
 
 
 'City 
 m" 
 
 mpound 
 caches. 
 
 * Archi- 
 (6 ft. 
 nd) 
 caches. 
 
 
 
 and 
 
 
 
 ,^•3°" 
 
 .,= S" 
 
 Stations. 
 
 
 19 coaches. 
 
 Stations. 
 
 
 Engin 
 of Lon 
 (6 ft. C 
 and 1 1 
 
 Engin 
 medes 
 Comp 
 and 17 
 
 
 Actual 
 
 Actual 
 
 Actual 
 
 
 Ml. Ch. 
 
 Time. 
 
 
 Ml. Ch. 
 
 Time. 
 
 Time. 
 
 
 
 A.M. 
 
 
 
 P.M. 
 
 P.M. 
 
 Tamworth 
 
 3 55 
 
 12 19 53 
 
 Milford 
 
 3 7« 
 
 4 II I 
 
 4 21 56 
 
 Lichfield 
 
 6 14 
 
 12 26 32 
 
 Colwich 
 
 2 37 
 
 4 13 42 
 
 4 24 30 
 
 Armitage 
 
 4 60 
 
 12 32 7 
 
 Rugeley . 
 
 2 65 
 
 4 16 33 
 
 4 27 36 
 
 Rugeley 
 
 3 23 
 
 12 35 13 
 
 Armitage 
 
 3 23 
 
 4 19 57 
 
 4 31 10 
 
 Colwich 
 
 26^ 
 
 12 38 33 
 
 Lichfield 
 
 4 60 
 
 4 24 58 
 
 4 36 37 
 
 Milford . 
 
 2 37 
 
 12 41 5 
 
 Tamworth arr. 
 
 '6 I4{ 
 
 4 31 38 
 
 1 pass 
 14 43 14 
 
 Stafford 
 
 3 78 
 
 12 45 48 
 
 dep. 
 
 4 34 16 
 
 Great Bridge- 
 
 3 15 
 
 12 49 so 
 
 Polesworth . 
 
 3 55 
 
 4 39 22 
 
 4 47 17 
 
 ford 
 
 
 
 Atherstone 
 
 4 II 
 
 4 44 4 
 
 4 52 23 
 
 Norton Bridge 
 
 2 9 
 
 12 52 II 
 
 Nuneaton . 
 
 5 12 
 
 4 49 31 
 
 4 58 17 
 
 Standon Bridge 
 
 4 41 
 
 12 57 20 
 
 Bulkington . 
 
 3 52 
 
 4 53 37 
 
 5 2 53 
 
 Whitmore 
 
 4 i6 
 
 I 2 10 
 
 Shilton . 
 
 2 II 
 
 4 55 56 
 
 5 5 37 
 
 Madeley 
 
 2 42 
 
 1 5 4 
 
 Brinklow 
 
 3 30 
 
 4 59 12 
 
 5 9 21 
 
 Betley 
 
 3 >3 
 
 I 8 8 
 
 Rugby . arr. 
 
 5 32 
 
 5 4 57 
 
 5 15 33 
 
 Crewe . arr. 
 
 4 64 
 
 1 12 40 
 
 
 
 
 
 CREWE AND PRESTON (51 Miles). 
 
 Crewe to Pe^^ston in 56 mins. 32 secs. (61 mins. allowed). 
 Preston to Crewe in 59 mins. 19 secs, (60 mins. allowed). 
 
 
 
 Engine 
 
 
 
 Engine 
 
 
 
 "Celtic "(7 ft. 
 
 
 
 " Leviathan'' 
 
 
 
 Compound) 
 
 
 
 (6 ft. Com- 
 
 
 
 and 
 
 
 
 pound) and 
 
 
 Ml. Ch. 
 
 19 coaches. 
 
 
 Ml. Ch. 
 
 16 coaches. 
 
 
 Actual Time. 
 
 Actual Time. 
 
 Crewe . .dep. 
 
 
 P.M. 
 
 1 19 3 
 
 Preston . dep. 
 
 
 P.M. 
 
 2 33 18 
 
 MinshuU Vernon. 
 
 4 69 
 
 I 26 15 
 
 Farington 
 
 2 25 
 
 2 37 II 
 
 Winsford . 
 
 2 48 
 
 I 28 57 
 
 Leyland 
 
 I 47 
 
 2 39 35 
 
 Hartford . 
 
 4 25 
 
 I 34 14 
 
 Coppull 
 
 5 43 
 
 2 46 34 
 
 Acton Bridge 
 
 2 54 
 
 1 35 59 
 
 Standish 
 
 2 31 
 
 2 49 51 
 
 Preston Brook 
 
 4 11 
 
 I 40 9 
 
 Wigan 
 
 3 24 
 
 2 52 59 
 
 Moore 
 
 2 53 
 
 I 42 41 
 
 Warrington 
 
 II 62 
 
 350 
 
 Warrington 
 
 2 67 
 
 I 45 21 
 
 Moore 
 
 2 67 
 
 3 8 15 
 
 Wigan 
 
 II 62 
 
 1 58 3 
 
 Preston Brook . 
 
 2 53 
 
 3 II 8 
 
 Standish 
 
 3 24 
 
 2 2 30 
 
 Acton Bridge 
 
 4 II 
 
 3 16 21 
 
 CoppuU 
 
 2 31 
 
 266 
 
 Hartford 
 
 2 54 
 
 3 19 23 
 
 Ley land 
 
 5 43 
 
 2 II 18 
 
 Winsford . 
 
 4 25 
 
 3 24 6 
 
 Farington 
 
 I 47 
 
 2 12 53 
 
 Minshull Vernon. 
 
 2 48 
 
 3 27 3 
 3 32 37 
 
 Preston . . arr. 
 
 2 25 
 
 2 15 35 
 
 Crewe . . arr. 
 
 4 69 
 
The London and North Western. 
 
 215 
 
 PRESTON AND CARLISLE (90 Miles). 
 
 Preston to Carlisle in 103 mins. 52 secs. (105 mins. allowed). 
 Carlisle to Preston* in 97 mins. 51 secs. net (102 mins. allowed). 
 
 
 
 Engine 
 
 
 
 
 
 
 
 " Teutonic " 
 
 
 
 
 rt-^ td d rt 
 
 Stations. 
 
 Ml. Ch. 
 
 and 
 15 coaches. 
 
 Stations 
 
 
 Ml. Ch. 
 
 Engines " 
 and "Levi; 
 (6 ft. Compo 
 Shap Summ 
 " Leviathar 
 beyond— 16 
 
 
 Actual Time. 
 
 Actual Time. 
 
 
 
 P.M. 
 
 
 
 
 P.M. 
 
 Preston . dep. 
 
 — 
 
 2 43 14 
 
 Carlisle . 
 
 . dep. 
 
 — 
 
 12 28 30 
 
 Barton 
 
 4 61 
 
 2 50 38 
 
 Wreay 
 
 
 4 77 
 
 12 35 8 
 
 Brock. 
 
 2 53 
 
 2 53 27 
 
 Southwaite 
 
 
 2 25 
 
 12 37 51 
 
 Garstang 
 
 2 5 
 
 2 55 30 
 
 Calthwaite 
 
 
 3 29 
 
 12 41 27 
 
 Scorton 
 
 3 17 
 
 2 58 S3 
 
 Plumpton 
 
 
 2 24 
 
 12 43 57 
 
 Bay Horse . 
 
 2 44 
 
 3 I 35 
 
 Penrith 
 
 
 4 75 
 
 12 48 42 
 
 Galgate 
 
 I 32 
 
 3 3 3 
 
 Clifton 
 
 
 4 17 
 
 12 53 
 
 Lancaster . 
 
 4 27 
 
 3 7 34 
 
 Shap . 
 
 . 
 
 7 22 
 
 I I 34 
 
 Hest Bank . 
 Bolton-le-Sands 
 
 3 6 
 I 28 
 
 3 10 27 
 3 II 44 
 
 Shap Sum- 
 mit. 
 
 arr. 
 dep. 
 
 2 10 
 
 f 1 4 11 
 ll 5 57 
 
 Carnforth . 
 
 I 66 
 
 3 13 39 
 
 Tebay 
 
 
 5 40 
 
 I 12 38 
 
 Burton and Holme 
 
 4 41 
 
 3 18 53 
 
 Low Gill 
 
 
 4 20 
 
 I 16 43 
 
 Milnthorpe . 
 
 258 
 
 3 21 54 
 
 Grayrigg 
 
 
 I 47 
 
 I 18 35 
 
 Oxenholme 
 
 S 4S 
 
 3 29 21 
 
 Oxenholme 
 
 
 7 19 
 
 I zt; 10 
 
 Grayrigg 
 
 7 19 
 
 3 41 18 
 
 Milnthorpe 
 
 
 5 45 
 
 I 29 57 
 
 Low Gill 
 
 I 47 
 
 3 43 41 
 
 Burton and 
 
 Holme 
 
 2 58 
 
 I 32 26 
 
 Tebay 
 
 4 20 
 
 3 48 16 
 
 Carnforth 
 
 
 4 41 
 
 I 36 43 
 
 Shap Summit 
 
 S 40 
 
 3 58 13 
 
 Bolton-le-S£ 
 
 mds 
 
 I 66 
 
 I 38 32 
 
 Shap . 
 
 2 10 
 
 4 I 22 
 
 Hest Bank 
 
 
 I 28 
 
 I 40 6 
 
 Clifton 
 
 7 22 
 
 4 7 35 
 
 Lancaster 
 
 
 3 6 
 
 I 43 31 
 
 Penrith 
 
 4 17 
 
 4 II I 
 
 Galgate 
 
 
 4 27 
 
 I 48 56 
 
 Plumpton 
 
 4 75 
 
 4 15 27 
 
 Bay Horse 
 
 
 I 32 
 
 I 50 28 
 
 Calthwaite . 
 
 2 24 
 
 4 17 38 
 
 Scorton 
 
 
 2 44 
 
 I 53 13 
 
 ■Southwaite . 
 
 3 29 
 
 4 20 36 
 
 Garstang 
 
 
 3 17 
 
 I 56 35 
 
 Wreay 
 
 2 25 
 
 4 22 45 
 
 Brock . 
 
 
 2 5 
 
 I 58 so 
 
 Carlisle arr. 
 
 4 77 
 
 4 27 6 
 
 Barton 
 
 
 2 53 
 
 2 I 53 
 
 
 
 
 Preston . 
 
 arr. 
 
 4 61 
 
 2 8 7 
 
 
 
 
 Note 
 P 
 
 —Ean 
 reston i 
 
 slowly 
 itation. 
 
 into 
 
VI. 
 THE MINOR LINES. 
 
 The best-known of the smaller British lines are as under : — 
 
 (i) The Highland. 
 
 (2) The Great North of Scotland. 
 
 (3) The Furness. 
 
 (4) The North Staffordshire. 
 
 (5) The Cambrian. 
 
 (6) The Metropolitan, Metropolitan District, and 
 
 Nor th London. 
 
 (7) The Hull and Barnsley. 
 
 (8) The London, Tilbury and Southend. 
 
