I became fond of railway work, which it seems to me for interest and variety holds a high place among all the occupations by which man, who was born to labour, may earn his daily bread.  My duties were certainly arduous but intensely interesting.  The correspondence with other railway companies regarding agreements, joint line working, Parliamentary matters, and many other important subjects, conducted as it required to be, with skill, care and precision, was for me a liberal education.  The fierce rivalry which, in those days, raged in Scotland for competitive traffic culminated often in disputes which could only be settled by the intervention of the general managers, and these brought much exciting work into the office.  Again, the close and intimate relations between the Midland and the Glasgow and South-Western involved interesting communications, meetings and discussions, and the keeping of certain special accounts which it fell to me to supervise.

The Midland and the Glasgow and South-Western alliance was regarded by the West Coast Companies (the London and North-Western and the Caledonian) with much disfavour.  In their eyes it was an attack upon their hen roost, and it certainly resulted in the loss to them of a large share of through traffic between England and Scotland which the West Coast route had previously had all to itself.  To carry on the competition successfully necessitated a large expenditure of capital by the Glasgow and South-Western, and the Midland, of course, had to help in this.  The original cost of Saint Enoch Station for instance was nearly one and three-quarter millions sterling, and a considerable outlay was also necessary for goods stations and other accommodation.  There was in those days much doing between the general managers’ offices of the Midland and Glasgow and South-Western companies, and it was all delightfully new and novel to me.

A Committee of Directors of the two companies, called the Midland and Glasgow and South-Western Joint Committee, was established.  This committee, with the two general managers, met periodically either at Derby, London, Carlisle or Glasgow.  Mr. Wainwright acted as secretary and I kept the minute book and papers relating to the business of the committee.

Pullman cars had been introduced on the Midland and were run on the through trains between Saint Pancras and Saint Enoch.  The cars were the property of Mr. Pullman, but the Midland kept them in repair, the Glasgow and South-Western relieving them of a proportion of the cost corresponding to the mileage run over their line.  Mr. Pullman received as his remuneration the extra fare paid by the passengers—­three shillings each for drawing-room cars and five shillings each for sleeping cars.  Other through carriages on these trains were jointly owned by the two companies.  The interesting accounts connected with these arrangements were supervised by me.  I commenced work with