pipe both! Without a moment's hesitation in plunged the policeman to the
rescue; but the river was deep and he an indifferent swimmer. The night
was dark and he was not brought to land till life had nearly left him. He
recovered, but lost his sight and became blind for the rest of his life.
Mr. Swarbrick provided for him, I believe, by setting him up in a small
public house, where, I am told, despite his loss of sight, he ended his
days not unhappily.

In 1867, compared with 1851, the Midland had made giant strides. It
worked a thousand miles of railway against five hundred; its capital had
doubled and reached thirty-two millions, about one-fourth of what it is
to-day; its revenue had risen from about a million to over a million and
a half; and the dividend was five and a half compared with two and five-
eighths per cent.

The opening of the Midland route to Saint Pancras; the projection of the
Settle and Carlisle line; the introduction of Pullman cars, parlour
saloons, sleeping and dining cars; the adoption of gas and electricity
for the lighting of carriages; the running of third-class carriages by
all trains; the abolition of second-class and reduction of first-class
fares; and the establishment of superannuation funds were amongst the
most striking events in the railway world during this period.

On the first day of October, 1868, the first passenger train ran into
Saint Pancras station, and the Midland competition for London traffic now
began in earnest, and from that time onward helped to develop those
magnificent rival passenger train services between the Metropolis and
England's busy centres and between England and Scotland and Ireland,
which, for luxury, speed and comfort, stand pre-eminent. Prior to this,
the Midland access to London had been by the exercise of running powers