219 
 
 VI. 
 THE MINOR LINES. 
 
 (i) The HIGHLAND serves that part of Scotland north and 
 west of Perth. Its main line is over 300 miles long, and its 
 system extends over about 425 miles, being nearly all single line. 
 On an out-of-the-way line like this we cannot reasonably look for 
 express services ; nevertheless, excellent connections are afforded 
 between Perth and Inverness (144 miles) in four hours. Many of 
 the slower trains are, or were until recently, mixed, as during the 
 greater part of the year passengers are so few that it would not pay 
 to run separate trains for them. Consequently, the local services 
 are slow. The great unpunctuality which prevails is not the fault 
 of the company, as explained in our remarks on that head in the 
 introductory chapters. 
 
 The best locomotive performances are those of the four hours 
 expresses between Perth and Inverness. The loads are very heavy 
 indeed, and Mr. Foxwell gives an instance of the morning mail 
 leaving Perth with 36 coaches. These excessive loads, in conjunction 
 with long grades of i in 70 and i in 100 over the Grampians (the 
 line touching 1,476 feet above sea on Drumouchter Pass), render this 
 train, although timed at only 36 miles an hour, one of the hardest in 
 the kingdom to work. Two engines almost invariably take it up the 
 banks, and occasionally there are two in front and one behind. 
 One of the best examples of its daily work is given below. Attention 
 is specially directed to the running between Kingussie and Perth on 
 the return journey. 
 
220 
 
 British Railways. 
 
 The locomotives performing this admirable work have 6 ft. 
 4 in. coupled driving wheels, outside cylinders i8 in. by 24 in., and 
 bogie. They are painted a dark green, and present a very fine 
 appearance. Perhaps no locomotives — excepting the London, 
 Brighton and South Coast — are kept in such excellent condition. 
 There is also a class of powerful goods engines similar in appearance 
 to the above. Two or three exceedingly neat tank locomotives are 
 owned by the company. A larger and more powerful type of 
 passenger locomotives has lately been built. 
 
 The performances referred to above are here presented : — 
 
 Stations. 
 
 
 
 RunN 
 
 0. T. — Perth to Inverness. 
 
 
 
 
 
 
 
 
 Miles. 
 
 Time Due. 
 
 Time Actual, 
 
 Remarks. 
 
 
 
 
 A.M. 
 
 H. M. s. 
 
 
 Perth 
 
 dep. 
 
 — 
 
 7 60 
 
 7 61 28* 
 
 * Engines 74 and 79, 
 
 Luncarty 
 
 pass 
 
 \\ 
 
 — 
 
 7 58 35 
 
 load 20 coaches. 
 
 Strathord 
 
 
 5i 
 
 — 
 
 800 
 
 
 Stanley 
 
 
 74 
 
 — 
 
 8 3 23 
 
 
 Murthly 
 
 
 10- 
 
 — 
 
 8 8 20 
 
 
 Dunkeld 
 
 
 i5f 
 
 — 
 
 8 15 20 
 
 
 Dalguise 
 
 
 20J 
 
 — 
 
 8 20 33 
 
 
 Ballinluig 
 
 
 23f 
 
 — 
 
 8 24 27 
 
 
 Pitlochry 
 
 
 28* 
 
 — 
 
 8 30 34 
 
 
 Killiecrankie 
 
 
 32I 
 
 — 
 
 8 36 18 
 
 
 Blair Athole 
 
 \ arr. 
 \dep. 
 
 1 ^^i{ 
 
 8 45 
 
 8 40 40 
 8 45 68 
 
 
 Struan . 
 
 pass 
 
 40 
 
 — 
 
 8 54 50 
 
 
 Dalnaspidal . 
 
 ,, 
 
 51 
 
 — 
 
 9 19 15 
 
 
 Dalwhinnie . 
 
 „ 
 
 58i 
 
 — 
 
 9 30 13 
 
 
 Newtonmore 
 
 )» 
 
 68J 
 
 — 
 
 9 40 8 
 
 
 Kingussie 
 
 ' arr. 
 dep. 
 
 n.| 
 
 9 60 
 
 9 43 16 
 9 61 25 
 
 
 Kincraig 
 
 pass 
 
 77i 
 
 — 
 
 9 59 41 
 
 
 Aviemore 
 
 ») 
 
 834 
 
 — 
 
 10 6 4 
 
 
 Boat of Garten 
 
 [dep. 
 
 88i| 
 
 10 14 
 
 10 12 35 
 10 15 12 
 
 
 Broomhill 
 
 pass 
 
 92i 
 
 — 
 
 10 20 39 
 
 
 Grantown 
 
 j arr. 
 [dep. 
 
 )9e{ 
 
 10 25 
 
 10 24 24 
 10 29 65 
 
 
 Duiiphail 
 
 pass 
 
 iioi 
 
 — 
 
 10 52 s 
 
 
 Forres 
 
 ( arr. 
 \dep. 
 
 }ll9ij 
 
 11 
 11 5 
 
 11 1 32 
 11 10 8* 
 
 * Engine 79 only and 
 
 Brodie . 
 
 . pass 
 
 I22f 
 
 — 
 
 II 17 33 
 
 24 coaches hence. 
 
 Nairn . 
 
 ' arr. 
 \dep. 
 
 1 128| 1 
 
 11 23 
 
 11 26 49 
 11 29 57 
 
 
 Dalcross 
 
 . pass 
 
 137^ 
 
 — 
 
 II 42 26 
 
 
 CuUoden 
 
 )i 
 
 140I 
 
 — 
 
 II 46 50 
 
 
 Inverness 
 
 . arr. 
 
 144 
 
 11 50 
 
 11 60 60 
 
 
The Minor Lines. 
 
 221 
 
 Stations. 
 
 
 Run No. 2 
 
 —Inverness to Perth. 
 
 rime Due, 
 
 Time Actual. 
 
 Remarks. 
 
 
 
 A.M. 
 
 H. M. s. 
 
 
 Inverness 
 
 dep. 
 
 3 
 
 3 21 45* 
 
 * Engine 73, load 234 
 
 CuUoden 
 
 pass 
 
 — 
 
 3 28 30 
 
 coaches. 
 
 Dalcross 
 
 ,, 
 
 — 
 
 3 33 13 
 
 
 Nairn 
 
 ' arr. 
 \dep. 
 
 3 25 
 
 3 43 25 
 3 46 45 
 
 
 Brodie 
 
 pass 
 
 — 
 
 3 57 10 
 
 
 Forres . 
 
 j arr. 
 [dep. 
 
 3 40 
 3 45 
 
 4 1 30 
 
 4 7 6* 
 
 * Load hence 18 coaches. 
 
 Dunphail 
 
 pass 
 
 — 
 
 4 25 13 
 
 Two engines hence to 
 
 Grantown . 
 
 ( arr. 
 [dep. 
 
 — 
 
 4 51 27 
 
 Blair Athole. 
 
 
 4 23 
 
 4 54 56 
 
 
 Broomhill 
 
 pass 
 
 — 
 
 — 
 
 
 Boat of Garten 
 
 \ arr. 
 \dep. 
 
 4 34 
 
 5 4 4S 
 5 8 10 
 
 
 Aviemore . 
 
 pass 
 
 — 
 
 S 16 25 
 
 
 Kincraig . 
 
 >) 
 
 — 
 
 5 24 23 
 
 
 Kingussie 
 
 ■ a7'r. 
 
 5 5 
 
 5 31 12 
 5 36 44 
 
 
 Newtonmore 
 
 . pass 
 
 — 
 
 S 41 35 
 
 
 Dalwhinnie 
 
 . jj 
 
 — 
 
 
 
 Dalnaspidal 
 
 )j 
 
 — 
 
 6 14 34 
 
 
 Struan 
 
 J' 
 
 — 
 
 6 25 40* 
 
 * Signal-check. 
 
 Blair Athole 
 
 f arr. 
 [dep. 
 
 6 5 
 
 6 31 23 
 6 36 12* 
 
 * Engine 73 hence and 18 
 
 Killieccankie 
 
 pass 
 
 — 
 
 — 
 
 coaches. 
 
 Pitlochry 
 
 )> 
 
 — 
 
 6 45 29 
 
 
 Ballinluig . 
 
 
 
 — 
 
 6 50 29 
 
 
 Dalguise 
 
 , 
 
 
 — 
 
 6 54 8 
 
 
 Dunkeld 
 
 , 
 
 
 — 
 
 6 59 32 
 
 
 Murthly 
 
 
 
 — 
 
 7 7 20 
 
 
 Stanley 
 
 , 
 
 
 — 
 
 7 II 50* 
 
 * Signals near Stanley. 
 
 Strathord . 
 
 
 
 — 
 
 7 14 19 
 
 
 Luncarty 
 
 
 
 — 
 
 7 15 15 
 
 
 Perth . 
 
 . arr. 
 
 7 
 
 7 20 28 
 
 
 (2) The GREAT NORTH OF SCOTLAND serves the 
 counties of Aberdeen, Banff, and Elgin ; is slightly over 300 miles 
 in length ; and consists of a number of unimportant branches, to- 
 gether with lines from i\berdeen to Ballater, Aberdeen to Peterhead, 
 and Aberdeen to Elgin, via Keith and via Buckie. As the line 
 is nearly all single road, and abounds in obstructive gradients, 
 we cannot expect very good services ; but these are, nevertheless, 
 thoroughly creditable, considering the small populations served. 
 Ballater (43-1 miles) is within 75 minutes of Aberdeen ; Keith (53I 
 miles) is 95 minutes away; and Elgin (87;^ miles) is 155 minutes 
 distant. Thus an average of over 30 miles an hour is maintained 
 under very adverse conditions and inclusive of a multitude of stops. 
 
222 British Railways. 
 
 The locomotives doing this work are worthy to rank with those of 
 any company in the British Islands, and have been mainly built 
 under the able superintendence of Mr. Manson, who has now left 
 the Great North of Scotland to take charge of the Glasgow and 
 South Western Company's Kilmarnock works. Their appearance is 
 very handsome (painted dark-green) and in many ways suggests 
 Glasgow and South Western practice — Mr. Manson having formerly 
 served on that system. The dimensions of some of the principal 
 classes are as follows: — 
 
 {a) Outside cylinders, 17^ in. by 26 in.; driving wheels, 6 ft. 
 four-coupled (some are 5 ft. 6 in.). Built by Neilson in 1878. 
 
 {b) Inside cylinders, 18 in. by 26 in.; driving wheels, 6 ft. four- 
 coupled. Built by Kitson in 1888. 
 
 if) Inside cylinders, 18 in. by 26 in. ; driving wheels, 6 ft. 6 in. 
 four-coupled. Built by Stephenson in 1890. 
 
 All the above have leading bogie wheels, and the latest class 
 has the tender mounted on 8 wheels. Kitson also built a class 
 of 4 ft. 6 in. six-coupled tank engines, with cylinders 16 in. by 
 24 in. The company's locomotives, it will be seen, are exceedingly 
 powerful. 
 
 (3) The FURNESS RAILWAY is not quite 150 miles in 
 length, and serves the Furness district of Lancashire and the west 
 coast of Cumberland. Of late considerable improvement has taken 
 place in its train services, more intimate relations with the North 
 Western and Midland having been opened up, and the journey from 
 Carnforth to Whitehaven, which is the company's main line, has now 
 been reduced to 2 hours 1 2 minutes down, and 2 hours 1 7 minutes 
 up, the distance being 74^- miles. More, however, might still be 
 done, especially as the gradients are not difficult, and the road is 
 double throughout. 
 
