Great Western Railway

<h2 id="history">History</h2>
<h3>Formation</h3>

The Great Western Railway originated from the desire of <a href="/facts/Bristol/nLwyoDTG">Bristol</a> merchants to maintain their city as the second port of the country and the chief one for American trade.<a class="footnote-ref" id="fnref:1" href="#fn:1">1</a> The increase in the size of ships and the gradual silting of the <a href="/facts/River_Avon%2c_Bristol/1Ry8DkBR">River Avon</a> had made <a href="/facts/Liverpool/kTqATlxg">Liverpool</a> an increasingly attractive port, and with a Liverpool to London rail line under construction in the 1830s Bristol's status was threatened. The answer for Bristol was, with the co-operation of London interests, to build a line of their own; a railway built to unprecedented standards of excellence to out-perform the lines being constructed to the <a href="/facts/North_West_England/v0dYDpjK">North West of England</a>.<a class="footnote-ref" id="fnref:2" href="#fn:2">2</a>

The company was founded at a meeting in Bristol on 21 January 1833. <a href="/facts/Isambard_Kingdom_Brunel/kKeQ1IV6">Isambard Kingdom Brunel</a>, then aged 27, was appointed engineer on 7 March 1833. The name Great Western Railway was adopted on 19 August 1833, and the company was incorporated by the Great Western Railway Act 1835 (<a href="/facts/5_%2526_6_Will._4/P1oM5TTK">5 & 6 Will. 4</a>. c. cvii) on 31 August 1835.<a class="footnote-ref" id="fnref:3" href="#fn:3">3</a>

<h3>Route of the line</h3>
This was by far Brunel's largest contract to date. He made two controversial decisions. Firstly, he chose to use a broad gauge of 7 ft (2,134 mm) to allow for the possibility of large wheels outside the bodies of the rolling stock which could give smoother running at high speeds. Secondly, he selected a route, north of the <a href="/facts/North_Wessex_Downs/elCv5TFK">Marlborough Downs</a>, which had no significant towns but which offered potential connections to <a href="/facts/Oxford/kHvWDTXW">Oxford</a> and <a href="/facts/Gloucester/mck7T4Ev">Gloucester</a>. This meant the line was not direct from London to Bristol. From Reading heading west, the line would curve in a northerly sweep back to Bath.<a class="footnote-ref" id="fnref:4" href="#fn:4">4</a>
Brunel surveyed the entire length of the route between London and Bristol himself, with the help of many, including his solicitor, Jeremiah Osborne of the Bristol law firm <a href="/facts/Osborne_Clarke/dfBLxDg0">Osborne Clarke</a>, who on one occasion rowed Brunel down the River Avon to survey the bank of the river for the route.<a class="footnote-ref" id="fnref:5" href="#fn:5">5</a><a class="footnote-ref" id="fnref:6" href="#fn:6">6</a>
<a href="/facts/G._T._Clark/TgJyl2TD">George Thomas Clark</a> played an important role as an engineer on the project, reputedly taking the management of two divisions of the route including bridges over the <a href="/facts/River_Thames/XnQWN52L">River Thames</a> at <a href="/facts/Gatehampton_Railway_Bridge/u4SIBC4d">Lower Basildon</a> and <a href="/facts/Moulsford_Railway_Bridge/BsVzF34m">Moulsford</a> and of <a href="/facts/Paddington_Station/X8ASYBms">Paddington Station</a>.<a class="footnote-ref" id="fnref:7" href="#fn:7">7</a> Involvement in major earth-moving works seems to have fed Clark's interest in geology and <a href="/facts/Archaeology/K3Q5P38R">archaeology</a> and he, anonymously, authored two guidebooks on the railway: one illustrated with <a href="/facts/Lithograph/LFwpJbE7">lithographs</a> by <a href="/facts/John_Cooke_Bourne/zsWC8A2G">John Cooke Bourne</a>;<a class="footnote-ref" id="fnref:8" href="#fn:8">8</a> the other, a critique of Brunel's methods and the broad gauge.<a class="footnote-ref" id="fnref:9" href="#fn:9">9</a>

The first 22+1⁄2 miles (36 km) of line, from Paddington station in London to <a href="/facts/Taplow_railway_station/CgG2KSCF">Maidenhead Bridge station</a>, opened on 4 June 1838.<a class="footnote-ref" id="fnref:10" href="#fn:10">10</a> When <a href="/facts/Maidenhead_Railway_Bridge/hYCvsJel">Maidenhead Railway Bridge</a> was ready the line was extended to <a href="/facts/Twyford_railway_station/mn9dyLsl">Twyford</a> on 1 July 1839 and then through the deep <a href="/facts/Sonning_Cutting/tjvvL9V4">Sonning Cutting</a> to <a href="/facts/Reading_railway_station/Qt3rDcn5">Reading</a> on 30 March 1840.<a class="footnote-ref" id="fnref:11" href="#fn:11">11</a> The cutting was the scene of <a href="/facts/Railway_accident_at_Sonning_Cutting/QoQtYWVM">a significant accident</a> two years later when a goods train ran into a <a href="/facts/Landslip/sXSzA31e">landslip</a>; ten passengers who were travelling in open trucks were killed. This prompted <a href="/facts/Parliament_of_the_United_Kingdom/7bFbPI9g">Parliament</a> to pass the <a href="/facts/Railway_Regulation_Act_1844/5jBqqxFE">Railway Regulation Act 1844</a>, requiring railway companies to provide better carriages for passengers.<a class="footnote-ref" id="fnref:12" href="#fn:12">12</a>

The next section, from Reading to <a href="/facts/Steventon_railway_station/jloe9G3K">Steventon</a> crossed the Thames twice and opened for traffic on 1 June 1840. A 7+1⁄4-mile (12 km) extension took the line to <a href="/facts/Challow_railway_station/wWvp7ldF">Faringdon Road</a> on 20 July 1840.<a class="footnote-ref" id="fnref:13" href="#fn:13">13</a> Meanwhile, work had started at the Bristol end of the line, where the 11+1⁄2-mile (19 km) section to <a href="/facts/Bath_Spa_railway_station/0FcLvhFu">Bath</a> opened on 31 August 1840.<a class="footnote-ref" id="fnref:14" href="#fn:14">14</a>
On 17 December 1840, the line from London reached a temporary terminus at <a href="/facts/Wootton_Bassett_Road_railway_station/Y7Nc6UEI">Wootton Bassett Road</a> west of Swindon and 80.25 miles (129 km) from Paddington. The section from Wootton Bassett Road to <a href="/facts/Chippenham_railway_station/wVW3V520">Chippenham</a> was opened on 31 May 1841, as was <a href="/facts/Swindon_railway_station/LJFQhFb5">Swindon Junction station</a><a class="footnote-ref" id="fnref:15" href="#fn:15">15</a> where the <a href="/facts/Cheltenham_and_Great_Western_Union_Railway/FdMh9E6I">Cheltenham and Great Western Union Railway</a> (C&GWUR) to <a href="/facts/Cirencester_Town_railway_station/3kuqqPRw">Cirencester</a> connected. That was an independent line worked by the GWR, as was the <a href="/facts/Bristol_and_Exeter_Railway/jeUEXe4p">Bristol and Exeter Railway</a> (B&ER), the first section of which from Bristol to <a href="/facts/Bridgwater_railway_station/4GfuAGDG">Bridgwater</a> was opened on 14 June 1841. The GWR main line remained incomplete during the construction of the 1-mile-1,452-yard (2.94 km) <a href="/facts/Box_Tunnel/luqVM1NL">Box Tunnel</a>, which was ready for trains on 30 June 1841, after which trains ran the 152 miles (245 km) from Paddington through to Bridgwater.<a class="footnote-ref" id="fnref:16" href="#fn:16">16</a> In 1851, the GWR purchased the <a href="/facts/Kennet_and_Avon_Canal/LcCVmxRk">Kennet and Avon Canal</a>, which was a competing carrier between London, Reading, Bath and Bristol.<a class="footnote-ref" id="fnref:17" href="#fn:17">17</a>
The GWR was closely involved with the C&GWUR and the B&ER and with several other broad-gauge railways. The <a href="/facts/South_Devon_Railway_Company/WQHTuWpS">South Devon Railway</a> was completed in 1849, extending the broad gauge to <a href="/facts/Plymouth_Millbay_railway_station/IDF02yp5">Plymouth</a>,<a class="footnote-ref" id="fnref:18" href="#fn:18">18</a> whence the <a href="/facts/Cornwall_Railway/VzSRbB6q">Cornwall Railway</a> took it over the <a href="/facts/Royal_Albert_Bridge/WUTv3Wg4">Royal Albert Bridge</a> and into <a href="/facts/Cornwall/9A3TftFP">Cornwall</a> in 1859<a class="footnote-ref" id="fnref:19" href="#fn:19">19</a> and, in 1867, it reached <a href="/facts/Penzance_railway_station/xosLQN7t">Penzance</a> over the <a href="/facts/West_Cornwall_Railway/zqxydlgg">West Cornwall Railway</a> which originally had been laid in 1852 with the 4 ft 8+1⁄2 in (1,435 mm) <a href="/facts/Standard_gauge/T2XVtLNY">standard gauge</a> or "narrow gauge" as it was known at the time.<a class="footnote-ref" id="fnref:20" href="#fn:20">20</a> The <a href="/facts/South_Wales_Railway/SGoX2vGy">South Wales Railway</a> had opened between <a href="/facts/Chepstow_railway_station/3DeGovjD">Chepstow</a> and <a href="/facts/Swansea_railway_station/YuSvt0gc">Swansea</a> in 1850 and became connected to the GWR by Brunel's <a href="/facts/Chepstow_Railway_Bridge/8J4jvKQS">Chepstow Bridge</a> in 1852. It was completed to <a href="/facts/Neyland_railway_station/YYl3GMk8">Neyland</a> in 1856, where a transatlantic port was established.<a class="footnote-ref" id="fnref:21" href="#fn:21">21</a>
There was initially no direct line from London to Wales as the tidal <a href="/facts/River_Severn/sw9KLcCH">River Severn</a> was too wide to cross. Trains instead had to follow a lengthy route via Gloucester, where the river was narrow enough to be crossed by a bridge. Work on the <a href="/facts/Severn_Tunnel/81dp2JEc">Severn Tunnel</a> had begun in 1873, but unexpected underwater springs delayed the work and prevented its opening until 1886.<a class="footnote-ref" id="fnref:22" href="#fn:22">22</a>

<h3>Brunel's 7-foot gauge and the "gauge war"</h3>

See also: <a href="/facts/British_Gauge_War/G4aJk4x2">British Gauge War</a>, <a href="/facts/London_and_South_Western_Railway/pbHwpqts">London and South Western Railway § Gauge wars</a>, <a href="/facts/Isambard_Kingdom_Brunel/kKeQ1IV6">Isambard Kingdom Brunel § Great Western Railway</a>, and <a href="/facts/List_of_GWR_broad_gauge_locomotives/nJrPL7Q8">List of GWR broad gauge locomotives</a>

Brunel had devised a 7 ft (2,134 mm) track gauge for his railways in 1835. He later added 1⁄4 inch (6.4 mm), probably to reduce friction of the wheel sets in curves. This became the 7 ft 1⁄4 in (2,140 mm) broad gauge.<a class="footnote-ref" id="fnref:23" href="#fn:23">23</a> Either gauge may be referred to as Brunel gauge.
In 1844, the broad-gauge <a href="/facts/Bristol_and_Gloucester_Railway/UBJRg6MK">Bristol and Gloucester Railway</a> had opened, but Gloucester was already served by the 4 ft 8+1⁄2 in (1,435 mm) <a href="/facts/Standard_gauge/T2XVtLNY">standard gauge</a> lines of the <a href="/facts/Birmingham_and_Gloucester_Railway/IYCbEH1x">Birmingham and Gloucester Railway</a>. This resulted in a <a href="/facts/Break-of-gauge/a7SGdIwQ">break-of-gauge</a> that forced all passengers and goods to change trains if travelling between the south-west and the North. This was the beginning of the "gauge war" and led to the appointment by <a href="/facts/Parliament_of_the_United_Kingdom/7bFbPI9g">Parliament</a> of a <a href="/facts/Royal_Commission_on_Railway_Gauges/D4G5bbjh">Gauge Commission</a>, which reported in 1846 in favour of standard gauge so the 7-foot gauge was proscribed by law (<a href="/facts/Railway_Regulation_(Gauge)_Act_1846/unqJ6Kcr">Railway Regulation (Gauge) Act 1846</a>) except for the southwest of England and Wales where connected to the GWR network.<a class="footnote-ref" id="fnref:24" href="#fn:24">24</a>
Other railways in Britain were to use standard gauge. In 1846, the Bristol and Gloucester was bought by the <a href="/facts/Midland_Railway/53LQqKyx">Midland Railway</a> and it was <a href="/facts/Track_gauge_conversion/uHB1TWMj">converted</a> to standard gauge in 1854, which brought <a href="/facts/Mixed-gauge/c2L8Lm31">mixed-gauge</a> track to Temple Meads station – this had three rails to allow trains to run on either broad or standard gauge.<a class="footnote-ref" id="fnref:25" href="#fn:25">25</a>
The GWR extended into the <a href="/facts/West_Midlands_(region)/oVDPNBt9">West Midlands</a> in competition with the Midland and the <a href="/facts/London_and_North_Western_Railway/6pmtfdwf">London and North Western Railway</a>. <a href="/facts/Birmingham_Snow_Hill_railway_station/1H8oQtUu">Birmingham</a> was reached through <a href="/facts/Oxford_railway_station/elfRnPFS">Oxford</a> in 1852 and <a href="/facts/Wolverhampton_Low_Level_railway_station/uzYFNoLV">Wolverhampton</a> in 1854.<a class="footnote-ref" id="fnref:26" href="#fn:26">26</a> This was the furthest north that the broad gauge reached.<a class="footnote-ref" id="fnref:27" href="#fn:27">27</a> In the same year the <a href="/facts/Shrewsbury_and_Birmingham_Railway/nqze1A25">Shrewsbury and Birmingham Railway</a> and the <a href="/facts/Shrewsbury_and_Chester_Railway/gEKxnu5S">Shrewsbury and Chester Railway</a> both <a href="/facts/Consolidation_(business)/neJVyvfq">amalgamated</a> with the GWR, but these lines were standard gauge,<a class="footnote-ref" id="fnref:28" href="#fn:28">28</a> and the GWR's own line north of Oxford had been built with mixed gauge.<a class="footnote-ref" id="fnref:29" href="#fn:29">29</a>
This mixed gauge was extended southwards from Oxford to <a href="/facts/Basingstoke_railway_station/u9jtqeNM">Basingstoke</a> at the end of 1856 and so allowed through goods traffic from the north of England to the south coast (via the <a href="/facts/London_and_South_Western_Railway/pbHwpqts">London and South Western Railway</a> – LSWR) without <a href="/facts/Transshipment/XFsvJSsl">transshipment</a>.<a class="footnote-ref" id="fnref:30" href="#fn:30">30</a>

