Fifty Years of Railway Life in England, Scotland and Ireland Part 6

Ten years I served the Glasgow and South-Western Railway Company as chief clerk, or as Mr. Wainwright euphemistically called it, _a.s.sistant_ to the general manager. In that position I met from time to time, not only many prominent railway men, but also other men of mark.

Amongst these, two stand out with great distinction because of the effect they had upon me at a memorable interview I had with each. I never forgot those interviews, and nothing that ever occurred in my life tended to strengthen in me the quality of self-reliance so much as they did.

Their effect was sudden, inspiring and lasting. These well-remembered men were Mr. John Burns (afterwards the first Lord Inverclyde), head of the shipping firm of G. and J. Burns, and chairman of the Cunard Line, and Mr. John Walker, General Manager of the North British Railway. The interviews occurred, as nearly as I recollect, during the second or third year of my Glasgow and South-Western life, and took place within a few weeks of each other.

John Burns was one of the largest shareholders in the Glasgow and South- Western Railway, his steamers plied between Greenock and Belfast, and his relations with the company were intimate and friendly. At the time I speak of some important negotiations were proceeding between him and Mr.

Wainwright concerning the company and his firm, and whilst they were at their height Mr. Wainwright was unexpectedly summoned to London and detained there. Now Mr. Burns was a man who greatly disliked delay, and I was told to see him and, if he wished, discuss the business with him, and, if possible, further its progress. It was the way in which Mr.

Burns received me, young and inexperienced as I was, the manner in which he discussed the subject and encouraged me, and the respect with which he listened to my arguments, that surprised and delighted me. I left him, feeling an elation of spirit, a glow of pride, a confidence in myself, as new as it was unexpected. It is a fine trait in Scotchmen that, deeply respecting themselves, they respect others. Difference of cla.s.s or position does not count much with them in comparison with merit or sterling worth--

"_The rank is but the guinea's stamp_, _The man's the gowd for a' that_."

Mr. Burns was a striking personality; strong and vigorous, mentally and physically. He had a good voice, and was clear, decided and emphatic in speech. He was a doughty champion of the Glasgow and South-Western Company, with which at this time, affairs, like the course of true love, did not run smooth. The dividend was down and discontented shareholders were up in arms. Bitter attacks were made on the directors and the management. Not that anything was really wrong, for the business of the line was skilfully and honestly conducted, but the times were bad, and "empty stalls make biting steeds." The very same shareholders who, when returns are satisfactory, are as gentle as cooing doves, should revenue and expenditure alter their relations to the detriment of dividend, become critical, carping and impossible to please, though the directors and management may be as innocent as themselves, and as powerless to stem the tide of adversity. At shareholders' meetings Mr. Burns was splendid.

He rose after the critics had expended their force, or if the storm grew too violent, intervened at its height, and with facts and figures and sound argument always succeeded in restoring order and serenity. An excellent story of him appeared about this time in _Good Words_. He, Anthony Trollope and Norman Macleod were once at a little inn in the Highlands. After supper, stories were told and the laughter, which was loud and long, lasted far into the night. In the morning an old gentleman, who slept in a room above them, complained to the landlord of the uproar which had broken his night's rest, and expressed his astonishment that such men should have taken more than was good for them.

"Well," replied the landlord, "I am bound to confess there was much loud talk and laughter, but they had nothing stronger than tea and fresh herrings." "Bless me," rejoined the old gentleman, "if that is so, what would they be after dinner!"

In the entrance hall of the North British Railway Company's Waverley station at Edinburgh stands the statue, in bronze, of Mr. John Walker. As far as I know this is, the whole world over, the only instance in which the memory of a railway general manager has been so honoured. It is of heroic size and eloquently attests his worth. He was born in Fifeshire in 1832, and died with startling suddenness from an apoplectic seizure, at the age of fifty-nine, at Waterloo station in London. When he left school he was apprenticed to the law, but at the age of nineteen entered the service of the Edinburgh, Perth and Dundee Railway. This railway was in 1862 amalgamated with the original North British, which was first authorised in 1844, and extended from Edinburgh to Berwick. His exceptional ability was soon recognised and his promotion was rapid. He became treasurer of the amalgamated company, and in 1866 was appointed its secretary. In this office he rendered great service at a trying time in the company's affairs, and in 1874 was rewarded with the position of general manager.

