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In the 1800s, rail workers were changing our landscape | 0:00:05 | 0:00:09 | |
and creating new powerhouses of industrial engineering. | 0:00:09 | 0:00:12 | |
Railways were the making of towns like Derby, Crewe and Swindon, | 0:00:14 | 0:00:18 | |
as they became key players in the transport revolution. | 0:00:18 | 0:00:21 | |
The expanding network was at the heart of modern, powerful | 0:00:24 | 0:00:27 | |
Victorian Britain, a Britain bursting with energy and confidence. | 0:00:27 | 0:00:32 | |
Railways were transforming virtually everything. | 0:00:35 | 0:00:38 | |
From where we live, to how we work, | 0:00:38 | 0:00:41 | |
from what we eat, to how we spend our leisure time. | 0:00:41 | 0:00:44 | |
They gave us a new shared identity and culture. | 0:00:44 | 0:00:47 | |
It was a gold rush, and there was money to be made and lost. | 0:00:53 | 0:00:57 | |
The railways were playing a key role in our economic prosperity, | 0:00:59 | 0:01:03 | |
but they were also profoundly affecting the WAY we do business, | 0:01:03 | 0:01:07 | |
something that continues to this day. | 0:01:07 | 0:01:08 | |
Slicing through the Derbyshire Dales, this line, | 0:01:25 | 0:01:28 | |
now operated by Peak Rail, dates back to the 1840s. | 0:01:28 | 0:01:32 | |
It was part of a route which once connected Matlock to Manchester. | 0:01:32 | 0:01:36 | |
Now a heritage railway, it takes day-trippers on a journey, | 0:01:38 | 0:01:42 | |
to a bygone age of steam. | 0:01:42 | 0:01:44 | |
It was one of hundreds of rail routes constructed | 0:01:47 | 0:01:50 | |
in the 19th century, part of a new, exciting transport network, | 0:01:50 | 0:01:54 | |
reinvigorating the nation's economy. | 0:01:54 | 0:01:56 | |
As the Industrial Revolution surged ahead, | 0:01:59 | 0:02:02 | |
it consumed more raw materials than ever before. | 0:02:02 | 0:02:04 | |
Many of the early railways were funded by local businessmen, | 0:02:08 | 0:02:11 | |
who wanted to move their goods more quickly than canals | 0:02:11 | 0:02:14 | |
or turnpike roads would let them. | 0:02:14 | 0:02:17 | |
The most important was coal, | 0:02:17 | 0:02:19 | |
but where it was mined wasn't where it was needed most. | 0:02:19 | 0:02:22 | |
The Foxfield in Staffordshire is a case in point, | 0:02:24 | 0:02:27 | |
another of our great heritage lines, | 0:02:27 | 0:02:29 | |
originally built in the late Victorian period to transport coal. | 0:02:29 | 0:02:33 | |
But as the early network began to grow, | 0:02:37 | 0:02:40 | |
it became clear that transporting passengers was going to be | 0:02:40 | 0:02:43 | |
an equally important source of revenue. | 0:02:43 | 0:02:45 | |
The publicity surrounding the opening of the ground-breaking | 0:02:49 | 0:02:53 | |
Liverpool and Manchester Railway in 1830, | 0:02:53 | 0:02:55 | |
and the returns on the investments, | 0:02:55 | 0:02:58 | |
really made the nation sit up and take notice. | 0:02:58 | 0:03:00 | |
Over the next few years, | 0:03:06 | 0:03:08 | |
the main spines of a national rail network were laid down. | 0:03:08 | 0:03:12 | |
Conditions were ripe for investment on a wider scale | 0:03:12 | 0:03:15 | |
than just local business interests. | 0:03:15 | 0:03:17 | |
The stage was set for a frenzy of public investment and speculation | 0:03:18 | 0:03:22 | |
in the mid-1840s. This was later christened Railway Mania. | 0:03:22 | 0:03:27 | |
So, Jane, there had been investment manias before, hadn't there? | 0:03:34 | 0:03:37 | |
Like the tulip bubble, and of course, the investment in canals, | 0:03:37 | 0:03:40 | |
but what made railways different? | 0:03:40 | 0:03:42 | |
Well, it was on a completely different scale. | 0:03:42 | 0:03:45 | |
People were really attracted by those high rates of return that | 0:03:45 | 0:03:48 | |
they could get from buying shares in the early railway companies. | 0:03:48 | 0:03:52 | |
And those big branch lines, they delivered quite high | 0:03:55 | 0:03:59 | |
rates of return, particularly compared to government stock, | 0:03:59 | 0:04:02 | |
which the interest rates were low. | 0:04:02 | 0:04:04 | |
TRAIN WHISTLE TOOTS | 0:04:07 | 0:04:08 | |
