over three days, in which trains of the principal companies engaged, took place on the Midland railway between Newark and Bleasby.  A large number of brakes competed—­the Westinghouse, the Vacuum, Clarke’s Hydraulic, Webb’s Chain, and several others.  It is recorded that at the conclusion of the trial, each patentee left the refreshment tent satisfied that his own brake was the best; but Time is the great arbiter, and his decision has been in favour of two—­the Automatic Vacuum and the Westinghouse, and these are the brakes the companies have adopted.  The Act required all railway companies to submit to the Board of Trade, twice in every year, returns showing the amount of rolling stock fitted with continuous brakes, the description of brake and whether self-acting and instantaneous in action.  So far there was no compulsion upon the railways to use continuous brakes, though most of the companies were earnestly studying the subject, but the rival claims of inventors and the uncertainty as to which invention would best stand the test of time tended to retard their adoption.  Meanwhile, the publicity afforded by the Board of Trade Returns, and public discussion, helped to hasten events and the climax was reached in 1889, when a terrible accident, due primarily to inefficient brake power, occurred in Ireland, and was attended with great loss of life.  The Board of Trade was in that year invested with statutory power to compel railway companies, within a given time, to provide all passenger trains with automatic continuous brakes.

In 1878 there was also passed the Contagious Diseases (Animals) Act.  Foot and mouth disease had for some time been rife in Great Britain and Ireland, and legislation became necessary.  The Act applied not only to railways but was also directed to the general control and supervision of flocks and herds.  It contained a number of clauses concerning transit by rail, and invested the Privy Council with authority to make regulations, the carrying out of which, as affecting the Glasgow and South-Western Railway, devolved upon me, and for a year or two occupied much of my time.

An Act to extend and regulate the liability of employers, and to provide for compensation for personal injuries suffered by workmen in their service, came into force in 1880.  It was called the Employers’ Liability Act, and was the first step in that class of legislation, which has since been greatly extended, and with which both employer and employed, are now familiar.

That great convenience the Parcel Post, which for the first time secured to the public the advantage of having parcels sent to any part of the United Kingdom at a fixed charge, and which seems now as necessary to modern life as the telephone or the telegraph, and as, perhaps, a few years hence, the airship will be, was brought into existence by the Post Office (Parcels) Act, 1882.  Under that Act it was ordained that the railways of the United Kingdom should carry by all trains whatever parcels should be handed to them for transit by the Post Office, the railway remuneration to be fifty-five per cent. of the money paid by the public.  The scheme was a great success.  During the first year of its operation the parcels carried numbered over 20 millions, and in the year 1913-14 (the last published figures) reached 137 millions.