y
interesting to glance over its pages, and in doing so it will be found
that the fastest speed in all cases but one falls far short of that which
obtains at present. The following table will show what the alteration has
been:

_________________________________________________________________
| 1849. | 1884. |
|Speed miles|Speed miles|
| per hour. | per hour. |
-----------------------------------------+-----------+-----------+
Great Western--London to Didcot. | 56 | -- |
" " to Swindon. | -- | 53 |
North-Western--Euston to Wolverton. | 37 | -- |
" Northampton to Willesden. | -- | 511/2 |
South-Western--Waterloo to Farnborough. | 39 | -- |
" Yeovil to Exeter. | -- | 46 |
Brighton--London Bridge to Reigate. | 36 | -- |
" Victoria to Eastbourne. | -- | 45 |
Midland--Derby to Masborough. | 43 | -- |
" London to Kettering. | -- | 47 |
North-Eastern--York to Darlington. | 38 | -- |
" " | -- | 50 |
Great Eastern--London to Broxbourne. | 29 | -- |
" Lincoln to Spalding. | -- | 49 |
Great Northern--King's Cross to Grantham.| -- | 51 |
Cheshire Lines--Manchester to Liverpool. | -- | 51 |
-----------------------------------------+-----------+-----------+

With this problem then before them, increased weight, increased speed, and
increased duty, the locomotive superintendents of our various railways
have designed numerous types of engines, of which the author proposes to
give a brief account, confining himself entirely to English practice, as
foreign practice in addition would open too wide a field for a single
paper.

Commencing then with passenger engines for fast traffic, and taking first
in order the Great Western Railway, we find that it holds a unique
position, as its fast broad gauge trains are worked by the same type of
engine as that designed by Sir Daniel Grooch in 1848, although, of course,
the bulk of the stock has been rebuilt, almost on the same lines, and
rendered substantially new