And unlike the tulip mania or the dot-com bubble, | 0:04:09 | 0:04:13 | |
railways left us with something really palpable - | 0:04:13 | 0:04:16 | |
a transport network that drew the whole economy together. | 0:04:16 | 0:04:20 | |
This Punch cartoon, entitled The Railway Juggernaut of 1845, | 0:04:25 | 0:04:30 | |
nicely captures how Victorian Britain | 0:04:30 | 0:04:32 | |
was caught up in Railway Mania. | 0:04:32 | 0:04:34 | |
The locomotive, called Speculation, is seen ploughing through crowds | 0:04:34 | 0:04:38 | |
of investors, literally throwing themselves, with money bags, | 0:04:38 | 0:04:41 | |
under the path of the loco. | 0:04:41 | 0:04:43 | |
A single share in a canal company was relatively expensive, | 0:04:46 | 0:04:50 | |
and out of reach for many. | 0:04:50 | 0:04:52 | |
The new railway shares could be bought for just a few pounds, | 0:04:52 | 0:04:55 | |
making them much more affordable. | 0:04:55 | 0:04:57 | |
So, basically, for people on small incomes, | 0:05:01 | 0:05:03 | |
this is an accessible way to invest, isn't it? | 0:05:03 | 0:05:06 | |
Spinsters, widows, people with small bits of money, | 0:05:06 | 0:05:10 | |
hoping to make a return, but in this way | 0:05:10 | 0:05:13 | |
also contributing to an important infrastructure project, | 0:05:13 | 0:05:18 | |
that is going to be a platform for the growth of the British economy. | 0:05:18 | 0:05:21 | |
Capitalism was getting faster, and trading in railway shares | 0:05:25 | 0:05:28 | |
became the lifeblood of not only the London Stock Exchange, | 0:05:28 | 0:05:31 | |
but a host of smaller exchanges opening in provincial towns. | 0:05:31 | 0:05:35 | |
It had never been easier to buy railway stock. | 0:05:36 | 0:05:39 | |
Places like this, in Nottingham, allowed people | 0:05:39 | 0:05:42 | |
to trade shares locally. They often used the new technology | 0:05:42 | 0:05:45 | |
of the telegraph to transmit information across the country. | 0:05:45 | 0:05:48 | |
As well as regional exchanges, a huge back office industry emerged | 0:05:52 | 0:05:56 | |
as part of the new railway gold rush. | 0:05:56 | 0:05:59 | |
Printers fulfilled the demand for fancy engraved share certificates. | 0:06:01 | 0:06:05 | |
The press thrived from railway company advertisements. | 0:06:05 | 0:06:08 | |
There were the beginnings of the financial press we know today. | 0:06:11 | 0:06:15 | |
By 1845, there were no fewer than 15 weekly railway journals. | 0:06:15 | 0:06:19 | |
Thanks to all this public interest and investment, by the mid-1840s, | 0:06:21 | 0:06:26 | |
the railways completely dominated the country's economic activity. | 0:06:26 | 0:06:29 | |
Railway Mania reached a peak in 1846, | 0:06:31 | 0:06:35 | |
when 272 Acts of Parliament were passed, | 0:06:35 | 0:06:38 | |
authorising 9,500 miles of new track. | 0:06:38 | 0:06:42 | |
Not all of these made it off the drawing board. | 0:06:46 | 0:06:48 | |
Some replicated existing lines, some were fanciful, | 0:06:48 | 0:06:52 | |
and others were downright fraudulent, | 0:06:52 | 0:06:54 | |
but nevertheless, thousands of miles of track were built | 0:06:54 | 0:06:56 | |
as a result of the mania. | 0:06:56 | 0:06:58 | |
But there was never a grand national plan. | 0:07:02 | 0:07:04 | |
From the start, Parliament authorised new lines, | 0:07:06 | 0:07:10 | |
but it was private initiative that drove the railway boom. | 0:07:10 | 0:07:13 | |
At the beginning, these were local projects, | 0:07:17 | 0:07:20 | |
where local people could see them being built, | 0:07:20 | 0:07:23 | |
want to invest in them, | 0:07:23 | 0:07:24 | |
they would benefit from the building of these railways, | 0:07:24 | 0:07:27 | |
in terms of passenger travel, in terms of trade and commerce. | 0:07:27 | 0:07:32 | |
So they'd be investing in what they saw as local projects | 0:07:32 | 0:07:36 | |
that would benefit their local area. | 0:07:36 | 0:07:38 | |
'Welcome to Derby station.' | 0:07:40 | 0:07:42 | |
The upshot of all this was that train companies evolved | 0:07:43 | 0:07:46 | |
in something of a haphazard manner. | 0:07:46 | 0:07:48 | |
Here at Derby, three train companies shared the same station. | 0:07:48 | 0:07:52 | |
