It's Who Knows You - Promotion Amongst Victorian Railway Clerks

Britain’s railways have two stories that run like a thread through them. On the one hand, there were the events that took place in the head offices and amongst senior managers that shaped what actually happened on the railways. On the other, there were the myriad of stories that played out at stations, yards and on trains around the network amongst railway employees. Therefore, the role of the railway historian is to either choose to focus on one aspect of these tales, or, to look at their interaction.

This fact was brought to mind when, on visiting the National Railway Museum’s (NRM) archive on Monday, I looked at a book by W. Buckmaster called Railway Reminiscences. Produced after his retirement in 1937, this small pamphlet detailed his career as a member of the clerical staff of the London and South Western Railway (L&SWR) and his subsequent rise into management. Indeed, it was his management activities that consistently brought to my mind the diary of another L&SWR clerk, Sam Fay (Shown), which I have in my possession. What was interesting was that Buckmaster showed how senior managers approached the promotion of clerks within the company, while Fay’s diary starkly detailed the strains, pressures and hopes that clerks had while trying to gain these promotions. Thus, what I have now is a view of promotion amongst the L&SWR’s clerical staff from those being promoted and those doing promoting.

Buckmaster started his L&SWR career in 1875 when he became a clerk in the company’s Goods Department. After spending seven years at what he called his ‘home station,’ he then became a clerk at a ‘busy goods depot’ for another seven. He then spent three years as a relief clerk, was posted at the Superintendent of the Line’s office in around 1892 and was appointed ‘Chief of the Traffic Department Staff’ a few years later.

Thus, for the five years that Buckmaster was in this post he was the man who best understood the Traffic Department’s staff from a management perspective, gaining ‘a thorough insight’ into the staff’s ‘character, temperament, disposition etc.’ Thus, with such knowledge he was seemingly the one who had control over clerks’ career paths as it enabled him to ‘form an opinion as to their fitness and ability to undertake other and more responsible duties as and when vacancies occurred.’ Subsequently, he controlled ‘to a great extent their destinies.’[1] This suggests that single senior managers had the most say in who was promoted within the Traffic Department. Furthermore, the recommendations that these managers made as to who should be promoted were simply based on their subjective opinions of individuals’ suitability to fill vacancies.

But what about the process clerks went through in applying for jobs? While some were clearly approached directly to fill positions within the Traffic department by senior management, as Buckmaster himself was,[2] evidence from Sam Fay’s diary, written during his time as a clerk in Kingston, shows how the L&SWR’s clerical staff went about applying for positions (If you would like to know more about Fay’s life at the time see HERE.)

Firstly, within the company there was seemingly a network whereby individuals would acquire knowledge about vacancies, whether it were through letters, news stories or through word of mouth. Thus, on the 25th February 1878 Fay, who was looking to advance his career at this point, ‘asked Mr Pettit [the station master] on Friday if he had any objection to my applying for Queen's Road as I heard the Chief Clark was about to leave.’[3] Additionally, in April 1879 F. Mears, Agent at Bournemouth died. Such was the dissemination of this knowledge that Fay reported that there was ‘over 100 applications for the latter job.’[4] Of course, occasionally information regarding potential opportunities was received too late for vacancies to be applied for. When in November 1879 a vacancy came up at Reading, Fay applied. However, a Mr Goffe in the General Manager’s office replied to Fay’s application stating that ‘Stacey late agent at Midhurst had been appointed there.’[5]

However, what is evident from diary is that while there was an internal labour market, whereby individuals applied for jobs en masse and competed for vacant positions, a clerk’s chances were more likely to be shaped by the knowledge that those above them in the management hierarchy had. Indeed, this confirms Buckmaster’s assertion that senior managers were key to clerks’ promotional prospects. In October 1878 Fay ‘asked the governor his opinion about applying for vacancies caused by the opening of Holsworthy line.’ However, because Petit was ‘strongly against [him] applying,’ he gave up the idea.[6] Indeed, there is evidence that Station Agents had some sway over who left their stations and on the 25th February 1878 Fay ‘asked Mr Pettit on Friday if he had any objection to my applying for Queen's Road as I heard the Chief Clark was about to leave.’[7] Lastly, in August 1879 Fay himself went up to see the company’s General Manager, Archibald Scott, about a vacancy at Andover if ‘Lawrence goes to Midhurst.’[8]

