BUS613: Advanced International Business

It was legally required that each line be authorized by a separate Act of Parliament. While there were entrepreneurs with the vision of an intercity network of lines, it was much easier to find investors to back shorter stretches that were clearly defined in purpose, where rapid returns on investment could be predicted. A new railway needed an Act of Parliament, which typically cost over £200,000 to obtain, but opposition could effectively prevent its construction. The canal companies, unable or unwilling to upgrade their facilities to compete with railways, used political power to try to stop them. The railways responded by purchasing about a fourth of the canal system, in part to get the right of way and in part to buy off critics. Once an Act was obtained, there was little government regulation, as laissez faire and private ownership had become accepted practices. The railways largely had exclusive territory, but given the compact size of Britain, this meant that two or more competing lines could connect major cities. Between the-mid 1830s and the mid-1940s, the period of the railway boom, Parliament authorized 8,000 miles of lines at a projected cost of £200 million, which was about the same value as the country's annual gross domestic product (GDP) at that time.

George Hudson became the most important railway promoter of his time. Called the "railway king" of Britain, Hudson amalgamated numerous short lines and established the Railway Clearing House in 1842, an organization that provided uniform paperwork and standardized methods for apportioning fares while transferring passengers and freight between lines and loaning out freight cars. Hudson's ability to design complex company and line amalgamations helped bring about the beginnings of a more modern railway network. In 1849, he exercised effective control over nearly 30% of the rail track operating in Britain, most of it owned by four railway groups: the Eastern Counties Railway, the Midland, the York, Newcastle and Berwick, and the York and North Midland. Hudson remains an important figure in railway history also because of a series of scandalous revelations that forced him out of office. The financial reporting malpractices of the Eastern Counties Railway while Hudson was its chairman eventually led to the collapse of his system.

A railway junction diagram. When coaches or wagons owned by a different company were used, that company would be entitled to a proportion of the fare or fee. If the commencement and terminus of the journey were on different railways, a more complicated situation arose. If the two companies involved did not provide through ticketing, the passenger or goods needed to be re-booked at a junction station. If through booking was provided, the receipts collected by the first company needed to be divided between them, usually on a mileage basis. The Railway Clearing House was founded as a means by which these receipts could be apportioned fairly.

All the railways were promoted by commercial interests. As those opened by the year 1836 were paying good dividends, it prompted financiers to invest and by 1845 over 1,000 projected schemes had been put forward. This led to a speculative frenzy, following a common pattern: as the price of railway shares increased, more and more money was poured in by speculators, until the inevitable collapse in price. The Railway Mania, as it was called, reached its zenith in 1846, when no fewer than 272 Acts of Parliament setting up new railway companies were passed. Unlike most stock market bubbles, there was a net tangible result from all the investment in the form of a vast expansion of the British railway system, although perhaps at an inflated cost. When the government stepped in and announced closure for depositing schemes, the Railway Mania was brought to an end.

The legacy of Railway Mania can still be seen today, with duplication of some routes and cities possessing several stations on the same or different lines, sometimes with no direct connection between them (however, a significant amount of this duplication was removed by the Beeching Axe in the 1960s). The best example of this is London, which has no fewer than twelve main line terminal stations, serving its dense and complex suburban network. It is basically the result of the many railway companies during the Mania that were competing to run their routes in the capital.