The North Midland Railway ran trains between Derby and Leeds. | 0:07:56 | 0:08:01 | |
Midland Counties Railway connected Nottingham and Derby | 0:08:01 | 0:08:04 | |
with Leicester and Rugby. | 0:08:04 | 0:08:06 | |
And the Birmingham and Derby Junction Railway | 0:08:06 | 0:08:08 | |
offered another route towards the capital. | 0:08:08 | 0:08:11 | |
From the start, there was an intense tit-for-tat competition | 0:08:14 | 0:08:17 | |
between the two southbound routes of transport, | 0:08:17 | 0:08:20 | |
especially over traffic to London. | 0:08:20 | 0:08:22 | |
The outcome of this rivalry was that both the Midland Counties | 0:08:23 | 0:08:27 | |
and the Birmingham and Derby started a price war, | 0:08:27 | 0:08:30 | |
and slashed their fares to the bone. | 0:08:30 | 0:08:32 | |
They then became strapped for cash, | 0:08:32 | 0:08:34 | |
paying out minuscule dividends to their shareholders. | 0:08:34 | 0:08:37 | |
The network was crying out for rationalisation. | 0:08:40 | 0:08:43 | |
After its initial unrestrained, haphazard growth, | 0:08:43 | 0:08:47 | |
order was desperately needed, | 0:08:47 | 0:08:49 | |
if only to increase profitability and efficiency. | 0:08:49 | 0:08:51 | |
One of the men who would make this happen was George Hudson, | 0:08:55 | 0:08:59 | |
a man who had come to be known as the Railway King by his admirers, | 0:08:59 | 0:09:02 | |
and the Railway Napoleon by his enemies. | 0:09:02 | 0:09:05 | |
After meeting George Stephenson, he became obsessed with the idea | 0:09:07 | 0:09:10 | |
of starting a railway empire, | 0:09:10 | 0:09:13 | |
and soon set out on a career of acquiring | 0:09:13 | 0:09:15 | |
as many railways as he could. | 0:09:15 | 0:09:17 | |
So George Hudson, in the early days, he's buying up all these companies. | 0:09:24 | 0:09:28 | |
He's a real empire builder, isn't he? | 0:09:28 | 0:09:30 | |
He is. He feels he can achieve anything. | 0:09:30 | 0:09:33 | |
He also feels, with railway companies coming | 0:09:33 | 0:09:36 | |
and rising up everywhere, he can unify them. | 0:09:36 | 0:09:39 | |
This is really a quite revolutionary step, isn't it? | 0:09:39 | 0:09:41 | |
Getting all of these companies to work together? | 0:09:41 | 0:09:43 | |
Completely. I mean, it was chaos. | 0:09:43 | 0:09:45 | |
The beginning of the railway revolution was utter chaos, | 0:09:45 | 0:09:49 | |
and somebody needed to stamp some uniformity on it. | 0:09:49 | 0:09:51 | |
Hudson, by the sheer force of his personality, | 0:09:51 | 0:09:54 | |
was exactly the right man to do that. | 0:09:54 | 0:09:57 | |
He created a tremendous railway empire within about ten years, | 0:09:57 | 0:10:01 | |
an incredible achievement. | 0:10:01 | 0:10:03 | |
In 1844, Hudson oversaw the merger of his own company, North Midland, | 0:10:07 | 0:10:12 | |
with the two others based here in Derby, and by doing so, | 0:10:12 | 0:10:15 | |
dangled the prospect of big profits to the mesmerised shareholders. | 0:10:15 | 0:10:19 | |
And so, the Midland Railway was created. | 0:10:21 | 0:10:24 | |
Hudson was its new chairman, | 0:10:24 | 0:10:26 | |
in charge of track stretching from Leeds in the north, | 0:10:26 | 0:10:29 | |
to Rugby in the south, with Derby as the headquarters. | 0:10:29 | 0:10:32 | |
This is the former carriage and wagon works here at Derby. | 0:10:35 | 0:10:39 | |
It's currently owned by Bombardier, | 0:10:39 | 0:10:41 | |
who make the trains for Crossrail and Gatwick Express, | 0:10:41 | 0:10:44 | |
and it's a reminder of just how much Derby and the railways | 0:10:44 | 0:10:47 | |
owe to each other. | 0:10:47 | 0:10:48 | |
So by the 1840s, mechanical engineering was taking off, | 0:10:52 | 0:10:56 | |
and it was all happening here in Derby, wasn't it? | 0:10:56 | 0:10:58 | |
It's all happening right here. | 0:10:58 | 0:10:59 | |
The epicentre of that is the railways itself. | 0:10:59 | 0:11:02 | |
You've got the three railways that have merged to form the Midland, | 0:11:02 | 0:11:05 | |
and they are producing a huge number of locomotives at this point, | 0:11:05 | 0:11:09 | |
mostly refits and refurbs of existing locomotives, | 0:11:09 | 0:11:13 | |