 The locomotives of the company have 5 ft. i\ in. driving wheels ; 
 cylinders, 17 in. by 24in. ; heating surface, 1,041 sq. ft. ; 150 lbs. boiler 
 pressure ; and weigh 36I- tons in working order. The tender weighs 
 25I- tons loaded, and has capacity for 4 tons of coal and 2,000 gallons 
 of water. 
 
 (4) The NORTH STAFFORDSHIRE RAILWAY serves 
 the district known as " the Potteries,'' and is nearly 200 miles in 
 
The Minor Lines. 223 
 
 length. The company also own 119 miles of canals. The principal 
 sections of the line are from Crewe through Stoke to Burton and 
 Derby, and from Colwich to Macclesfield. Over the first of these 
 the best trains do not appreciably exceed an inclusive speed of 
 30 miles an hour, although the road is double, and the populations 
 to be served are considerable. The second section is used by some 
 of the North Western through expresses between Manchester and 
 London, which provide a very good service. 
 
 The gradients on this second section are fairly easy, and may be 
 briefly described as follows ; — From Colwich the line rises easily for 
 6 miles to past Weston, then for about 20 miles to near Harecastle is 
 a gradual ascent, most of it i in 330 or thereabouts, but with 
 numerous rests and easy pieces. From Harecastle to a little past 
 Congleton is 7 miles of easy undulations. We have then about 
 3 miles of i in 176 rising, followed by a descent of nearly the same 
 length at i in 102 and 146 into Macclesfield. 
 
 The company's standard locomotives have 6 ft. four-coupled 
 driving wheels ; cylinders, 16^ in. by 24 in. ; 140 lbs. boiler pressure ; 
 722 sq. ft. tubes and 99^ sq. ft. firebox, heating surface; and 
 25^ tons on the coupled wheels, the engines weighing in working 
 order 36 tons 3 cwts. 
 
 In the July, 1891, time tables we find a very curious train (the 
 10.50 p.m. from Stoke) on this line. This wonderful train, which 
 has now ceased to run, went from Stoke to Crewe (15 miles) in 
 45 minutes, , or at the rate of 20 miles an hour, and carried first- 
 class passengers only, and these conditionally on their signing a 
 form absolving the company from all liability in case of accident ! 
 Why such restrictions were made we have never been able to 
 ascertain, and fancy this Staffordshire knot would be a very difficult 
 one to unravel. 
 
 (5) The CAMBRIAN is one of the principal Welsh systems. 
 Its main line runs from Whitchurch through Oswestry, Welshpool, 
 Montgomery, Machynlleth, and Barmouth to Pwllheli; and there 
 are branches from Machynlleth to Aberystwith, and from Moat 
 Lane to Brecon. The line is single road, and the population to 
 be served very scanty. The train service cannot, however, be 
 called bad, as one train runs from Whitchurch to Machynlleth 
 (75^ miles) in just over 2\ hours ; and from Brecon (Talyllyn 
 Junction) to Moat Lane Junction (ssf miles) takes just about two 
 
224 British Railways. 
 
 hours by the best train in each direction. These trains surmount 
 considerable grades, and have several intermediate stops. In 
 the summer, arrangements are made with the North Western 
 and Great Western companies for the running of through 
 carriages from London to the various points of interest on the 
 system. 
 
 The most recent locomotives of the company have bogie wheels 
 3 ft. I in. in diameter, coupled wheels 5 ft. 7 in., and 17 in. by 24 in. 
 cylinders, and weigh i\\ tons in working order. The boiler 
 pressure is 150 lbs. to the square inch, and the engines are being 
 fitted with the Vacuum Automatic brake and Gresham's steam sanding 
 apparatus. The tender carries 1,600 gallons of water. 
 
 (6) The METROPOLITAN, METROPOLITAN DISTRICT, 
 and NORTH LONDON. These systems all serve the London 
 district, and are in many ways so much alike that we will discuss 
 them together here. The North London is an overhead line, 
 while the other two are underground. Both, therefore, have dis- 
 advantages to contend with — the former being exposed to the 
 fogs so common in the Metropolis, and the latter having to run 
 through close and smoky tunnels. 
 
 Although none of these lines are of any considerable length, 
 they have — chiefly by means of running powers over other lines — 
 put out feelers in various directions, so as to tap new sources of 
 traffic. The Metropolitan, in particular, has now extended its 
 system as far as Aylesbury, and hopes to enter into close alli- 
 ance with the Manchester, Sheffield and Lincolnshire Railway 
 when that line builds its new southern extension. The District 
 stretches its arms west and south-west — either by means of its own 
 lines, or by running powers over other railways — to Ealing, 
 Hounslow, Putney Bridge, and Wimbledon; but this railway has 
 no very ambitious projects in view. In common with the Metro- 
 politan, some of this company's trains run to New Cross in the 
 south-east. The North London, not content with its own short 
 piece of line from Broad Street to Chalk Farm, and from Dalston 
 to Poplar, has the most extensive running powers over other lines, 
 some of which are jointly owned by itself with other companies. 
 In the west and south-west it goes to Willesden, Hammersmith, 
 Kew, and Richmond, competing very successfully to the last two 
 points with the Metropolitan and the District, which also run 
 
Thr Minor Lines. 225 
 
 through trains from the City ; and in the north, over the Great 
 Northern, to Potter's Bar, En5eld, and High Barnet. A large part 
 of its system proper is laid with four tracks. 
 
 Tank engines suitable for a traffic with many stops are 
 exclusively employed by all three companies. The coaching stock 
 is only moderate — the third class being invariably without cushions. 
 Gas is used for lighting, but is often kept at too low a pressure. 
 All trains on the Metropolitan and the District stop at all stations, 
 but some of the North London trains to Kew and Richmond 
 make rather smart runs of from about three to five miles in 
 length. 
 
 More comprehensive information on the subject of London 
 railway and street traffic may be obtained by consulting Gustav 
 Kemmann's Der Verkehr Londons (Berlin, 1892). This treatise is 
 a fine example of German skill and patience, and it is to be 
 regretted that no English work approaching that of Kemmann in 
 accuracy and exhaustiveness on this important and interesting 
 subject has yet appeared. 
 
 (7) The HULL AND BARNSLBY is the newest line of any 
 consequence in England. It connects Hull with Cudworth, and 
 has had, up to the present date, a most unprosperous history. This, 
 however, does not prevent it from giving a fairly good service between 
 its extreme points. Three trains (two up) cover the 52-1- miles 
 between Hull and Cudworth in undergo minutes, the best taking 83. 
 The engines are small and of the 5 ft. four-coupled type. If the 
 larger companies would befriend this small railway, it would doubtless 
 give us some good express work, as one of its extreme points, 
 Cudworth, is on the Midland main line. Hence advantageous 
 connections might be opened up with that highly important 
 system. 
 
 (8) The LONDON, TILBURY AND SOUTHEND is 
 another small railway of about 75 miles in length. Yet it is in many 
 respects noteworthy. The old line of this company follows the 
 course of the Thames from Fenchurch Street to Shoeburyness via 
 Tilbury. The new direct line runs from Barking via Upminster to 
 Pitsea, where it joins the older route. Extensions are in progress 
 from Upminster northwards and southwards respectively to Romford 
 and Grays Thurrock. Considering that it is practically only a 
 
226 British Railways. 
 
 suburban line, its train services are admirable. Southend (35! miles 
 from Fenchurch Street) is within 50 minutes run ; Tilbury (22^ miles)is 
 only 42, and Barking (yi miles) 17 minutes distant. Results like 
 these are given by scarcely any other line in the neighbourhood of 
 London. But perhaps even more praiseworthy than the excellence 
 of this fast and frequent service is its punctuality. The writer was 
 for some time a season-ticket holder on the line, and can state that 
 absolute punctuahty is the rule. If the Tilbury Company had 
 appeared in the Parliamentary Return of PunctuaUty, they would 
 most probably have shown 100 per cent, of their trains arriving 
 punctually or within three minutes of booked time. 
 
 The locomotives used on this line are all tanks of large dimen- 
 sions and very neat design. They have four-coupled 6 ft. i in. driving 
 wheels and leading bogie ; cylinders, outside, 17 in. by 26 in. ; heating 
 surface (tubes, 923; box, 97), 1,020 sq. ft.; grate area, i7|-sq. ft. ; 
 weight in working order, 56 tons 2 cwts. (distributed as under — 
 on bogie, 15 tons 18 cwts. ; on drivers, 32 tons i cwt. ; and on 
 trailers, 8 tons 3 cwts.) ; water capacity, 1,300 gallons ; coal, 2\ tons. 
 Average coal consumption per mile, 26 lbs. They somewhat 
 resemble the tank engines on the London and South Western 
 Railway, and are painted a dark green, and named after the various 
 stations on the line. These engines run in the 50 minutes service 
 to and from Southend (35! miles), and have thus probably the 
 distinction of working the fastest passenger trains in the world 
 regularly drawn by tank engines. The feat is well within their 
 powers, although the hue runs for some miles over rails crowded 
 with suburban traffic, and afterwards, in the open, the gradients are 
 by no means favourable. In fact, the writer has never known them 
 to lose time. Previous to the opening of the direct Upminster route 
 these expresses ran via the old riverside line at Tilbury, taking one 
 hour for the 42 miles. 
 
 Just recently another type of tank engine has been built, but 
 the variations in dimensions from those given above are of minor 
 importance. 
 
 AVe give below two runs of the 50 minutes express from 
 Fenchurch Street to Southend. It will be seen that in both cases 
 time was gained, signal-checks notwithstanding. 
 
The Minor Lines. 
 
 227 
 
 FENCHURCH STREET TO SOUTHEND via UPMINSTER. 
 
 Stations. 
 
 Run No. I, with 
 
 en,s:ine 22, "East Horndon," 
 
 and 11 coaches. 
 
 Run No. 2, 
 with 
 
 engine 10, 
 " Grays." 
 and II 
 coaches. 
 
 Remarks. 
 
 
 Miles. 
 
 Time Due. 
 
 Time 
 Actual. 
 
 Time Actual. 
 
 
 Fenchuroh St. 
 
 Leman St. 
 
 Shadwell . 
 
 Stepney . 
 
 Burdett Rd. 
 
 Bromley . 
 
 Plaistow 
 
 Upton Park 
 
 East Ham 
 
 Barking 
 
 Uagenham 
 
 Hornchurch 
 
 Upminster 
 
 East Horndon . 
 
 Laindon 
 
 Pitsea 
 
 Benfleet 
 
 Leigh 
 Southend 
 
 1 
 4 
 
 I 
 
 I| 
 
 1 
 Ij 
 
 3i 
 
 2i 
 
 14 
 
 4 
 
 3* 
 
 3f 
 
 3 
 
 3i 
 
 34 
 
 P.M. 
 
 5 5 
 5 55 
 
 H. M. s. 
 
 6 5 48 
 
 5 6 35 
 5 7 37 
 5 8 56 
 5 10 II 
 S 13 18 
 5 14 SI 
 S IS SO 
 5 16 SI 
 5 18 40 
 
 5 23 32 
 5 26 31 
 S 28 32 
 5 32 SI 
 S 38 5 
 5 42 48 
 5 46 28 
 S SO 58 
 5 55 4 
 
 H. M. s. 
 
 5 7 23 
 
 5 8 22 
 
 5 " I 
 
 5 12 6 
 
 5 14 44 
 S 16 25 
 
 s 17 30 
 
 5 18 30 
 5 20 16 
 S 25 
 5 27 56 
 5 29 48 
 S 34 S 
 S 39 6 
 5 43 S2 
 S 47 22 
 5 52 10 
 5 56 8 
 
 Run No. i. Twice 
 badly checked by 
 signals near Stepney, 
 and ran very slowly 
 for half-mile after 
 Burdett Rd. Slowly 
 through Pitsea. (35I 
 miles in 49 minutes 
 16 seconds.) 
 
