Editing Great Western Railway (section)

==Operations==
In the early years the GWR was managed by two committees, one in Bristol and one in London. They soon combined as a single board of directors which met in offices at Paddington.{{sfn|MacDermot|1927|at=Chapter 5}}

The board was led by a chairman and supported by a [[Company secretary|secretary]] and other "officers". The first Locomotive Superintendent was [[Daniel Gooch]], although from 1915 the title was changed to Chief Mechanical Engineer. The first Goods Manager was appointed in 1850 and from 1857 this position was filled by [[James Grierson (railway manager)|James Grierson]] until 1863 when he became the first general manager. In 1864 the post of Superintendent of the Line was created to oversee the running of the trains.<ref name=GWCentenaryO/>

===Passenger services===
{| class="wikitable" style="float:right; margin-left:10px;"<!--style avoids LH text overlay-->
|-
!&nbsp;Year&nbsp;!!&nbsp;Passengers&nbsp;!!&nbsp;Train mileage&nbsp;!!&nbsp;Receipts&nbsp;
|- style="text-align:right;"
|'''1850'''&nbsp;||2,491,712&nbsp;||1,425,573&nbsp;||£630,515 <small>(£{{Formatprice|{{Inflation|UK|630515|1850|{{inflation-year|UK}}|r=0}}}} in {{inflation-year|UK}})</small>
|- style="text-align:right;"
|'''1875'''&nbsp;||36,024,592&nbsp;||9,435,876&nbsp;||£2,528,305 <small>(£{{Formatprice|{{Inflation|UK|2528305|1875|{{inflation-year|UK}}|r=-4}}}} in {{inflation-year|UK}})</small>
|- style="text-align:right;"
|'''1900'''&nbsp;||80,944,483&nbsp;||23,279,499&nbsp;||£5,207,513 <small>(£{{Formatprice|{{Inflation|UK|5207513|1900|{{inflation-year|UK}}|r=-4}}}} in {{inflation-year|UK}})</small>
|- style="text-align:right;"
|'''1924'''&nbsp;||140,241,113&nbsp;||37,997,377&nbsp;||£13,917,942 <small>(£{{Formatprice|{{Inflation|UK|13917942|1924|{{inflation-year|UK}}|r=-4}}}} in {{inflation-year|UK}})</small>
|- style="text-align:right;"
|'''1934'''&nbsp;||&nbsp;110,813,041&nbsp;||&nbsp;40,685,597&nbsp;||&nbsp;£10,569,140 <small>(£{{Formatprice|{{Inflation|UK|10569140|1934|{{inflation-year|UK}}|r=-4}}}} in {{inflation-year|UK}})</small>
|-
|colspan=4 | <Small>Passenger numbers exclude season ticket journeys.</small><ref name=GWCentenaryB/>{{Inflation-fn|UK|df=y}}
|}
Early trains offered passengers a choice of [[First class travel|first-]] or second-class [[Passenger car (rail)|carriages]]. In 1840 this choice was extended: passengers could be conveyed by the slow [[goods train]]s in what became third-class. The [[Railway Regulation Act 1844]] made it a legal requirement that the GWR, along with all other British railways, had to serve each station with trains which included third-class accommodation at a [[fare]] of not more than one [[Penny (British pre-decimal coin)|penny]] per mile and a speed of at least {{convert|12|mph|abbr=on}}. By 1882, third-class carriages were attached to all trains except for the fastest [[Express train|expresses]]. Another parliamentary order meant that trains began to include smoking carriages from 1868.<ref name=GWCentenaryT>{{cite journal| title = From ordeal to luxury in railway travel| journal = Great Western Railway Magazine| volume = 47| issue = 9| pages = 505–507| publisher = Great Western Railway| year = 1935}}</ref>

Special "[[excursion]]" cheap-day [[train ticket|tickets]] were first issued in May 1849 and [[season ticket]]s in 1851. Until 1869 most revenue came from second-class passengers but the volume of third-class passengers grew to the extent that second-class facilities were withdrawn in 1912. The [[Cheap Trains Act 1883]] resulted in the provision of workmen's trains at special low fares at certain times of the day.<ref name=GWCentenaryB>{{cite journal| title = A brief review of the Company's hundred years of business|journal = Great Western Railway Magazine| volume = 47| issue = 9| pages = 495–499| publisher = Great Western Railway| year = 1935}}</ref>