cos ultimately what they've done is they've inherited | 0:11:13 | 0:11:15 | |
a real hotchpotch collection of locomotives. | 0:11:15 | 0:11:17 | |
They're having to fit them out and standardise them to make them work. | 0:11:17 | 0:11:20 | |
The key character in this is Matthew Kirtley, | 0:11:20 | 0:11:23 | |
right at the heart of this. | 0:11:23 | 0:11:24 | |
He understands that if you're going to be able to run | 0:11:24 | 0:11:26 | |
a railway network of this scale, | 0:11:26 | 0:11:27 | |
then you're going to have to do it through a bit of standardisation. | 0:11:27 | 0:11:31 | |
So Kirtley's obviously a key character for the company, | 0:11:33 | 0:11:36 | |
but it's not exactly an accident | 0:11:36 | 0:11:38 | |
that the works are here in Derby, is it? | 0:11:38 | 0:11:41 | |
It's not. If you think about where we are, geographically speaking, | 0:11:41 | 0:11:43 | |
we are right in the middle of the country. | 0:11:43 | 0:11:46 | |
If you actually look at the railways themselves, | 0:11:49 | 0:11:52 | |
this is one of the principal junctions. | 0:11:52 | 0:11:53 | |
This is how people are actually getting from Yorkshire into | 0:11:53 | 0:11:56 | |
the Midlands, to Birmingham, and for onwards travel down to London, | 0:11:56 | 0:12:00 | |
So here it is in Derby, at the centre, best place to get to London, | 0:12:00 | 0:12:02 | |
best place to get to Yorkshire, | 0:12:02 | 0:12:04 | |
and the best place to start building and refurbing | 0:12:04 | 0:12:06 | |
your own carriages and locomotives. | 0:12:06 | 0:12:08 | |
By the early 1840s, Midland under George Hudson was going great guns. | 0:12:11 | 0:12:16 | |
Business was booming, | 0:12:16 | 0:12:18 | |
and shareholders were being rewarded with juicy dividends. | 0:12:18 | 0:12:21 | |
So what could possibly go wrong? | 0:12:21 | 0:12:23 | |
The railway companies are expanding so quickly, so rapidly, | 0:12:27 | 0:12:31 | |
the law just can't keep up with them. | 0:12:31 | 0:12:32 | |
Not at all. The Railway Act of 1844 attempted to do so. | 0:12:32 | 0:12:36 | |
It was framed by William Gladstone, | 0:12:36 | 0:12:38 | |
possibly the greatest politician and statesman of the 19th century. | 0:12:38 | 0:12:42 | |
Hudson felt, "Let private enterprise drive this revolution." | 0:12:42 | 0:12:45 | |
He may have been right but, of course, that enabled him | 0:12:47 | 0:12:50 | |
to make an awful lot of money out of it, sometimes by dubious practices. | 0:12:50 | 0:12:54 | |
There was some limited state intervention | 0:12:58 | 0:13:00 | |
to improve safety standards, | 0:13:00 | 0:13:02 | |
and open up cheap trains to the working classes, | 0:13:02 | 0:13:05 | |
but capitalists remained firmly in the driving seat. | 0:13:05 | 0:13:08 | |
George Hudson was one of them, | 0:13:09 | 0:13:11 | |
but his business methods were built on shaky foundations. | 0:13:11 | 0:13:15 | |
He began to pay dividends to shareholders | 0:13:15 | 0:13:18 | |
from his company's capital, rather than the profits. | 0:13:18 | 0:13:21 | |
This gave the impression his businesses were more successful | 0:13:21 | 0:13:24 | |
than they actually were. | 0:13:24 | 0:13:25 | |
With railway financing evolving | 0:13:26 | 0:13:28 | |
faster than the law's ability to regulate it, trouble was brewing. | 0:13:28 | 0:13:32 | |
By 1845, a dangerous bubble was forming in the railway sector, | 0:13:33 | 0:13:38 | |
and the actions of unscrupulous empire builders like Hudson | 0:13:38 | 0:13:41 | |
were only inflating it further. | 0:13:41 | 0:13:43 | |
The price of railway shares was driven up unsustainably, | 0:13:48 | 0:13:51 | |
until bad harvests and rising food prices, along with a steep rise | 0:13:51 | 0:13:56 | |
in interest rates, led to a rush to sell shares, | 0:13:56 | 0:13:59 | |
bursting the bubble and precipitating a crash. | 0:13:59 | 0:14:02 | |
Once the banks started calling back in their money, | 0:14:06 | 0:14:11 | |
saying they were applying the credit squeeze, it was ordinary, | 0:14:11 | 0:14:15 | |
small-scale businesses that went out of business. | 0:14:15 | 0:14:18 | |
I think they were really adversely affected. | 0:14:18 | 0:14:21 | |
The wealthy had a cushion. | 0:14:24 | 0:14:26 | |