Thus, Fay’s superiors, from his direct line manager, Petit, to the General Manager of the company, Scott, all played a part in advancing or holding his back is career. Therefore, within the late Victorian railway company, while competition for posts clearly existed, career advancement was more dependent on how superiors thought of individuals, how aware they were of them within the organisation, and their subjective opinion of their abilities. Indeed, this puts a ‘human’ element into the studies of social mobility within the Victorian railway, which have seemingly only seen career advancement as a logical outcome of good education and start-of-life opportunities. Indeed, this small study has shown that it wasn’t always what you knew or who you knew that got you advanced, rather, it was who knew you that sometimes did the trick.

[1] Buckmaster, W. Railway Reminiscences, (London, 1937), p.7
[2] Buckmaster, Railway Reminiscences, p.4
[3] William Fay Collection [WFC], Sam Fay's Diary, Monday, 25th February 1878
[4] WFC, Sam Fay's Diary, Tuesday, 22nd April 1879
[5] WFC, Sam Fay's Diary, Tuesday, 28th November 1879
[6] WFC, Sam Fay's Diary, Wednesday, 16th October 1878
[7] WFC, Sam Fay's Diary, Wednesday, 16th October 1878
[8] WFC, Sam Fay's Diary, Monday, 25th February 1878

The Magazine Adverts of British Railways after World War One

After World War One the railway companies of Britain were not in a good state. However, after four years of being overworked they were faced with an old problem returning. Between 1900 and 1914 the number of passengers and goods the railways conveyed had levelled off, after a period of massive growth between 1870 and 1900. Naturally, under the stresses and strains of the wartime environment the traffic on the railways had increased dramatically. However, as the after-effects of the conflict started to die down, they were faced with the traffic problems of the pre-war period returning. This fact was highlighted when I looked at issues of Railway Magazine from September and November 1919, and February 1921. In these magazines the railway companies advertised services that they hoped would contribute to alleviating the faltering growth in traffic.

The first thing of note is that the adverts can be divided into two categories. Firstly, there were those that advertise the passenger services that the companies provided, and, secondly, there were those in which they advertised space alongside the railways for businesses to set up.

Interestingly, adverts for the companies’ passenger services were limited in number in the 1919 editions, coming from the Underground and the The Lancashire and Yorkshire Railway (L&YR). The Underground advertised ‘The Services to the Countryside,’ referencing that they, and ‘allied services,’ could convey individuals to ‘the Northern Heights, the Southern Downs, the forests in the east, the wooded plains and river-side in the West are all served partly and daily but mostly at weekends.’[1]

The L&YR’s advert for ‘Summer Season’ traffic in 1919 wasn’t so much an advert, as it was a warning. In rather stern tones it stated that ‘All passengers to the Blackpool and Southport districts on Saturday, September 6th will be required to obtain their tickets in advance.’[2] Indeed, ‘Passengers from Blackpool and Stations to Lytham travelling to Preston and beyond on Saturdays and Mondays, up to and including September 15th, must obtain a special ticket authorising them to travel by a specific train.’ The reason for the these harsh rules is unclear, however, after the wartime conditions it is quite possible that the resources that the L&YR had at their disposal to marshal unexpected passengers was diminished and, therefore, the company wished to be able to plan their operations more carefully.

The small number of adverts advertising passenger services can possibly be put down to the fact that many men were still in uniform at this time and that they were unavailable to travel for leisure, and that wartime conditions for all were still in place. Furthermore, with passenger levels still buoyant given wartime conditions were mostly still in place, the railway companies perhaps did not feel the need to advertise their services in such a manner. However, by the February 1921 edition it is clear that the companies were now trying to capture passenger traffic that was being challenged by passengers moving to trams and the beginnings of motorcar ownership.