The principal express services were often given nicknames by railwaymen but these names later appeared officially in timetables, on headboards carried on the locomotive, and on roofboards above the windows of the carriages. For instance, the late-morning ''[[Flying Dutchman (train)|Flying Dutchman]]'' express between London and Exeter was named after the winning horse of the [[Derby (horse race)|Derby]] and [[St. Leger Stakes|St Leger]] [[Horse racing|races]] in 1849. Although withdrawn at the end of 1867, the name was revived in 1869&nbsp;– following a request from the [[Bristol and Exeter Railway]]&nbsp;– and the train ran through to Plymouth. An afternoon express was instigated on the same route in June 1879 and became known as ''[[Zulu (train)|The Zulu]]''. A third West Country express was introduced in 1890, running to and from Penzance as ''[[Cornishman (GWR)|The Cornishman]]''. A new service, the ''[[Cornish Riviera Express]]'' ran between London and Penzance&nbsp;– non-stop to Plymouth&nbsp;– from 1 July 1904, although it ran only in the summer during 1904 and 1905 before becoming a permanent feature of the timetable in 1906.<ref>{{cite book |last1=Allen |first1=Cecil J. |title=Titled Trains of the Western |date=1974 |publisher=Ian Allan |isbn=0-7110-0513-3 |pages=36–51}}</ref>
[[File:GWR book Cheltenham Flyer 1932.jpg|thumb|upright|alt=A stylised image of the front of a steam locomotive, seen from low down and created with a subdued pallette which is mainly green and black but with red title and subtitle|The ''Cheltenham Flyer'' was a GWR 'book for boys of all ages'.]]
The ''[[Cheltenham Spa Express]]'' was the fastest train in the world when it was scheduled to cover the {{convert|77.25|mi|km|1}} between {{Stnlnk|Swindon}} and London at an average of {{Convert|71.3|mph|km/h}}.{{sfn|Chapman |1936|pages=121–122}} The train was nicknamed the 'Cheltenham Flyer' and featured in one of the GWR's 'Books for boys of all ages'. Other named trains included ''[[The Bristolian (train)|The Bristolian]]'', running between London and Bristol from 1935,<ref>{{cite book |last= Maggs |first= Colin |title= Rail Centres: Bristol  |year= 1981  |publisher= Ian Allan |location= Shepperton |isbn= 0-7110-1153-2 |page= 25 }}</ref> and the ''[[Torbay Express]]'', which ran between London and {{Stnlnk|Kingswear}}.<ref>{{cite book| last = Beck| first = Keith|author2=Copsey, John| title = The Great Western in South Devon| publisher = Wild Swan Publication| year = 1990| location = Didcot| isbn = 0-906867-90-8 | page=119}}</ref>

Many of these fast expresses included special coaches that could be detached as they passed through stations without stopping, a [[Conductor (transportation)|guard]] riding in the coach to uncouple it from the main train and bring it to a stop at the correct position. The first such "[[slip coach]]" was detached from the ''Flying Dutchman'' at {{Stnlnk|Bridgwater}} in 1869.{{sfn|MacDermot|1931|at=Chapter 13}} The company's first [[sleeping car]]s were operated between Paddington and Plymouth in 1877. Then on 1 October 1892 its first [[Corridor (rail vehicle)|corridor train]] ran from Paddington to Birkenhead, and the following year saw the first trains heated by steam that was passed through the train in a pipe from the locomotive. May 1896 saw the introduction of first-class [[restaurant car]]s and the service was extended to all classes in 1903. Sleeping cars for third-class passengers were available from 1928.<ref name= GWCentenaryT/>

Self-propelled "[[GWR steam railmotors|steam railmotors]]" were first used on 12 October 1903 between {{Stnlnk|Stonehouse}} and {{Stnlnk|Chalford}}; within five years 100 had been constructed. These trains had special retractable steps that could be used at stations with lower platforms than was usual in England.{{sfn|MacDermot|1931|at=Chapter 13}} The railmotors proved so successful on many routes that they had to be supplemented by trailer cars with driving controls, the first of which entered service at the end of 1904. From the following year a number of small locomotives were fitted so that they could work with these trailers, the combined sets becoming known as "[[GWR Autotrain|autotrains]]" and eventually replacing the steam rail motors.<ref name=Auto>{{cite book| last = Lewis| first = John| title = Great Western Auto Trailers, Part One| publisher = Wild Swan Publications| year = 1991| location = Didcot| isbn = 0-906867-99-1}}</ref> [[GWR railcars|Diesel railcars]] were introduced in 1934. Some railcars were fully streamlined, some had buffet counters for long-distance services, and others were purely for parcels services.<ref name=Railcars/>