 RunNo.2. Checked 
 by signals near Step- 
 ney, and ran very 
 slowly after Burdett 
 Rd. Slowly through 
 Pitsea. (35f miles 
 in 48 minutes 45 
 seconds.) 
 
PART III. 
 
 CONCLUDING- EEMAEKS. 
 
231 
 
 CONCLUDING REMARKS. 
 
 Before closing our remarks on a subject which has occupied our 
 attention so long, we have decided to discuss one or two points of 
 interest in connection with railway speeds. These points are as 
 under : — 
 
 (i) The Highest Speed ever Recorded. 
 
 (2) The Fastest Train in the World. 
 
 (3) The Race to Edinburgh. 
 
 (4) Competitive Traffic. 
 
 (5) Uphill Running. 
 
 These points will not detain us long. We will first deal with 
 
 (i) The Highest Speed ever Recorded. — The Americans 
 claim that the highest speeds ever recorded have been reached in their 
 country. A most circumstantial account of one of these instances of 
 very high velocity appears in the Railroad Gazette of September 
 1 8th, 1 89 1. A few of the details are here reproduced. 
 
 It is stated that engine No. 206 with i8-^ in. by 22 in. cylinders, and 
 wheels only 5 ft. 8 in. in diameter, ran from Jenkintown to Lang- 
 horne on the Philadelphia and Reading Railroad, with a train 
 weighing about 86 American tons (169 tons, including engine and 
 tender), in 8 mins. 42I- sec, a distance of 12 miles. In detail, the 
 speed for the 12 miles was as- under: — 80, 84.5, 80.7, 76.2, 77.9, 
 84.5, 84.9, 85.7, 90, 90.5, 75.3, and 80.7 miles an hour. The two 
 quickest miles were done on grades of i in 140 falling, and a level 
 piece at the foot thereof. 
 
 Here we have a speed of over 90 miles an hour, got out of a 
 
232 
 
 British Railways. 
 
 4-coupled 5 ft. 8 in. engine. We do not like to doubt this well- 
 attested feat; nor do we care to consider at length the still faster 
 run attributed to the Central Railroad of New Jersey, in February, 
 1892, when nearly 92 miles an hour was attained, nor other 
 instances of 97 and 98 miles an hour since reported from America. 
 We should, however, have felt more satisfied if we had obtained 
 such results from personal observation. 
 
 Another claimant for highest recorded speed is the North 
 Eastern Company. It is alleged that one of their largest " singles " 
 attained 86 miles an hour on the level, with a load of 341 tons. This 
 looks improbable ; and as the writer has seen no further details, he 
 suspends judgment at present. 
 
 But whether the American and North Eastern runs be fact or 
 fiction, we think that a letter which appeared in Engineering of 
 August 22nd, 1890, may be taken as accurate. Here a speed of 
 8 if miles an hour was attained on the London and North Western, 
 Carlisle to Preston section, on a down grade, with a moderate load. 
 We reproduce some of the figures : — 
 
 ENGINE WITH 6 FT. 6 IN. DRIVERS; CYLINDERS 17 IN. BY 
 24 IN. ; AND 10 COACHES. 
 
 Mile-post from 
 
 Time from 
 
 Speed. 
 
 Mile-post from 
 
 Time from 
 
 Speed. 
 
 Lancaster. 
 
 Shap Summit. 
 
 Lancaster. 
 
 Shap Summit. 
 
 
 MINS. SKCS. 
 
 
 
 MINS. SECS. 
 
 
 37J 
 
 — 
 
 — 
 
 23 
 
 14 19 
 
 — 
 
 37 
 
 33 
 
 — 
 
 22 
 
 15 8 
 
 73-4 
 
 36 
 
 1 30 
 
 — 
 
 21 
 
 15 57 
 
 73"4 
 
 35 
 
 2 18 
 
 75 
 
 20 
 
 16 4S 
 
 75 
 
 34 
 
 3 3 
 
 80 
 
 18 
 
 iS 17 
 
 78-26 
 
 33 
 
 3 47 
 
 8r8 
 
 17 
 
 19 I 
 
 81 -8 
 
 32 
 
 4 33 
 
 7826 
 
 16 
 
 IS 
 
 19 46 
 
 20 32 
 
 80 
 78-26 
 
 31 
 
 5 21 
 
 75 
 
 14 
 
 21 18 
 
 78-26 
 
 Slack, I min. 
 
 
 
 13 
 
 22 4 
 
 78-26 
 
 lost 
 
 ' ~ 
 
 
 12 
 
 22 52 
 
 75 
 
 This, we think, may be safely accepted as the highest speed ever 
 properly recorded. It is, however, stated that in some recent ex- 
 periments, with complete registering apparatus, on the Paris, Lyons, 
 and Mediterranean Railway, a speed of 90 miles an hour was 
 attained. The French authorities are generally very accurate in any 
 experiments they make, but, no details having yet reached us, we 
 must, as in the case of the North Eastern, again suspend judgment. 
 
 While discussing the subject of the fastest speed ever attained, it 
 
Concluding Remarks. 
 
 233 
 
 may be worth while to touch briefly on the various methods of speed- 
 recording. This is generally done by means of specially designed 
 instruments, or by the aid of a stop-watch. The former is the method 
 ordinarily adopted by the administration of the line to obtain 
 results, while the latter can be used by anyone possessing the 
 requisite knowledge of the route and the position of the mile-posts. 
 For an exhaustive description of most of the instruments specially 
 designed for speed-recording, reference should be made to the article 
 " Fahrgeschwindigkeitsmesser," in the Encyklopddie des gesamten 
 Eisenbahmvesens (Carl Gerold's Sohn, Vienna). As regards stop- 
 watch timing, we may say that it, of course, approaches more nearly 
 to accuracy in direct ratio to the ability, care, and knowledge of the 
 observer, and undoubtedly can be made, under suitable conditions, 
 to give results as nearly correct as are necessary for ordinary 
 purposes. It is, however, somewhat difficult to eliminate personal 
 errors, whether arising unconsciously or from incompetency. The 
 task is also rendered more difficult in another way. The mile-posts 
 on some English lines are almost illegible, are numbered in several 
 cases in the most erratic fashion, and, on some lines, cross from the 
 down to the up side, and back again, sufficiently often to perplex the 
 observer. As a slight aid we give in the subjoined table some 
 particulars of the mile-posts on a few of the main lines in England 
 and Scotland : — 
 
 Mile-posts on Down Side of Line. 
 
 Euston to Crewe. 
 King's Cross to York. 
 Carlisle to North, via C.R. 
 Carlisle to Kilmarnock. 
 Kilmarnock to Greenock. 
 Settle to Carlisle. 
 Manchester to Liverpool (C.L.C.) 
 Waterloo to Exeter. 
 
 Mile-posts on Up Side of Line. 
 
 Carlisle to Edinburgh, via N.B. 
 Edinburgh to Glasgow, vi& N.B. 
 Manchester to Retford. 
 Glasgow to Kilmarnock, viA Barrhead. 
 Bristol to Paddington. 
 
 On the Midland main line from Hendon to nearly 27 miles from 
 London the mile-posts are on up side, thence to Luton on down, and 
 to Bedford on up. Between Bedford and Kettering they are on 
 down side, and are numbered from Hitchin ; while from Kettering 
 to Nottingham they change from one side to the other three times, 
 and are numbered from three different points. 
 
 (2) The Fastest Train in the World. — Until about a year 
 or so ago England was easily first in this respect, but we are now 
 
234 
 
 British Railways. 
 
 slightly beaten by an American train, as may be seen from the 
 following details : — 
 
 Fastest Train in America. 
 
 Fastest Train in England. 
 
 Miles. 
 
 Stations. 
 
 Time. 
 
 Speed. 
 
 Miles. 
 
 Stations. 
 
 Time. 
 
 Speed. 
 
 '43 
 
 94l 
 53i 
 8oi 
 68J 
 
 New York. 
 Albany 
 
 1 Ut'i'ca 
 
 ( Syracuse 
 
 ( Rochester 
 
 Buffalo 
 
 A.1\I. 
 
 8 30 
 II 15 ) 
 II 20 J 
 
 - \ 
 
 1 10 j 
 
 2 15 1 
 
 2 20 ) 
 
 — ) 
 
 3 47 J 
 5 10 
 
 I\l. p. H. 
 52-0 
 
 51-68 
 
 49-15 
 5420 
 49-52 
 
 77i 
 75i 
 5ti 
 90 
 
 73i 
 27J 
 
 Euston 
 f Willesden 
 
 I >' 
 ( Rugby 
 
 \ 13 
 
 j Crewe 
 
 / Preston 
 
 ( „ 
 j Carlisle 
 
 I „ 
 
 ( Strawfrank 
 ( Loop 
 Edinburgh. 
 
 A.M. 
 10 
 
 10 9\ 
 
 10 10 J 
 
 11 44I 
 II 49 1 
 
 I 14 1 
 
 1 19/ 
 
 2 20 ) 
 
 2 40) 
 4 251 
 
 4 3cJ 
 
 5 58) 
 
 6 30 
 
 M. r. M. 
 
 36-67 
 49-31 
 
 53-12 
 50-41 
 51-43 
 51-10 
 51-56 
 
 439f 
 
 Totals 
 
 — 
 
 51-73 
 
 400 
 
 Totals 
 
 — 
 
 50-84 
 
 This American phenomenon was only decided on after a special 
 run from New York to Buffalo, details of which we extract from the 
 American Railroad Gazette of September i8th, 1891 : — 
 
 Miles. 
 
 Stations. 
 
 Time. 
 
 Speed. 
 
 
 
 H. M. S. 
 
 
 
 
 A.M. 
 
 
 — 
 
 New York 
 
 7 30 15 
 
 — . 
 
 143 
 
 f Albany 
 
 9 50 15 1 
 9 53 43 1 
 
 61-29 
 
 148 
 
 f Syracuse 
 
 12 19 43 1 
 12 22 41 ) 
 
 60-82 
 
 70J 
 
 f Fairport 
 
 I 30 30 1 
 I 38 20 ) 
 
 62-37 
 
 7Si 
 
 East Buffalo 
 
 2 50 15 
 
 62-78 
 
 If the figures are correct, the performance quite equals anything 
 achieved in Great Britain. Indeed, the speed maintained for so 
 long a distance is faster than our record, and the load somewhat 
 heavier. This is balanced by the fact that the road is very easy, and 
 free from gradients. The engine, too, was of extremely powerful 
 type — much larger than those used in the race to Edinburgh in 
 1888 ; and how much coal per mile it consumed we are afraid to say. 
 
Concluding Remarks. 235 
 
 Apart from this special trial trip, we fancy that in ordinary daily 
 working, our English train, as shown in the table above, is the better, 
 even now. Our grades are much harder, and while the American 
 train averages about 130 tons weight only, ours is frequently 
 heavier. 
 