And if you had land, you could earn money off the land. | 0:14:26 | 0:14:29 | |
If you were an ordinary investor, | 0:14:29 | 0:14:31 | |
or an ordinary trader, there was more vulnerability there, | 0:14:31 | 0:14:35 | |
to booms and bust. | 0:14:35 | 0:14:36 | |
Speculators found themselves landed with huge debts, | 0:14:38 | 0:14:42 | |
and unsalable shares. | 0:14:42 | 0:14:43 | |
It led to bankruptcies, imprisonment for debt, even family break-ups. | 0:14:43 | 0:14:48 | |
There was one suicide found in a London park, | 0:14:51 | 0:14:54 | |
whose pockets were stuffed with share certificates. | 0:14:54 | 0:14:57 | |
A contemporary chronicler wrote, | 0:14:57 | 0:14:59 | |
"It is the conviction of those who are best informed | 0:14:59 | 0:15:02 | |
"that no other panic was ever so fatal to the middle class." | 0:15:02 | 0:15:06 | |
Entire families were ruined. | 0:15:06 | 0:15:08 | |
The small investors who had been drawn into the market, | 0:15:09 | 0:15:12 | |
who naively thought the railway boom would continue forever, | 0:15:12 | 0:15:15 | |
they were really taken aback, they were shocked by | 0:15:15 | 0:15:19 | |
the way in which the value of their shares decline. | 0:15:19 | 0:15:22 | |
So that somebody like a clergyman's daughter, Charlotte Bronte, | 0:15:22 | 0:15:28 | |
she and her sisters invested their small inheritance in railway shares, | 0:15:28 | 0:15:33 | |
and they practically lost everything. | 0:15:33 | 0:15:35 | |
Investors lost nearly 80 million in Hudson's downfall. | 0:15:39 | 0:15:43 | |
He was branded by Lord Macauley "a bloated, vulgar, insolent, | 0:15:43 | 0:15:46 | |
"purse-proud, greedy drunken blaggard." | 0:15:46 | 0:15:49 | |
The more Hudson came under scrutiny, the more people discovered that he, | 0:15:50 | 0:15:54 | |
like many others, was doing dodgy deals, | 0:15:54 | 0:15:57 | |
but it would be George who paid the price. | 0:15:57 | 0:15:59 | |
So, Robert, this was one of George Hudson's favourite houses, | 0:16:00 | 0:16:03 | |
-but it had to go, didn't it? -It had to go, and it broke his heart, | 0:16:03 | 0:16:07 | |
but as his fortunes waned and the creditors | 0:16:07 | 0:16:10 | |
came knocking at the door, this had to go. | 0:16:10 | 0:16:13 | |
When things go wrong it's so easy to blame him, but now we're left | 0:16:13 | 0:16:16 | |
with quite a lot of blame, but a lot of legacy as well. | 0:16:16 | 0:16:20 | |
Huge legacy. He built, within ten years, | 0:16:20 | 0:16:24 | |
a third of the UK's rail track, which is amazing. | 0:16:24 | 0:16:28 | |
His energy and vision were fantastic, and one wonders, | 0:16:30 | 0:16:34 | |
if he hadn't existed, how the railways might have evolved | 0:16:34 | 0:16:37 | |
in the 1840s, cos they needed somebody | 0:16:37 | 0:16:40 | |
with the vision, commitment, and amazing energy that he had | 0:16:40 | 0:16:43 | |
to drive them forward. | 0:16:43 | 0:16:45 | |
George Hudson may have been seen as an embezzler and a cheat, | 0:16:46 | 0:16:49 | |
but his misdeeds contributed to a much-needed overhaul | 0:16:49 | 0:16:53 | |
of the way all railway companies operated. | 0:16:53 | 0:16:56 | |
Sometimes, it takes a scoundrel to shake things up. | 0:16:56 | 0:16:58 | |
Despite their size and complexity, | 0:17:06 | 0:17:09 | |
railway companies were still crude affairs, | 0:17:09 | 0:17:11 | |
and the model of a business as we now know it - | 0:17:11 | 0:17:14 | |
with departments, directors and consistent book-keeping - | 0:17:14 | 0:17:17 | |
was only starting to develop. | 0:17:17 | 0:17:19 | |
So we're going to have a look at some documents | 0:17:23 | 0:17:25 | |
at the Midland Railway Study Centre... | 0:17:25 | 0:17:28 | |
-Fantastic. -..which is great, | 0:17:28 | 0:17:29 | |
cos most people don't get to see this kind of thing. | 0:17:29 | 0:17:32 | |
Today, we expect big companies to be called to account by auditors for | 0:17:32 | 0:17:36 | |
their financial dealings, but that wasn't always the case, was it? | 0:17:36 | 0:17:40 | |
We take that for granted now, | 0:17:40 | 0:17:42 | |
but back then, there was very little known, really, | 0:17:42 | 0:17:45 | |
about keeping correct accounts. | 0:17:45 | 0:17:48 | |