The line to Basingstoke had originally been built by the <a href="/facts/Berks_and_Hants_Railway/rA1tpaFC">Berks and Hants Railway</a> as a broad-gauge route in an attempt to keep the standard gauge of the LSWR out of Great Western territory but, in 1857, the GWR and LSWR opened a shared line to <a href="/facts/Weymouth_railway_station/vpPJ4Syj">Weymouth</a> on the south coast, the GWR route being via Chippenham and a route initially started by the <a href="/facts/Wilts%2c_Somerset_and_Weymouth_Railway/kzwc9D4m">Wilts, Somerset and Weymouth Railway</a>.<a class="footnote-ref" id="fnref:31" href="#fn:31">31</a>
Further west, the LSWR took over the broad-gauge <a href="/facts/Exeter_and_Crediton_Railway/abTnAstH">Exeter and Crediton Railway</a> and <a href="/facts/North_Devon_Railway/t2mlyLTC">North Devon Railway</a>,<a class="footnote-ref" id="fnref:32" href="#fn:32">32</a> also the standard-gauge <a href="/facts/Bodmin_and_Wadebridge_Railway/oT1G5699">Bodmin and Wadebridge Railway</a>. It was several years before these remote lines were connected with the parent LSWR system and any through traffic to them was handled by the GWR and its associated companies.<a class="footnote-ref" id="fnref:33" href="#fn:33">33</a>
By now the gauge war was lost and mixed gauge was brought to <a href="/facts/Paddington_station/X8ASYBms">Paddington</a> in 1861, allowing through passenger trains from London to Chester. The broad-gauge South Wales Railway amalgamated with the GWR in 1862, as did the <a href="/facts/West_Midland_Railway/YmaI7eSQ">West Midland Railway</a>, which brought with it the <a href="/facts/Oxford%2c_Worcester_and_Wolverhampton_Railway/RI1dj0Qj">Oxford, Worcester and Wolverhampton Railway</a>, a line that had been conceived as another broad-gauge route to the Midlands but which had been built as standard gauge after several battles, both political and physical.<a class="footnote-ref" id="fnref:34" href="#fn:34">34</a><a class="footnote-ref" id="fnref:35" href="#fn:35">35</a>
On 1 April 1869, the broad gauge was taken out of use between Oxford and Wolverhampton and from Reading to Basingstoke. In August, the line from <a href="/facts/Grange_Court_railway_station/bItGRltu">Grange Court</a> to <a href="/facts/Hereford_railway_station/2Ql3sIUn">Hereford</a> was converted from broad to standard and the whole of the line from Swindon through Gloucester to South Wales was similarly treated in May 1872. In 1874, the mixed gauge was extended along the main line to Chippenham and the line from there to Weymouth was narrowed. The following year saw mixed gauge laid through the Box Tunnel, with the broad gauge now retained only for through services beyond Bristol and on a few branch lines.<a class="footnote-ref" id="fnref:36" href="#fn:36">36</a>
The <a href="/facts/Bristol_and_Exeter_Railway/jeUEXe4p">Bristol and Exeter Railway</a> amalgamated with the GWR on 1 January 1876. It had already made a start on mixing the gauge on its line, a task completed through to <a href="/facts/Exeter_St_Davids_railway_station/8tQaHjys">Exeter</a> on 1 March 1876 by the GWR.<a class="footnote-ref" id="fnref:37" href="#fn:37">37</a> The station here had been shared with the LSWR since 1862. This rival company had continued to push westwards over its Exeter and Crediton line and arrived in Plymouth later in 1876, which spurred the <a href="/facts/South_Devon_Railway_Company/WQHTuWpS">South Devon Railway</a> to also amalgamate with the Great Western.<a class="footnote-ref" id="fnref:38" href="#fn:38">38</a> The <a href="/facts/Cornwall_Railway/VzSRbB6q">Cornwall Railway</a> remained a nominally independent line until 1889, although the GWR held a large number of shares in the company.<a class="footnote-ref" id="fnref:39" href="#fn:39">39</a>
One final new broad-gauge route was opened on 1 June 1877, the <a href="/facts/St_Ives_Bay_Line/rc6Y08ht">St Ives branch</a> in west <a href="/facts/Cornwall/9A3TftFP">Cornwall</a>,<a class="footnote-ref" id="fnref:40" href="#fn:40">40</a> although there was also a small extension at <a href="/facts/Sutton_Harbour/10spJRCR">Sutton Harbour</a> in Plymouth in 1879.<a class="footnote-ref" id="fnref:41" href="#fn:41">41</a> Part of a mixed gauge point remains at Sutton Harbour, one of the few examples of broad gauge trackwork remaining in situ anywhere.<a class="footnote-ref" id="fnref:42" href="#fn:42">42</a>
Once the GWR was in control of the whole line from London to Penzance, it set about converting the remaining broad-gauge tracks. The last broad-gauge service left Paddington station on Friday, 20 May 1892; the following Monday, trains from Penzance were operated by standard-gauge locomotives.<a class="footnote-ref" id="fnref:43" href="#fn:43">43</a>

<h3>Into the 20th century</h3>

After 1892, with the burden of operating trains on two gauges removed, the company turned its attention to constructing new lines and upgrading old ones to shorten the company's previously circuitous routes. The principal new lines opened were:<a class="footnote-ref" id="fnref:44" href="#fn:44">44</a>

<ul><li>1900: <a href="/facts/Stert_and_Westbury_Railway/vkyEtqbG">Stert and Westbury</a> linking the Berks and Hants line with <a href="/facts/Westbury_railway_station/LKpv4cbY">Westbury</a> to create a shorter route to <a href="/facts/Weymouth_railway_station/vpPJ4Syj">Weymouth</a> for the <a href="/facts/Channel_Islands/JWuJ3Ups">Channel Islands</a> traffic.</li>
<li>1903: the <a href="/facts/South_Wales_Main_Line/kI7JvRBf">South Wales and Bristol Direct Railway</a> from <a href="/facts/Wootton_Bassett_Junction_railway_station/BYhTg5zm">Wootton Bassett Junction</a> to link up with the Severn Tunnel.</li>
<li>1904: a diversion of the <a href="/facts/Cornish_Main_Line/eaRF2sJ3">Cornish Main Line</a> between <a href="/facts/Saltash_railway_station/a09ngVop">Saltash</a> and <a href="/facts/St_Germans_railway_station/SpcVHRzQ">St Germans</a>, eliminating the last <a href="/facts/Cornwall_Railway_viaducts/C96fYotP">wooden viaducts on the main line</a>.</li>
<li>1906: the <a href="/facts/Langport_and_Castle_Cary_Railway/9Vb6LlQ8">Langport and Castle Cary Railway</a> to shorten the journey from London to <a href="/facts/Penzance_railway_station/xosLQN7t">Penzance</a> between <a href="/facts/Reading_railway_station/Qt3rDcn5">Reading</a> and <a href="/facts/Taunton_railway_station/tQbLzRs8">Taunton</a>.</li>
<li>1908: the <a href="/facts/North_Warwickshire_Line/IlPbjyPe">Birmingham and North Warwickshire</a> which, combined with the Cheltenham and Honeybourne of 1906, offered a new route from Birmingham via <a href="/facts/Stratford-upon-Avon_railway_station/bl26FfP2">Stratford-upon-Avon</a> to south Wales.</li>
<li>1910: the Birmingham Direct Line built jointly with the <a href="/facts/Great_Central_Railway/3xkSvneN">Great Central Railway</a> to give a shorter route from London to <a href="/facts/Aynho_railway_station/NCLJDKh1">Aynho</a> and the North.</li>
<li>1913: the Swansea District Lines which allowed trains to <a href="/facts/Fishguard_Harbour_railway_station/oqEJjH2H">Fishguard Harbour</a> to avoid <a href="/facts/Swansea_railway_station/YuSvt0gc">Swansea</a>. Fishguard had been opened in an attempt to attract transatlantic liner traffic and provided a better facility for the Anglo-Irish ferries than that at Neyland.</li></ul>
The generally conservative GWR made other improvements in the years before <a href="/facts/World_War_I/vITTUanQ">World War I</a> such as restaurant cars, better conditions for third class passengers, steam heating of trains, and faster express services. These were largely at the initiative of T. I. Allen, the Superintendent of the Line and one of a group of talented senior managers who led the railway into the <a href="/facts/Edwardian_era/GxyzQQqe">Edwardian era</a>: Viscount Emlyn (<a href="/facts/Earl_Cawdor/B9ycJd4Y">Earl Cawdor</a>, Chairman from 1895 to 1905); Sir Joseph Wilkinson (general manager from 1896 to 1903), his successor, the former chief engineer Sir James Inglis; and <a href="/facts/George_Jackson_Churchward/uw3GoJqK">George Jackson Churchward</a> (the <a href="/facts/Chief_Mechanical_Engineer/3As4zRPS">Chief Mechanical Engineer</a>). It was during this period that the GWR introduced <a href="/facts/GWR_road_motor_services/NgAYvCUq">road motor services</a> as an alternative to building new lines in rural areas, and started using <a href="/facts/GWR_steam_rail_motors/52Yu0D4Y">steam rail motors</a> to bring cheaper operation to existing branch lines.<a class="footnote-ref" id="fnref:45" href="#fn:45">45</a>

<h3>One of the "Big Four"</h3>
See also: <a href="/facts/List_of_constituents_of_the_Great_Western_Railway/VWGtHhKE">List of constituents of the Great Western Railway</a>

At the outbreak of World War I in 1914, the GWR was taken into government control, as were most major railways in Britain. Many of its staff joined the armed forces and it was more difficult to build and maintain equipment than in peacetime. After the war, the government considered permanent <a href="/facts/Nationalisation/cQcRubNU">nationalisation</a> but decided instead on a compulsory <a href="/facts/Consolidation_(business)/neJVyvfq">amalgamation</a> of the railways into four large groups. The GWR alone preserved its name through the "<a href="/facts/Railways_Act_1921/ghBtQylG">grouping</a>", under which smaller companies were amalgamated into four main companies in 1922 and 1923. The GWR built <a href="/facts/Great_Western_Railway_War_Memorial/IYAbKXzc">a war memorial</a> at Paddington station, unveiled in 1922, in memory of its employees who were killed in the war.<a class="footnote-ref" id="fnref:46" href="#fn:46">46</a>
The new Great Western Railway had more routes in Wales, including 295 miles (475 km) of former <a href="/facts/Cambrian_Railways/wrRgUBxG">Cambrian Railways</a> lines and 124 miles (200 km) from the <a href="/facts/Taff_Vale_Railway/Q70mVbDG">Taff Vale Railway</a>. A few independent lines in its English area of operations were also added, notably the <a href="/facts/Midland_and_South_Western_Junction_Railway/X0kFQEPg">Midland and South Western Junction Railway</a>, a line previously working closely with the <a href="/facts/Midland_Railway/53LQqKyx">Midland Railway</a> but which now gave the GWR a second station at Swindon, along with a line that carried through-traffic from the North via <a href="/facts/Cheltenham_Spa_railway_station/uFMmpFbn">Cheltenham</a> and <a href="/facts/Andover_railway_station_(England)/PnQV02Dl">Andover</a> to <a href="/facts/Southampton_Terminus_railway_station/V6S89WQP">Southampton</a>.<a class="footnote-ref" id="fnref:47" href="#fn:47">47</a>
The 1930s brought hard times but the company remained in fair financial health despite the <a href="/facts/Great_Depression/5K13wcg0">Depression</a>. The Development (Loans, Guarantees and Grants) Act 1929 allowed the GWR to obtain money in return for stimulating employment and this was used to improve stations including <a href="/facts/London_Paddington_station/X8ASYBms">London Paddington</a>, <a href="/facts/Bristol_Temple_Meads_railway_station/66KfrYj9">Bristol Temple Meads</a> and <a href="/facts/Cardiff_Central_railway_station/Kq3jD5IP">Cardiff General</a>; to improve facilities at <a href="/facts/Motive_power_depot/EmMMy7Pu">depots</a> and to lay additional tracks to reduce congestion. The road motor services were transferred to local bus companies in which the GWR took a share but instead, it participated in <a href="/facts/Railway_Air_Services/HkUQMM93">air services</a>.<a class="footnote-ref" id="fnref:48" href="#fn:48">48</a>
A legacy of the broad gauge was that trains for some routes could be built slightly wider than was normal in Britain and these included the 1929-built "<a href="/facts/GWR_Super_Saloons/7RICYXoN">Super Saloons</a>" used on the <a href="/facts/Boat_train/8bMETuHw">boat train</a> services that conveyed transatlantic passengers to London in luxury.<a class="footnote-ref" id="fnref:49" href="#fn:49">49</a> When the company celebrated its centenary during 1935, new "Centenary" carriages were built for the Cornish Riviera Express, which again made full use of the wider <a href="/facts/Loading_gauge/DWdNjFXB">loading gauge</a> on that route.<a class="footnote-ref" id="fnref:50" href="#fn:50">50</a>

<h3>World War II and after</h3>
With the outbreak of <a href="/facts/World_War_II/2efV5L1U">World War II</a> in 1939, the GWR returned to direct government control, and by the end of the war a Labour government was in power and again planning to nationalise the railways. After a couple of years trying to recover from the ravages of war, the GWR became the <a href="/facts/Western_Region_of_British_Railways/gBp1Pnf7">Western Region of British Railways</a> on 1 January 1948. The Great Western Railway Company continued to exist as a legal entity for nearly two more years, being formally <a href="/facts/Winding-up/a6jzeIfl">wound up</a> on 23 December 1949.<a class="footnote-ref" id="fnref:51" href="#fn:51">51</a> GWR designs of locomotives and rolling stock continued to be built for a while and the region maintained its own distinctive character, even painting for a while its stations and express trains in a form of chocolate and cream.<a class="footnote-ref" id="fnref:52" href="#fn:52">52</a><a class="footnote-ref" id="fnref:53" href="#fn:53">53</a>
About 40 years after nationalisation <a href="/facts/British_Rail/MUsXp9YC">British Rail</a> was <a href="/facts/Privatization/TAtreKqK">privatised</a> and the old name was revived by <a href="/facts/First_Great_Western/fFMcYm2Y">Great Western Trains</a>, the <a href="/facts/Train_operating_company/X4evkrve">train operating company</a> providing passenger services on the old GWR routes to South Wales and the South West. This subsequently became First Great Western, as part of the <a href="/facts/FirstGroup/xnlox7CX">FirstGroup</a>, but in September 2015 changed its name to <a href="/facts/Great_Western_Railway_(train_operating_company)/fFMcYm2Y">Great Western Railway</a> in order to 'reinstate the ideals of our founder'.<a class="footnote-ref" id="fnref:54" href="#fn:54">54</a> The operating infrastructure, however, was transferred to <a href="/facts/Railtrack/YpUn0K19">Railtrack</a> and has since passed to <a href="/facts/Network_Rail/B7RcLTwY">Network Rail</a>. These companies have continued to preserve appropriate parts of its stations and bridges so historic GWR structures can still be recognised around the network.<a class="footnote-ref" id="fnref:55" href="#fn:55">55</a><a class="footnote-ref" id="fnref:56" href="#fn:56">56</a>