The North British Railway has had a chequered career, has suffered great changes of fortune, and to Mr. Walker, more than to any other, is due the stability it now enjoys. On the occasion of his death, the directors officially recorded that, "He served the company with such ability and unselfish devotion as is rarely witnessed; became first secretary and subsequently general manager, and it was during the tenure of these offices that the remarkable development of the company's system was mainly effected."

His capacity for work was astounding. He never seemed to tire or to know what fatigue meant. Ordinary men are disposed to pleasure as well as to work, to recreation and social intercourse as well as to business, but this was not the case with Mr. Walker. It must be confessed that he was somewhat exacting with his staff, but his own example was a stimulus to exertion in others and he was well served. One who knew him well, and for many years was closely a.s.sociated with him in railway work, tells me that his most striking characteristics were reticence, combativeness, concentration and tenacity of purpose, and that his memory and mastery of detail were remarkable. Deficient perhaps in sentiment, though in such silent men deep wells of feeling often unsuspectedly exist, he was, by those who served under him, always recognised as fair and just, and no one had ever to complain of the slightest discourtesy at his hands. Like Lord Byron, he was lame from birth, and while this may have affected his character and pursuits, it never, I am told, in business, which indeed was practically his sole occupation, impeded his activity. On the failure of the City of Glasgow Bank, in 1878, which involved in ruin numbers of people, he lost a considerable fortune. He was a large shareholder of the bank, and the liability of the shareholders was unlimited. He faced his loss with stoical fort.i.tude, as I believe he would have confronted any disaster that life could bring.

On a certain day Mr. Walker came to Glasgow by appointment to discuss with Mr. Wainwright some outstanding matters which they had failed to settle by correspondence. In the afternoon Mr. Wainwright had an important meeting of his directors to attend. The business with Mr.

Walker was concluded in time, all but one subject, and Mr. Wainwright asked Mr. Walker if he would let me go into this with him. Without the least hesitation he consented; and he treated me as Mr. John Burns had done, and discussed the matter with me as if I were on an equal footing.

This was the interview that strengthened and confirmed that self-reliance which Mr. Burns had awakened, and which never afterwards forsook me.

Great is my debt to Scotland and to Scotchmen.

Amongst the most prominent railway men I have met were Sir Edward Watkin, Chairman of the South-Eastern Railway, and the following general managers:--Mr. Allport, Midland, the exalted railway monarch of my early railway days; Mr. (afterwards Sir) Henry Oakley, Great Northern; Mr.

Grierson, Great Western; Mr. Underdown, Manchester, Sheffield and Lincolnshire; and Mr. (afterwards Sir Myles) Fenton, South Eastern. Of Sir Edward Watkin a good story was told. When he was general manager of the Manchester, Sheffield and Lincolnshire Railway (he was Mr. Watkin then) many complaints had arisen from coal merchants on the line that coal was being stolen from wagons in transit by engine drivers. Nothing so disgraceful could possibly occur, always answered Mr. Watkin. Down the line one day, with his officers at a country station, a driver was seen in the very act of transferring from a coal wagon standing on an outlying siding some good big lumps to his tender. This was pointed out to Mr. Watkin, who only said--"The d---d fool, _in broad daylight_!" When Mr. Allport learned that I came from Derby, and was the son of an old Midland official, he treated me with marked kindness. Mr. Oakley came in the year 1880 to Glasgow, where he sat for several days as arbitrator between the Glasgow and South-Western and Caledonian Railway Companies, on a matter concerning the management, working, and maintenance of Kilmarnock Station, of which the companies were joint owners, and I learned for the first time how an arbitration case should be conducted, for Mr. Oakley was an expert at such work. This experience stood me in good stead, when, not many years later, I was appointed arbitrator in a railway dispute in the North of Ireland.