The person who probably led the way | 0:17:48 | 0:17:50 | |
was Mark Huish, who was your typical Victorian number cruncher - | 0:17:50 | 0:17:55 | |
lived and breathed figures. | 0:17:55 | 0:17:57 | |
Huish deliberately sets out to write the figures down, | 0:17:57 | 0:18:01 | |
in black and white, very clearly, without any fiddling, | 0:18:01 | 0:18:06 | |
so that you would be convinced that this is a correct statement | 0:18:06 | 0:18:09 | |
of the accounts of this railway company. | 0:18:09 | 0:18:12 | |
So this is really the start of big, professional companies | 0:18:12 | 0:18:15 | |
for accountants, like William Deloitte? | 0:18:15 | 0:18:17 | |
Yeah, and Price Waterhouse, | 0:18:17 | 0:18:18 | |
who became probably the largest accountants during this period, | 0:18:18 | 0:18:22 | |
and survive today. If you're looking for the historical origins | 0:18:22 | 0:18:26 | |
of terms like accountability, transparency, visibility, | 0:18:26 | 0:18:31 | |
it's precisely coming out of the re-form of the accounts | 0:18:31 | 0:18:34 | |
around the railway companies in the mid-19th century. | 0:18:34 | 0:18:37 | |
As well as giving work to legions of accountants, the railways helped | 0:18:41 | 0:18:45 | |
to give birth to a new class of professional managers, | 0:18:45 | 0:18:49 | |
who were needed to run these complex organisations. | 0:18:49 | 0:18:52 | |
These were often ordinary men who climbed the ladder. | 0:18:52 | 0:18:55 | |
Promotion through rank was one of the great changes | 0:18:55 | 0:18:58 | |
wrought by the railways. | 0:18:58 | 0:18:59 | |
This practice has continued into the modern era, | 0:19:02 | 0:19:05 | |
and Derby's former School of Transport, | 0:19:05 | 0:19:07 | |
the railway's first staff college, still instructs workers today. | 0:19:07 | 0:19:11 | |
We like the look of it, we invested a lot of time and effort in that. | 0:19:12 | 0:19:17 | |
This training centre has been in operation for over 70 years, | 0:19:20 | 0:19:23 | |
and people are still being trained here today in practical skills, | 0:19:23 | 0:19:27 | |
but also in management. | 0:19:27 | 0:19:28 | |
People could start on the railways as porters or as office clerks, | 0:19:28 | 0:19:33 | |
and they could develop their skills, come to training centres like this, | 0:19:33 | 0:19:36 | |
and become managers in other parts of the country. | 0:19:36 | 0:19:38 | |
Throughout the 1850s, | 0:19:42 | 0:19:44 | |
trading in railway shares continued to dominate the country's | 0:19:44 | 0:19:47 | |
stock exchanges. Yet in terms of profits for the shareholders, | 0:19:47 | 0:19:52 | |
some mining and textile companies now offered better returns. | 0:19:52 | 0:19:55 | |
After the crash, railway shares continued to be popular, | 0:19:57 | 0:20:00 | |
-didn't they? Why was that? -Railways continued to be built. | 0:20:00 | 0:20:04 | |
Thousands of miles of line. | 0:20:06 | 0:20:08 | |
A lot of them were very successful, | 0:20:08 | 0:20:10 | |
so there was a really hard-headed investment decision here. | 0:20:10 | 0:20:13 | |
If you invested in government stock, government bonds, | 0:20:16 | 0:20:19 | |
there wasn't such a high rate of return. | 0:20:19 | 0:20:21 | |
Railways were still a profitable investment and less risky | 0:20:22 | 0:20:26 | |
than sending your money to a gold mine in South America, for example. | 0:20:26 | 0:20:30 | |
Post-Hudson, the Midland Railway grew in strength. | 0:20:33 | 0:20:37 | |
Under new management and improved business ethics, | 0:20:37 | 0:20:40 | |
it was now one of the major railway companies in Britain. | 0:20:40 | 0:20:43 | |
Its rivals - the London and North Western, the Great Northern, | 0:20:46 | 0:20:50 | |
and the Great Western - had ambitions of their own. | 0:20:50 | 0:20:53 | |
Each one was determined to expand and get the upper hand. | 0:20:53 | 0:20:56 | |
By the 1860s, the Midland Railway was in a strong position. | 0:20:57 | 0:21:01 | |
Its Derby HQ was the junction for the two main routes | 0:21:01 | 0:21:05 | |
from London to Scotland. | 0:21:05 | 0:21:07 | |
But the growing rivalry with the London and North Western Railway | 0:21:09 | 0:21:12 | |