<h2 id="geography">Geography</h2>

The original <a href="/facts/Great_Western_Main_Line/AWQNrJFG">Great Western Main Line</a> linked <a href="/facts/London_Paddington_station/X8ASYBms">London Paddington station</a> with Temple Meads station in Bristol by way of <a href="/facts/Reading_railway_station/Qt3rDcn5">Reading</a>, <a href="/facts/Didcot_Parkway_railway_station/cvA4wSux">Didcot</a>, <a href="/facts/Swindon_railway_station/LJFQhFb5">Swindon</a>, <a href="/facts/Chippenham_railway_station/wVW3V520">Chippenham</a> and <a href="/facts/Bath_Spa_railway_station/0FcLvhFu">Bath</a>. This line was extended westwards through <a href="/facts/Exeter_St_Davids_railway_station/8tQaHjys">Exeter</a><a class="footnote-ref" id="fnref:57" href="#fn:57">57</a> and <a href="/facts/Plymouth_Millbay_railway_station/IDF02yp5">Plymouth</a><a class="footnote-ref" id="fnref:58" href="#fn:58">58</a> to reach <a href="/facts/Truro_railway_station/BWwThdna">Truro</a><a class="footnote-ref" id="fnref:59" href="#fn:59">59</a> and <a href="/facts/Penzance_railway_station/xosLQN7t">Penzance</a>,<a class="footnote-ref" id="fnref:60" href="#fn:60">60</a> the most westerly railway station in England. Brunel and Gooch placed the GWR's main <a href="/facts/Swindon_railway_works/4UP1KS6Y">locomotive workshops</a> close to the village of Swindon and the locomotives of many trains were changed here in the early years. Up to this point the route had climbed very gradually westwards from London, but from here it changed into one with steeper gradients which, with the primitive locomotives available to Brunel, was better operated by types with smaller wheels better able to climb the hills. These gradients faced both directions, first dropping down through <a href="/facts/Wootton_Bassett_Junction_railway_station/BYhTg5zm">Wootton Bassett Junction</a> to cross the <a href="/facts/River_Avon%2c_Bristol/1Ry8DkBR">River Avon</a>, then climbing back up through Chippenham to the Box Tunnel before descending once more to regain the River Avon's valley which it followed to Bath and Bristol.<a class="footnote-ref" id="fnref:61" href="#fn:61">61</a>
Swindon was also the junction for a line that ran north-westwards to <a href="/facts/Gloucester_railway_station/WHq13vu1">Gloucester</a> then south-westwards on the far side of the <a href="/facts/River_Severn/sw9KLcCH">River Severn</a> to reach <a href="/facts/Cardiff_Central_railway_station/Kq3jD5IP">Cardiff</a>, <a href="/facts/Swansea_railway_station/YuSvt0gc">Swansea</a> and west Wales. This route was later shortened by the opening of a more direct east–west route through the <a href="/facts/Severn_Tunnel/81dp2JEc">Severn Tunnel</a>. Another route ran northwards from Didcot to <a href="/facts/Oxford_railway_station/elfRnPFS">Oxford</a> from where two different routes continued to <a href="/facts/Wolverhampton_Low_Level_railway_station/uzYFNoLV">Wolverhampton</a>, one through <a href="/facts/Birmingham_Snow_Hill_railway_station/1H8oQtUu">Birmingham</a> and the other through <a href="/facts/Worcester_Shrub_Hill_railway_station/F09vBI9x">Worcester</a>. Beyond Wolverhampton the line continued via <a href="/facts/Shrewsbury_railway_station/KRxjD0mA">Shrewsbury</a> to <a href="/facts/Chester_railway_station/UaUuGfLy">Chester</a> and (via a joint line with the <a href="/facts/London_and_North_Western_Railway/6pmtfdwf">LNWR</a>) onwards to <a href="/facts/Birkenhead_Woodside_railway_station/tuvsI8Hr">Birkenhead</a> and <a href="/facts/Warrington_Bank_Quay_railway_station/4VC0N3vf">Warrington</a>; another route via <a href="/facts/Market_Drayton_railway_station/gRzh7X3Y">Market Drayton</a> enabled the GWR to reach <a href="/facts/Crewe_railway_station/wX8FmUn9">Crewe</a>. Operating agreements with other companies also allowed GWR trains to run to <a href="/facts/Manchester_Piccadilly_railway_station/K0SDGkoz">Manchester</a>. South of the London to Bristol main line were routes from Didcot to <a href="/facts/Southampton_Terminus_railway_station/V6S89WQP">Southampton</a> via <a href="/facts/Newbury_railway_station/lImeyHbm">Newbury</a>, and from Chippenham to <a href="/facts/Weymouth_railway_station/vpPJ4Syj">Weymouth</a> via <a href="/facts/Westbury_railway_station/LKpv4cbY">Westbury</a>.<a class="footnote-ref" id="fnref:62" href="#fn:62">62</a>
A network of cross-country routes linked these main lines, and there were also many and varied <a href="/facts/Branch_line/uIDBV68X">branch lines</a>. Some were short, such as the 3+1⁄2-mile (5.6 km) <a href="/facts/Clevedon_branch_line/wuRFx9yn">Clevedon branch line</a>;<a class="footnote-ref" id="fnref:63" href="#fn:63">63</a> others were much longer such as the 23-mile (37 km) <a href="/facts/West_Somerset_Railway/E0KyvC7I">Minehead Branch</a>.<a class="footnote-ref" id="fnref:64" href="#fn:64">64</a> A few were promoted and built by the GWR to counter competition from other companies, such as the <a href="/facts/Reading_to_Basingstoke_Line/knXS1qzd">Reading to Basingstoke Line</a> to keep the <a href="/facts/London_and_South_Western_Railway/pbHwpqts">London and South Western Railway</a> away from <a href="/facts/Newbury_railway_station/lImeyHbm">Newbury</a>.<a class="footnote-ref" id="fnref:65" href="#fn:65">65</a> However, many were built by local companies that then sold their railway to their larger neighbour; examples include the <a href="/facts/South_Devon_and_Tavistock_Railway/a9DoWJR0">Launceston</a><a class="footnote-ref" id="fnref:66" href="#fn:66">66</a> and <a href="/facts/Brixham_railway_station/06uYYsTv">Brixham</a><a class="footnote-ref" id="fnref:67" href="#fn:67">67</a> branches. Further variety came from the traffic carried: holidaymakers (<a href="/facts/St_Ives_Bay_Line/rc6Y08ht">St Ives</a>);.<a class="footnote-ref" id="fnref:68" href="#fn:68">68</a> royalty (<a href="/facts/Windsor_Branch_Line/XY4mnWqK">Windsor</a>);<a class="footnote-ref" id="fnref:69" href="#fn:69">69</a> or just goods traffic (<a href="/facts/Cornwall_Minerals_Railway/sgo5hgKM">Carbis Wharf</a>).<a class="footnote-ref" id="fnref:70" href="#fn:70">70</a>
Brunel envisaged the GWR continuing across the Atlantic Ocean and built the <a href="/facts/SS_Great_Western/lmv2oCXA">SS Great Western</a> to carry the railway's passengers from Bristol to <a href="/facts/New_York_City/YlyvFmVC">New York</a>.<a class="footnote-ref" id="fnref:71" href="#fn:71">71</a> Most traffic for North America soon switched to the larger port of <a href="/facts/Liverpool/kTqATlxg">Liverpool</a> (in other railways' territories) but some transatlantic passengers were landed at <a href="/facts/Plymouth_Millbay_railway_station/IDF02yp5">Plymouth</a> and conveyed to London by special train. Great Western ships linked Great Britain with Ireland, the <a href="/facts/Channel_Islands/JWuJ3Ups">Channel Islands</a> and France.<a class="footnote-ref" id="fnref:72" href="#fn:72">72</a>

<h3>Key locations</h3>
The railway's headquarters were established at Paddington station. Its locomotives and rolling stock were built and maintained at <a href="/facts/Swindon_Works/4UP1KS6Y">Swindon Works</a><a class="footnote-ref" id="fnref:73" href="#fn:73">73</a> but other workshops were acquired as it <a href="/facts/Consolidation_(business)/neJVyvfq">amalgamated</a> with other railways, including the Shrewsbury companies' <a href="/facts/Wolverhampton_railway_works/gbEIg3Ve">Stafford Road works</a> at Wolverhampton,<a class="footnote-ref" id="fnref:74" href="#fn:74">74</a> and the South Devon's workshops at <a href="/facts/Newton_Abbot_engine_shed/2e3hrlyc">Newton Abbot</a>.<a class="footnote-ref" id="fnref:75" href="#fn:75">75</a> Worcester Carriage Works was created by flattening land north of <a href="/facts/Worcester_Shrub_Hill_railway_station/F09vBI9x">Worcester Shrub Hill Station</a>,<a class="footnote-ref" id="fnref:76" href="#fn:76">76</a> Reading Signal Works was established in buildings to the north of <a href="/facts/Reading_railway_station/Qt3rDcn5">Reading railway station</a>,<a class="footnote-ref" id="fnref:77" href="#fn:77">77</a> and in later years a concrete manufacturing depot was established at <a href="/facts/Taunton_railway_station/tQbLzRs8">Taunton</a> where items ranging from track components to bridges were cast.<a class="footnote-ref" id="fnref:78" href="#fn:78">78</a>

<h3>Engineering features</h3>

More than 150 years after its creation, the original main line has been described by historian Steven Brindle as "one of the masterpieces of railway design".<a class="footnote-ref" id="fnref:79" href="#fn:79">79</a> Working westwards from Paddington, the line crosses the valley of the <a href="/facts/River_Brent/PzRfXsPj">River Brent</a> on <a href="/facts/Wharncliffe_Viaduct/pnP122vK">Wharncliffe Viaduct</a> and the <a href="/facts/River_Thames/XnQWN52L">River Thames</a> on <a href="/facts/Maidenhead_Railway_Bridge/hYCvsJel">Maidenhead Railway Bridge</a>, which at the time of construction was the largest span achieved by a brick arch bridge.<a class="footnote-ref" id="fnref:80" href="#fn:80">80</a> The line then continues through <a href="/facts/Sonning_Cutting/tjvvL9V4">Sonning Cutting</a> before reaching Reading<a class="footnote-ref" id="fnref:81" href="#fn:81">81</a> after which it crosses the Thames twice more, on <a href="/facts/Gatehampton_Railway_Bridge/u4SIBC4d">Gatehampton</a> and <a href="/facts/Moulsford_Railway_Bridge/BsVzF34m">Moulsford</a> bridges.<a class="footnote-ref" id="fnref:82" href="#fn:82">82</a> Between Chippenham and Bath is <a href="/facts/Box_Tunnel/luqVM1NL">Box Tunnel</a>, the longest railway tunnel driven by that time.<a class="footnote-ref" id="fnref:83" href="#fn:83">83</a> Several years later, the railway opened the even longer Severn Tunnel to carry a new line between England and Wales beneath the <a href="/facts/River_Severn/sw9KLcCH">River Severn</a>.<a class="footnote-ref" id="fnref:84" href="#fn:84">84</a>
Some other notable structures were added when smaller companies were amalgamated into the GWR. These include the <a href="/facts/South_Devon_Railway_sea_wall/2ewsDfAe">South Devon Railway sea wall</a>,<a class="footnote-ref" id="fnref:85" href="#fn:85">85</a> the <a href="/facts/Cornwall_Railway/VzSRbB6q">Cornwall Railway</a>'s <a href="/facts/Royal_Albert_Bridge/WUTv3Wg4">Royal Albert Bridge</a>,<a class="footnote-ref" id="fnref:86" href="#fn:86">86</a> and <a href="/facts/Barmouth_Bridge/nGBmXpSL">Barmouth Bridge</a> on the <a href="/facts/Cambrian_Railways/wrRgUBxG">Cambrian Railways</a>.<a class="footnote-ref" id="fnref:87" href="#fn:87">87</a>

<h2 id="operations">Operations</h2>
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.<a class="footnote-ref" id="fnref:88" href="#fn:88">88</a>
The board was led by a chairman and supported by a <a href="/facts/Company_secretary/LWCMK0Mh">secretary</a> and other "officers". The first Locomotive Superintendent was <a href="/facts/Daniel_Gooch/nD0yFpF7">Daniel Gooch</a>, 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 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.<a class="footnote-ref" id="fnref:89" href="#fn:89">89</a>

<h3>Passenger services</h3>
<table><tbody><tr><th> Year </th><th> Passengers </th><th> Train mileage </th><th> Receipts </th></tr><tr><td>1850 </td><td>2,491,712 </td><td>1,425,573 </td><td>£630,515 (£85.2 million in 2023)</td></tr><tr><td>1875 </td><td>36,024,592 </td><td>9,435,876 </td><td>£2,528,305 (£301 million in 2023)</td></tr><tr><td>1900 </td><td>80,944,483 </td><td>23,279,499 </td><td>£5,207,513 (£712 million in 2023)</td></tr><tr><td>1924 </td><td>140,241,113 </td><td>37,997,377 </td><td>£13,917,942 (£1 billion in 2023)</td></tr><tr><td>1934 </td><td> 110,813,041 </td><td> 40,685,597 </td><td> £10,569,140 (£948 million in 2023)</td></tr><tr><td colspan="4">Passenger numbers exclude season ticket journeys.<a class="footnote-ref" id="fnref:90" href="#fn:90">90</a><a class="footnote-ref" id="fnref:91" href="#fn:91">91</a></td></tr></tbody></table>
Early trains offered passengers a choice of <a href="/facts/First_class_travel/BME8s0PM">first-</a> or second-class <a href="/facts/Passenger_car_(rail)/R5HDppQ6">carriages</a>. In 1840 this choice was extended: passengers could be conveyed by the slow <a href="/facts/Goods_train/uejxQ9yb">goods trains</a> in what became third-class. The <a href="/facts/Railway_Regulation_Act_1844/5jBqqxFE">Railway Regulation Act 1844</a> 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 <a href="/facts/Fare/Y3V0Kqlq">fare</a> of not more than one <a href="/facts/Penny_(British_pre-decimal_coin)/zdcrnywc">penny</a> per mile and a speed of at least 12 mph (19 km/h). By 1882, third-class carriages were attached to all trains except for the fastest <a href="/facts/Express_train/4lxgrnd2">expresses</a>. Another parliamentary order meant that trains began to include smoking carriages from 1868.<a class="footnote-ref" id="fnref:92" href="#fn:92">92</a>
Special "<a href="/facts/Excursion/c7r5evba">excursion</a>" cheap-day <a href="/facts/Train_ticket/lQkmnqpK">tickets</a> were first issued in May 1849 and <a href="/facts/Season_ticket/mD931LBb">season tickets</a> 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 <a href="/facts/Cheap_Trains_Act_1883/RC4HR548">Cheap Trains Act 1883</a> resulted in the provision of workmen's trains at special low fares at certain times of the day.<a class="footnote-ref" id="fnref:93" href="#fn:93">93</a>
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 <a href="/facts/Flying_Dutchman_(train)/CzpytWXR">Flying Dutchman</a> express between London and Exeter was named after the winning horse of the <a href="/facts/Derby_(horse_race)/chgL3vg4">Derby</a> and <a href="/facts/St._Leger_Stakes/Q7ys8SKa">St Leger</a> <a href="/facts/Horse_racing/LugamWR3">races</a> in 1849. Although withdrawn at the end of 1867, the name was revived in 1869 – following a request from the <a href="/facts/Bristol_and_Exeter_Railway/jeUEXe4p">Bristol and Exeter Railway</a> – and the train ran through to Plymouth. An afternoon express was instigated on the same route in June 1879 and became known as The Zulu. A third West Country express was introduced in 1890, running to and from Penzance as <a href="/facts/Cornishman_(GWR)/NXyQJAw0">The Cornishman</a>. A new service, the <a href="/facts/Cornish_Riviera_Express/t3M0lr04">Cornish Riviera Express</a> ran between London and Penzance – non-stop to Plymouth – 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.<a class="footnote-ref" id="fnref:94" href="#fn:94">94</a>

The <a href="/facts/Cheltenham_Spa_Express/e7tUGG5S">Cheltenham Spa Express</a> was the fastest train in the world when it was scheduled to cover the 77.25 miles (124.3 km) between <a href="/facts/Swindon_railway_station/LJFQhFb5">Swindon</a> and London at an average of 71.3 miles per hour (114.7 km/h).<a class="footnote-ref" id="fnref:95" href="#fn:95">95</a> 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 <a href="/facts/The_Bristolian_(train)/KNUadrz2">The Bristolian</a>, running between London and Bristol from 1935,<a class="footnote-ref" id="fnref:96" href="#fn:96">96</a> and the <a href="/facts/Torbay_Express/jsUYS9R7">Torbay Express</a>, which ran between London and <a href="/facts/Kingswear_railway_station/9c8AJmLh">Kingswear</a>.<a class="footnote-ref" id="fnref:97" href="#fn:97">97</a>
Many of these fast expresses included special coaches that could be detached as they passed through stations without stopping, a <a href="/facts/Conductor_(transportation)/1FC9Gvk9">guard</a> riding in the coach to uncouple it from the main train and bring it to a stop at the correct position. The first such "<a href="/facts/Slip_coach/SvgPPCkk">slip coach</a>" was detached from the Flying Dutchman at <a href="/facts/Bridgwater_railway_station/4GfuAGDG">Bridgwater</a> in 1869.<a class="footnote-ref" id="fnref:98" href="#fn:98">98</a> The company's first <a href="/facts/Sleeping_car/WKWxyRek">sleeping cars</a> were operated between Paddington and Plymouth in 1877. Then on 1 October 1892 its first <a href="/facts/Corridor_(rail_vehicle)/E2hpPH1I">corridor train</a> 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 <a href="/facts/Restaurant_car/zMwMCvQ8">restaurant cars</a> and the service was extended to all classes in 1903. Sleeping cars for third-class passengers were available from 1928.<a class="footnote-ref" id="fnref:99" href="#fn:99">99</a>
Self-propelled "<a href="/facts/GWR_steam_railmotors/52Yu0D4Y">steam railmotors</a>" were first used on 12 October 1903 between <a href="/facts/Stonehouse_railway_station/Jljw1SUF">Stonehouse</a> and <a href="/facts/Chalford_railway_station/FGVNLnfJ">Chalford</a>; 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.<a class="footnote-ref" id="fnref:100" href="#fn:100">100</a> 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 "<a href="/facts/GWR_Autotrain/FVWmc2jI">autotrains</a>" and eventually replacing the steam rail motors.<a class="footnote-ref" id="fnref:101" href="#fn:101">101</a> <a href="/facts/GWR_railcars/dCTVVE9q">Diesel railcars</a> were introduced in 1934. Some railcars were fully streamlined, some had buffet counters for long-distance services, and others were purely for parcels services.<a class="footnote-ref" id="fnref:102" href="#fn:102">102</a>