The Great Central Railway (GCR) was advertising their ‘Health and Holiday Resorts Guide.’ The London, Brighton and South Coast Railway (LB&SCR) were promoting their ferry services which, in their words provided ‘The shortest and most comfortable route to France, The Riviera, Switzerland, Italy, Pyrenees, Spain and All Parts of the Continent.’ The South, Eastern, Chatham and Dover Railway (SEC&DR) were doing the same, and were also claiming that they provided ‘the shortest sea routes to the continent.’[4] Indeed, the Great Eastern Railway (GER) was also following suit, although its only claim was that it had ‘the most luxurious steamers between England and the continent,’ presumably because in no way could they argue they had ‘the shortest routes.’[5] Lastly, the L&YR was advertising its ‘Exchange Station Hotel, Liverpool,’ and was in its estimation the ‘nearest First Class Hotel to the Landing Stage, exchanges, and Principal centres of Business.’[6] Lastly, the Metropolitan Railway and the GCR were advertising housing developments near their railways where individuals could live, which would assure the railway companies of their patronage.

Throughout this period the railway companies were also trying to capture the more goods traffic through indirect means. In the all editions of Railway Magazine they advertised the lands adjoining or near to their lines that could be purchased by businesses. Some of their land was the companies’ own, but mainly they compiled registers which individuals could consult of those wishing to sell land or properties. The London and South Western Railway’s (L&SWR) notice stated that ‘if you require premises or land for business development, write giving particulars and we may be able to put you in touch with just what is wanted.’[7] Thus, in the September 1919 edition, the GCR, Midland and South Western Junction Railway, Kent and East Sussex Railway, East Kent Railway, Shropshire and Montgomeryshire Railway, Weston, Clevedon and Portishead Railway, GER, Rhondda and Swansea Bay Railway, SE&CR, London & North Westen Railway, L&SWR and the Great Western Railways were all advertising these services.[8]

These advertising campaigns were logical for the railway companies to engage in, as by putting potential purchasers of land in touch with sellers who were close to the railways, they would keep business near the railways and capture the trade emanating from them. In addition, it allowed the railways to be far more aware of what businesses were in their operational sphere and they could than manage their requirements better. Of course, in the period before the war businesses would have naturally set up near railway lines as the railway companies dominated to freight transportation market. However after the war the expansion of road haulage firms, using sold-off ex-army vans, began to challenging the railways’ dominance in transport services. Thus, the adverts and the property registers were a way of counter-acting this new threat to their businesses.

Thus, in the post-war period (and at other times) what the railways advertised and how they went about it was shaped by what the state of the business environment they were operating in.

------------------

[1] The Railway Magazine, September 1919, p.vi
[2] The Railway Magazine, November 1919, p.v
[3] The Railway Magazine, February 1921, p.ii
[4] The Railway Magazine, February 1921, p.iv
[5] The Railway Magazine, February 1921, p.vii
[6] The Railway Magazine, February 1921, p.vi
[7] The Railway Magazine, September 1919, p.vi
[8] The Railway Magazine, September 1919

Canadian Mortgage Rate Forecast

Canadian Mortgage Rate Forecast





Good Afternoon and Happy First Day of Summer!

Over the past few months, major economists have backpeddled on their rate hike predictions.

Not long ago, the consensus of economists was projecting a July 19 increase. Now, those same analysts aren't looking for a rate bump until this fall...or later.

A slew of factors justify a deferral of rate increases, including:

* A parade of weak economic data from the U.S.—our key trading partner
* Core inflation that remains manageable
* Global economic risks
* Debt-laden consumers that are only cautiously spending
* A U.S. housing market that's double-dipping
* U.S. unemployment that may be structurally and permanently elevated
* A Canadian dollar that is still acting as a brake on our economy.

For reasons like these, TD Bank became the first major bank last week to predict the Bank of Canada would stand pat on rates through 2011. Depending on how the next rounds of economic data look, other banks may follow suit.

Then again, the rate picture can and does change.

BMO says: "...it is too soon to dismiss the possibility (of rate hikes in 2011)."

BoC chief Mark Carney recently said: "...The expectations, both in the medium term and sooner than the medium term, is that rates are not going to stay at these unusually low levels."
What is the connection between sales success and the way you think?

The connection is direct, very real and scientifically documented.

Dr. Martin Seligman, a University of Pennsylvania psychologist, did studies on how optimism bolstered sales productivity at Met Life, an insurance company. Seligman found that optimists sold 29% more insurance in their first year than their more pessimistic peers and 130% more in their second year.*

In order to examine the mind - success connection, let us begin by explaining some of the facts and features about your mind and how they impact your life and sales career. Some examples of how your mind works:

1. Your thoughts lead to your feelings, your feelings lead to your actions and your actions determine your results in life.