===Freight services===
{| class="wikitable" style="float:right; margin-left:10px;"<!--style avoids LH text overlay-->
|-
!&nbsp;Year&nbsp;!!&nbsp;Tonnage&nbsp;!!&nbsp;Train mileage&nbsp;!!&nbsp;Receipts&nbsp;
|- style="text-align:right;"
|'''1850'''&nbsp;||350,000&nbsp;||330,817&nbsp;||£202,978 <small>(£{{Formatprice|{{Inflation|UK|202978|1850|{{inflation-year|UK}}|r=0}}}} in {{inflation-year|UK}})</small>
|- style="text-align:right;"
|'''1875'''&nbsp;||16,388,198&nbsp;||11,206,462&nbsp;||£3,140,093 <small>(£{{Formatprice|{{Inflation|UK|3140093|1875|{{inflation-year|UK}}|r=0}}}} in {{inflation-year|UK}})</small>
|- style="text-align:right;"
|'''1900'''&nbsp;||37,500,510&nbsp;||23,135,685&nbsp;||£5,736,921 <small>(£{{Formatprice|{{Inflation|UK|5736921|1900|{{inflation-year|UK}}|r=0}}}} in {{inflation-year|UK}})</small>
|- style="text-align:right;"
|'''1924'''&nbsp;||81,723,133&nbsp;||25,372,106&nbsp;||£17,571,537 <small>(£{{Formatprice|{{Inflation|UK|17571537|1924|{{inflation-year|UK}}|r=0}}}} in {{inflation-year|UK}})</small>
|- style="text-align:right;"
|'''1934'''&nbsp;||&nbsp;64,619,892&nbsp;||&nbsp;22,707,235&nbsp;||&nbsp;£14,500,385 <small>(£{{Formatprice|{{Inflation|UK|14550385|1934|{{inflation-year|UK}}|r=0}}}} in {{inflation-year|UK}})</small>
|-
|colspan=4 | <small>Tonnage for 1850 is approximate.</small><ref name=GWCentenaryB/>{{Inflation-fn|UK|df=y}}
|}
Passenger traffic was the main source of revenue for the GWR when it first opened but goods were also carried in separate trains. It was not until the coal-mining and industrial districts of Wales and the Midlands were reached that goods traffic became significant; in 1856 the [[Ruabon]] Coal Company signed an agreement with the GWR to transport coal to London at special rates which nonetheless was worth at least £40,000 each year to the railway.<ref name=GWCentenaryB/>

As locomotives increased in size so did the length of goods trains, from 40 to as many as 100 four-wheeled wagons, although the gradient of the line often limited this.{{sfn|MacDermot|1931|at=Chapter 13}} While typical goods wagons could carry 8, 10 or (later) 12 tons, the load placed into a wagon could be as little as 1 ton. The many smaller consignments were sent to a local [[transhipment]] centre where they were re-sorted into larger loads for the main segment of their journey. There were more than 550 "station truck" workings running on timetabled goods trains carrying small consignments to and from specified stations, and 200 "pick up" trucks that collected small loads from groups of stations.<ref>{{cite book| last = Atkins| first = A.G.| title = A History of GWR Goods Wagons, Volume 1| publisher = David and Charles| year = 1975| page=16 |location = Newton Abbot| isbn = 0-7153-6532-0| display-authors = etal}}</ref>

The GWR provided special wagons, handling equipment and storage facilities for its largest traffic flows. For example, the coal mines in Wales sent much of their coal to the docks along the coast, many of which were owned and equipped by the railway, as were some in Cornwall that exported most of the [[kaolinite|china clay]] production of that county. The wagons provided for both these traffic flows (both those owned by the GWR and the mining companies) were fitted with end doors that allowed their loads to be tipped straight into the ships' holds using wagon-tipping equipment on the dockside. Special wagons were produced for many other different commodities such as [[gunpowder]],<ref>{{cite book| last = Atkins| first = A.G.| title = A History of GWR Goods Wagons, Volume 2| publisher = David and Charles| year = 1976| pages=109–111 |location = Newton Abbot| isbn = 0-7153-7290-4| display-authors = etal}}</ref> [[aeroplane]] propellers,{{sfn|Atkins |1976|page=23}} motor cars,{{sfn|Atkins |1976|pages=24–33}} fruit{{sfn|Atkins |1976|pages=105–109}} and fish.{{sfn|Atkins |1976|pages=79–84}}