<h3>Freight services</h3>
<table><tbody><tr><th> Year </th><th> Tonnage </th><th> Train mileage </th><th> Receipts </th></tr><tr><td>1850 </td><td>350,000 </td><td>330,817 </td><td>£202,978 (£27.4 million in 2023)</td></tr><tr><td>1875 </td><td>16,388,198 </td><td>11,206,462 </td><td>£3,140,093 (£374 million in 2023)</td></tr><tr><td>1900 </td><td>37,500,510 </td><td>23,135,685 </td><td>£5,736,921 (£784 million in 2023)</td></tr><tr><td>1924 </td><td>81,723,133 </td><td>25,372,106 </td><td>£17,571,537 (£1.27 billion in 2023)</td></tr><tr><td>1934 </td><td> 64,619,892 </td><td> 22,707,235 </td><td> £14,500,385 (£1.3 billion in 2023)</td></tr><tr><td colspan="4">Tonnage for 1850 is approximate.<a class="footnote-ref" id="fnref:103" href="#fn:103">103</a><a class="footnote-ref" id="fnref:104" href="#fn:104">104</a></td></tr></tbody></table>
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 <a href="/facts/Ruabon/SjYGVI5o">Ruabon</a> 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.<a class="footnote-ref" id="fnref:105" href="#fn:105">105</a>
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.<a class="footnote-ref" id="fnref:106" href="#fn:106">106</a> 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 <a href="/facts/Transhipment/XFsvJSsl">transhipment</a> 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.<a class="footnote-ref" id="fnref:107" href="#fn:107">107</a>
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 <a href="/facts/Kaolinite/N7D6K65q">china clay</a> 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 <a href="/facts/Gunpowder/AEcB6HCR">gunpowder</a>,<a class="footnote-ref" id="fnref:108" href="#fn:108">108</a> <a href="/facts/Aeroplane/81161IpU">aeroplane</a> propellers,<a class="footnote-ref" id="fnref:109" href="#fn:109">109</a> motor cars,<a class="footnote-ref" id="fnref:110" href="#fn:110">110</a> fruit<a class="footnote-ref" id="fnref:111" href="#fn:111">111</a> and fish.<a class="footnote-ref" id="fnref:112" href="#fn:112">112</a>
Heavy traffic was carried from the agricultural and fishing areas in the southwest of England, often in fast "perishables" trains,<a class="footnote-ref" id="fnref:113" href="#fn:113">113</a> for instance more than 3,500 cattle were sent from <a href="/facts/Grampound_Road_railway_station/n7UqLx7Y">Grampound Road</a> in the 12 months to June 1869,<a class="footnote-ref" id="fnref:114" href="#fn:114">114</a> and in 1876 nearly than 17,000 <a href="/facts/Long_ton/5ajqnrGq">tons</a> of fish was carried from west Cornwall to London.<a class="footnote-ref" id="fnref:115" href="#fn:115">115</a> The perishables trains running in the nineteenth century used wagons built to the same standards as passenger coaches, with <a href="/facts/Vacuum_brake/6JHzh5Eo">vacuum brakes</a> 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 9 feet (2.7 m) apart), smaller wheels and only hand brakes.<a class="footnote-ref" id="fnref:116" href="#fn:116">116</a>
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 35 mph (56 km/h). Other railway companies also followed the GWR's lead by providing their own vacuum-braked (or "fitted") services.<a class="footnote-ref" id="fnref:117" href="#fn:117">117</a>

<h3>Ancillary operations</h3>

A number of canals, such as the <a href="/facts/Kennet_and_Avon_Canal/LcCVmxRk">Kennet and Avon Canal</a> and the <a href="/facts/Stratford-upon-Avon_Canal/JMoe06A3">Stratford-upon-Avon Canal</a>, 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. (£1,250,000 and £1.31 billion respectively in 2023).<a class="footnote-ref" id="fnref:118" href="#fn:118">118</a><a class="footnote-ref" id="fnref:119" href="#fn:119">119</a>
The <a href="/facts/Railways_Act_1921/ghBtQylG">Railways Act 1921</a> brought most of the large coal-exporting docks in South Wales into the GWR's ownership, such as those at <a href="/facts/Cardiff/AHpRtKKg">Cardiff</a>, <a href="/facts/Barry%2c_Glamorgan/kJwsog8L">Barry</a>, and <a href="/facts/Swansea/E3hh0Yko">Swansea</a>. 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.<a class="footnote-ref" id="fnref:120" href="#fn:120">120</a>
Powers were granted by Parliament for the <a href="/facts/Great_Western_Railway_ships/LGKwaeqK">GWR to operate ships</a> in 1871.<a class="footnote-ref" id="fnref:121" href="#fn:121">121</a> The following year the company took over the ships operated by Ford and Jackson on the route between <a href="/facts/Neyland/97Pba9K5">Neyland</a> in Wales and <a href="/facts/Waterford/S2b3G4Ah">Waterford</a> in Ireland. The Welsh terminal was relocated to <a href="/facts/Fishguard_Harbour_railway_station/oqEJjH2H">Fishguard Harbour</a> when the railway was opened to there in 1906. Services were also operated between <a href="/facts/Weymouth_Quay_railway_station/PFRyNogD">Weymouth Quay</a> and the <a href="/facts/Channel_Islands/JWuJ3Ups">Channel Islands</a> from 1889 on the former Weymouth and Channel Islands Steam Packet Company routes. Smaller GWR vessels were also used as <a href="/facts/Ship%2527s_tender/JxGjFeu5">tenders</a> at <a href="/facts/Plymouth_Millbay_railway_station/IDF02yp5">Plymouth Great Western Docks</a> and, until the Severn Tunnel opened, on the <a href="/facts/River_Severn/sw9KLcCH">River Severn</a> crossing of the <a href="/facts/Bristol_and_South_Wales_Union_Railway/Wv6lwJA0">Bristol and South Wales Union Railway</a>.<a class="footnote-ref" id="fnref:122" href="#fn:122">122</a>
The first railway-operated bus services were started by the GWR between <a href="/facts/Helston_railway_station/NcogacQR">Helston railway station</a> and <a href="/facts/The_Lizard/SyJ7vBjL">The Lizard</a> on 17 August 1903. Known by the company as "<a href="/facts/GWR_road_motor_services/NgAYvCUq">road motors</a>", 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 <a href="/facts/Share_(finance)/Tu13xJbS">share</a>).<a class="footnote-ref" id="fnref:123" href="#fn:123">123</a>
The GWR inaugurated the first railway air service between <a href="/facts/Cardiff/AHpRtKKg">Cardiff</a>, <a href="/facts/Torquay/LlCqQg6q">Torquay</a> and <a href="/facts/Plymouth/FhYcrnqf">Plymouth</a> in association with <a href="/facts/Imperial_Airways/ntnD8crl">Imperial Airways</a>. This grew to become part of the <a href="/facts/Railway_Air_Services/HkUQMM93">Railway Air Services</a>.<a class="footnote-ref" id="fnref:124" href="#fn:124">124</a>

<h2 id="motive-power-and-rolling-stock">Motive power and rolling stock</h2>
<h3>Locomotives</h3>
Main article: <a href="/facts/Locomotives_of_the_Great_Western_Railway/FM2M3UG2">Locomotives of the Great Western Railway</a>

The GWR's first locomotives were specified by <a href="/facts/Isambard_Kingdom_Brunel/kKeQ1IV6">Isambard Kingdom Brunel</a> but proved unsatisfactory. Daniel Gooch, who was just 20 years old, was soon appointed as the railway's Locomotive Superintendent and set about establishing a reliable fleet. He bought <a href="/facts/GWR_Star_Class/2MH2P414">two locomotives</a> from <a href="/facts/Robert_Stephenson_and_Company/LNN9RLQq">Robert Stephenson and Company</a> which proved more successful than Brunel's, and then designed a series of standardised locomotives. From 1846 these could be built at the company's newly established <a href="/facts/Swindon_railway_works/4UP1KS6Y">railway workshops at Swindon</a>. He designed several different 7 ft (2,134 mm) <a href="/facts/Broad-gauge/MDtwAYBw">broad-gauge</a> types for the growing railway, such as the <a href="/facts/GWR_Firefly_Class/KlGwxf8t">Firefly</a> <a href="/facts/2-2-2/aJt6jGrN">2-2-2s</a> and later <a href="/facts/GWR_Iron_Duke_Class/qzn7rK2K">Iron Duke Class</a> <a href="/facts/4-2-2/VtFfHwpe">4-2-2s</a>. In 1864 Gooch was succeeded by <a href="/facts/Joseph_Armstrong_(engineer)/Ql6TH5Sj">Joseph Armstrong</a> who brought his <a href="/facts/Standard-gauge/T2XVtLNY">standard-gauge</a> experience to the railway. Some of Armstrong's designs were built as either broad or standard gauge just by fitting different wheels; those needing tenders were given old ones from withdrawn broad-gauge locomotives.<a class="footnote-ref" id="fnref:125" href="#fn:125">125</a>
Joseph Armstrong's early death in 1877 meant that the next phase of motive power design was the responsibility of <a href="/facts/William_Dean_(engineer)/dIuLhmGa">William Dean</a> who developed express <a href="/facts/4-4-0/l08RCxAm">4-4-0</a> types rather than the single-driver <a href="/facts/2-2-2/aJt6jGrN">2-2-2s</a> and <a href="/facts/4-2-2/VtFfHwpe">4-2-2s</a> that had hauled fast trains up to that time.<a class="footnote-ref" id="fnref:126" href="#fn:126">126</a> Dean retired in 1902 to be replaced by <a href="/facts/George_Jackson_Churchward/uw3GoJqK">George Jackson Churchward</a>, who introduced the familiar <a href="/facts/4-6-0/GYNMe4Vm">4-6-0</a> locomotives. It was during Churchward's tenure that the term "Locomotive Superintendent" was changed to "Chief Mechanical Engineer" (CME).<a class="footnote-ref" id="fnref:127" href="#fn:127">127</a> <a href="/facts/Charles_Collett/QVyoVwWb">Charles Collett</a> succeeded Churchward in 1921. He was soon responsible for the much larger fleet that the GWR operated following the <a href="/facts/Railways_Act_1921/ghBtQylG">Railways Act 1921</a> mergers. He set about replacing the older and less numerous classes, and rebuilding the remainder using as many standardised GWR components as possible. He also produced many new designs using standard parts, such as the <a href="/facts/GWR_4073_Class/BXhw4nWW">Castle</a> and <a href="/facts/GWR_6000_Class/mABluKqf">King</a> classes.<a class="footnote-ref" id="fnref:128" href="#fn:128">128</a> The final CME was <a href="/facts/Frederick_Hawksworth/fz8VNJcf">Frederick Hawksworth</a> who took control in 1941, seeing the railway through wartime shortages and producing GWR-design locomotives until after nationalisation.<a class="footnote-ref" id="fnref:129" href="#fn:129">129</a>
Brunel and Gooch both gave their locomotives names to identify them, but the standard-gauge companies that became a part of the GWR used numbers. Until 1864 the GWR therefore had <a href="/facts/List_of_7-foot_gauge_railway_locomotive_names/TwkRNcMG">named broad-gauge locomotives</a> and numbered standard-gauge ones. From the time of Armstrong's arrival all new locomotives – both broad and standard – were given numbers, including broad-gauge ones that had previously carried names when they were acquired from other railways.<a class="footnote-ref" id="fnref:130" href="#fn:130">130</a> Dean introduced a policy in 1895 of giving passenger <a href="/facts/Tender_(rail)/Ac5Fyp7Y">tender</a> locomotives both numbers and names. Each batch was given names with a distinctive theme, for example kings for the <a href="/facts/GWR_6000_Class/mABluKqf">6000 class</a> and castles for the <a href="/facts/GWR_4073_Class/BXhw4nWW">4073 class</a>.<a class="footnote-ref" id="fnref:131" href="#fn:131">131</a>
The GWR first painted its locomotives a dark <a href="/facts/Holly/mVjFNnlk">holly</a> green but this was changed to middle chrome or <a href="/facts/Brunswick_green/EyfkTSeJ">Brunswick green</a> for most of its existence. They initially had chocolate brown or Indian red frames but this was changed in the twentieth century to black. Name and number plates were generally of polished brass with a black background, and chimneys often had copper rims or "caps".<a class="footnote-ref" id="fnref:132" href="#fn:132">132</a>
Liveries through the years:

<h3>Carriages</h3>
Main article: <a href="/facts/Coaches_of_the_Great_Western_Railway/vJeUkLgl">Coaches of the Great Western Railway</a>

GWR passenger coaches were many and varied, ranging from four- and six-wheeled vehicles on the original <a href="/facts/Broad-gauge/MDtwAYBw">broad-gauge</a> line of 1838, through to <a href="/facts/Bogie/Q5060jts">bogie</a> coaches up to 70 feet (21 m) long which were in service through to 1947 and beyond. Vacuum brakes, bogies and <a href="/facts/Corridor_connection/E2hpPH1I">through-corridors</a> all came into use during the nineteenth century, and in 1900 the first electrically lit coaches were put into service. The 1920s saw some vehicles fitted with automatic <a href="/facts/Railway_coupling/tPU5f69E">couplings</a> and steel bodies.<a class="footnote-ref" id="fnref:133" href="#fn:133">133</a><a class="footnote-ref" id="fnref:134" href="#fn:134">134</a>
Early vehicles were built by a number of independent companies, but in 1844 the railway started to build carriages at <a href="/facts/Swindon_railway_works/4UP1KS6Y">Swindon railway works</a>, which eventually provided most of the railway's <a href="/facts/Rolling_stock/xe66VHGf">rolling stock</a>. Special vehicles included <a href="/facts/Sleeping_car/WKWxyRek">sleeping cars</a>, <a href="/facts/Restaurant_car/zMwMCvQ8">restaurant cars</a> and <a href="/facts/Slip_coach/SvgPPCkk">slip coaches</a>.<a class="footnote-ref" id="fnref:135" href="#fn:135">135</a> Passengers were also carried in <a href="/facts/GWR_steam_rail_motors/52Yu0D4Y">railmotors</a>,<a class="footnote-ref" id="fnref:136" href="#fn:136">136</a> <a href="/facts/GWR_Autotrain/FVWmc2jI">autotrains</a>,<a class="footnote-ref" id="fnref:137" href="#fn:137">137</a> and <a href="/facts/GWR_railcars/dCTVVE9q">diesel railcars</a>.<a class="footnote-ref" id="fnref:138" href="#fn:138">138</a> Passenger-rated vans carried parcels, horses, and milk at express speeds.<a class="footnote-ref" id="fnref:139" href="#fn:139">139</a> Representative examples of these carriages survive in service today on various <a href="/facts/Heritage_railway/4ejeuHKy">Heritage railways</a> up and down the country.
Most coaches were generally painted in variations of a chocolate-brown and cream livery, however they were plain brown or red until 1864 and from 1908 to 1922.<a class="footnote-ref" id="fnref:140" href="#fn:140">140</a> Parcels vans and similar vehicles were seldom painted in the two-colour livery, being plain brown or red instead, which caused them to be known as "brown vehicles".<a class="footnote-ref" id="fnref:141" href="#fn:141">141</a>

<h3>Wagons</h3>
Main article: <a href="/facts/Great_Western_Railway_wagons/7FYvdfYG">Great Western Railway wagons</a>

In the early years of the GWR its wagons were painted brown,<a class="footnote-ref" id="fnref:142" href="#fn:142">142</a> but this changed to red before the end of the <a href="/facts/Broad_gauge/MDtwAYBw">broad gauge</a>. The familiar dark grey livery was introduced about 1904.<a class="footnote-ref" id="fnref:143" href="#fn:143">143</a>
Most early wagons were four-wheeled open vehicles, although a few six-wheeled vehicles were provided for special loads. Covered vans followed, initially for carrying cattle but later for both general and vulnerable goods too. The first <a href="/facts/Bogie/Q5060jts">bogie</a> wagons appeared in 1873 for heavy loads, but bogie coal wagons were built in 1904 following on from the large four-wheel coal wagons that had first appeared in 1898. Rated at 20 <a href="/facts/Long_ton/5ajqnrGq">tons</a> (20.3 tonnes) these were twice the size of typical wagons of the period, but it was not until 1923 that the company invested heavily in coal wagons of this size and the infrastructure necessary for their unloading at their docks; these were known as "<a href="/facts/Felix_Pole/40gm7Kgo">Felix Pole</a>" wagons after the GWR's general manager who promoted their use. Container wagons appeared in 1931 and special vans for motor cars in 1933.<a class="footnote-ref" id="fnref:144" href="#fn:144">144</a>
When the GWR was opened no trains in the United Kingdom were fitted with <a href="/facts/Vacuum_brake/6JHzh5Eo">vacuum brakes</a>, instead handbrakes were fitted to individual wagons and trains also conveyed <a href="/facts/Brake_van/HlF9Cwb1">brake vans</a> where a guard had control of a screw-operated brake. The first goods wagons to be fitted with vacuum brakes were those that ran in passenger trains carrying perishable goods such as fish. Some ballast hoppers were given vacuum brakes in December 1903, and general goods wagons were constructed with them from 1904 onwards, although unfitted wagons (those without vacuum brakes) still formed the majority of the fleet in 1948 when the railway was <a href="/facts/Nationalisation/cQcRubNU">nationalised</a> to become a part of <a href="/facts/British_Railways/MUsXp9YC">British Railways</a>.<a class="footnote-ref" id="fnref:145" href="#fn:145">145</a>
All wagons for public traffic had a <a href="/facts/Great_Western_Railway_telegraphic_codes/vXoRq7ce">code name</a> that was used in <a href="/facts/Telegram_style/sTEv1Koe">telegraphic</a> messages. As this was usually painted onto the wagon it was common to see them referred to by these names, such as "Mink" (a van), "Mica" (refrigerated van), "Crocodile" (boiler truck), and "Toad" (<a href="/facts/Brake_van/HlF9Cwb1">brake van</a>).<a class="footnote-ref" id="fnref:146" href="#fn:146">146</a><a class="footnote-ref" id="fnref:147" href="#fn:147">147</a>