In the front rank of the railway service I do not remember many beaux.

General managers were men too busy to spend much time upon the study of dress. But there were exceptions, as there are to every rule, and Sir James Thompson, General Manager, and afterwards Chairman of the Caledonian Railway, was a notable exception. Often, after attending Clearing House meetings or Parliamentary Committees, have I met him in Piccadilly, Bond Street, or the Burlington Arcade, faultlessly and fashionably attired in the best taste, airing himself, admiring and admired. We always stopped and talked; of the topics of the day, the weather, what a pleasant place London was, how handsome the women, how well dressed the men. At the Clearing House we usually sat next each other. I liked him and I think he liked me. Do not think he was a beau and nothing more. No, he was a hard-headed Scotchman, full of ability and work, and as a railway manager stood at the top of the ladder. Next to him Sir Frederick Harrison, General Manager of the London and North- Western Railway, was, I think, the best dressed railway man. Both he and Sir James were tall, handsome fellows, and I confess to having admired them, perhaps as much for their good looks and their taste and style, as for their intellectual qualities; and I have often thought that men in high positions would not do amiss to pay some attention to old Polonius'

admonition to his son that, "the apparel oft proclaims the man."

In the friends I made I was fortunate too. They included two or three budding lawyers, a young engineer, a banker, a doctor, two embryo hotel managers, an auctioneer, and one or two journalists; and, as I have mentioned before, my artist friend _Cynicus_. We were, most of us, friends of each other, met often, and the variety of our pursuits gave zest and interest to our intercourse. First amongst these friends ranked G. G., one of the young lawyers, or _writers_, as they are called in Scotland. He was my closest friend. We have not met for many years, but the friendship remains unweakened; for there are things that Time the destroyer is powerless to injure. Like myself, G. G. comes of the middle cla.s.s. His parents, like mine, were by no means affluent, but they were Scotch and held education in veneration, and were ambitious, as Scottish parents are, for their sons. They gave him a University education, and afterwards apprenticed him to the law. He became, and is still, a prosperous lawyer in Glasgow.

Then came J. B., a young lawyer too, who blossomed into the pleasant and important position of Senior Deputy Town Clerk of the City of Glasgow.

He, too, had sprung from the great middle cla.s.s. Well versed in cla.s.sical lore he was a delightful companion. He had travelled much and benefited by his travels; was a sociable being, exceedingly good-natured, and peered through spectacles as thick as pebbles, being very short-sighted, and without his gla.s.ses would scarcely recognise you a yard off. Yet he could see into the heart of things as well as most men, for he was a shrewd Scotchman, and had a pawky humour. If he possessed a fault it was a love for a game of cards. We played _nap_ in those days, and when a game was on it was hard to get him to bed. He has gone over to the majority now. His sudden death a year ago came as a great blow to his family and a large circle of friends. Next to G. G., as intimate friends, came H. H. and F. K. They were in the company's service though not in the railway proper, but connected with the management of the hotel department. Of foreign birth, sons of a nation with whom we are now, alas! at war, they were youths of fine education, disposition and refinement, and I became greatly attached to each. H. H. preceded and F.

K. followed me to Ireland, where he (F. K.) still resides, honoured and respected, as he deserves to be. He and I, throughout the years, have been and are the closest of friends. Once, not very long ago, in a grave crisis of my life, when death seemed near, he stood by me with the devotion of a brother. My auctioneer friend (G. F.) was, perhaps, the most interesting man of our circle; certainly he possessed more humour than the rest of us put together. Fond of literature, with a talent for writing, he was a regular contributor to the Glasgow Punch, _The Bailie_.