Heavy traffic was carried from the agricultural and fishing areas in the southwest of England, often in fast "perishables" trains,<ref>{{cite book| last = Bennett| first = Alan| title = The Great Western Railway in West Cornwall| publisher = Runpast Publishing| orig-year = 1988| edition = 2nd | location = Cheltenham| year = 1990a| isbn = 1-870754-12-3 | pages=59–61 }}</ref> for instance more than 3,500 cattle were sent from {{Stnlnk|Grampound Road}} in the 12 months to June 1869,<ref>{{cite journal | last = Sheppard | first = Geof | title = A Cornish cattle census | journal = Broadsheet | issue = 52 | pages = 9–10 | publisher = Broad Gauge Society | year = 2004 }}</ref> and in 1876 nearly than 17,000 [[long ton|tons]] of fish was carried from west Cornwall to London.<ref>{{cite journal | last = Sheppard | first = Geof | title = Fish from Cornwall | journal = Broadsheet | issue = 52 | pages = 24–29 | publisher = Broad Gauge Society | year = 2004 }}</ref> The perishables trains running in the nineteenth century used wagons built to the same standards as passenger coaches, with [[vacuum brake]]s and large wheels to allow fast running. Ordinary goods trains on the GWR, as on all other British railways at the time, had wheels close together (around {{convert|9|ft|m|1}} apart), smaller wheels and only hand brakes.{{sfn|Atkins |1975|pages=46–94}}

In 1905 the GWR ran its first vacuum-braked general goods train between London and Bristol using newly built goods wagons with small wheels but vacuum brakes. This was followed by other services to create a network of fast trains between the major centres of production and population that were scheduled to run at speeds averaging {{convert|35|mph|abbr=on}}. Other railway companies also followed the GWR's lead by providing their own vacuum-braked (or "fitted") services.{{sfn|Atkins |1975|pages=12–15}}

===Ancillary operations===
[[File:GWR bus AF84 on Helston service.jpg|right|thumb|alt=A sepia picture of an old bus, seen from the front. The cab is open to the elements and three men sit in it, while a boy stands to the right.|One of the first [[GWR road motor services|road motors]] working a service from {{Stnlnk|Helston}} to [[The Lizard]]]]
A number of canals, such as the [[Kennet and Avon Canal]] and the [[Stratford-upon-Avon Canal]], became the property of the railway when they were purchased to remove competition or objectors to proposed new lines. Most of these continued to be operated although they were only a small part of the railway company's business: in 1929 the canals took £16,278 of receipts while freight trains earned over £17 million. (£{{Formatnum:{{Inflation|UK|16278|1929|{{inflation-year|UK}}|r=-3}}}} and £{{Formatprice|{{Inflation|UK|17000000|1929|{{inflation-year|UK}}|r=0}}}} respectively in {{inflation-year|UK}}).<ref name=GWCentenaryF>{{cite journal| title = A Brief Review of the Company's Hundred Years of Business|journal = Great Western Railway Magazine| volume = 47| issue = 9| pages = 495–500| publisher = Great Western Railway| year = 1935}}</ref>{{Inflation-fn|UK|df=y}}

The [[Railways Act 1921]] brought most of the large coal-exporting docks in South Wales into the GWR's ownership, such as those at [[Cardiff]], [[Barry, Glamorgan|Barry]], and [[Swansea]]. They were added to a small number of docks along the south coast of England which the company already owned, to make it the largest docks operator in the world.<ref name=GWCentenaryA/>

Powers were granted by Parliament for the [[Great Western Railway ships|GWR to operate ships]] in 1871.<ref name=GWCentenaryA>{{cite journal| title = Handmaids of the Railway Services| journal = Great Western Railway Magazine| volume = 47| issue = 9| pages = 515–516| publisher = Great Western Railway| year = 1935}}</ref> The following year the company took over the ships operated by Ford and Jackson on the route between [[Neyland]] in Wales and [[Waterford]] in Ireland. The Welsh terminal was relocated to {{Stnlnk|Fishguard Harbour}} when the railway was opened to there in 1906. Services were also operated between {{Stnlnk|Weymouth Quay}} and the [[Channel Islands]] from 1889 on the former Weymouth and Channel Islands Steam Packet Company routes. Smaller GWR vessels were also used as [[Ship's tender|tenders]] at [[Plymouth Millbay railway station|Plymouth Great Western Docks]] and, until the Severn Tunnel opened, on the [[River Severn]] crossing of the [[Bristol and South Wales Union Railway]].<ref name=Duckworth/>

The first railway-operated bus services were started by the GWR between [[Helston railway station]] and [[The Lizard]] on 17 August 1903. Known by the company as "[[GWR road motor services|road motors]]", these chocolate-and-cream buses operated throughout the company's territory on railway feeder services and excursions until the 1930s when they were transferred to local bus companies (in most of which the GWR held a [[Share (finance)|share]]).<ref>{{cite book| last = Kelley| first = Philip J.| title = Great Western Road Vehicles| publisher = Oxford Publishing Company| year = 2002| location = Hersham| isbn = 0-86093-568-X | pages=177–220 }}</ref>

The GWR inaugurated the first railway air service between [[Cardiff]], [[Torquay]] and [[Plymouth]] in association with [[Imperial Airways]]. This grew to become part of the [[Railway Air Services]].<ref name=GWCentenaryA/>