<h2 id="track">Track</h2>
Main article: <a href="/facts/Baulk_road/ccqFUdkD">Baulk road</a>

For the <a href="/facts/Permanent_way_(history)/dXAYfNTa">permanent way</a> Brunel decided to use a light bridge rail continuously supported on thick timber baulks, known as "<a href="/facts/Baulk_road/ccqFUdkD">baulk road</a>". Thinner timber transoms were used to keep the baulks the correct distance apart. This produced a smoother track and the whole assembly proved cheaper than using conventional sleepers for broad-gauge track, although this advantage was lost with standard- or mixed-gauge lines because of the higher ratio of timber to length of line. More conventional track forms were later used, although baulk road could still be seen in sidings in the first half of the twentieth century.<a class="footnote-ref" id="fnref:148" href="#fn:148">148</a>

<h2 id="signalling">Signalling</h2>

Brunel developed a system of "disc and crossbar" <a href="/facts/Railway_signal/NkCzHKtd">signals</a> to control train movements, but the people operating them could only assume that each train reached the next signal without stopping unexpectedly. The world's first commercial <a href="/facts/Electrical_telegraph/yrFhbvM8">telegraph</a> line was installed along the 13 miles (21 km) from Paddington to <a href="/facts/West_Drayton_railway_station/JxB5Q9u9">West Drayton</a> and came into operation on 9 April 1839. This later spread throughout the system and allowed stations to use telegraphic messages to tell the people operating the signals when each train arrived safely.<a class="footnote-ref" id="fnref:149" href="#fn:149">149</a> A long list of <a href="/facts/Great_Western_Railway_telegraphic_codes/vXoRq7ce">code words</a> were developed to help make messages both quick to send and clear in meaning.<a class="footnote-ref" id="fnref:150" href="#fn:150">150</a>
More conventional <a href="/facts/Railway_semaphore_signal/qPCs28FB">semaphore signals</a> replaced the discs and crossbars over time. The GWR persisted with the lower quadrant form, where a "proceed" aspect is indicated by lowering the signal arm, despite other British railways changing to an upper quadrant form. Electric light signals of the "searchlight" pattern were later introduced at busy stations; these could show the same red/green or yellow/green aspects that semaphore signals showed at night. An "<a href="/facts/Automatic_train_control/TdAWGAmG">automatic train control</a>" system was introduced from 1906 which was a safety system that applied a train's brakes if it passed a danger signal.<a class="footnote-ref" id="fnref:151" href="#fn:151">151</a>

<h2 id="cultural-impact">Cultural impact</h2>
The GWR is known admiringly to some as "God's Wonderful Railway",<a class="footnote-ref" id="fnref:152" href="#fn:152">152</a> but jocularly to others as the "Great Way Round"<a class="footnote-ref" id="fnref:153" href="#fn:153">153</a> as some of its earliest routes were not the most direct. The railway, however, promoted itself from 1908 as "The Holiday Line" as it carried huge numbers of people to <a href="/facts/Resort/X1zuVL8y">resorts</a> in Wales and south-west England.<a class="footnote-ref" id="fnref:154" href="#fn:154">154</a><a class="footnote-ref" id="fnref:155" href="#fn:155">155</a><a class="footnote-ref" id="fnref:156" href="#fn:156">156</a>

<h3>Tourism</h3>

Cheap tickets were offered and excursion trains operated to popular destinations and special events such as the 1851 <a href="/facts/Great_Exhibition/gNesAueY">Great Exhibition</a>.<a class="footnote-ref" id="fnref:157" href="#fn:157">157</a> Later, <a href="/facts/GWR_road_motor_services/NgAYvCUq">GWR road motors</a> operated tours to popular destinations not served directly by train, and its ships offered cruises from places such as Plymouth.<a class="footnote-ref" id="fnref:158" href="#fn:158">158</a> Redundant carriages were converted to <a href="/facts/Camp_coach/E69KQDHW">camp coaches</a> and placed at country or seaside stations such as <a href="/facts/Blue_Anchor_railway_station/UM7xhUEl">Blue Anchor</a> and <a href="/facts/Marazion_railway_station/n7UqLx7Y">Marazion</a> and hired to holidaymakers who arrived by train.<a class="footnote-ref" id="fnref:159" href="#fn:159">159</a>
The GWR had operated hotels at major stations and junctions since the early days, but in 1877 it opened its first "country house hotel", the <a href="/facts/Tregenna_Castle/CavDjjJz">Tregenna Castle</a> in <a href="/facts/St_Ives%2c_Cornwall/CNgSry8v">St Ives, Cornwall</a>.<a class="footnote-ref" id="fnref:160" href="#fn:160">160</a> It later added the Fishguard Bay Hotel in Wales and the Manor House at <a href="/facts/Moretonhampstead/kF1UwaXs">Moretonhampstead</a>, Devon, to which it added a <a href="/facts/Golf_course/8kuMFVyx">golf course</a> in 1930.<a class="footnote-ref" id="fnref:161" href="#fn:161">161</a>
It promoted itself from 1908 as "The Holiday Line<a class="footnote-ref" id="fnref:162" href="#fn:162">162</a> through a series of posters, <a href="/facts/Postcard/hqGE0alm">postcards</a>, <a href="/facts/Jigsaw_puzzle/pPDDQGqE">jigsaw puzzles</a>, and books. These included Holiday Haunts, describing the attraction of the different parts of the GWR system,<a class="footnote-ref" id="fnref:163" href="#fn:163">163</a> and regional titles such as <a href="/facts/S._P._B._Mais/1rS4aIov">S. P. B. Mais</a>'s Cornish Riviera and A. M. Bradley's South Wales: The Country of Castles. Guidebooks described the scenery seen Through the Window of their trains. Other GWR books were designed to encourage an interest in the GWR itself. Published as "Books for Boys of All Ages", these included The 10:30 Limited and Loco's of the Royal Road.<a class="footnote-ref" id="fnref:164" href="#fn:164">164</a>
The Great Western Railway effectively created the modern day tourist spots of the <a href="/facts/West_Country/6tILf1Lq">West Country</a> and the southwest part of <a href="/facts/Wales/xa3W6PHH">Wales</a> that had previously been very difficult to reach. The Bristol Channel resorts of Wales and the West Country such as <a href="/facts/Minehead/TUI5vDn6">Minehead</a> or the cliffs of <a href="/facts/Exmoor/Y7JN6Ww1">Exmoor</a> had been very remote from other parts of England before the advent of the GWR.<a class="footnote-ref" id="fnref:165" href="#fn:165">165</a>

<h3>Locomotive books</h3>
<a href="/facts/Railfan/eNyoWuCc">Railway enthusiasts</a> were kept informed of new locomotives and other topics through the Great Western Railway Magazine from 1904. In 1911 the GWR became the first company to publish a book about its locomotive stock. Names of Engines was a booklet containing an alphabetic list of the company's named engines, with their number and <a href="/facts/Wheel_arrangement/sNT4Qfct">wheel arrangement</a>. Alternate pages showed formal vignetted photographs of different types of engine, mostly in <a href="/facts/Photographic_grey/NQAHsSNL">photographic grey</a>, annotated with their principal dimensions. No author was credited but the list was compiled by Arthur J.L White in the railway's Chief Mechanical Engineer's Office.<a class="footnote-ref" id="fnref:166" href="#fn:166">166</a><a class="footnote-ref" id="fnref:167" href="#fn:167">167</a>
New editions were printed in 1914 and 1917 as Great Western Railway Engines edited by 'A.J.L.W.' and then as Great Western Railway Engines: Names, Numbers, Types and Classes in 1919 with new editions at regular intervals up to 1929.<a class="footnote-ref" id="fnref:168" href="#fn:168">168</a> These listed the named engines by class, each class having a formal photograph annotated with extensive dimensions and engineering details. Some classes of unnamed engines were also given a page with a photograph and similar annotations. No author was credited, but the introductory essay "Naming of Locomotives" was signed 'A.J.L.W.'<a class="footnote-ref" id="fnref:169" href="#fn:169">169</a> Arthur White died in 1929 and from 1932 new editions, now The G.W.R. Engine Book were published by the GWR's Publicity Department up to 1935.<a class="footnote-ref" id="fnref:170" href="#fn:170">170</a>
From 1938 the editor was given as 'W.G.C.' who was W.G. Chapman. The title was now GWR Engines: Names, Numbers Types, Classes, etc. of Great Western Railway Locomotives. There were reprints (also listed as editions) following in 1938 (again) and 1939.<a class="footnote-ref" id="fnref:171" href="#fn:171">171</a> A final edition was published in 1946.<a class="footnote-ref" id="fnref:172" href="#fn:172">172</a> In addition to the locomotive listings, photographs and dimensions, there are numerous essays on many aspects of GWR locomotive development.<a class="footnote-ref" id="fnref:173" href="#fn:173">173</a>
On a related subject, the GWR also published in 1935 a 56-page booklet entitled Swindon Works and its place in Great Western Railway History. Illustrated with photographs on almost every opening, it recounts the history of the GWR as a locomotive-using and building company, the construction and development of <a href="/facts/Swindon_Works/4UP1KS6Y">Swindon Works</a>, and the training of those employed there. It describes each section of the works, some of the latest locomotives to be built there, and finishes with various related organisations, from the Mechanics' Institution to the Annual Works Holiday.<a class="footnote-ref" id="fnref:174" href="#fn:174">174</a>

<h3>Art, media and literature</h3>

The GWR attracted the attention of the artists from an early date. <a href="/facts/John_Cooke_Bourne/zsWC8A2G">John Cooke Bourne</a>'s History and Description of the Great Western Railway was published in 1846 and contained a series of detailed <a href="/facts/Lithograph/LFwpJbE7">lithographs</a> of the railway that give readers a glimpse of what the line looked like in the days before photography.<a class="footnote-ref" id="fnref:175" href="#fn:175">175</a> <a href="/facts/J._M._W._Turner/Q5nVxsqm">J. M. W. Turner</a> painted his <a href="/facts/Rain%2c_Steam_and_Speed_-_The_Great_Western_Railway/kn0qaGFY">Rain, Steam and Speed - The Great Western Railway</a> in 1844 after looking out of the window of his train on <a href="/facts/Maidenhead_Railway_Bridge/hYCvsJel">Maidenhead Railway Bridge</a>,<a class="footnote-ref" id="fnref:176" href="#fn:176">176</a> and in 1862 <a href="/facts/William_Powell_Frith/Uyp08uAJ">William Powell Frith</a> painted <a href="/facts/The_Railway_Station/LxXXA1nW">The Railway Station</a>, a large crowd scene on the <a href="/facts/Railway_platform/vdMzCmJ3">platform</a> at Paddington. The station itself was initially painted for Powell by W Scott Morton, an architect, and a train was specially provided by the GWR for the painting, in front of which a variety of travellers and railway staff form an animated focal point.<a class="footnote-ref" id="fnref:177" href="#fn:177">177</a>
In 1935, as part of the celebration of the centenary of the GWR, the railway commissioned and published Railway Ribaldry, a book of cartoons by <a href="/facts/W._Heath_Robinson/okIuJtCt">W. Heath Robinson</a>, giving that well-known cartoonist a free hand to re-imagine the history of the line for the amusement of its customers. The result is a 96-page softback book with alternating full-page cartoons and smaller vignettes, all on pertinent subjects.<a class="footnote-ref" id="fnref:178" href="#fn:178">178</a>
The GWR has featured in many television programmes, such as the BBC children's drama series <a href="/facts/God%2527s_Wonderful_Railway/U5VvrkRc">God's Wonderful Railway</a> in 1980.<a class="footnote-ref" id="fnref:179" href="#fn:179">179</a> It was also immortalised in <a href="/facts/Bob_Godfrey/dzHkpgzq">Bob Godfrey</a>'s animated film <a href="/facts/Great_(1975_film)/G2y93QQG">Great</a>, which won the Academy Award for Best Animated Short Film of 1975 which tells the story of Brunel's engineering accomplishments.<a class="footnote-ref" id="fnref:180" href="#fn:180">180</a>
<a href="/facts/John_Betjeman/JQyTuDtt">Sir John Betjeman</a> mentions the GWR clearly in his poem Distant Views of a Provincial Town:<a class="footnote-ref" id="fnref:181" href="#fn:181">181</a>

The old Great Western Railway shakes,
The old Great Western Railway spins –
The old Great Western Railway makes
Me very sorry for my sins.

<h3>Heritage</h3>
Main article: <a href="/facts/List_of_Great_Western_Railway_heritage_sites/pvCMCuSI">List of Great Western Railway heritage sites</a>