was heating up. | 0:21:12 | 0:21:13 | |
The L&N had the tracks north, and the Midland, to the south, | 0:21:15 | 0:21:18 | |
and there was a problem deep in the Yorkshire Dales. | 0:21:18 | 0:21:21 | |
Disputes and stand-offs between railway companies were common, | 0:21:25 | 0:21:29 | |
but as battlegrounds go, this one was on an epic scale. | 0:21:29 | 0:21:32 | |
Things came to a head here in Ingleton, | 0:21:39 | 0:21:41 | |
where the two rivals just couldn't reach an agreement | 0:21:41 | 0:21:44 | |
on sharing the station and the tracks heading north. | 0:21:44 | 0:21:47 | |
Passengers were forced off their Midland train, whatever the weather, | 0:21:51 | 0:21:55 | |
to traipse across this vast viaduct with their luggage, on foot, | 0:21:55 | 0:21:59 | |
to wait for the London and North Western service to pick them up. | 0:21:59 | 0:22:02 | |
Eventually, a compromise was reached, so that passengers | 0:22:04 | 0:22:07 | |
could stay in their carriages and continue their journey. | 0:22:07 | 0:22:10 | |
But, because of the rivalry and mistrust between the companies, | 0:22:10 | 0:22:14 | |
the line never reached its full potential. | 0:22:14 | 0:22:17 | |
The Midland board decided they needed their own | 0:22:17 | 0:22:19 | |
separate route to Scotland. | 0:22:19 | 0:22:21 | |
Their intention was to build a new line from Settle in North Yorkshire | 0:22:27 | 0:22:31 | |
to Carlisle in Cumbria. | 0:22:31 | 0:22:33 | |
73 miles through extremely tough terrain, | 0:22:34 | 0:22:37 | |
and these are some of the original plans. | 0:22:37 | 0:22:39 | |
So this is a mega construction for the railway company, | 0:22:41 | 0:22:44 | |
out here in such a remote place. | 0:22:44 | 0:22:46 | |
Not half. This is the ultimate, the biggest of the viaducts, | 0:22:46 | 0:22:50 | |
but the biggest of 22 like this that there were along the line. | 0:22:50 | 0:22:55 | |
And there's hardly a mile | 0:22:55 | 0:22:57 | |
of this 72-, 73-mile-long railway between Settle and Carlisle | 0:22:57 | 0:23:02 | |
that hasn't got some major structure on it - | 0:23:02 | 0:23:05 | |
a bridge, a viaduct, an embankment, a cutting. | 0:23:05 | 0:23:08 | |
Even looking at a photograph like this, that shows part of the | 0:23:12 | 0:23:15 | |
construction, it also shows in the background some of the, I suppose, | 0:23:15 | 0:23:19 | |
the support, the infrastructure of a place like this, | 0:23:19 | 0:23:22 | |
bearing in mind how remote it is, | 0:23:22 | 0:23:24 | |
how far it is away from smaller towns nearby. | 0:23:24 | 0:23:27 | |
We don't know for sure just how many people worked on the whole line. | 0:23:27 | 0:23:31 | |
But in this particular area, | 0:23:31 | 0:23:33 | |
we know that there were about 2,000 people living and dying | 0:23:33 | 0:23:38 | |
during the six or seven years it took to build this amazing structure | 0:23:38 | 0:23:43 | |
and the nearby Blea Moor Tunnel. | 0:23:43 | 0:23:45 | |
Just about every churchyard has got its navvy graves, navvy memorials, | 0:23:47 | 0:23:52 | |
but 200 we do know died here and are buried in the tiny churchyard | 0:23:52 | 0:23:57 | |
at Chapel-le-Dale, just across the near horizon here. | 0:23:57 | 0:24:00 | |
Roughly one a week. | 0:24:01 | 0:24:03 | |
And the main killers were smallpox and cholera. | 0:24:03 | 0:24:06 | |
This burial list shows some of the dozens of men, | 0:24:10 | 0:24:12 | |
women, and children, who died during the construction | 0:24:12 | 0:24:15 | |
of the Settle to Carlisle line. | 0:24:15 | 0:24:17 | |
In fact, the churchyard was so overcrowded, that in 1871, | 0:24:17 | 0:24:22 | |
Reverend Smith applied to the Midland Railway for financial help | 0:24:22 | 0:24:25 | |
in extending the burial ground. | 0:24:25 | 0:24:27 | |
All industries need workers. | 0:24:29 | 0:24:31 | |
The navvies perhaps don't always get the credit they deserve. | 0:24:31 | 0:24:34 | |
The Ribblehead viaduct remains an impressive monument | 0:24:39 | 0:24:42 | |
to the Midland's commercial and engineering ambitions. | 0:24:42 | 0:24:46 | |
Absolutely stunning, in its landscape here. | 0:24:46 | 0:24:49 | |
Sort of like St Paul's Cathedral is to London, | 0:24:52 | 0:24:55 | |