But his greatest charms were, his dear innocence, his freshness of mind, his simple inexpensive tastes, his enjoyment of life, and his infectious laugh. In years he was our senior, but in worldly knowledge junior to us all. He lives still and is, I believe, as jocund as ever. Another of these Glasgow friends I must mention--a poet, and like Burns, a son of the soil. His name was Alexander Anderson. When first I met him he was in the railway service, a labourer on the permanent way, what is called a surfaceman in Scotland, a platelayer in England and a milesman in Ireland. Self taught, he became proficient in French, German and Italian, and was able to enjoy in their own language the literature of those countries. A Scottish n.o.bleman, impressed by his wonderful poetical talent, defrayed the expenses of a tour which he made in Italy and an extended stay in Rome, to the enrichment of his mind and to his great enjoyment. On his return to Scotland he published a book of poems.

In an introduction to this book the Revd. George Gilfillan wrote, "The volume he now presents to the world is distinguished by great variety of subject and modes of treatment. It has a number of sweet Scottish verses, plaintive or pawky. It has some strains of a higher mood, reminding us of Keats in their imagination. But the highest effort, if not also the most decided success, is his series of sonnets, ent.i.tled, 'In Rome.' And certainly this is a remarkable series." A remarkable man he was indeed; simple and earnest in manner, with a fine eye, a full dark beard and sunburnt face. Tiring, however, of a labourer's life and of the pick and shovel, he left the railway and became a.s.sistant librarian of Edinburgh University, and three years afterwards Secretary to the Philosophical Inst.i.tution of Edinburgh. He afterwards became Chief Librarian to the Edinburgh University. He died in the summer of 1909. He stayed with me in Glasgow once for a week-end, and on the Sunday afternoon we together visited a friend of his who lived near, a literary man, who then was engaged in writing a series of lives of the Poets for some publishing house. An interesting part of our conversation was about Carlyle with whom this friend was intimate, had in fact just returned from visiting him at Chelsea. He told us many interesting stories of the sage. I remember one. He was staying with the Carlyles, when Mrs.

Carlyle was alive. One evening at tea, a copper kettle, with hot water, stood on the hob. Mrs. Carlyle made a movement as if to rise, with her eye directed to the kettle; the friend, divining her wish, rose and handed her the kettle. She thanked him, and, with a pathetic and wistful gaze at Carlyle, added, "Ay, Tam, ye never did the like o' that!"

My first trip abroad was in 1883, and my companion, G. G. We went to Paris via Newhaven, Dieppe and Rouen, and at Rouen stayed a day and a night, and spent about a fortnight in Paris. We were accompanied from London by a friend I have not yet named, one who was well known in the railway world, Tony Visinet, the British Engineering and Commercial Agent of the Western Railway of France; a delightful companion always, full of the charm and vivacity that belong to his country. He took us to see his mother at Rouen, who lived in an old-fashioned house retired from the road, in a pleasant court-yard; a charming old lady, with whom G. G. was able to converse, but I was not. Tony Visinet's life was full of movement and variety. He had lodgings in London, and a flat in Paris, traversed the Channel continually, and I remember his proudly celebrating his fifteen hundredth crossing.

From childhood I had longed to see something of the world, and this excursion to Paris was the first gratification of that wish. Paris now is as familiar to me almost as London, but then was strange and new.

Rouen and its cathedral we first saw by moonlight, a beautiful and impressive sight, idealised to me by the thought that we were in sunny France. Little I imagined then how much of the world in later years I should see; but strong desires often accomplish their own fulfilment, and so it came to pa.s.s.

CHAPTER XIV.