The GWR's memory is kept alive by several museums such as <a href="/facts/Swindon_Steam_Railway_Museum/RbunIEFY">STEAM – the museum of the GWR</a> (in the old <a href="/facts/Swindon_railway_works/4UP1KS6Y">Swindon railway works</a>),<a class="footnote-ref" id="fnref:182" href="#fn:182">182</a> and the <a href="/facts/Didcot_Railway_Centre/GW4hxCN0">Didcot Railway Centre</a> where the collection includes replica broad-gauge trains.<a class="footnote-ref" id="fnref:183" href="#fn:183">183</a> <a href="/facts/Heritage_railways/4ejeuHKy">Preserved</a> GWR lines include those from <a href="/facts/South_Devon_Railway_Trust/fBqERIdM">Totnes to Buckfastleigh</a>, <a href="/facts/Dartmouth_Steam_Railway/YW6WdxQF">Paignton to Kingswear</a>, <a href="/facts/West_Somerset_Railway/E0KyvC7I">Bishops Lydeard to Minehead</a>, <a href="/facts/Severn_Valley_Railway/lo4CR95F">Kidderminster to Bridgnorth</a> and <a href="/facts/Gloucestershire_Warwickshire_Railway/jRkGBAq7">Cheltenham to Broadway</a>.<a class="footnote-ref" id="fnref:184" href="#fn:184">184</a><a class="footnote-ref" id="fnref:185" href="#fn:185">185</a><a class="footnote-ref" id="fnref:186" href="#fn:186">186</a><a class="footnote-ref" id="fnref:187" href="#fn:187">187</a><a class="footnote-ref" id="fnref:188" href="#fn:188">188</a> Many other heritage railways and museums also have GWR locomotives or rolling stock in use or on display.
Numerous stations owned by <a href="/facts/Network_Rail/B7RcLTwY">Network Rail</a> also continue to display much of their GWR heritage. This is seen not only at the large stations such as <a href="/facts/London_Paddington_station/X8ASYBms">Paddington</a> (built 1851,<a class="footnote-ref" id="fnref:189" href="#fn:189">189</a> extended 1915)<a class="footnote-ref" id="fnref:190" href="#fn:190">190</a> and <a href="/facts/Bristol_Temple_Meads_railway_station/66KfrYj9">Temple Meads</a> (1840,<a class="footnote-ref" id="fnref:191" href="#fn:191">191</a> 1875<a class="footnote-ref" id="fnref:192" href="#fn:192">192</a> & 1935)<a class="footnote-ref" id="fnref:193" href="#fn:193">193</a> but other places such as <a href="/facts/Bath_Spa_railway_station/0FcLvhFu">Bath Spa</a> (1840),<a class="footnote-ref" id="fnref:194" href="#fn:194">194</a> <a href="/facts/Torquay_railway_station/Pb97ooSj">Torquay</a> (1878),<a class="footnote-ref" id="fnref:195" href="#fn:195">195</a> <a href="/facts/Penzance_railway_station/xosLQN7t">Penzance</a> (1879),<a class="footnote-ref" id="fnref:196" href="#fn:196">196</a> <a href="/facts/Truro_railway_station/BWwThdna">Truro</a> (1897),<a class="footnote-ref" id="fnref:197" href="#fn:197">197</a> and <a href="/facts/Newton_Abbot_railway_station/2e3hrlyc">Newton Abbot</a> (1927).<a class="footnote-ref" id="fnref:198" href="#fn:198">198</a> Many small stations are little changed from when they were opened, as there has been no need to rebuild them to cope with heavier traffic; good examples can be found at <a href="/facts/Yatton_railway_station/pXPTk9nn">Yatton</a> (1841), <a href="/facts/Frome_railway_station/Sh4wfura">Frome</a> (1850, Network Rail's last surviving Brunel-style <a href="/facts/Train_shed/EoratnRh">train shed</a>),<a class="footnote-ref" id="fnref:199" href="#fn:199">199</a> <a href="/facts/Bradford-on-Avon_railway_station/gf4mr9X3">Bradford-on-Avon</a> (1857), and <a href="/facts/St_Germans_railway_station/SpcVHRzQ">St Germans</a> (1859).<a class="footnote-ref" id="fnref:200" href="#fn:200">200</a> Even where stations have been rebuilt, many fittings such as signs, <a href="/facts/Manhole/ng15QWoj">manhole</a> covers and seats can still be found with "GWR" cast into them.<a class="footnote-ref" id="fnref:201" href="#fn:201">201</a>
The Great Western Main Line was considered as a potential <a href="/facts/UNESCO/QSbkRv3o">UNESCO</a> <a href="/facts/World_Heritage_Site/6AbWWKV4">World Heritage Site</a> in 2006 but rejected in 2011.<a class="footnote-ref" id="fnref:202" href="#fn:202">202</a> The proposal comprised seven sites: <a href="/facts/Bristol_Temple_Meads_railway_station/66KfrYj9">Temple Meads</a> (including Brunel's GWR offices, boardroom, train shed, the <a href="/facts/Bristol_and_Exeter_Railway/jeUEXe4p">B&ER</a> offices, and the <a href="/facts/Avon_Bridge/wuD6no9e">bridge over the River Avon</a>); Bath (including the route from Twerton Tunnel to Sydney Gardens); Middlehill and <a href="/facts/Box_Tunnel/luqVM1NL">Box</a> Tunnels; the Swindon area including <a href="/facts/Swindon_railway_works/4UP1KS6Y">Swindon railway works</a> and village; <a href="/facts/Maidenhead_Railway_Bridge/hYCvsJel">Maidenhead Railway Bridge</a>; <a href="/facts/Wharncliffe_Viaduct/pnP122vK">Wharncliffe Viaduct</a>; and Paddington station.<a class="footnote-ref" id="fnref:203" href="#fn:203">203</a>

<h3>Locomotives named Great Western</h3>

Several locomotives have been given the name Great Western. The first was an <a href="/facts/GWR_Iron_Duke_class/qzn7rK2K">Iron Duke class</a> broad-gauge locomotive built in 1846, the first locomotive entirely constructed at the company's <a href="/facts/Swindon_Works/4UP1KS6Y">Swindon Works</a>. This was withdrawn in 1870, but in 1888 a newly built locomotive in the same class was given the same name; this was withdrawn four years later when the broad gauge was taken out of use.<a class="footnote-ref" id="fnref:204" href="#fn:204">204</a> A standard-gauge <a href="/facts/GWR_3031_Class/XdoBQVRx">3031 class</a> locomotive, number 3012, was then given the name. The last GWR locomotive to carry the name was <a href="/facts/GWR_4073_Class/BXhw4nWW">Castle class</a> number 7007, which continued to carry it in British Railways days.<a class="footnote-ref" id="fnref:205" href="#fn:205">205</a>
The name later reappeared on some <a href="/facts/British_Rail/MUsXp9YC">BR</a> <a href="/facts/Diesel_locomotive/RvJF30q2">diesels</a>. The first was 47500 which carried the name from 1979 until 1991.<a class="footnote-ref" id="fnref:206" href="#fn:206">206</a> Another <a href="/facts/British_Rail_Class_47/xokPbYr0">Class 47</a>, this time 47815, had the name bestowed on it in 2005; it is currently (2009) in operation with <a href="/facts/Riviera_Trains/orwN6XYI">Riviera Trains</a>.<a class="footnote-ref" id="fnref:207" href="#fn:207">207</a> <a href="/facts/British_Rail_Class_43_(HST)/t0GkjuI8">High Speed Train power car</a> number 43185 also carried the same name<a class="footnote-ref" id="fnref:208" href="#fn:208">208</a> and was operated by the modern <a href="/facts/Great_Western_Railway_(train_operating_company)/fFMcYm2Y">Great Western Railway</a><a class="footnote-ref" id="fnref:209" href="#fn:209">209</a> until 18 May 2019.

<h2 id="notable-people">Notable people</h2>

<h3>Chairmen</h3>

<ul><li>Benjamin Shaw 1835–1837<a class="footnote-ref" id="fnref:210" href="#fn:210">210</a></li>
<li>William Sims 1837–1839<a class="footnote-ref" id="fnref:211" href="#fn:211">211</a></li>
<li><a href="/facts/Charles_Russell_(1786%25E2%2580%25931856)/GWThpNQX">Charles Russell</a> 1839–1855<a class="footnote-ref" id="fnref:212" href="#fn:212">212</a></li>
<li><a href="/facts/Spencer_Horatio_Walpole/JUFYp3cJ">Spencer Horatio Walpole</a> 1855–1856<a class="footnote-ref" id="fnref:213" href="#fn:213">213</a></li>
<li><a href="/facts/William_Barrington%2c_6th_Viscount_Barrington/BxhLXEp5">William Barrington, 6th Viscount Barrington</a> 1856–1857<a class="footnote-ref" id="fnref:214" href="#fn:214">214</a></li>
<li><a href="/facts/Frederick_Ponsonby%2c_6th_Earl_of_Bessborough/wnzBh3uz">Frederick Ponsonby, 6th Earl of Bessborough</a> 1857–1859<a class="footnote-ref" id="fnref:215" href="#fn:215">215</a></li>
<li><a href="/facts/Henry_Petty-Fitzmaurice%2c_4th_Marquess_of_Lansdowne/9JAI3yrP">Henry Petty-Fitzmaurice, 4th Marquess of Lansdowne</a> 1859–1863<a class="footnote-ref" id="fnref:216" href="#fn:216">216</a></li>
<li><a href="/facts/Spencer_Horatio_Walpole/JUFYp3cJ">Spencer Horatio Walpole</a> 1863<a class="footnote-ref" id="fnref:217" href="#fn:217">217</a></li>
<li><a href="/facts/Richard_Potter_(businessman)/7Ha8QSQ1">Richard Potter</a> 1863–1865<a class="footnote-ref" id="fnref:218" href="#fn:218">218</a></li>
<li><a href="/facts/Daniel_Gooch/nD0yFpF7">Daniel Gooch</a> 1865–1889<a class="footnote-ref" id="fnref:219" href="#fn:219">219</a></li>
<li>Frederick Saunders 1889–1895<a class="footnote-ref" id="fnref:220" href="#fn:220">220</a></li>
<li><a href="/facts/Frederick_Campbell%2c_3rd_Earl_Cawdor/nhdeqaBw">Frederick Campbell, 3rd Earl Cawdor</a> 1895–1905<a class="footnote-ref" id="fnref:221" href="#fn:221">221</a></li>
<li><a href="/facts/Alfred_Baldwin_(politician)/jm7NXVh4">Alfred Baldwin</a> 1905–1908<a class="footnote-ref" id="fnref:222" href="#fn:222">222</a></li>
<li><a href="/facts/Victor_Spencer%2c_1st_Viscount_Churchill/5QoWszcK">Victor Spencer, 1st Viscount Churchill</a> 1908–1934<a class="footnote-ref" id="fnref:223" href="#fn:223">223</a></li>
<li><a href="/facts/Robert_Horne%2c_1st_Viscount_Horne_of_Slamannan/EyDLGBNu">Robert Horne, 1st Viscount Horne of Slamannan</a> 1934–1940<a class="footnote-ref" id="fnref:224" href="#fn:224">224</a></li>
<li><a href="/facts/Charles_Jocelyn_Hambro/T799Kk7C">Charles Jocelyn Hambro</a> 1940–1945<a class="footnote-ref" id="fnref:225" href="#fn:225">225</a></li>
<li><a href="/facts/Wyndham_Portal%2c_1st_Viscount_Portal/4NP6eGQg">Viscount Portal</a> 1945–1948<a class="footnote-ref" id="fnref:226" href="#fn:226">226</a></li></ul>
<h3>Chief Engineers, Locomotive Superintendents, CMEs</h3>
Main article: <a href="/facts/List_of_chief_mechanical_engineers_of_the_Great_Western_Railway/zoc3Kyno">List of CMEs of the GWR and related railways</a>
Chief Engineer
<ul><li><a href="/facts/Isambard_Kingdom_Brunel/kKeQ1IV6">Isambard Kingdom Brunel</a> - (1835–1859) Also engineered many of the broad-gauge lines with which the GWR amalgamated, and the standard-gauge <a href="/facts/Taff_Vale_Railway/Q70mVbDG">Taff Vale Railway</a>. He was responsible for choosing the route of the railway and designing many of today's iconic structures including <a href="/facts/Box_Tunnel/luqVM1NL">Box Tunnel</a>, <a href="/facts/Royal_Albert_Bridge/WUTv3Wg4">Royal Albert Bridge</a>, <a href="/facts/Maidenhead_Railway_Bridge/hYCvsJel">Maidenhead Railway Bridge</a>, <a href="/facts/Paddington_railway_station/X8ASYBms">Paddington</a> and <a href="/facts/Bristol_Temple_Meads_railway_station/66KfrYj9">Bristol Temple Meads</a> stations.<a class="footnote-ref" id="fnref:227" href="#fn:227">227</a></li></ul>
Locomotive Superintendent

<ul><li><a href="/facts/Daniel_Gooch/nD0yFpF7">Daniel Gooch</a> - (1837–1864) Later the chairman (1865–1889). He was responsible for the railway's early locomotive successes, such as the <a href="/facts/GWR_Iron_Duke_Class/qzn7rK2K">Iron Duke Class</a>, and for establishing <a href="/facts/Swindon_railway_works/4UP1KS6Y">Swindon railway works</a>.<a class="footnote-ref" id="fnref:228" href="#fn:228">228</a></li>
<li><a href="/facts/Joseph_Armstrong_(engineer)/Ql6TH5Sj">Joseph Armstrong</a> - (1864–1877) Locomotive Superintendent to the <a href="/facts/Shrewsbury_and_Chester_Railway/gEKxnu5S">Shrewsbury and Chester Railway</a> and the <a href="/facts/Shrewsbury_and_Birmingham_Railway/nqze1A25">Shrewsbury and Birmingham Railways</a> from 1853, he was responsible for the locomotive workshops at Wolverhampton.<a class="footnote-ref" id="fnref:229" href="#fn:229">229</a> When they amalgamated with the GWR the following year he was given the title of Northern Division Locomotive Superintendent (1854–1864), he then moved to Swindon as the chief Locomotive Superintendent.<a class="footnote-ref" id="fnref:230" href="#fn:230">230</a></li>
<li><a href="/facts/William_Dean_(engineer)/dIuLhmGa">William Dean</a> - (1877–1902).<a class="footnote-ref" id="fnref:231" href="#fn:231">231</a></li>
<li><a href="/facts/George_Jackson_Churchward/uw3GoJqK">George Jackson Churchward</a> - (1902–1915) who instigated much standardisation of locomotive components.<a class="footnote-ref" id="fnref:232" href="#fn:232">232</a></li></ul>
Chief Mechanical Engineer
<ul><li>George Jackson Churchward - (1915–1921) The position was renamed.<a class="footnote-ref" id="fnref:233" href="#fn:233">233</a></li>
<li><a href="/facts/Charles_Collett/QVyoVwWb">Charles Collett</a> - (1922–1941).<a class="footnote-ref" id="fnref:234" href="#fn:234">234</a></li>
<li><a href="/facts/Frederick_Hawksworth/fz8VNJcf">Frederick Hawksworth</a> - (1941–1947) The last GWR Chief Mechanical Engineer.<a class="footnote-ref" id="fnref:235" href="#fn:235">235</a></li></ul>
<h3>Others</h3>
<ul><li><a href="/facts/George_Armstrong_(engineer)/jkEzRP4E">George Armstrong</a>, brother of Joseph, and Superintendent of the Northern Division (1864–1897) at <a href="/facts/Wolverhampton_railway_works/gbEIg3Ve">Wolverhampton works</a>, which he ran almost independently of Swindon.<a class="footnote-ref" id="fnref:236" href="#fn:236">236</a></li>
<li>James Grierson - Goods Manager (1857–1863), he then became the general manager (1863–1887) from which position he saw the railway through a period of expansion and the early gauge conversions.<a class="footnote-ref" id="fnref:237" href="#fn:237">237</a></li>
<li>Henry Lambert - The general manager (1887–1896) responsible for managing the final gauge conversion in 1892.<a class="footnote-ref" id="fnref:238" href="#fn:238">238</a></li>
<li><a href="/facts/James_Milne_(railway_manager)/QS1w3It1">James Milne</a> - General manager (1929–1947) who saw the GWR through <a href="/facts/World_War_II/2efV5L1U">World War II</a>.<a class="footnote-ref" id="fnref:239" href="#fn:239">239</a></li>
<li><a href="/facts/Felix_Pole/40gm7Kgo">Sir Felix Pole</a> - As general manager (1921–1929) he oversaw the Grouping of the South Wales railways into the GWR following the <a href="/facts/Railways_Act_1921/ghBtQylG">Railways Act 1921</a>, and promoted the use of 20 ton wagons to bring efficiencies to the railway's coal trade.<a class="footnote-ref" id="fnref:240" href="#fn:240">240</a></li>
<li><a href="/facts/Charles_Spagnoletti/tlLpz2TL">Charles Spagnoletti</a> - The GWR's <a href="/facts/Electrical_telegraph/yrFhbvM8">Telegraph</a> Superintendent (1855–1892) patented the Disc Block Telegraph Instrument that was used to safely control the dispatch of trains. First used on the <a href="/facts/Metropolitan_Railway/Nnrs74Ir">Metropolitan Railway</a> in 1863 and the <a href="/facts/Bristol_and_South_Wales_Union_Railway/Wv6lwJA0">Bristol and South Wales Union Railway</a> in 1864, it was later used on many other lines operated by the company.<a class="footnote-ref" id="fnref:241" href="#fn:241">241</a></li></ul>
A number of engineers trained at or worked for the GWR, before moving to other companies, including: <ul><li><a href="/facts/Thomas_Russell_Crampton/aX6atqKA">Thomas Russell Crampton</a> (<a href="/facts/South_Eastern_Railway_(England)/xWdbsjU7">SER</a> among others)<a class="footnote-ref" id="fnref:242" href="#fn:242">242</a></li><li><a href="/facts/Harold_Holcroft/YAkWfX0W">Harold Holcroft</a> (<a href="/facts/South_Eastern_and_Chatham_Railway/EqkBAT9U">SECR</a>, <a href="/facts/Southern_Railway_(UK)/502pTkKd">SR</a>),<a class="footnote-ref" id="fnref:243" href="#fn:243">243</a></li><li><a href="/facts/James_Holden_(locomotive_engineer)/m5UJddax">James Holden</a> (<a href="/facts/Great_Eastern_Railway/EFbM1T0N">GER</a>)<a class="footnote-ref" id="fnref:244" href="#fn:244">244</a></li><li><a href="/facts/William_Martley/19G3MQs2">William Martley</a> (<a href="/facts/London%2c_Chatham_and_Dover_Railway/buIrs7ms">LCDR</a>)<a class="footnote-ref" id="fnref:245" href="#fn:245">245</a></li><li><a href="/facts/John_G._Robinson/cES80vg5">John G. Robinson</a> (<a href="/facts/Waterford%2c_Limerick_and_Western_Railway/7WPh1MzG">WL&WR</a>, <a href="/facts/Great_Central_Railway/3xkSvneN">GCR</a>)<a class="footnote-ref" id="fnref:246" href="#fn:246">246</a></li><li><a href="/facts/William_Stanier/9xxShNBb">William Stanier</a> (<a href="/facts/London%2c_Midland_and_Scottish_Railway/qk02TmfL">LMS</a>)<a class="footnote-ref" id="fnref:247" href="#fn:247">247</a></li><li><a href="/facts/William_Stroudley/k6U1oEBP">William Stroudley</a> (<a href="/facts/Highland_Railway/BbMG4CI7">HR</a>, <a href="/facts/London%2c_Brighton_and_South_Coast_Railway/Qzf30jLE">LBSCR</a>)<a class="footnote-ref" id="fnref:248" href="#fn:248">248</a></li><li><a href="/facts/Archibald_Sturrock/NwSLyVFM">Archibald Sturrock</a> (<a href="/facts/Great_Northern_Railway_(Great_Britain)/Un83xSl6">GNR</a>)<a class="footnote-ref" id="fnref:249" href="#fn:249">249</a></li></ul>
<h2 id="see-also">See also</h2>
<ul>
<li>Companies portal</li></ul>
<ul><li><a href="/facts/Chiltern_Railways/F2tnGyVV">Chiltern Railways</a>, <a href="/facts/Great_Western_Railway_(train_operating_company)/fFMcYm2Y">Great Western Railway</a> and <a href="/facts/Transport_for_Wales_Rail/8v4rtG0z">Transport for Wales</a> – Current train operators on routes built by the Great Western Railway</li>
<li><a href="/facts/Great_Western_Railway_accidents/VHJa8xmp">Great Western Railway accidents</a></li>
<li><a href="/facts/Great_Western_Railway_ships/LGKwaeqK">Great Western Railway ships</a></li>
<li><a href="/facts/Great_Western_Railway_telegraphic_codes/vXoRq7ce">Great Western Railway telegraphic codes</a></li>
<li><a href="/facts/GWR_locomotive_numbering_and_classification/XB711p8r">GWR locomotive numbering and classification</a></li>
<li><a href="/facts/List_of_7-foot_gauge_railway_locomotive_names/TwkRNcMG">List of 7-foot gauge railway locomotive names</a></li>
<li><a href="/facts/List_of_Chief_Mechanical_Engineers_of_the_Great_Western_Railway/zoc3Kyno">List of Chief Mechanical Engineers of the Great Western Railway</a></li>
<li><a href="/facts/List_of_constituents_of_the_Great_Western_Railway/VWGtHhKE">List of constituents of the Great Western Railway</a></li>
<li><a href="/facts/Llanelli_railway_strike/h3Nmw0ao">Llanelli railway strike</a></li></ul>
<h2 id="notes">Notes</h2>