 By many it is supposed that the express from Berlin to Ham- 
 burg, in 3 hours 24 minutes (177 miles), is the fastest in the world. 
 This, however, is erroneous. Local time differs 15 minutes at 
 Hamburg from Berlin, and thus the train is allowed 3 hours 39 
 minutes for the journey. That this is so may be seen from the fact 
 that the Hamburg to Berlin trains have all about half an hour longer 
 allowed them than those in the other direction. In their case 15 
 minutes must be deducted, and this makes one of the Hamburg to 
 Berlin trains actually faster than the 3 hours 24 minutes train just 
 referred to. 
 
 (3) The Race to Edinburgh. — Perhaps we should apologise 
 for once more bringing forward this well-worn but interesting subject. 
 For a very full, and, in the main, accurate account, we refer those 
 desirous of further acquainting themselves with the great achieve- 
 ments of August, 1888, to Mr. Foxwell's The Best Trains, pub- 
 lished as a Pall Mall Gazette Extra some four years since. Here 
 we find, disregarding the Midland, which never really entered into 
 the racing competition, that in 1887 the best London and North 
 Western express to Edinburgh took 10 hours, and the best Great 
 Northern only 9, though the latter did not carry third-class pas- 
 sengers. In November of that year, however, the G. N. Company 
 added third class to their Scotch express, thus getting them through 
 in 9 hours also. This alteration abstracted much traffic from the 
 London and North Western and Caledonian Companies (forming 
 the AVest Coast route), and, moreover, gave them a foretaste of what 
 they might expect when the Forth Bridge should be opened for 
 through traffic. They accordingly quietly laid their plans in the 
 spring, and by the ist of June were fully prepared to send their 
 best day train down to both Glasgow and Edinburgh in 9 hours. 
 This was done in spite of a longer and much hiUier route, and, 
 moreover, it was done well, as day after day the trains arrived before 
 time, even when cumbered with very heavy loads. For a month the 
 East Coast Companies (the Great Northern and North Eastern) 
 made no counter-move, owing, it is said, to the dislike of the North 
 Eastern for very high speeds. But then (ist of July) they brought 
 their time down to 8|- hours, thus beating the West Coast by half an 
 
236 
 
 British Railways. 
 
 hour. During the whole of the month of July trains ran well, 
 especially on the West Coast, whose 9 hours up express had been 
 only once late in arriving at Euston since it started to run in June. 
 In fact, so well to time did these West Coast trains run, that on the 
 I St of August they also accelerated to 8|- hours. This greatly 
 surprised everybody, and was, in fact, extremely stiff timing. The 
 distance was just over 400 miles, the road very hilly, and a dining 
 interval at Preston had to be provided for. Nothing daunted, 
 however, by the pertinacity of their opponents, the East Coast 
 immediately rephed by reducing to 8 hours (392^ miles). Railway 
 people and the travelling public thought the game was over after 
 this last move of the Great Northern and North Eastern Companies, 
 but a more dramatic denouement was reserved for the 6th of August, 
 1888, when the West Coast put on an eight hours express also. 
 This train was booked to do the phenomenal feat of running 400 
 miles in eight hours over a hilly road, make two ordinary stops, and 
 one of 20 minutes for dining. Its load (exclusive of engine and 
 tender) was just under 80 tons, while the East Coast was rather over 
 100 tons. The arrivals in Edinburgh — both East and West trains 
 being due at 6 p.m. — were as under, dating from the 6th of August. 
 
 
 Time of Arrival. 
 
 
 Time of Arrival. 
 
 August, 1888. 
 
 
 
 August, 1888. 
 
 
 
 
 East Coast. 
 
 West Coast. 
 
 East Coast. 
 
 West Coast. 
 
 DATE. 
 
 P.M. 
 
 P.M. 
 
 DATE. 
 
 P.M. 
 
 P.M. 
 
 6th 
 
 S 59 
 
 5 52 
 
 20th 
 
 5 57 
 
 5 57 
 
 7th 
 
 6 16 
 
 5 52 
 
 2ISt 
 
 5 50 
 
 5 57 
 
 8th 
 
 5 55 
 
 5 53 
 
 22nd 
 
 5 58 
 
 5 56 
 
 9th 
 
 5 57 
 
 6 37 
 
 23rd 
 
 5 57 
 
 5 56 
 
 loth 
 
 5 47 
 
 5 58 
 
 24th 
 
 5 52 
 
 5 57 
 
 nth 
 
 6 3 
 
 5 56 
 
 25th 
 
 s 52 
 
 5 56 
 
 13th 
 
 6 6 
 
 5 38 
 
 27th 
 
 5 50 
 
 5 57 
 
 14th 
 
 5 31 
 
 5 58 
 
 28th 
 
 5 28 
 
 5 57 
 
 15th 
 
 5 44 
 
 5 58 
 
 29th 
 
 5 37 
 
 5 56 
 
 1 6th 
 
 5 57 
 
 5 56 
 
 30th 
 
 5 33 
 
 5 56 
 
 17th 
 
 5 55 
 
 5 58 
 
 31st 
 
 5 26i 
 
 5 57 
 
 1 8th 
 
 5 54 
 
 5 55 
 
 
 
 
 The best East Coast performance was on the last day of the 
 month, as will be seen above. On that occasion the express reached 
 Edinburgh at 5 2 6|, having taken 7 hours 2 6f minutes on the 
 journey, or, deducting stops, 392J miles in 404 minutes. August 
 13th was the best day for the West Coast. They did the 400 miles 
 
CoNCL UDiNG Remarks. 
 
 237 
 
 in 7 hours 38 minutes, or, deducting stops, in 428 minutes. The 
 best sectional performances were as under : — 
 
 WEST COAST ROUTE. 
 
 Date. 
 
 Miles. 
 
 Between 
 
 Minutes. 
 
 Aug. 13 
 „ 7 
 
 ,. 7 
 - 9 
 
 158 
 
 90 
 
 ioo| 
 
 London and Crewe . 
 Crewe and Preston 
 Preston and Carlisle 
 Carlisle and Edinburgh 
 
 166 
 
 49 
 89 
 
 I02i 
 
 
 400 
 
 Total 
 
 4o6i 
 
 EAST COAST ROUTE. 
 
 Date. 
 
 Miles. 
 
 Between 
 
 Minutes. 
 
 Aug. 25 
 ,. 13 
 „ 28 
 .. 31 
 
 1051 
 
 82f 
 
 8oi 
 124 
 
 London and Grantham 
 Grantham and York 
 York and Newcastle 
 Newcastle and Edinburgh 
 
 105 
 84 
 80 
 
 125 
 
 
 392i 
 
 Total 
 
 394 
 
 It is hard to say which is the best of the above. Probably the 
 Preston to Carlisle run in 89 minutes takes slight precedence of all the 
 others. Then follow the Carlisle to Edinburgh in loai; York to 
 Newcastle in 80 ; King's Cross to Grantham in 105 ; and Crewe to 
 Preston in 49. These are all about equally good. The East Coast 
 had heavier loads, the West Coast heavier gradients. Perhaps, all things 
 considered, the performances of the latter were, as a whole, superior 
 to those of the former. The North Western Company, indeed, must 
 be distinctly congratulated on their performances. The locomotives 
 used by them were much smaller in dimensions than those of the 
 other lines, and yet quite as good results were obtained. The 
 Caledonian also deserves much praise for running the express 
 throughout the month with engine 123. We have previously given 
 in detail the best day's performance of that well-known loco- 
 motive. 
 
 (4) Competitive Traffic. — Nowhere in the world is com- 
 petition so severe as in England and Scotland. In many cases, we 
 
238 
 
 British Railways. 
 
 fear, trains are run at a loss or a very slight profit. The annexed 
 table shows the competing services from London to the most 
 important towns, and from certain important provincial towns to 
 others. An idea may by this means be gained of the various 
 facilities provided by the different routes. 
 
 
 
 
 No. 
 
 of trains at or over 
 
 
 
 35 miles 
 
 40 miles 
 
 Fastest 
 
 Between 
 
 Route. 
 
 Miles. 
 
 per hour. 
 
 per hour. 
 
 Train. 
 
 
 Down. 
 
 Up. 
 
 Down. 
 
 Up. 
 
 
 
 
 
 
 
 
 
 HR. MIN. 
 
 London and Dover 
 
 L. C. & D. 
 
 78 
 
 3 
 
 None. 
 
 None. 
 
 None. 
 
 2 
 
 Ditto 
 
 S. E. 
 
 75i 
 
 I 
 
 None. 
 
 None. 
 
 None. 
 
 2 5 
 
 London and Portsmouth 
 
 L. B. & S. C. 
 
 86} 
 
 3 
 
 2 
 
 I 
 
 1 
 
 2 
 
 Ditto .... 
 
 L. & S.-W. 
 
 tA 
 
 3 
 
 I 
 
 None. 
 
 None. 
 
 I 59 
 
 London and Plymouth 
 
 L, & S.-W. 
 
 229^ 
 
 4 
 
 3 
 
 I 
 
 None. 
 
 5 23 
 
 Ditto . . 
 
 G. W. 
 
 246^ 
 
 4 
 
 5 
 
 2 
 
 2 
 
 5 38 
 
 London and Birmingham . 
 
 G. W. 
 
 129^ 
 
 8 
 
 8 
 
 4 
 
 6 
 
 2 43 
 
 Ditto 
 
 L. & N.-W. 
 
 ^13 
 
 13 
 
 9 
 
 s 
 
 7 
 
 2 30 
 
 London and Sheffield . 
 
 G. N. and M., S. & L. 
 
 162 
 
 8 
 
 8 
 
 8 
 
 8 
 
 3 10 
 
 Ditto 
 
 Mid. 
 
 164^ 
 
 10 
 
 12 
 
 9 
 
 9 
 
 3 25 
 
 London and Leeds 
 
 G.N. 
 
 185^ 
 
 10 
 
 II 
 
 8 
 
 6 
 
 3 50 
 
 Ditto .... 
 
 Mid. 
 
 196 
 
 9 
 
 II 
 
 7 
 
 8 
 
 4 5 
 
 London and Bradford . 
 
 G.N. 
 
 192 
 
 10 
 
 8 
 
 7 
 
 4 
 
 4 3 
 
 Ditto . 
 
 Mid. 
 
 209^ 
 
 8 
 
 7 
 
 5 
 
 6 
 
 4 30 
 
 London and Manchester 
 
 L. & N.-W. 
 
 i88| 
 
 12 
 
 9 
 
 6 
 
 8 
 
 4 ^5 
 
 Ditto 
 
 Mid. 
 
 191^ 
 
 10 
 
 7 
 
 8 
 
 6 
 
 4 15 
 
 Ditto . . 
 
 G. N. and M., S. & L. 
 
 203 
 
 8 
 
 8 
 
 7 
 
 7 
 
 4 15 
 
 London and Liverpool 
 
 L. & N.-W. 
 
 193^ 
 
 7 
 
 10 
 
 5 
 
 6 
 
 4 20 
 
 Ditto . 
 
 Mid. 
 
 ■2.2.0k 
 
 8 
 
 8 
 
 4 
 
 5 
 
 5 
 
 Ditto 
 
 G. N. and M., S. & L. 
 
 238^ 
 
 6 
 
 6 
 
 4 
 
 I 
 
 5 30 
 
 London and Edinburgh 
 
 L. & N.-W. and Cal. 
 
 400 
 
 6 
 
 4 
 
 4 
 
 4 
 
 8 30 
 
 Ditto . 
 
 G. N. and N.-E. 
 
 392^ 
 
 8 
 
 6 
 
 5 
 
 4 
 
 8 25 
 
 Ditto . 
 