TERMINALS, RATES AND FARES, AND OTHER MATTERS

Of course it was right that Parliament, when conferring upon the railway companies certain privileges, such as the compulsory acquisition of land and property, should, in the public interest, impose restrictions on their charging powers. No one could reasonably complain of this, and had it been done from the beginning in a clear, logical way, and in language free from doubt, all might have been well and much subsequent trouble avoided. But this was not the case. Each company's charging powers were contained in its own private Acts (which were usually very numerous) and differed for different sections of the railway. It was often impossible for the public to ascertain the rights of the companies, and well nigh impossible for the companies themselves to know what they were. These powers were in the form of tolls for the use of the railway; charges for the use of carriages, wagons, and locomotive power, and total maximum charges which were less than the sum of the several charges. In the Acts no mention was made of terminals, though in some of them power to make a charge for _services incidental to conveyance_ was authorised, and what these words really meant was the subject of much legal argument and great forensic expenditure.

In addition to the tolls and charges, the Acts usually contained a rough cla.s.sification of goods to which they applied. These were divided into from three to five cla.s.ses, and comprised some 50 to 60 articles. The railway companies, however, had in existence, for practical everyday use, a general cla.s.sification called The Railway Clearing House Cla.s.sification, and this contained over 2,700 articles divided into seven cla.s.ses.

The tolls and charges in the Companies' Acts were fixed originally in the old belief (to which I have before alluded) that railway companies, like ca.n.a.l companies, would be mere owners of the route; and when they became carriers and provided stations, sidings, warehouses, cranes, and all the paraphernalia appertaining to the business of a carrier, the old form was not altered, the charging powers remained as originally expressed in subsequent Acts, and the same old model was followed. For several years prior to 1881 complaints by merchants, traders and public bodies against railway rates and fares had become very common. The cry was taken up by the public generally, and railway companies had a decidedly unpleasant time of it, which they bore with that good temper and equanimity which I (perhaps not altogether an unprejudiced witness) venture to affirm generally characterised them. The complaints increased in number and intensity and Members of Parliament and newspaper writers joined in the jeremiad.

Parliament, as Parliaments do, yielded to clamour, and in 1881 a Select Committee was appointed by the House of Commons to inquire into railway charges, into the laws and conditions affecting such charges, and specially into pa.s.senger fares. It was a big committee, consisted of 23 members, took 858 pages of evidence, and examined 80 witnesses. At the end of the session they reported that, although they had sat continuously, time had failed for consideration of the evidence, and recommended that the committee be re-appointed in the next session. This was done, and the committee, enlarged to 27 members, took further evidence, and submitted a report to Parliament.

The gravest issue was the right of the companies to charge terminals, and the committee found that the railways had made out their case, and recommended that the right of the companies to station terminals should be recognised by Parliament. Further, the committee, on the whole of the evidence, acquitted the railway companies of any grave dereliction of their duty to the public, and added: "It is remarkable that no witnesses have appeared to complain of 'preferences' given to individuals by railway companies as acts of private favour or partiality." As to pa.s.senger fares, the committee reported that the complaints submitted to them were rather local than general, and not of an important character, but thought that it might be well for the Railway Commissioners to have the same jurisdiction in respect to pa.s.sengers as to goods traffic.

The railway companies thus emerged from this searching inquiry with credit, as they have done in the many investigations to which they have been subjected, and no high-minded and aspiring young railway novice need ever blush for the traditions of the service.

Before the committee Mr. James Grierson, General Manager of the Great Western, was the princ.i.p.al witness for the railway companies, and yeoman service he rendered. He presented the railway case with great ability, and his views were accepted on the important terminal question. In 1886 he published a book on _Railway Rates_, which was warmly welcomed by the Press and, in the words of _Herepath's Journal_, was "an exhaustive, able, and dispa.s.sionate _resume_ of all the conflicting statements, claims, and interests verging round the much vexed question of railway rates." Certainly he did much towards the ultimate settlement of the matter. Mr. Grierson was, perhaps, the ablest witness before Parliamentary Committees the railway service ever had, which is saying much. A leading counsel, during the luncheon interval, once said to him, "We feel small when we are cross-examining you. You know all about the business, and we can only touch the fringe of it." The great secret of Mr. Grierson's success was his mastery of, and scrupulous regard for, facts and his straightforwardness. Of his book he himself said, "My conclusions may be disputed, but no one shall dispute the facts on which they are based."