<h2 id="further-reading">Further reading</h2>
<ul><li>Adams, William, ed. (1993). Encyclopaedia of the Great Western Railway. Sparkford: Patrick Stephens. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 1-85260-329-1.</li>
<li>Ahrons, E.L.; Asher, L.L. (1953). Locomotive and Train Working in the Latter Part of the Nineteenth Century. Vol. 4. Cambridge: Heffer. <a href="/facts/OCLC_(identifier)/Yqad8waq">OCLC</a> <a href="https://search.worldcat.org/oclc/606019476">606019476</a>.</li>
<li>Bryan, Tim (2004). All in a Day's Work: Life on the GWR. Ian Allan. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 0-7110-2964-4.</li>
<li>Channon, Geoffrey (1985). <a href="https://archive.org/details/bha062">Bristol and the Promotion of the Great Western Railway</a>. Bristol Historical Association. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 0-901388-45-9.</li>
<li>Gibbs, George Henry (1971). Simmons, Jack (ed.). The Birth of the Great Western Railway. Bath: Adams and Dart. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 978-0-239-00088-0.</li>
<li>Nock, O.S. (1982) [1967]. History of the Great Western Railway. Volume Three: 1923–1947. Ian Allan. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 0-7110-0304-1.</li>
<li>Sidney, Samuel (1971) [1846: Edmonds and Vacher]. Extracts form Gauge Evidence 1845. Wakefield: SR Publishers. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 0-85409-723-6.</li>
<li>Tourret, R (2003). GWR Engineering Work, 1928–1938. Tourret Publishing. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 0-905878-08-6.</li>
<li>Vaughan, Adrian (1985). Grub, Water and Relief: Tales of the Great Western 1835–1892. London: John Murray. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 0-7195-4176-X.</li>
<li><a href="/facts/Francis_Whishaw/PB6FxhEo">Whishaw, Francis</a> (1842). <a href="https://archive.org/stream/railwaysgreatbr00whisgoog">The Railways of Great Britain and Ireland Practically Described and Illustrated</a> (2nd ed.). London: John Weale. pp. 141–162. <a href="/facts/OCLC_(identifier)/Yqad8waq">OCLC</a> <a href="https://search.worldcat.org/oclc/833076248">833076248</a>.</li>
<li>Rules and Regulations for the Guidance of the Officers and Men. Ian Allan. 1993 [1904 Great Western Railway]. <a href="/facts/ISBN_(identifier)/15AdSPa9">ISBN</a> 0-7110-2259-3.</li></ul>
<h2 id="external-links">External links</h2>

Wikimedia Commons has media related to Great Western Railway.

<ul><li><a href="http://www.broadgauge.org.uk">Broad Gauge Society</a></li>
<li><a href="https://web.archive.org/web/20090118200333/http://viewfinder.english-heritage.org.uk/story/intro.aspx?storyUid=68">English Heritage ViewFinder – Photo Essay: "GWR – The finest work in the kingdom"</a></li>
<li><a href="https://web.archive.org/web/20130823070859/http://www.didcotrailwaycentre.org.uk/getting_involved/membership.html">Great Western Society</a></li>
<li><a href="https://web.archive.org/web/20080822041919/http://gwsg.ukmodelshops.co.uk/">Great Western Study Group</a></li>
<li><a href="http://www.gwr.org.uk">GWR Modelling</a></li>
<li><a href="http://www.steam-museum.org.uk">Steam – Museum of the Great Western Railway</a></li>
<li><a href="http://purl.org/pressemappe20/folder/co/048031">Documents and clippings about Great Western Railway</a> in the <a href="/facts/20th_Century_Press_Archives/cAE4hLqn">20th Century Press Archives</a> of the <a href="/facts/German_National_Library_of_Economics/7NL3fA8t">ZBW</a></li></ul>