 Mid. and N. B. 
 
 412: 
 
 4 
 
 3 
 
 3 
 
 2 
 
 9 25 
 
 London and Glasgow . 
 
 L. & N.-W. and Cal. 
 
 401- 
 
 7 
 
 4 
 
 4 
 
 4 
 
 8 45 
 
 Ditto . 
 
 G. N., N.-E. and N. B. 
 
 439 
 
 7 
 
 5 
 
 2 
 
 4 
 
 9 45 
 
 Ditto . 
 
 Mid. and G. & S.-W. 
 
 423 : 
 
 5 
 
 4 
 
 4 
 3 
 
 3 
 2 
 
 9 15 
 12 s 
 
 London and Aberdeen 
 
 L. & N -W. and Cal. 
 
 539! 
 
 4 
 
 4 
 
 Ditto 
 
 G. N., N.-E. and N. B. 
 
 523 
 
 5 
 
 5 
 
 z 
 
 4 
 
 II 45 
 
 _ Ditto . 
 
 Mid. and N. B. 
 
 545 
 
 3 
 4 
 
 2 
 
 I 
 
 None. 
 
 13 5 
 4 35 
 
 Bristol and Manchester 
 
 G. W. and L. & N.-W. 
 
 182I 
 
 2 
 
 None. 
 
 None. 
 
 Ditto 
 
 Mid. 
 
 196^ 
 
 4 
 
 3 
 
 None. 
 
 None. 
 
 5 5 
 4 45 
 
 Bristol and Liverpool . 
 
 G. W. and L. & N.-W. 
 
 187^ 
 
 4 
 
 2 
 
 None. 
 
 None. 
 
 Ditto .... 
 
 Mid. 
 
 225^ 
 
 3 
 
 2 
 
 None. 
 
 None. 
 
 6 5 
 * 55 
 5 48 
 5 10 
 5 40 
 
 8 35 
 
 9 25 
 
 4 50 
 
 5 50 
 5 2 
 5 35 
 
 8 30 
 
 9 30 
 
 7 
 
 8 5 
 
 7 15 
 
 8 
 
 Manchester and Edinburgh. 
 
 L. &Y.,L.& N.-W. and Cal. 
 
 •222% 
 
 5 
 
 5 
 
 3 
 
 None. 
 
 Ditto . 
 
 Mid. and N B. 
 
 2235 
 
 3 
 
 2 
 
 None. 
 
 Manchester and Glasgow . 
 
 L.&y.,L.& N.-W. and Cal. 
 
 21i^\ 
 
 5 
 
 5 
 
 4 
 
 3 
 
 Ditto 
 
 Mid. and G. & S.-W. 
 
 241 
 
 3 
 3 
 
 5 
 . 3 
 
 2 
 
 Manchester and Aberdeen . 
 
 L. & N.-W. and Cal. 
 
 3635 
 
 I 
 
 I 
 
 Ditto .... 
 
 Mid. and N. B. 
 
 354 
 
 2 
 
 I 
 
 None. 
 
 None. 
 
 Liverpool and Edinburgh . 
 
 L.&Y.,L.& N.-W. and Cal. 
 
 219? 
 
 6 
 
 5 
 
 3 
 
 3 
 
 I 
 
 3 
 
 Ditto .... 
 Liverpool and Glasgow 
 
 Mid. and N. B. 
 L.&Y.,L.& N.-W. and Cal. 
 
 234i 
 
 22I± 
 
 4 
 5 
 
 3 
 
 5 
 
 None. 
 
 3 
 2 
 
 Ditto . 
 
 Mid. and G. & S.-W. 
 
 254 
 
 3 
 3 
 
 5 
 3 
 
 Liverpool and Aberdeen 
 
 L.&Y.,L.&N.-iV. andCal. 
 
 3592- 
 
 None. 
 
 I 
 
 Ditto .... 
 
 Mid. and N. B. 
 
 364^ 
 
 2 
 
 2 
 
 None. 
 
 None. 
 
 Birmingham and Edinburgh 
 
 L. & N.-W. and Cal. 
 
 294I 
 
 4 
 
 3 
 
 2 
 
 I 
 
 Ditto .... 
 
 Mid. and N. B. 
 
 329 
 
 3 
 
 I 
 
 I 
 
 None. 
 
 Birmingham and Glasgow . 
 
 L. & N.-W. and Cal. 
 
 296^ 
 
 4 
 
 3 
 
 2 
 
 
 Ditto .... 
 
 Mid. and G. & S.-W. 
 
 346^ 
 
 4 
 
 2 
 
 I 
 
 None. 
 
 Birmingham and Aberdeen . 
 
 L. & N.-W. and Cal. 
 
 434i 
 
 3 
 
 3 
 
 None 
 
 None. 
 
 11 5 
 
 12 5 
 
 Ditto ; . . . 
 
 Mid. and N. B. 
 
 4592 
 
 3 
 
 Non . 
 
 None 
 
 None. 
 
 NOTE.- 
 
 -The distances given above are in all cases by the route taken by the fastest train between 
 the points named. 
 
Concluding Remarks. 239 
 
 (s) Uphill Running. — In the preceding articles on the various 
 railways, we have dealt with the speed of most of our English lines 
 from two standpoints. We have, in the first place, shown by means 
 of numerous tables, giving the services afforded by the various lines 
 between their principal towns, what is generally called the " Com- 
 mercial Speed" or, in other words, the speed which alone interests 
 the great bulk of travellers, who are more concerned about reaching 
 their destination in quick time than about the gradients and various 
 hindrances to fast progress en route. A train which takes four hours 
 to reach a certain point 160 miles away is, to the great majority of 
 travellers, much more acceptable than one which reaches the same 
 point in 4|- hours by a circuitous and difficult route 200 miles 
 long. 
 
 The other aspect of the subject has not, however, been neglected; 
 and under the sections entitled Gradients, Actual Performances, etc., 
 we have given very complete particulars concerning speeds viewed 
 from the standard of locomotive performance merit. In the Intro- 
 ductory Remarks, moreover, after discussing the general effect of 
 gradients with some detail, we came to the conclusion that those 
 wishing to study locomotive performances with a view to more 
 closely appreciate their merit, would best satisfy themselves, and 
 obtain the most complete results, by directing their attention to the 
 running of the various types of locomotives on uphill grades. The 
 reasons given for arriving at this conclusion will also be found set 
 forth in the Remarks above referred to. We now give some detailed 
 specimens of uphill work, in order that performances may be more 
 thoroughly appreciated. 
 
 It is necessary, however, to state at once that the undermentioned 
 examples must not be taken as by any means exactly representing 
 the capacity of the various locomotives when tried on up grades. 
 Irrespective of the fact that the details below are simply selections 
 from a list of about a thousand express runs made by the writer 
 during recent years, and are by no means test-performances, it must 
 be remembered that we have not all the factors for making an exact 
 comparison ; and without all the factors, results will never be abso- 
 lutely correct. In the subjoined instances we detail the engine, load, 
 gradient, and speed ; but many things other than these go to make 
 up a locomotive performance. Not to mention many minor factors, 
 let us simply look at coal consumption. If we compare the perform- 
 ances of two engines, one of which mounts a rising grade in two- 
 thirds of the time taken by the other, we at once form conclusions 
 
240 British Railways. 
 
 in favour of the faster type. But if told that it uses an amount of 
 coal greater than that used by the other and in proportion to the extra 
 speed, we appreciate at once the fact that both types are doing equally 
 well, and that, supposing the design of each locomotive to be fairly 
 good, a certain quantity of steam will do just as much work in the 
 one case as in the other. The quality of coal used also comes in 
 as a factor. We may notice two engines doing much the same work 
 on similar grades, and be surprised to find that one burns only 
 25 lbs. of coal per mile, and the other requires 40 lbs. But our 
 surprise ceases when we find that the 25 lbs. engine uses the best coal 
 procurable, whereas the 40 lbs. engine gets an inferior quality. 
 
 Unfortunately, however, for the figures given below, these details 
 of coal consumption for any single trip (or for the uphill portions of 
 any single trip) are rarely, if ever, obtained. Even the most complete 
 locomotive tests, made at the instance of Locomotive Superintendents, 
 rarely give us more than the amount used per mA^ for the whole trip, 
 uphill and dow7ihill included, the coal being weighed at the start and 
 finish. In the absence, therefore, of these important factors, our 
 figures must be taken more as showing what actually is done in daily 
 practice, than what could be done. 
 
 In order that comparisons may be more easily made, we divide 
 our statistics below into several groups, according to the severity of 
 the gradient on which the performance was made. The grades 
 selected are, as explained in the Introductory Remarks, such as 
 by their length will give us reliable results. They are as follow : — 
 
 (i) On the London and North Western — 
 
 {a) Crewe to Whitmore {fairly easy), 
 (i) Oxenholnie to Grayrigg (hard). 
 
 (c) Penrith to Shap Summit (hard). 
 
 (d) Tebay to Shap Summit (very severe). 
 
 (2) On the Midland — 
 
 (a) Bedford to Leagrave {faii-ly easy). 
 
 (b) Sheffield to Dore (hard). 
 
 (c) Settle to Dent (hard). 
 
 (d) Miller's Dale to Peak Forest (hard). 
 
 (3) On the Great Northern — 
 
 (a) Wood Green to Potter s Bar (fairly easy). 
 
Concluding Remarks. 241 
 
 (4) On the Manchester, Sheffield and Lincolnshire — 
 {a) Sheffield to Woodhead Tunnel (hard). 
 
 (5) On the Caledonian — 
 
 {a) Midcalder to Cobbinshaw (hard). 
 
 (l>) Beattock to Beattock Summit (very severe). 
 
 (6) On the Glasgow and South Western — 
 
 (a) Near Auldgirth to Carronbridge (fairly hard). 
 
 (b) Kilmarnock to Dunlop (very severe). 
 
 (7) On the North British — 
 
 ((/) Newcastkton to Riccarton (very severe). 
 (h) Hawick to Riccarton (very severe). 
 
 (c) Portobello to Falahill (very severe). 
 
 (d) Perth to Glenfarg (very severe). 
 
 In all the cases which follow, the first two or three miles up the 
 bank have not been inserted. If this had been done, erroneous 
 results would have been obtained, as a locomotive which has entered 
 an up grade after rushing down a preceding descent would show 
 vastly better results for the first two or three miles than one which 
 had started from a station just at the foot of the ascent. 
 
 /. Grades Rising at About i in 200. — The banks we will 
 consider under this heading are those from Crewe to Whitmore 
 (London and North Western) ; from Bedford to Leagrave (Midland) ; 
 and from Wood Green to Potter's Bar (Great Northern). 
 
 The Crewe to Whitmore bank is nearly 10 miles long, and 
 consists of I in 177, r in 250, and short bits of easier grades. All 
 trains from the North having to stop at Crewe, the locomotive has 
 thus practically to start on the bank. In spite of this disadvantage, 
 however, this bank is generally negotiated in fairly good style. With 
 the slower trains we found that 6 ft. compound "City of Carlisle," 
 with 16 coaches on, maintained an average of 40 miles an hour all 
 the way up ; on another occasion an engine of the same class took 
 13-1- up at an average of about 43, never dropping on the worst 
 parts under 37 in one case and 41 in the other. The Scotch 
 expresses and the best trains from Manchester and Liverpool were, 
 of course, much better. "City of London," with 14 coaches on 
 the up Scotchman, never fell 'below 47 miles an hour, even on the bit 
 Q 
 
242 British Railivays. 
 
 of I in 177, and averaged 48. "Archimedes," with 17 coaches on 
 the same train, did not fall below 42 miles an hour, and averaged 44. 
 Both these are very good performances, the first especially so. 
 