The committee recommended that Parliament, when authorising new lines, or extending the powers of existing companies, should have its attention drawn by some public authority to the proposed, and in the case of existing companies, to the existing rates and fares. They also recommended that one uniform cla.s.sification of merchandise be established by law; that the Court of Railway Commissioners be made permanent; and that the amalgamation of Irish Railways be promoted and facilitated. Thus the great inquiry ended; but public agitation did not cease. One or two attempts at legislation followed, but from one cause or another, fell through; and it was not until 1888 that the subject was seriously tackled by Parliament. In that year the _Railway and Ca.n.a.l Traffic Act_, of which I shall later on have something to say, was pa.s.sed.

On the appearance of the Report in 1882, it was recognised in railway circles that something _must_ happen regarding the eternal rates question, and the companies began to prepare themselves as best they could. It fell upon me to examine the many Acts of Parliament of the Glasgow and South-Western Railway, to collate the provisions relating to tolls, charges and maximum powers, to compare those powers with actual rates, to work out cost of terminal service, and to draw up a revised proposed scale of maximum conveyance rates and terminal charges. Deeply interesting work it was, and led, not very many years afterwards, to unexpected promotion, which I valued much, and about which I shall have more to say.

In the year 1880 a Scotch branch of the Railway Benevolent Inst.i.tution was established. Mr. Wainwright was made its chairman, and I was appointed secretary. He and I had for some time urged upon the Board in London the desirability of a local committee of management in Scotland.

The Inst.i.tution had a great membership in England, and was generously helped there in the matter of funds by the public. The subscription payable by members was small, and the benefits it bestowed were substantial; but railway men in Scotland looked at it askance: "the Board in London kenned little aboot Scotland and Scotch claims wouldna get vera much conseederation." Well, all this was changed by what we did. Soon a numerous membership succeeded to the few who on Scottish railways had previously joined the Inst.i.tution, and we had much satisfaction in finding that we were able to dispense substantial aid to many old and needy railwaymen and to their widows and orphans. Mr. Wainwright remained Chairman of the Branch till his death, and I continued Secretary until I left Scotland.

In 1883, after my return from Paris, I grew restless again, with a longing for more responsibility and a larger and freer life; with, perhaps, an admixture of something not so enn.o.bling--the desire for a bigger income. Never was I indifferent to the comforts that money can bring, though never, I must confess, was I gifted with the capacity for money making or money saving. The pleasures of life (the rational pleasures I hope) had always an attraction for me. I could never forego them, or forego the expense they involved, for the sake of future distant advantages. What weighed with me, too, was the fact that I was undoubtedly overworked and my health was suffering. It was not that my railway duties proper were oppressive, but the duties as Secretary of the Railway Benevolent Inst.i.tution in Scotland added considerably to my office hours, and at home I often worked far into the night writing for the several papers to which I contributed. Too much work and too little play was making Jack a very dull boy. I envied those officers, such as John Mathieson, whose duties took them often out of doors, and gave them the control and management of men.

My chief was as kind and considerate as ever, and I confided to him the thoughts that disturbed me. Warm-heartedly he sympathised with my feelings. He himself had gone, he said, through the same experience some twenty years before. The prospect of promotion at St. Enoch, he agreed, seemed remote; the princ.i.p.al officers, except the engineer, were young or middle-aged; and he himself was in the prime of life. He did not want to lose me, but I must look out, and he would look out too. At last the opportunity came, and it came from Ireland. The Belfast and County Down Railway Chairman, Mr. R. W. Kelly, and a director, Lord (then Mr.) Pirrie, were deputed to see half a dozen or so likely young applicants in England and Scotland. I was interviewed by these gentlemen in Glasgow, was selected for the vacant post of general manager, and in May, 1885, removed with my family to Belfast, and entered upon my duties there.