Thoughts > feelings > actions = results

This is the most important application of the law of cause and effect in your entire life.

2. You also have two minds, the conscious and the subconscious.
• One feature of the conscious mind is that it can only hold one thought at a time.
• One feature of your subconscious mind is that it forces you to act in a manner consistent with your dominant thoughts, beliefs and goals.
This magical power you have within you I call "the consistency force".

What does that mean about being successful in sales? Lots!

Examine the types of feelings you need to experience in order to be successful in sales compared to the feelings that would undermine your sales success: (remember feelings trigger actions and actions = results)

Winner vs. Struggler
Confident Fear
Optimistic Negative
Hopeful Hopelessness
Strong Weakness
Passion & Drive Confused
Perseverance Defeated
So what is the solution to more sales success?

Control your thoughts by design so that they generate the feelings you need to take the actions necessary for you to be an amazing sales person.

FACT: You need to feel certain things (the Winner list above) in order to take the necessary actions that = sales success.

QUESTION: So why don't you just grow those feelings?
I do and so do many highly successful mortgage professionals I have spoken with. You have a choice; you can purposefully choose to think thoughts that make you feel like a winner or you can choose thoughts that hold you down. (Struggling list)

You are free to choose what you think every minute of every day. Now the $640,000 question is what are the thoughts that will make you feel like a winner?

Here is a small list of examples. Make up your own to suit yourself, pick your 3-5 favorites and then think about them all the time**.
• I make abundant sales in any market
• I offer good value
• Things are looking great today
• I am super fit and healthy
• I can do this better than anyone
• I am energized
• I am great at prospecting
Avoid negative thoughts. Avoid dwelling on poor current results (if this applies) and instead think about exciting goals, what you really want to achieve in sales and your mind will lead you there courtesy of your consistency force.

To Your Success! Jared Dreyer
604 649-5991
www.dreyergroup.ca
jared@dreyergroup.ca


* Working with Emotional Intelligence Daniel Goleman Pg. 128
** All the time means all the time – purposefully repeat those key thoughts to yourself throughout the day.
Attributed writer: Chris Bennett. The Interview Dr.





________________________________________
About Dreyer Group Smiles

Dreyer Group Smiles is a program dedicated to giving to facilities that provide safe and transitional housing to children and youth in the Fraser Valley of British Columbia. By providing funds to these programs, Dreyer Group will make a meaningful difference to kids who otherwise may not have a roof over their heads, or hope for a bright future.
Dreyer Group hopes to expand this effort through their clients and business partners. In addition, they plan to raise additional funds through annual events and corporate fundraising initiatives. Dreyer Group is working closely with the Salvation Army to allocate these funds to the children and shelters.


About Dreyer Group Mortgages, A Member of the VERICO Brokers Network

As a senior mortgage consulting team with extensive experience in the financial services industry and thousands of happy clients throughout the Lower Mainland, we understand what it takes to build long-term relationships through service and expertise. As an independent brokerage, we are not restricted to one financial institutions mortgage options. We provide the best range of financing solutions by accessing over 40 lenders and hundreds of products coast-to-coast.

Each VERICO member is an independently owned and operated business.
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ABOUT JARED

Jared has built his business based on a passion and commitment for delivering exceptional client service. He has provided superior financing solutions to thousands of happy clients over the past 18 years.

As a Government Relations Committee Member of the Canadian Association of Accredited Mortgage Professionals (CAAMP), Board Member and Director of the Mortgage Broker Association of BC (MBABC) for the past 2 years, Chairing the Education and Public Relations Committee, Board Member of the VERICO National Advisory Council and Director of the Mortgage Brokers Institute of BC (MBIBC), Jared works diligently to accomplish positive change within the mortgage industry.

Jared also sits on the Board of the White Rock South Surrey Chamber of Commerce and is a member of the Vancouver Board of Trade.

A strong believer in community, Jared has been very active in setting up business partnership programs for local business as well as giving initiatives to children’s’ charities locally and throughout the Fraser Valley and Metro Vancouver.