 The Midland line from Bedford to Leagrave rises on varying 
 gradients, averaging about i in 250. As all trains which do not stop 
 at Bedford have to reduce speed considerably through that station 
 and approaches, the locomotive gets a bad start on the bank. With 
 the light Leeds expresses of from 8 to 10 coaches the speed 
 seldom fell below 44 or 45, and was frequently 46 to 48 for miles 
 together. Heavier trains of 13 or 14 coaches were generally about 
 three or four miles an hour slower in mounting. Trains of 15 
 coaches and upwards generally appeared to need two engines. With 
 engine 1741 and 10 coaches on one of the up Leeds expresses 45 
 and 46 were the lowest speeds touched, and 49 the highest. 
 
 From Wood Green to Potter's Bar is just about eight miles of 
 I in 200. In this case the locomotive gets a pretty good start on 
 the bank, generally rushing through Wood Green on its way North 
 at from 48 to 55 miles an hour. As the Great Northern trains are 
 tolerably heavy, and their express engines of the "single" type, the 
 speed generally falls with a heavy load to about 37 or 38 miles an 
 hour at Potter's Bar. Widi a train of only 10 or r2 coaches it 
 rarely gets below 42 or 43. On one occasion, however, with engine 
 48 (8 ft. single) and 1 3 coaches the last mile was run at 46, and the 
 last three or four averaged 47 ; and with engine 8 and 17^ coaches 
 the last three miles were run at 42. These are performances above 
 the average. In general, however, the North-going trains from 
 King's Cross take this bank rather quietly, preferring to run hard 
 over the easy road north of Potter's Bar to Peterborough. Perhaps 
 belter results are shown on the bank south of Stoke Tunnel, which 
 is somewhat steeper. Enough, however, has been said to show that 
 on these comparatively easy grades all the three companies we have 
 discussed do about equally good work, with the North Western 
 perhaps a little ahead of the others. We now come to : — 
 
 //. Grades Rising at from i in 140 ro i in 150. — Here our 
 single instance will be the bank from Auldgirth to Carronbridge on 
 the Glasgow and Southwestern Railway, forming the worst part of 
 the long-continued but fairly gradual ascent from Dumfries to New 
 Cumnock up Nithsdale. Three or four summers ago the writer 
 was enabled to make very complete observations of the excellent 
 work of the Glasgow and South Western locomotives on this section. 
 The figures for the two best runs are given below, as well as those 
 
CoKCL VDiNG Remarks. 
 
 243 
 
 showing what is the general average performance. It will be noticed 
 that all are extremely good : — 
 
 
 
 Engine 68 and 
 
 Engine 53 and 
 
 Engine 70 and 
 
 Mile posts. 
 
 Gradient. 
 
 \i\ coaches. 
 
 13I coaches. 
 
 14^ coaches. 
 
 Speed in mites 
 
 Speed in miles 
 
 Speed in miles 
 
 
 
 per hour. 
 
 per hour. 
 
 per hour. 
 
 85 to 84 
 
 I in 20D rising 
 
 50 
 
 49 
 
 48 
 
 84 to 83 
 
 Ditto 
 
 50 
 
 49 
 
 46 
 
 83 to $2 
 
 Ditto 
 
 SI 
 
 48 
 
 45 
 
 82 to 8i 
 
 Gradual ascent 
 
 52 
 
 51 
 
 49 
 
 Si to 80 
 
 I in 200 rising 
 
 54 
 
 51 
 
 49 
 
 80 to 79 
 
 I in 150 rising 
 
 5° 
 
 50 
 
 47 
 
 79 to 78 
 
 Ditto 
 
 48 
 
 46 
 
 43 
 
 78 to 77 
 
 Ditto 
 
 46 
 
 45 
 
 41 
 
 77 to 7S 
 
 Ditto 
 
 46 
 
 44 
 
 40 
 
 76 to 75 
 
 Ditto 
 
 42 
 
 43 
 
 40 
 
 75 to 74 
 
 Ditto 
 
 42 
 
 43 
 
 39 
 
 ///. Grades Eising at from i ly 90 to 1 /x .120. — The 
 banks discussed under this heading are those from Oxenholme to 
 Grayrigg, and from Penrith to Shap Summit (London and North 
 Western); from Sheffield to Dora, from Settle to Dent, and from 
 Miller's Dale to Peak Forest (Midland) ; from Sheffield to 
 Woodhead Tunnel (Manchester, Sheffield and Lincolnshire) ; and 
 from Midcalder to Cobbinshaw on the Caledonian. 
 
 The Oxenholme to Grayrigg bank is a long stretch averaging 
 about I in 125, but throughout its length it consists of various 
 grades, of which the hardest is i in 109. The North \Vestern 
 expresses from the South, always very heavy, generally run over this 
 piece without the aid of a pilot engine. If extremely heavy, they 
 occasionally use an assistant engine right through from Preston to 
 Carlisle ; but as a rule the practice is either to run right through 
 unaided, or to take the pilot at Tebay for the very severe grades up 
 to Shap Summit. As to the general average performance of the 
 best Scotch trains, we may say that with from 12 to 14 coaches it 
 rules about 42 miles an hour up this bank, rarely sinking below 37 
 at the top. On one occasion, with 15 on, "Teutonic" much 
 improved on these figures, which, as stated above, may be taken 
 as a fair sample of what is generally accomplished. 
 
 From Penrith to Shap Summit is, more or less, siinilar to the 
 preceding. It, however, contains an eight-mile stretch of i in 125 
 without break. Some of our perforniinces up this grade were 
 superb, and seerned to surpass the speeds attained up the Grayrigg 
 bank, Just referred to, and were really much superior to what we 
 
244 British Rail \va ys. 
 
 usually obtained on other lines. For instance, " Alchymist '' (6 ft. 
 compound), with 13 coaches on, never fell below 42 miles an hour on 
 any part of the i in 125, and averaged 45 throughout. This is very 
 fine, but not nearly so good as the remarkable performance of 
 "Cook'' and "Leviathan," which, with 16 coaches, stopped on 
 Shap Summit 35 minutes 41 seconds after leaving Carlisle, never 
 dropped below 50 miles an hour on the i in 125 south of Penrith, 
 and averaged 52 miles an hour on that bank throughout. Of course, 
 there were two engines, but then the load was 16 coaches. We may, 
 however, fairly say that one of the engines with eight coaches (half 
 the load) would have done as well. How much superior this is to the 
 work done by, say, the light Midland up Leeds expresses, with their 
 loads of 8 to 10 coaches, on the bank from Sheffield to Dore, will be 
 seen below. In fact, it is precisely on these heavy banks that we see 
 the superior uphill work done by the North Western and Caledonian 
 companies. Unfortunately, our comparisons are more or less 
 restricted to hght trains, as on most of the other railways the practice 
 of using pilots prevails to too great an extent with heavy trains on 
 steep gradients. With light loads, however, we may make com- 
 parisons from one line to the others. Instances therefore on both 
 the Midland and Caledonian lines will be found below. 
 
 A few miles south of Sheffield, on the Midland Railway, we 
 come to a six-mile stretch of i in 100, leading up to the Bradway 
 Tunnel, which here penetrates the Pennine range. Most of the 
 trains using this line are the more or less light Leeds expresses, 
 averaging 8 to 10 coaches. The results we obtained with these 
 trains were, we confess, somewhat disappointing. The speed, even 
 with these moderate loads, generally fell to 34 mile? an hour at the 
 top of the bank, and very rarely averaged 37 all through. With 
 about 12 or 13 coaches the average was only about 32 or 33, and 
 the speed near the top generally fell to 30. These results, in fact, 
 are so much poorer than those on the section just previously described 
 that we must direct attention to the preliminary remarks relative to 
 the quantity and quality of coal used. Probably if these were 
 known in each case, sufficient reason would be found for the lower 
 speed in the smaller coal consumption of the locomotive. In fact, 
 we have the Midland doing much better work on the next bank 
 described, viz., the very long and severe one, averaging i in 100 
 (with intervening bits still more severe), extending for nearly 15 miles 
 north of Settle, on the Settle and Carlisle line. Here we occasionally 
 find loads of 13 to 15 coaches hauled up these banks by one enoine ■ 
 
CoxcLUDixo Remarks. 245 
 
 but as a general rule we must state that the use of pilots is excessive. 
 But to show what the Midland can do, we may cite the cases of 
 engine 1522 a:nd 13 coaches going up the bank at a steady 34 miles 
 an hour, and only falling to 31 at the worst parts ; and of engine 
 1579 and 15 coaches averaging 32 throughout and never getting 
 below 30. ^Vith light loads engine 1578 and 9 coaches averaged 39, 
 with a lowest speed of 35; and on another occasion two engines 
 with a load of 20 coaches averaged 38, with a lowest speed of 35. 
 These last two instances are much better than the work done from 
 Sheffield up to Dore, and probably mean increased coal consumption 
 by the engine. Similarly, good work is done by the up trains from 
 the North mounting the heavy grades from Carlisle to the summit 
 level. Of course, this does not compare with the North AVestern 
 work just cited, even after making allowance for the harder grade of 
 the Midland bank. Much the same may be said of the severe 
 stretch of i in go taking the Midland Manchester line over the Peak 
 Forest summit in Derbyshire. Here again trains are generally light, and 
 have two engines if fast and heavy. A good average performance was 
 one made by us behind engine 1332 (7 ft. coupled) and 9 coaches, 
 when the speed averaged 35 throughout, and did not fall below 2,3i- 
 
 Another severe bank on which we have made several observations 
 is that from Sheffield to Woodhead Tunnel on the Manchester, 
 Sheffield and Lincolnshire Railway. Here for 17^ miles the line 
 winds continuously upwards at an average grade of i in 128. The 
 loads taken by the fastest expresses are not heavy, and perhaps the 
 best trains are not timed so sharply as to allow the locomotive to 
 utilise all its power. A striking performance over this bank was, 
 however, done by engine 561 and 8 coaches. The speed never fell 
 below 44 miles an hour, and the average was about 45^, taking the 
 bank throughout. This is very excellent work indeed. It is a little 
 better than the best Midland examples cited above, but, of course, 
 not so good as the best North AVestern instances. Similar work is 
 done by the Manchester, Sheffield and Lincolnshire up the other 
 side, i.e., from Manchester to the Summit Tunnel. 
 
 A road very similar to that just described is the section of 
 the Caledonian from Midcalder to Cobbinshaw, on the line from 
 Edinburgh to Carstairs. The gradient rises for over 15 miles on 
 varying grades, averaging about i in 120, the last few miles being 
 the worst. Like the Manchester, Sheffield and Lincolnshire, it is a 
 long piece of uphill, and the trains running over it are generally 
 light. For the best performances we must look to the work of the faster 
 
246 
 
 British Railways. 
 