Lord Pirrie is a great shipbuilder of world-wide fame. I was not long at the County Down before I discovered his wonderful energy, his marvellous capacity for work, his thoroughness, and keen business ability. I always thought that at our interview at Saint Enoch he was as much impressed with the order and method which appeared in the office of which I had charge as by anything else. I showed him everything very freely, and remember his appreciation and also his criticism, of which latter, as I afterwards found, he was at times by no means sparing, but if sometimes severe, it was always just and salutary. How little one foresees events.

Not long had I left Glasgow before unexpected changes occurred. In 1886, Mr. Wainwright took ill and died; soon after Mathieson went to Queensland; and in less than eight short years three general managers had succeeded Mr. Wainwright.

They were good to me when I left Glasgow. I was presented with a valuable testimonial at a banquet at which Mr. Wainwright presided and at which my good friend, G. G., made a fine speech. It would be idle for me to say that the warm congratulations of my friends, the prospects of change, and the sense of new responsibilities, did not delight and excite me. But a strong measure of regret was mixed with the pleasurable draught. I was greatly attached to my chief, and keenly felt the parting from him. He felt it too. When it came to the last handshake words failed us both.

The Nestor of the Glasgow and South-Western Railway was Andrew Galloway, the chief engineer. A Nestor he looked with his fine, strong, grave features, abundant hair, and flowing beard. He was a very able engineer, but had many old-fashioned ways, one of which was an objection to anyone but himself opening his letters, and when absent from his office they would at times lie for several days untouched. If remonstrated with he was quite unmoved. He had a theory that most letters, if left long enough unanswered, answered themselves. In me he always showed a fatherly interest, and sometimes chided me for talking too freely and writing too much. His last words when he bade me farewell, and gave me his blessing were, to remember always to think twice before I spoke once.

On the very day I was a.s.sured of my appointment as general manager for the County Down Railway I discarded the tall silk hat and the black morning coat, which for some time had been my usual business garb, as it was of many serious-minded aspiring young business men in Glasgow. Mr.

Galloway asked me the reason of the change, which he was quick to observe. "Well," said I, "I have secured my position, so it's all right now." Never since, except in London, have I renounced the liberty I then a.s.sumed; the bowler and the jacket suit became my regular business wear, and the other habiliments of severe respectability were relegated to churchgoing, weddings, christenings, and funerals and other formal occasions.

CHAPTER XV.

FURTHER RAILWAY LEGISLATION

In Chapter IX., at the outset of my Glasgow and South-Western service, I reviewed the public Acts of Parliament pa.s.sed since the beginning of railways down to the year 1875, and it may not be amiss to notice now the further railway legislation enacted up to 1885.

The first measure of importance was the _Railway Returns (Continuous Brakes) Act_, 1878. The travelling public had for some years been sensitive regarding railway accidents which, though infrequent, nevertheless occurred much oftener then than now, and were more serious in their results. The matter of their reduction began to receive the serious attention of railway engineers and inventors, and among many appliances suggested was the system of continuous brakes. In June, 1875, a great contest of brakes, extending over three days, in which trains of the princ.i.p.al companies engaged, took place on the Midland railway between Newark and Bleasby. A large number of brakes competed--the Westinghouse, the Vacuum, Clarke's Hydraulic, Webb's Chain, and several others. It is recorded that at the conclusion of the trial, each patentee left the _refreshment tent_ satisfied that his own brake was the best; but Time is the great arbiter, and _his_ decision has been in favour of two--the Automatic Vacuum and the Westinghouse, and these are the brakes the companies have adopted. The Act required all railway companies to submit to the Board of Trade, twice in every year, returns showing the amount of rolling stock fitted with continuous brakes, the description of brake and whether self-acting and instantaneous in action.