Particular interest attaches to these Anglo-Scottish accelerations because this year we are celebrating the golden jubilee of the famous “Railway Race to Edinburgh,” one of the most thrilling events in transporation's story. This “railway race” had its beginnings in 1887, when third-class passengers were first allowed to travel by the “Flying Scotsman” between King's Cross and Edinburgh. The West Coast (London & North Western and Caledonion) Railways had for some years carried third-class travellers on their principal day train between Euston and Edinburgh, but the journey occupied 10 hours, as compared with the East Coast (King's Cross-Edinburgh) run of 9 hours. On June 1st, 1888, the Euston-Edinburgh timing was cut to 9 hours. The East Coast companies (Great Northern, North Eastern and North British) promptly responded by accelerating the “Flying Scotsman” to 8 ½ hours as from July 1st. Towards the end of that month the West Coast authorities announced that they also would run in 8 ½ hours, but very cleverly the East Coast people made arrangements to do the King's Cross-Edinburgh trip in 8 hours, commencing on the very day their competitors were proposing to perform the run from Euston in 8 ½ hours. Taken by surprise, the West Coast Railways announced a further reduction to 8 hours to commence on August 6th. Now the really thrilling part of the business commenced. On August 13th, the “Flying Scotsman” was re-scheduled to reach Edinburgh in 7 hours 45 minutes, but the West Coast train accomplished the journey in 7 hours 38 minutes. Next day the “Flying Scotsman” was there in 7 hours 32 minutes! Fearing that the race might end in disaster, the two rivals got their heads together, and it was agreed that the booked times between London and Edinburgh should be fixed at 7 ¾ hours for the run from King's Cross, and 8 hours for the trip from Euston (the latter being a somewhat longer and more difficult route). Actually, on August 31st, the “Flying Scotsman” accomplished the London-Edinburgh run in 7 hours 26 ¾ minutes, but after that both sides loyally stuck to their timing agreement. To-day, the “Flying Scotsman” links London and Edinburgh in 7 hours, while the L. & N. E. “Coronation” streamliner, a much lighter train, covers the 392 ¾ mile trip in exactly 6 hours.

Remarkable strides have been made in improving the amenities of railway page 23 travel. In a recent paper delivered before the Institute of Transport, Sir Harold Hartley, vice-president of the L. M. & S. reviewed progress in this direction. Means to attain increased travel comfort, it was pointed out, fall under the principal headings: (1) Elimination of vibration or irregular motion; (2) reduction of noise; (3) heating and ventilation; (4) lighting; and (5) aesthetics and general amenities of trains. Track improvements have materially cut out vibration, and also noise. Good riding, together with regular maintenance of the adjustable parts of passenger carriages, has done a great deal to eliminate noises due to excessive oscillation, flange blows, body working and rattling of brake gear; while bettered ventilation has also cut out much noise. Modern apparatus, such as air conditioning plant, has vastly improved heating and ventilation. Lighting has made prodigious strides, and passenger eye strain has been reduced to a minimum. The actual comfort of the seat, it was remarked, probably does more than anything else to determine the passenger's satisfaction during his journey. It must not be too high, nor too low; too hard nor too soft; and it must give support to the small of the back and to the head.

Fifty-three years ago, seven railway-men, members of the staff of the former London & South Western Railway, founded a home in London to shelter ten fatherless girls. From this modest beginning there grew the Southern Railway Servants' Orphanage, one of the outstanding social efforts on the Home railways. In 1909 the orphanage was removed to delightful surroundings at Woking, in Surrey, while in 1935 accommodation for another 80 children was provided, so that to-day an ideal home is available for 250 fatherless railway children. The orphanage is run largely by the voluntary contributions of the railway staff themselves, and actually out of nearly 70,000 employees no fewer than 60,000 willingly contribute sums ranging from one penny per week through the paybills. Upwards of 1,200 children have passed through the home, and there are at present in residence 101 boys and 84 girls. Admission to the orphanage is promptly arranged. There is no irksome ballot or voting, and no case has ever been refused admission—a very fine thing to be able to say. Railwaymen as a whole are big-hearted fellows, and here we have a striking example of what may be accomplished when the spirit is willing, and one and all pull together in a worthy cause.