When Railway Clerks Went to Work - The Entrance Age of Victorian Clerks

It is generally understood that in the late Victorian period most individuals started their railway careers shortly after leaving school. However, what is not so commonly recognised is that different employment practices were in place earlier in the period and many started their railway careers at later points in their lives. In this post I will examine the ages that clerks on the London and South Western Railway were appointed (L&SWR) to their first posts between 1840 and 1910. It should be noted, that I have also included in this study all cases where individuals were appointed to positions on the clerical career ladder, including junior clerks, chief clerks, goods agents and station agents.

The table below shows the age at which 200 clerks with surnames beginning with ‘A’ or ‘B’ were appointed to the company’s staff. Figures for the period 1880 to 1899 were unavailable as I have not photographed the records yet.

Of the 200 individuals in the sample, 148 (74%) were appointed under the age of 20. Thus, it can be inferred that majority of the clerks joined the company after leaving school. However, evidently, the likelihood that new clerks would be from this age group increased. So, in the 1840s only two new clerks, or 15.38%, of the 13 appointed in the decade were under 20. However, in the 1850s this proportion had risen to 29.63% (8 out of 27 appointed), in the 1860s it was 69.6% (39 out of 56 appointed) and in the 1870s it was 93.24% (69 out of 74 appointed). Lastly, after 1900, 100% of all new clerks were under the age of 20.

Conversely, the number of clerks of older ages declined. In the 1840s and 1850s the table shows that clerks were being appointed at a diverse range of ages. Indeed, in the 1840s 46.15% (6 out of 13 appointed) were appointed above the age of 30, and this had increased in the 1850s to 48.15% (13 out of 27 appointed). This would suggest that the majority would have had employment elsewhere beforehand, and this may have been in clerical positions either within other railway companies or other industries.

However, after 1860 the proportion of clerks appointed who were above 30 years of age declined. In the 1860s they constituted only 8.9% of all appointments (5 out of 56 appointed) and in the 1870s the proportion dropped to 2.70% (2 out of 74 appointed). Considering all clerks after 1900 were appointed in their teens, this indicates a change occurring in railway company employment practices over the period

In the early railways there were no railway professionals. Railway company managers, who had very little idea how to manage their new, but complex, businesses, looked to external sources to find the talented individuals needed to undertake the clerical and administrative work. Thus, while the L&SWR clearly did employ teenage individuals as clerks where available (possibly because they were cheaper), experience was a much more valued attribute at the time. However, as the L&SWR’s business matured and developed, it started to develop its own staff and turned less and less to external sources for labour. Indeed, the company increasingly opted for employing younger and younger individuals.

Thus, within the L&SWR was formed an ‘Internal Labour Market’ (ILM) whereby the company internalised a process, that of recruitment, that had previously occurred externally. The benefits of this for the company was that the cost of searching for labour was reduced and managers could be certain that the time taken training young clerks would not be wasted. For the clerks, the reduction in entrance ages meant that those entering the company later in its history would have far more structured careers ahead of them, good job security, the possibility of reaching management positions and, unless they did something wrong (and they did – see here), have employment for life.

Your Mortgage Up For Renewal?

I have a few questions regarding mortgage renewals that I would like feedback on from Dreyer Group Mortgages (DGM).

If one enters into a variable rate mortgage, how quickly or efficiently do your mortgage brokers inform the mortgage holder of rising rates? The lender by regulation has send you a notification by mail, showing you when mortgage rates go down or up and what your next payment will be. However they do not advise you of opportunities to save money on your mortgage. At Dreyer Group Mortgages, we continue to monitor all our clients mortgages and make phone contact if we identity an opportunity for our clients to save money on their mortgage. Also our team is in contact with you throughout the life of your mortgage and we are available anytime should you have any questions. Our goal at Dreyer Group is to make you mortgage free as soon as possible. How difficult are your brokers to contact after a mortgage has been placed with DGM? We have a team of licensed mortgage brokers.Our office is open regular business hours (Monday to Friday 9-5) and you can call anytime. We always have staff to answer any questions or concerns. What generally is the notification method? We send mailer notifications to your home, email and phone calls. We also have our website, face book, twitter and a blog site for you to stay up to date with what we are doing when ever you choose.

What steps are required for a mortgage renewal application? It is a simple application process that takes 10 minutes to complete. You can do this on the phone, by fax (completing our hard copy application attached) or online at http://www.dreyergroup.ca/apply-online/ Is there an exhaustive questionnaire and approval process for renewals? No, we work hard to make the mortgage approval process as simple as possible. We start by taking the application, pulling a credit bureau, shopping your mortgage for the best rate and product, present those options to you, submit the mortgage to the lender and collect any documentation the lender requires i.e. proof of income, property assessment and depending on the loan to value of the property, we may have to get an appraisal.