 Scotch expresses. The slower express trains through to the South do 
 nothing Hke so well. One of our best instances is from a run with 
 the up 10.15 a.m. from Edinburgh. In this case the engine was 124, 
 and the load about 9 coaches. The speed averaged nearly 49 miles 
 an hour all the way up, and even at the top, where the gradient is 
 steepest (i in 100 for six miles), the engine was running at 44J. On 
 the lighter parts of the bank (which are on grades of i in 120, 132, 
 142, and 229), there was no difficulty in maintaining 50 miles an hour. 
 This performance is, therefore, in advance of the Manchester, 
 Sheffield and Lincolnshire just cited, and makes a close approach to 
 the North Western instances given above. 
 
 IV. Severe Grades Rising at from i in 65 to i in 80. — 
 The gradients we propose to discuss under this heading are those 
 from Kilmarnock to Dunlop (Glasgow and South Western) ; from 
 Newcastleton and from Hawick to the Summit Tunnel, near 
 Riccarton, and from Portobello to Falahill (North British), and 
 from Perth to Glenfarg, also on the same line ; from Tebay to Shap 
 Summit (London and North Western) ; and from Beattock to Beattock 
 Summit (Caledonian). 
 
 The Glasgow and South Western expresses, all of which stop 
 at Kilmarnock on their way North, are confronted with a very 
 steep, if somewhat short, bank almost immediately on leaving that 
 station. The effect of grades on train-speeds can, unfortunately, not 
 be so well observed on this stretch as on some others, as the gradients 
 chop and change about a good deal, and occasional very short easy 
 stretches intervene, thus giving a rest to the locomotive, and perhaps 
 making the locomotive work appear better than it really is. In 
 order, however, that the effect of the grades may be more correctly 
 appreciated, we give in the table below particulars of the speed, 
 mile by mile. The performances, considering the respectable loads 
 conveyed, are remarkably fine. Up the other side of the bank, i.e., 
 coming south out of Glasgow, we do not think the work is so good. 
 
 Mile-post. 
 
 Gradient. 
 
 Engine 89 and 
 
 17^ coaches. 
 
 Speed in miles per 
 
 hour. 
 
 Engine 68 and 
 
 X2^ coaches 
 
 Speed in miles per 
 
 hour. 
 
 23 to 22 
 
 22 to 21 
 
 21 to 20 
 20 to 19 
 
 19 to 18 
 18 to 17 
 
 I in 180 rising 
 
 \ I in 87 chiefly, but partly I ) 
 
 ) in 180 and 286 \ 
 
 I in 87 rising 
 
 I in 152 chiefly, and easier 
 
 I in 75 rising 
 
 Ditto 
 
 33 
 36 
 
 31 
 
 34 
 35 
 28 
 
 36 
 
 39 
 36 
 39 
 39 
 32 
 
Co\ci.UDiNC, Remarks. 247 
 
 The North British Waverley route is the very hardest main line 
 in the kingdom. The three banks we have selected are all in great 
 part I in 70 to i in 80 ; and as they are all situated on a length of 
 98 miles of line, and are all run over by the same engine, bringing 
 the Scotch expresses from Edinburgh to Carlisle, or vice versa, we 
 will discuss them together. Unless the loads are very light, which 
 is not often the case, pilot engines are always employed. The results 
 throughout are not so good as are obtained on the rival Caledonian 
 line. With two engines and 18 coaches we mounted the heavy 
 banks of i in 67 and i in 75 to Riccarton and the tunnel beyond at 
 a steady 29 miles an hour, hardly at all deviating from this speed ; 
 with two engines and a load of 14^ the speed was 32 to 34 through- 
 out ; while with two engines and only ii^ coaches 35 to 37 miles 
 an hour was maintained. Up the other side an excellent performance 
 with two engines and 19!^ coaches was noted. The same plodding 
 regularity was observed, the speed seldom getting under 32, and 
 seldom above 34 miles an hour. From Portobello to Falahill the 
 line abounds in bits of i in 70, etc., and is quite as stiff as the 
 sections just mentioned. Pilot engines are almost invariably used. 
 AVith two engines and 11 coaches the speed varied from 34 to 37 
 miles an hour, according to the severity of the gradient. With 
 heavier loads the results were more or less similar to those obtained 
 south of Hawick. An exceptionally good performance, however, was 
 that done by engines 343 and 488 with 15 coaches behind. Running 
 through Portobello at high speed, they passed Millerhill in 4 minutes 
 12 seconds (3 miles 19 chains of i in 80, i in 100, level, and i in 
 175) ; Eskbank in 2 minutes 19 seconds (i mile 57 chains of i in 
 175, 218, 250, and 228); Gorebridge in 5 minutes 52 seconds 
 (4 miles 5 chains of i in 70) ; Fushiebridge in i minute 9 seconds 
 (60 chains of i in 70 and m); Tynehead in 5 minutes 49 seconds 
 (3! miles of i in 70) ; and stopped at Falahill Summit in 3 
 minutes 26 seconds (i mile 75 chains of i in 70 and 100). This 
 performance ranks among our best uphill feats. 
 
 Another severe piece of i in 74 exists on the newly-opened line 
 through Glenfarg, forming part of the main line from Edinburgh to 
 Perth via the Forth Bridge. Here we find some of the trains are 
 very heavy and, consequently, need pilot assistance. With reasonably 
 light trains, however, only one engine appears to be required. A fine 
 example of work was noted here some time ago, when one of the 
 7 ft. coupled class took seven coaches up the 6-mile ascent of i in 
 74 at a steady 35 or 36 miles an hour. This performance falls little 
 
248 British Railways. 
 
 short of the best work performed on their mountain sections by the 
 London and North Western and Caledonian companies, which we 
 now come to consider. 
 
 When the fast North Western Scotch expresses have surmounted 
 the difficult Grayrigg bank, there still lies before them a short but 
 more severe task. This is the Shap bank, consisting of about 
 5 miles of i in 75. Immediately preceding it is the easy descent 
 from Low Gill to Tebay, and this, of course, gives the locomotive 
 some assistance in the way of impetus over the first part of the bank. 
 Unlike the North British, the North Western do not habitually use 
 pilots up this stretch of i in 75, unless the trains are pretty heavy. 
 Of late, however, perhaps more pilots are being used than formerly. 
 Still, trains of 14 or 15 coaches frequently go up without assistance, 
 and on one occasion "Teutonic" took 15 up, and never fell below 
 25 miles an hour. The average was a good deal over 30, owing, of 
 course, to the high speed at which the train was running on entering 
 the bank at Tebay. With lighter trains of 7 or 8 coaches the average 
 from Tebay to Shap Summit throughout is often over 40, and some- 
 times nearly 45, and the lowest speed generally 36 to 37. These 
 results are admirable throughout. 
 
 Quite equal to the North Western in the matter of uphill running 
 is the Caledonian. In fact, on banks of i in 70 and i in 80 we fancy 
 it is a trifle superior, just as our observations on grades of about 
 I in 120, etc., seemed to point to the North Western as being 
 slightly the better there. The Caledonian trains are now so fast and 
 heavy, and their road so severe, that the locomotives have to work 
 very hard to produce such excellent results as they do. The hardest 
 nut they have to crack is, of course, the ascent of Beattock bank 
 from the South. This is 10 miles long, and consists of 2 miles of 
 I in 88, 2 of I in 80, and 6 of i in 75. Pilots, even with very heavy 
 trains, are rarely used. Some marvellous work is done hereon. On 
 a wild, stormy night, with a strong headwind, engine 124 took 15 
 coaches up unaided in 20 minutes (equalling 30 miles an hour 
 throughout), and the last mile at the top was run at 25 miles an 
 hour. With lighter loads the feats are even more astonishing. The 
 7 ft. single engine, No. 123, took 8 coaches up on one occasion at 
 an average of 44 miles an hour, and the last mile was done at 37. 
 Engine 124, with the same load, achieved perhaps a more remark- 
 able performance still. It was stopped 2 or 3 miles up the bank by 
 signals, and, on starting again, the speed gradually rose, until the last 
 few miles were done in 90 seconds each, which equals 40 miles an 
 
Concluding Remarks. 249 
 
 hour. This is, indeed, brilliant. It is strange to look back to some 
 of the lines we have been discussing and find that with similar 
 loads, on gradients of only i in too to i in 120, their speeds were 
 lower than on the Caledonian i in 75. Yet it would be rash to 
 hasten to conclusions, and suppose the Caledonian and North 
 Western companies' engines to be superior to all others. It must 
 be remembered that in our comparisons above, many of the factors 
 are missing ; and without all the factors, as pointed out in our pre- 
 liminary remarks, the results are, of necessity, more or less falla- 
 cious. They only show what is done in daily practice by the 
 various locomotives, irrespective of coal consumption ; they do not 
 shoiv what the locomotive can do. 
 
iSi 
 
 FOREIGN BOOKS ON RAILWAYS. 
 
 Allusion having been made in the Preface to the numerous and 
 valuable treatises on this subject in various foreign languages, it may 
 not be out of place to give the titles of some of the more important 
 and recent of these works. Few direct references have been made to 
 any of them in the foregoing pages, but they will be found of con- 
 siderable assistance to all interested in studying railway construction, 
 maintenance, and working under every aspect, and in the fullest 
 detail. 
 
 We are indebted to German industry and research for — 
 
 Handbuch fiir specielle Eisenbahn-Technik. By E. Heusinger 
 VON Waldegg. 5 vols. Leipzig. 1869-76. 
 
 Gnindziige des Eisenbahn-Maschinenbaues. By G. Meyer. 
 
 Berlin. 1883-86. 
 
 Das Eisenbahn-Geleise. By A. Haarmann. 
 
 2 vols. Leipzig. 1891. 
 
 Encyklopcidie des gesamten Eisenbahnwesens. Edited by Dr. 
 Victor Roll. Wien. 1890 . . . 
 
 Of this standard work of reference s ^<>'s. {A — Peisonenverkehr] have 
 already (April, 1893) been issued. 
 
 .■\mong French works we have — 
 
 TraiU compUt des Chcmins de fer. By G. HUMBERT. 
 
 3 vols. Paris. 189 1. 
 
 La Voie, le Materiel Roulant, et VExploitation Technique des 
 Chemins de fer. By Ch. CouCHE. 
 
 3 vols. Paris. 1868-76. 
 
 An Enghsh translation of this valuable work by J. N, Shoolered and 
 J. E. Wilson has since been published. 
 
 3 vols. text. 3 vols, plates. London. 1877-82. 
 
British Railways. 
 
 Les Chemins de fer. By P. Lef^VRE and G. Cerbelaud. 
 
 Paris. 1888. 
 
 A very neatly got-up and handy 8vo volume by two thoroughly capable 
 
 writers. 
 
 Les Chemins de fer ct les Tranncciys. By A. SCHfELLER. 
 
 Paris. 1802. 
 
 From Belgium we note — 
 
 Traite d'Exploitntion des Chemins de fer. By FlamacHE, 
 HUBERTI, and Sti^vart. Bruxelles. 1885 . . . 
 
 Of this work 3 vols, have already been issued, and it will probably be 
 completed in 2 more (1893-4). 
 
 One of Italy's most recent contributions is — 
 
 Le Strade Ferrate. By L. LORIA. 
 
 2 vols. Milano. 1890-92 
 
 It will be evident from the above brief list that if smaller traffic 
 requirements and almost universal absence of competition afford 
 Continental railway coinpanies few opportunities for the display of 
 anything approaching British energy in actual working, there is still 
 no lack abroad of capacity of the highest order in dealing from a 
 literary point of view with a subject so inseparably connected with 
 national wealth and prosperity. 
 
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