Ups and Downs in Railway History
Page 29
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Roman Chariots Ran Upon Road "Rails," Queen Elizabeth Saw "Rayle-ways" for Coal, Now Motorways are the Objective
By
'Tantalus" SOME days ago a luncheon was held in celebration of the 21st anniversary of the formation of the four mainline railway companies. • Several Cabinet Ministers' were present and messages of congratulation were received from His Majesty the King and the Prime Minister. Such strong support clearly indicates the powerful -political influence surrounding the railway companies. It is fitting, perhaps, at this juncture to turn back the pages of history in an effort to find out how railways came into being.
First, reference must be Made to the Romans, who had " railways " in their own country, as also in this, although they were not then called by that name. They were built and used for precisely the same-purposes as they am used at thepresent time. The Roman roads were so constructed that the transport in use at that period Could travel quickly between the various camps. These roads were made as straight as possible and in order that the vehicles, mainly chariots, might run with ease and speed long rails of oak were laid as a form of wheel track, In fact some of this oak was found during excavations in the Watling Street a few years ago, and upon the " rails "was discernible the wheelmarks of the Roman chariots.
• In the reign of 'Queen Elizabeth, when .many of the Roman chariotWays had been forgotten, roads Were needed badly for the conveyance Of coal from the pits to :the waterways. Instead of making new roads the Roman idea of wooden railways was adopted and these " rayleways," as they were called, were laid down in several counties. -Some 200 years later iron plates were used 'to prolong the life of the track, which, in ' consequence, became known as a "plate-way." The name platelayer, by which the men who laid the plates were called, has survived to the present day. At a later date came what • was called The " edge-railway," which, in fact, is the type in use to-day, although in greatly improved form.
An interesting fact is that there were many railways in use before George Stephenson built, Tirst, the Stockton and Darlington and; later, the Liverpool and Manchester railways. These were public 'railways, whereas the earlier ones had been constructed to serve collieries and quarries. Although locomotives Were employed before Stephenson built the famous "Locomotion " this was the first engine to run on a public railway. From these beginnings railway Construction entered upon an era of progressive development, passing from stage to stage, to emerge eventually in the system as we know it to-day.
Railway Revolution in Past 20 Years
Most of the railways were built by' comparatively small 'companies, all working independently of each other, with the result that in. recent limes, and in face of competition With road transport, it became apparent that there • Were too many railways. Some 20 years ago there were in existence throughout the country' more than 130 separate companies, many Competing with each other and operating services at a loss. In January, 1923, a new page was il-aitten in British railway hiatory, for on that date there Came into being an Act •of Parliament whichresulted in the railway conipanies being organized into six groups, consisting of four-main and two considerably smaller ones. These latter are composed 'of the underground and tubes and joint lines, i.e., railways in which two or more of the Original con-ipanies are concerned. The grouPing, undoubtedly, has been advantageous in helping to' reduce working costs and in saVing wasteful competition.
y•It should be recdunteel that lit Comparing the services
afferded tife'railWaVs in the -days' prior to the amalgafnatiori, aS'Agaiitst those provided during the past 20 years;: there is weighty opinion ` that the 'change 'did not'resu#,kn' goifie of—the anticipated benefits being realized. •Prior to the formation of the groups" competition for traffic Was intensely keen. For example, each cornpaoy employed
roundsmen or canvassers who called at commercial establishments as frequently as two and even four times during the day, in order to secure consignments. It was quite common for firms to obtain at the shortest notice the services of a van which, in those days, was horse-drawn. In the event of any such request being refused it was necessary merely to telephone a competing company in order to secure the requisite.facilities. Without question, trade and commerce benefited appreciably by the keen rivalry and competition which then prevailed.
In those days goods as well as passenger transport was cheap, a fact which had direct bearing on the cost of living. Of course the railway companies felt badly the strain of the past war and, to a considerable extent, the effects remained. During that period, quite apart from being fully extended on the home front, large quantities of locomotives and rolling stock were sent overseas to serve the lines of communication. So when the war ended the companies were poorly equipped to meet the demands of industry and were unable to provide an adequate and satisfactory service. In place of the former soliciting for traffic there developed a spirit of '' take it or leave it coupled with an attitude of indifference and independence. It seemed, rather, as though the companies found the circumstances -beyond them.
Traders' Appreciation of Road Transport
The difficulties of the situation were accentuated by the advent of road haulage which, after the past war, entered the transport field as a competitor, offering a speedier service at cheaper rates. Such an opportunity was -not to be missed by the trader, who easped with both hands the opportunity afforded by an alternative service. At this stage, and in spite of the challenge, the railway com
panies did not appear to be too perturbed. Apparently they considered their position sufficiently strong to prevent their being seriously affected by the new developments. How wrong they were; for the progress and growth of road transport constitute one of the outstanding achievements of modern times.
Eventually the railway companies were faced with the problem of a serious drop in receipts which they considered to be mainly through the loss to road transport of a proportion of their goods and passenger traffic, of which there was little prospect Of recovery. In an endeavour to retrieve the position the Road Traffic Act, 1930, and the Road and Rail Traffic Act, 1933, were passed. • Even these measures failed to' restore' the lost traffic or to provide the anticipated financial gain. Trade and commerce, having enjoyed the benefits of regular and' efficient road services, were not prepared to return to former conditions.
The next move on the part of the railway companies was the launching of the Square Deal campaign, which is still sufficiently well-remembered to render, unnecessary any detailed reference. In spite of the intensive propaganda and publicity against road transport' which penetrated to all parts of the country, the transport position, from the rail point of view, was Still unsatisfactory. The newer form of transport More than held its own, and its place in the commercial and economic life of the nation remained unshaken.
There came a day when the members of the road haalage industry learned, not without surprise, that conversations had taken place between representatives of road and rail, the purpose of which was to explore the possibilities` Of co-operation b_etween the—two forms of -transport. There was born the Road and Rail Central Conference,-' the 'creation of Nk'hiCh still provides a subject for controversy isb:sitiuri of the railway: companies is well known, so far as it has been favourably effected by the war. What two Acts of Parliament and the Square Deal campaign failed to achieve, the war has succeeded in accomplishing.