How soon can a renewal be processed? Depending on the lender we place your mortgage with, it is typically 2 weeks. Once we have the necessary documents from you, the process can be expedited.

Please provide rates for the following terms as soon as possible:
3 & 5yr variable, closed; 2 & 3 yr fixed terms. Regarding rates and products, it’s best to speak to you about your future plans and goals, we can then assess what products and rates would work best to help you reach your goals. But here are the rates you requested, 3 year variable, is Prime -.80 (2.2%) 5 year variable, is Prime -.90 (2.1%)
A 2 year fixed is currently 3.25%, 3 year fixed is 3.35% * Rates are subject to change and OAC

Pay Off Your Mortgage?

Pay Off Your Mortgage Faster Apply Now Online Get An Instant Mortgage Rate Quote
If you are considering a great way to invest, looking at your mortgage is a solid place to start. Paying down even a small portion of your mortgage can equate to an incredible savings over the life of your mortgage.

Mortgage Prepayment Options

There are a number of ways to pay off your mortgage faster. Below are some of them. Keep in mind these may vary depending on your particular circumstance. That is why it is very important to review and understand the prepayment privileges of your mortgage before you agree to the mortgage term.

The majority of the lenders allow you to make lump-sum payments to your mortgage between 10%-25% per year based on the value of your mortgage. Some allow you to pay based on the original amount of your mortgage allowing an even higher lump sum payment. Canadian mortgages are set up in such a way that you pay for the most interest in the first years and less as the mortgage decreases. That is why it is even more critical to get a jump-start on your mortgage and pay as much as you can early on.

‚Another great feature on many mortgages is the option to increase your regular monthly payment. Some lenders go as far as allowing you to double your payments per month but many allow increases of 15%. If you had a $1000 payment and increased it by just $150.00 per month, you could reduce your mortgage amortization by as much as 5.5 years on a $200K mortgage.

The nice thing about this option is you could start out making your required payments but if you get a raise at work or come into extra income for example, you can increase your monthly mortgage payments anytime. If you end up finding the new payments too much, in most all mortgage terms, you can go back to your original payment anytime. Many clients will choose a lower payment to be secure (say for example, you are in a high risk or lay-off industry) and increase it depending on your financial situation. This approach makes saving – paying down your mortgage – easier than trying to save for an annual lump sum payment.

ƒAnother factor to consider is when you can make a lump-sum payment. Some mortgages allow prepayments during the year, while others permit it only on the anniversary date. Still others allow you to make prepayments on the day you make your regular payment.

„Your mortgage can also be paid off faster by simply choosing a weekly payment vs. monthly. You end up making more payments per year than on a monthly schedule.

…Another option is to pay your mortgage payment based on a higher fixed rate payment schedule but get a variable rate mortgage. That way you are paying more each month towards the principle and not being subjected to fluctuations in the rates.

†The final and simple option is to round up your mortgage payment. Say you pay 1010 per month. Round it up to $1100. You would be amazed how every little bit helps to reducing the amortization of your mortgage. Even $50.0 extra per month helps you to be mortgage free sooner.

Find out how you can be Mortgage Free Sooner by contacting Canada’s Top 10 Mortgage Team
604 649-5991 or Toll Free 1-866-983-7426 or www.dreyermortgages.ca

When Victorian Beer Trains Crash

I was recently invited to the launch of the East Lancashire Railway’s ‘Real Ale Trail,’ where you can explore the pubs in and around the line. Unfortunately, and very sadly, I was unable to make it (but please go and see all about it HERE). However, it got me thinking about the interaction between the railways and breweries and how ale would be hauled from creator to consumer. Of course, much beer in the Victorian period was drunk in the local proximity of the brewery. Yet, while I am in no way a historical beer expert (a goal, for sure), the large breweries mass-produced beer for large markets in Britain and abroad and this was where the railways would play their part. After searching the online 19^th century newspapers I found eight stories between 1873 and 1896 about beer-trains, all involving accidents that occurred to them.

