Page:The Working and Management of an English Railway.djvu/283

 Taking the classes separately it will be seen that while the average receipts per passenger train mile from first class passengers fell in the later period to about one-half what they were in the earlier period, and the second class to about one-third, the receipts from third class traffic were nearly doubled.

But it must not be forgotten that during the last fifteen years other causes, besides the conveyance of third class passengers by all trains, and the reduction of the fares, have been at work in the direction of increasing the cost of the service, and reducing the profits from the conveyance of passengers.

In the first place, there has been a great increase in the speed of the trains generally, and particularly in that of the express passenger trains. For example, in 1872 the fastest trains between London and Liverpool, 201¾ if miles, performed the journey in 5¼ hours to 6 hours, while now it is accomplished in 4½ hours. Between London and Manchester, 188¾ miles, the shortest time occupied was 5 hours, while now the distance is covered in 4¼ hours. Between London and Birmingham, 113 miles, one train ran in 3¼ hours, but the others were much longer on the road, while to-day the fast trains all perform the journey in 2¼ hours. But the most remarkable development in the rates of speed is found in the running of the express trains between London and Scotland; and as regards these it will be a sufficiently striking illustration to mention that the 10. a.m. Scotch Express from London which, in 1872, reached Edinburgh at 9.10 and Glasgow at 9.30 p.m., now starts from London at the same time but is timed to reach Edinburgh at 6.30 and Glasgow at 6.45. The journey to Edinburgh is thus performed in 8½ hours, and to