this is to the Yorkshire Dales. | 0:24:55 | 0:24:58 | |
The Settle to Carlisle line opened for freight in 1875, | 0:25:01 | 0:25:05 | |
and for passengers the following year. For the Midland Railway, | 0:25:05 | 0:25:09 | |
the final link in the chain was complete, | 0:25:09 | 0:25:11 | |
and it was now in a commanding position. | 0:25:11 | 0:25:14 | |
By 1876, the company operated more than 1,500 miles of track. | 0:25:17 | 0:25:22 | |
It owned a quarter of the country's engines, 3,000 coaches, | 0:25:22 | 0:25:26 | |
and 33,000 wagons. | 0:25:26 | 0:25:28 | |
As the larger railway companies continue to expand their networks | 0:25:33 | 0:25:37 | |
and power bases, the state continued with its light touch approach. | 0:25:37 | 0:25:41 | |
But with the advent of the First World War in 1914, | 0:25:42 | 0:25:45 | |
everything changed. | 0:25:45 | 0:25:47 | |
The state largely took control of the railways | 0:25:47 | 0:25:49 | |
in order to facilitate the movement of troops and supplies. | 0:25:49 | 0:25:53 | |
When the fighting ended, the government used compulsory mergers | 0:25:54 | 0:25:57 | |
to create the Big Four, and the Midland became part | 0:25:57 | 0:26:00 | |
of the London, Midland and Scottish Railway. | 0:26:00 | 0:26:03 | |
On the 1st of January 1948, | 0:26:11 | 0:26:13 | |
a quarter of a century after it was first formed, | 0:26:13 | 0:26:16 | |
the London, Midland and Scottish became part of British Railways. | 0:26:16 | 0:26:19 | |
Nationalisation was the end of an era for all our railway companies, | 0:26:21 | 0:26:26 | |
yet the Midland's legacy lives on, | 0:26:26 | 0:26:28 | |
through its former workshops and magnificent stations. | 0:26:28 | 0:26:32 | |
In the glory days of the 1860s, | 0:26:32 | 0:26:35 | |
the Midland Railway decided it needed its own terminus | 0:26:35 | 0:26:38 | |
in the capital to help it cope with the increase in coal and passengers. | 0:26:38 | 0:26:42 | |
The result was St Pancras, opened in 1868. | 0:26:46 | 0:26:50 | |
And it was described at the time | 0:26:55 | 0:26:56 | |
as one of the most elegant constructions. | 0:26:56 | 0:26:59 | |
Elegant, in a way, sells it short | 0:26:59 | 0:27:01 | |
because it's magnificent, you might say. | 0:27:01 | 0:27:03 | |
This is the largest clearspan structure that had yet been produced | 0:27:03 | 0:27:07 | |
anywhere in the world by quite a long way, | 0:27:07 | 0:27:09 | |
and that's just the train shed part. | 0:27:09 | 0:27:10 | |
Because, at the other end, and also wrapping all around us, | 0:27:10 | 0:27:14 | |
in the form of red brick and stone, are the station buildings, | 0:27:14 | 0:27:18 | |
including, at the far end, the magnificent Midland Hotel, | 0:27:18 | 0:27:22 | |
designed by George Gilbert Scott. | 0:27:22 | 0:27:24 | |
This is a magnificent building, by any standards. | 0:27:24 | 0:27:26 | |
The historians will always debate | 0:27:32 | 0:27:34 | |
precisely what impact the railways had on our national economy, | 0:27:34 | 0:27:37 | |
but there's little doubt that we were world leaders in the field. | 0:27:37 | 0:27:40 | |
Railway shares really developed the investor spirit in the UK. | 0:27:43 | 0:27:48 | |
So it was a training ground for financial markets, | 0:27:48 | 0:27:51 | |
also the training ground for investors. | 0:27:51 | 0:27:55 | |
It was an important step towards shareholder capitalism, | 0:27:55 | 0:27:58 | |
where the middle classes were encouraged to speculate | 0:27:58 | 0:28:00 | |
on the stock exchange, | 0:28:00 | 0:28:02 | |
something that politicians like Margaret Thatcher | 0:28:02 | 0:28:05 | |
were so keen to emulate when the public snapped up shares | 0:28:05 | 0:28:08 | |
in British Telecom and British Gas. | 0:28:08 | 0:28:11 | |
During a few decades in the 19th century, | 0:28:12 | 0:28:15 | |
the railways drove up excellence in engineering | 0:28:15 | 0:28:17 | |
and developed accountancy, book- keeping, and management structures | 0:28:17 | 0:28:21 | |
that remain with us today. | 0:28:21 | 0:28:23 | |
The railways revolution transformed how we did business in Britain, | 0:28:24 | 0:28:28 | |
and right around the world. | 0:28:28 | 0:28:29 |