What is most interesting about the accidents was that six of the eight occurred on the Midland Railway. The other two took place on the Great Eastern Railway. The large number on the Midland was because of the many breweries in the Midland’s region, specifically around Burton. Indeed, all the Midland Railway's accidents occurred on trains going from that place. On the 4^th August 1888 a Midnight Goods train, mostly filled with beer, was prevented from erroneously passing onto the main line at Claycross by a slip point, allowing it to career down the embankment. It was going from Burton to Leeds.[1] Furthermore, in January 1883 a beer train being shunted to allow an express passenger train to pass was struck by a train of empty wagons going from Burton on the Leicester to Leeds line.[2]

Importantly, the accidents’ geographical locations evidence that mass-shipment of beer was not a nation-wide phenomenon in the late Victorian period and was restricted to the Burton region. Indeed, if there were other regions of Britain sending beer in such volumes, I’m sure that I would have found a larger geographical spread of accidents.

In addition, I initially thought that most of the accidents would be due to the weight beer causing damage to the trains, it being one of the heavier commodities the railways carried. However, only three accidents were of this nature. On the 7^th August 1873 a Great eastern Railway beer train on its way to Norwich was thrown off the line by a trucks's axle breaking.[3] In February 1881, a ‘Burton beer train’ near Leicester was ‘running at speed’ and broke in two. The forward section moved off, however, when it stopped the rear section careered into it smashing the wagons.[4]

What is more interesting is that when the beer trains did overturn or collide, their weights did cause considerable damage to the track. So, the Beer train to Norwich caused significant damage and held up the mail train by 4 hours. Lloyds Weekly Newspaper commented that ‘Alcohol can thus baffle her Majesty’s mail as well as her Majesty’s Government.’[5] When in 1881 near Bromsgrove the driver of the Birmingham to Bristol Beer train stopped it to check a broken coupling, an auxiliary train came up behind causing 10 vehicles to be thrown off the line. Four hours elapsed before trains were running again.

Luckily, no fatalities were caused in any of the accidents. However, a lot of beer went to waste, and that the real tragedy? In the 1888 Claycross accident the train on reaching the bottom of the embankment became submerged in a deep pool of water. Its length of the train was nine wagons and I can only surmise that they and their contents was lost.[7] The 1873 accident on the route to Norwich involved damage to some barrels that were ‘emptied onto the thirsty road.’[8] On 3^rd December 1896 a beer train from Burton to Leicester ‘struck the points’ and overturned. The result was that the barrels of beer were ‘scattered in all directions, and some were thrown with such violence that they were precipitated into a field adjoining the railway embankment.’[9] Lastly, at Bromsgrove in 1881, local fields were ‘deluged with beer.’[10]

Of course, not all the beer went to waste. On the 14^th January 1876 a train from Burton hit two stray horses on the line between Derby and Sheffield at Wingfield station. The force of the collision overturned to of the beer-laden wagons and threw the driver from the train. However, worse was to come and an oncoming mineral train collided with the wreck despite the driver’s attempt to warn it. In the course of these events several beer barrels were broken and the contents poured out. The York Herald recorded that this was ‘a circumstance which a number of colliers going to their work did not fail to notice, and had their early beer, good and plenty of it, on exceedingly good terms.’[11] All I can say was that this was a happy ending.

----------------

[1] The York Herald, Saturday, September 08, 1888; pg. 4; Issue 11630

[2] The Pall Mall Gazette, Friday, January 26, 1883; Issue 5587

[3] Lloyd's Weekly Newspaper, Sunday, August 10, 1873; Issue 1603

[4] Western Mail, Saturday, February 26, 1881; Issue 3682

[5] Lloyd's Weekly Newspaper, Sunday, August 10, 1873; Issue 1603

[6] Nottinghamshire Guardian, Friday, October 21, 1881; pg. 7; Issue 1900

[7] The York Herald, Saturday, September 08, 1888; pg. 4; Issue 11630

[8] Lloyd's Weekly Newspaper, Sunday, August 10, 1873; Issue 1603

[9] The Derby Mercury, Wednesday, December 9, 1896; Issue 9492

[10] Nottinghamshire Guardian, Friday, October 21, 1881; pg. 7; Issue 1900

[11] The Derby Mercury, Wednesday, December 9, 1896; Issue 9492.