<h2 id="references">References</h2>

<ol>
<li id="fn:1">Channon, Geoffrey (1985). Bristol and the Promotion of the Great Western Railway, 1835. Bristol: Bristol Historical Association. ISBN 0-901388-45-9. <a href="0-901388-45-9" target="_blank">0-901388-45-9</a> <a href="#fnref:1" class="footnote-back-ref">↩</a></li>
<li id="fn:2">MacDermot 1927, Chapter 1. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:2" class="footnote-back-ref">↩</a></li>
<li id="fn:3">MacDermot 1927, pp. 4–5, 9, 25–26. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:3" class="footnote-back-ref">↩</a></li>
<li id="fn:4">MacDermot 1927, Chapter 1. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:4" class="footnote-back-ref">↩</a></li>
<li id="fn:5">"Edward Payne Press". Clifton Rugby Football Club History. Archived from the original on 23 July 2012. Retrieved 22 March 2012. <a href="http://www.cliftonrfchistory.co.uk/captains/press/press.htm" target="_blank">http://www.cliftonrfchistory.co.uk/captains/press/press.htm</a> <a href="#fnref:5" class="footnote-back-ref">↩</a></li>
<li id="fn:6">"Working With Visionaries" (PDF). Brunel 200. Osborne Clarke. Archived (PDF) from the original on 20 May 2013. Retrieved 22 March 2012. <a href="http://www.brunel200.com/downloads/osborne_clarke_leaflet.pdf" target="_blank">http://www.brunel200.com/downloads/osborne_clarke_leaflet.pdf</a> <a href="#fnref:6" class="footnote-back-ref">↩</a></li>
<li id="fn:7">James, B Ll (2004). "Clark, George Thomas (1809–1898)". Oxford Dictionary of National Biography (online ed.). Oxford University Press. doi:10.1093/ref:odnb/5461. Archived from the original on 24 September 2015. Retrieved 21 August 2007. (Subscription or UK public library membership required.) <a href="http://www.oxforddnb.com/view/article/5461" target="_blank">http://www.oxforddnb.com/view/article/5461</a> <a href="#fnref:7" class="footnote-back-ref">↩</a></li>
<li id="fn:8">Bourne, John Cooke (1846). History and Description of the Great Western Railway. London: David Bogue. OCLC 25959330. <a href="/wiki/John_Cooke_Bourne" target="_blank">/wiki/John_Cooke_Bourne</a> <a href="#fnref:8" class="footnote-back-ref">↩</a></li>
<li id="fn:9">Clark, GT (1895). "The Birth and Growth of the Broad Gauge". Gentleman's Magazine (279): 489–506. <a href="/wiki/G._T._Clark" target="_blank">/wiki/G._T._Clark</a> <a href="#fnref:9" class="footnote-back-ref">↩</a></li>
<li id="fn:10">MacDermot 1927, Chapter 2. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:10" class="footnote-back-ref">↩</a></li>
<li id="fn:11">MacDermot 1927, Chapter 4. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:11" class="footnote-back-ref">↩</a></li>
<li id="fn:12">MacDermot 1927, Chapter 13. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:12" class="footnote-back-ref">↩</a></li>
<li id="fn:13">MacDermot 1927, Chapter 4. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:13" class="footnote-back-ref">↩</a></li>
<li id="fn:14">MacDermot 1927, Chapter 5. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:14" class="footnote-back-ref">↩</a></li>
<li id="fn:15">MacDermot 1927, Chapter 4. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:15" class="footnote-back-ref">↩</a></li>
<li id="fn:16">MacDermot 1927, Chapter 5. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:16" class="footnote-back-ref">↩</a></li>
<li id="fn:17">MacDermot 1927, Chapter 7. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:17" class="footnote-back-ref">↩</a></li>
<li id="fn:18">MacDermot 1931, Chapter 6. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:18" class="footnote-back-ref">↩</a></li>
<li id="fn:19">MacDermot 1931, Chapter 7. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:19" class="footnote-back-ref">↩</a></li>
<li id="fn:20">MacDermot 1931, Chapter 8. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:20" class="footnote-back-ref">↩</a></li>
<li id="fn:21">MacDermot 1927, Chapter 11. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:21" class="footnote-back-ref">↩</a></li>
<li id="fn:22">Walker, Thomas A (2004). The Severn Tunnel: Its Construction and Difficulties (1872–1887). Stroud: Nonsuch Publishing Ltd. ISBN 1-84588-000-5. <a href="1-84588-000-5" target="_blank">1-84588-000-5</a> <a href="#fnref:22" class="footnote-back-ref">↩</a></li>
<li id="fn:23">In History of the Great Western Railway (1927 Edition, Volume 1, Part 1, Page 49), MacDermot states in a footnote In laying the rails an extra quarter of an inch was allowed on the straight, making the gauge 7 ft. 1⁄4 in. strictly speaking, but it was always referred to as 7 feet. <a href="#fnref:23" class="footnote-back-ref">↩</a></li>
<li id="fn:24">MacDermot 1927, Chapter 6. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:24" class="footnote-back-ref">↩</a></li>
<li id="fn:25">MacDermot 1927, Chapter 8. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:25" class="footnote-back-ref">↩</a></li>
<li id="fn:26">MacDermot 1927, Chapter 6. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:26" class="footnote-back-ref">↩</a></li>
<li id="fn:27">Steele, A.K. (1972). Great Western Broad Gauge Album. Headington: Oxford Publishing Company. p. 4. ISBN 0-902888-11-0. <a href="0-902888-11-0" target="_blank">0-902888-11-0</a> <a href="#fnref:27" class="footnote-back-ref">↩</a></li>
<li id="fn:28">MacDermot 1927, Chapter 7. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:28" class="footnote-back-ref">↩</a></li>
<li id="fn:29">MacDermot 1927, Chapter 6. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:29" class="footnote-back-ref">↩</a></li>
<li id="fn:30">MacDermot 1927, Chapter 6. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:30" class="footnote-back-ref">↩</a></li>
<li id="fn:31">MacDermot 1927, Chapter 6. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:31" class="footnote-back-ref">↩</a></li>
<li id="fn:32">Nicholas, John (1992). The North Devon Line. Sparkford: Oxford Publishing Company. pp. 85–91. ISBN 0-86093-461-6. <a href="0-86093-461-6" target="_blank">0-86093-461-6</a> <a href="#fnref:32" class="footnote-back-ref">↩</a></li>
<li id="fn:33">Whetmath, C.F.D. (1967). The Bodmin and Wadebridge Railway (2nd ed.). Teddington: Branch Line Handbooks. pp. 21–28. OCLC 462667. <a href="/wiki/OCLC_(identifier)" target="_blank">/wiki/OCLC_(identifier)</a> <a href="#fnref:33" class="footnote-back-ref">↩</a></li>
<li id="fn:34">MacDermot 1927, Chapter 6. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:34" class="footnote-back-ref">↩</a></li>
<li id="fn:35">MacDermot 1927, Chapter 9. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:35" class="footnote-back-ref">↩</a></li>
<li id="fn:36">MacDermot 1931, Chapter 2. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:36" class="footnote-back-ref">↩</a></li>
<li id="fn:37">MacDermot 1931, Chapter 5. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:37" class="footnote-back-ref">↩</a></li>
<li id="fn:38">MacDermot 1931, Chapter 6. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:38" class="footnote-back-ref">↩</a></li>
<li id="fn:39">MacDermot 1931, Chapter 7. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:39" class="footnote-back-ref">↩</a></li>
<li id="fn:40">MacDermot 1931, Chapter 9. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:40" class="footnote-back-ref">↩</a></li>
<li id="fn:41">MacDermot 1931, Chapter 8. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:41" class="footnote-back-ref">↩</a></li>
<li id="fn:42">Gregory, R.H. (1982). The South Devon Railway. Oakwood Press. p. 75. ISBN 0-85361-286-2. <a href="0-85361-286-2" target="_blank">0-85361-286-2</a> <a href="#fnref:42" class="footnote-back-ref">↩</a></li>
<li id="fn:43">Clinker, C. R. (1978). New light on the Gauge Conversion. Bristol: Avon-Anglia. pp. 15–16. ISBN 0-905466-12-8. <a href="0-905466-12-8" target="_blank">0-905466-12-8</a> <a href="#fnref:43" class="footnote-back-ref">↩</a></li>
<li id="fn:44">MacDermot 1931, Chapter 11. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:44" class="footnote-back-ref">↩</a></li>
<li id="fn:45">MacDermot 1931, Chapter 11. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:45" class="footnote-back-ref">↩</a></li>
<li id="fn:46">"Great Western Railway, Paddington". War Memorials Register. Imperial War Museums. <a href="https://www.iwm.org.uk/memorials/item/memorial/11358" target="_blank">https://www.iwm.org.uk/memorials/item/memorial/11358</a> <a href="#fnref:46" class="footnote-back-ref">↩</a></li>
<li id="fn:47">Roden, Andrew (2010). Great Western Railway: A History. Aurum Press. pp. 180–183. ISBN 978-1-84513-580-5. <a href="978-1-84513-580-5" target="_blank">978-1-84513-580-5</a> <a href="#fnref:47" class="footnote-back-ref">↩</a></li>
<li id="fn:48">"Handmaids of the Railway Services". Great Western Railway Magazine. 47 (9). Great Western Railway: 515–516. 1935. <a href="#fnref:48" class="footnote-back-ref">↩</a></li>
<li id="fn:49">Harris, Michael (1985). Great Western Coaches From 1890 (3rd ed.). Newton Abbot: David and Charles. p. 83. ISBN 0-7153-8050-8. <a href="0-7153-8050-8" target="_blank">0-7153-8050-8</a> <a href="#fnref:49" class="footnote-back-ref">↩</a></li>
<li id="fn:50">Harris 1985, p. 95. - Harris, Michael (1985). Great Western Coaches From 1890 (3rd ed.). Newton Abbot: David and Charles. p. 83. ISBN 0-7153-8050-8. <a href="#fnref:50" class="footnote-back-ref">↩</a></li>
<li id="fn:51">"Main-Line Companies Dissolved". The Railway Magazine. Vol. 96, no. 586. London: Transport (1910) Ltd. February 1950. p. 73. <a href="/wiki/The_Railway_Magazine" target="_blank">/wiki/The_Railway_Magazine</a> <a href="#fnref:51" class="footnote-back-ref">↩</a></li>
<li id="fn:52">Allen, G. Freeman (1979). The Western Since 1948. Shepperton: Ian Allan. pp. 11–15. ISBN 0-7110-0883-3. <a href="0-7110-0883-3" target="_blank">0-7110-0883-3</a> <a href="#fnref:52" class="footnote-back-ref">↩</a></li>
<li id="fn:53">Haresnape, Brian (1979). British Rail 1948–78: A Journey by Design. Shepperton: Ian Allan. p. 86. ISBN 0-7110-0982-1. <a href="0-7110-0982-1" target="_blank">0-7110-0982-1</a> <a href="#fnref:53" class="footnote-back-ref">↩</a></li>
<li id="fn:54">"Changing from First Great Western to GWR". GWR. Great Western Railway. Archived from the original on 21 January 2016. Retrieved 7 January 2016. <a href="https://www.gwr.com/about-us/our-business/our-vision" target="_blank">https://www.gwr.com/about-us/our-business/our-vision</a> <a href="#fnref:54" class="footnote-back-ref">↩</a></li>
<li id="fn:55">"Remnants of the Broad Gauge". Broad Gauge Society. Retrieved 9 April 2025. <a href="http://www.broadgauge.org.uk/heritage/bg_remnants.html" target="_blank">http://www.broadgauge.org.uk/heritage/bg_remnants.html</a> <a href="#fnref:55" class="footnote-back-ref">↩</a></li>
<li id="fn:56">"Iconic infrastructure". Network Rail. Retrieved 9 April 2025. <a href="https://www.networkrail.co.uk/who-we-are/our-history/iconic-infrastructure/" target="_blank">https://www.networkrail.co.uk/who-we-are/our-history/iconic-infrastructure/</a> <a href="#fnref:56" class="footnote-back-ref">↩</a></li>
<li id="fn:57">MacDermot 1931, Chapter 5. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:57" class="footnote-back-ref">↩</a></li>
<li id="fn:58">MacDermot 1931, Chapter 6. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:58" class="footnote-back-ref">↩</a></li>
<li id="fn:59">MacDermot 1931, Chapter 7. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:59" class="footnote-back-ref">↩</a></li>
<li id="fn:60">MacDermot 1931, Chapter 8. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:60" class="footnote-back-ref">↩</a></li>
<li id="fn:61">MacDermot 1927, Chapter 4. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:61" class="footnote-back-ref">↩</a></li>
<li id="fn:62">Time Tables. London: Great Western Railway. 1939. <a href="#fnref:62" class="footnote-back-ref">↩</a></li>
<li id="fn:63">Maggs, Colin G. (1987). The Clevedon Branch. Didcot: Wild Swan Publications. ISBN 0-906867-52-5. <a href="0-906867-52-5" target="_blank">0-906867-52-5</a> <a href="#fnref:63" class="footnote-back-ref">↩</a></li>
<li id="fn:64">Coleby, Ian (2006). The Minehead Branch 1848–1971. Witney: Lightmoor Press. ISBN 1-899889-20-5. <a href="1-899889-20-5" target="_blank">1-899889-20-5</a> <a href="#fnref:64" class="footnote-back-ref">↩</a></li>
<li id="fn:65">MacDermot 1927, Chapter 6. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:65" class="footnote-back-ref">↩</a></li>
<li id="fn:66">Anthony, GH; Jenkins, SC (1997). The Launceston Branch. Headington: Oakwood Press. ISBN 0-85361-491-1. <a href="0-85361-491-1" target="_blank">0-85361-491-1</a> <a href="#fnref:66" class="footnote-back-ref">↩</a></li>
<li id="fn:67">Potts, C.R. (2000) [1987]. The Brixham Branch (2nd ed.). Usk: Oakwood Press. ISBN 0-85361-556-X. <a href="0-85361-556-X" target="_blank">0-85361-556-X</a> <a href="#fnref:67" class="footnote-back-ref">↩</a></li>
<li id="fn:68">Jenkins, Stanley C (1992). "the St Ives Branch". Great Western Railway Journal (Cornish Special Issue). Wild Swan Publications Ltd: 2–34. <a href="#fnref:68" class="footnote-back-ref">↩</a></li>
<li id="fn:69">Potts, C.R. (1993). Windsor to Slough : a Royal branch line. Oxford: Oakwood Press. ISBN 0-85361-442-3. <a href="0-85361-442-3" target="_blank">0-85361-442-3</a> <a href="#fnref:69" class="footnote-back-ref">↩</a></li>
<li id="fn:70">Vaughan, John (1991). The Newquay Branch and its Branches. Sparkford: Haynes/Oxford Publishing Company. pp. 108–116. ISBN 0-86093-470-5. <a href="0-86093-470-5" target="_blank">0-86093-470-5</a> <a href="#fnref:70" class="footnote-back-ref">↩</a></li>
<li id="fn:71">Brindle, Steven (2006). Brunel: the man who built the world. London: Weidenfeld & Nicolson. p. 268. ISBN 0-297-84408-3. <a href="0-297-84408-3" target="_blank">0-297-84408-3</a> <a href="#fnref:71" class="footnote-back-ref">↩</a></li>
<li id="fn:72">Duckworth, Christian Leslie Dyce; Langmuir, Graham Easton (1968). Railway and Other Steamers. Prescot: T Stephenson & Sons. pp. 184–206. <a href="#fnref:72" class="footnote-back-ref">↩</a></li>
<li id="fn:73">MacDermot 1927, Chapter 5. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:73" class="footnote-back-ref">↩</a></li>
<li id="fn:74">Carver, John (December 2005). "An Introduction to the Great Western Railway". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 8–14. <a href="#fnref:74" class="footnote-back-ref">↩</a></li>
<li id="fn:75">Sheppard, Geof (2008). Broad Gauge Locomotives. Southampton: Noodle Books. p. 63. ISBN 978-1-906419-09-7. <a href="978-1-906419-09-7" target="_blank">978-1-906419-09-7</a> <a href="#fnref:75" class="footnote-back-ref">↩</a></li>
<li id="fn:76">This subsequently closed after a major fire in 1864 <a href="#fnref:76" class="footnote-back-ref">↩</a></li>
<li id="fn:77">MacDermot 1931, Chapter 13. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:77" class="footnote-back-ref">↩</a></li>
<li id="fn:78">Andrews, Julian (August 1997). "BR's Concrete Works at Taunton". Modelling Railways Illustrated. 4 (10). Model Media Publications: 462–464. ISSN 0969-7349. <a href="/wiki/ISSN_(identifier)" target="_blank">/wiki/ISSN_(identifier)</a> <a href="#fnref:78" class="footnote-back-ref">↩</a></li>
<li id="fn:79">Brindle 2006, p. 269. - Brindle, Steven (2006). Brunel: the man who built the world. London: Weidenfeld & Nicolson. p. 268. ISBN 0-297-84408-3. <a href="#fnref:79" class="footnote-back-ref">↩</a></li>
<li id="fn:80">Owen, Professor J.B.B. (1976). "Arch Bridges". In Puglsey, Sir Alfred (ed.). The Works of Isambard Kingdom Brunel. London: Institution of Civil Engineers. pp. 89–106. ISBN 0-7277-0030-8. <a href="0-7277-0030-8" target="_blank">0-7277-0030-8</a> <a href="#fnref:80" class="footnote-back-ref">↩</a></li>
<li id="fn:81">Chapman, W.G. (1935). Track Topics. London: Great Western Railway. pp. 51–52. OCLC 3226302. <a href="/wiki/OCLC_(identifier)" target="_blank">/wiki/OCLC_(identifier)</a> <a href="#fnref:81" class="footnote-back-ref">↩</a></li>
<li id="fn:82">Clifford, David (2006). Isambard Kingdom Brunel: The Construction of the Great Western Railway. Reading: Finial Publishing. pp. 129–171. ISBN 1-900467-28-3. <a href="1-900467-28-3" target="_blank">1-900467-28-3</a> <a href="#fnref:82" class="footnote-back-ref">↩</a></li>
<li id="fn:83">Swift, Andrew (2006). The Ringing Grooves of Change. Akeman Press. pp. 215–249. ISBN 0-9546138-5-6. <a href="0-9546138-5-6" target="_blank">0-9546138-5-6</a> <a href="#fnref:83" class="footnote-back-ref">↩</a></li>
<li id="fn:84">Walker, Thomas A (2004). The Severn Tunnel: Its Construction and Difficulties (1872–1887). Stroud: Nonsuch Publishing Ltd. ISBN 1-84588-000-5. <a href="1-84588-000-5" target="_blank">1-84588-000-5</a> <a href="#fnref:84" class="footnote-back-ref">↩</a></li>
<li id="fn:85">Kay, Peter (1991). Exeter – Newton Abbot: A Railway History. Sheffield: Platform 5 Publishing. pp. 93–108. ISBN 1-872524-42-7. <a href="1-872524-42-7" target="_blank">1-872524-42-7</a> <a href="#fnref:85" class="footnote-back-ref">↩</a></li>
<li id="fn:86">Binding, John (1997). Brunel's Royal Albert Bridge. Truro: Twelveheads Press. ISBN 0-906294-39-8. <a href="0-906294-39-8" target="_blank">0-906294-39-8</a> <a href="#fnref:86" class="footnote-back-ref">↩</a></li>
<li id="fn:87">Chapman 1935, pp. 225–228. - Chapman, W.G. (1935). Track Topics. London: Great Western Railway. pp. 51–52. OCLC 3226302. <a href="https://search.worldcat.org/oclc/3226302" target="_blank">https://search.worldcat.org/oclc/3226302</a> <a href="#fnref:87" class="footnote-back-ref">↩</a></li>
<li id="fn:88">MacDermot 1927, Chapter 5. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:88" class="footnote-back-ref">↩</a></li>
<li id="fn:89">"The Chairmen and Principal Officers of the Great Western Railway Company 1833–1935". Great Western Railway Magazine. 47 (9). Great Western Railway: 462. 1935. <a href="#fnref:89" class="footnote-back-ref">↩</a></li>
<li id="fn:90">"A brief review of the Company's hundred years of business". Great Western Railway Magazine. 47 (9). Great Western Railway: 495–499. 1935. <a href="#fnref:90" class="footnote-back-ref">↩</a></li>
<li id="fn:91">UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 7 May 2024. <a href="/wiki/Retail_Price_Index" target="_blank">/wiki/Retail_Price_Index</a> <a href="#fnref:91" class="footnote-back-ref">↩</a></li>
<li id="fn:92">"From ordeal to luxury in railway travel". Great Western Railway Magazine. 47 (9). Great Western Railway: 505–507. 1935. <a href="#fnref:92" class="footnote-back-ref">↩</a></li>
<li id="fn:93">"A brief review of the Company's hundred years of business". Great Western Railway Magazine. 47 (9). Great Western Railway: 495–499. 1935. <a href="#fnref:93" class="footnote-back-ref">↩</a></li>
<li id="fn:94">Allen, Cecil J. (1974). Titled Trains of the Western. Ian Allan. pp. 36–51. ISBN 0-7110-0513-3. <a href="0-7110-0513-3" target="_blank">0-7110-0513-3</a> <a href="#fnref:94" class="footnote-back-ref">↩</a></li>
<li id="fn:95">Chapman 1936, pp. 121–122. - Chapman, W G (1936). Loco's of "The Royal Road". London: Great Western Railway. pp. 119–144. <a href="#fnref:95" class="footnote-back-ref">↩</a></li>
<li id="fn:96">Maggs, Colin (1981). Rail Centres: Bristol. Shepperton: Ian Allan. p. 25. ISBN 0-7110-1153-2. <a href="0-7110-1153-2" target="_blank">0-7110-1153-2</a> <a href="#fnref:96" class="footnote-back-ref">↩</a></li>
<li id="fn:97">Beck, Keith; Copsey, John (1990). The Great Western in South Devon. Didcot: Wild Swan Publication. p. 119. ISBN 0-906867-90-8. <a href="0-906867-90-8" target="_blank">0-906867-90-8</a> <a href="#fnref:97" class="footnote-back-ref">↩</a></li>
<li id="fn:98">MacDermot 1931, Chapter 13. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:98" class="footnote-back-ref">↩</a></li>
<li id="fn:99">"From ordeal to luxury in railway travel". Great Western Railway Magazine. 47 (9). Great Western Railway: 505–507. 1935. <a href="#fnref:99" class="footnote-back-ref">↩</a></li>
<li id="fn:100">MacDermot 1931, Chapter 13. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:100" class="footnote-back-ref">↩</a></li>
<li id="fn:101">Lewis, John (1991). Great Western Auto Trailers, Part One. Didcot: Wild Swan Publications. ISBN 0-906867-99-1. <a href="0-906867-99-1" target="_blank">0-906867-99-1</a> <a href="#fnref:101" class="footnote-back-ref">↩</a></li>
<li id="fn:102">Judge, Colin (2008) [Oxford Publishing Company, 1986]. The history of Great Western A.E.C. diesel railcars. Southampton: Noodle Books. ISBN 978-1-906419-11-0. <a href="978-1-906419-11-0" target="_blank">978-1-906419-11-0</a> <a href="#fnref:102" class="footnote-back-ref">↩</a></li>
<li id="fn:103">"A brief review of the Company's hundred years of business". Great Western Railway Magazine. 47 (9). Great Western Railway: 495–499. 1935. <a href="#fnref:103" class="footnote-back-ref">↩</a></li>
<li id="fn:104">UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 7 May 2024. <a href="/wiki/Retail_Price_Index" target="_blank">/wiki/Retail_Price_Index</a> <a href="#fnref:104" class="footnote-back-ref">↩</a></li>
<li id="fn:105">"A brief review of the Company's hundred years of business". Great Western Railway Magazine. 47 (9). Great Western Railway: 495–499. 1935. <a href="#fnref:105" class="footnote-back-ref">↩</a></li>
<li id="fn:106">MacDermot 1931, Chapter 13. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:106" class="footnote-back-ref">↩</a></li>
<li id="fn:107">Atkins, A.G.; et al. (1975). A History of GWR Goods Wagons, Volume 1. Newton Abbot: David and Charles. p. 16. ISBN 0-7153-6532-0. <a href="0-7153-6532-0" target="_blank">0-7153-6532-0</a> <a href="#fnref:107" class="footnote-back-ref">↩</a></li>
<li id="fn:108">Atkins, A.G.; et al. (1976). A History of GWR Goods Wagons, Volume 2. Newton Abbot: David and Charles. pp. 109–111. ISBN 0-7153-7290-4. <a href="0-7153-7290-4" target="_blank">0-7153-7290-4</a> <a href="#fnref:108" class="footnote-back-ref">↩</a></li>
<li id="fn:109">Atkins 1976, p. 23. - Atkins, A.G.; et al. (1976). A History of GWR Goods Wagons, Volume 2. Newton Abbot: David and Charles. pp. 109–111. ISBN 0-7153-7290-4. <a href="#fnref:109" class="footnote-back-ref">↩</a></li>
<li id="fn:110">Atkins 1976, pp. 24–33. - Atkins, A.G.; et al. (1976). A History of GWR Goods Wagons, Volume 2. Newton Abbot: David and Charles. pp. 109–111. ISBN 0-7153-7290-4. <a href="#fnref:110" class="footnote-back-ref">↩</a></li>
<li id="fn:111">Atkins 1976, pp. 105–109. - Atkins, A.G.; et al. (1976). A History of GWR Goods Wagons, Volume 2. Newton Abbot: David and Charles. pp. 109–111. ISBN 0-7153-7290-4. <a href="#fnref:111" class="footnote-back-ref">↩</a></li>
<li id="fn:112">Atkins 1976, pp. 79–84. - Atkins, A.G.; et al. (1976). A History of GWR Goods Wagons, Volume 2. Newton Abbot: David and Charles. pp. 109–111. ISBN 0-7153-7290-4. <a href="#fnref:112" class="footnote-back-ref">↩</a></li>
<li id="fn:113">Bennett, Alan (1990a) [1988]. The Great Western Railway in West Cornwall (2nd ed.). Cheltenham: Runpast Publishing. pp. 59–61. ISBN 1-870754-12-3. <a href="1-870754-12-3" target="_blank">1-870754-12-3</a> <a href="#fnref:113" class="footnote-back-ref">↩</a></li>
<li id="fn:114">Sheppard, Geof (2004). "A Cornish cattle census". Broadsheet (52). Broad Gauge Society: 9–10. <a href="#fnref:114" class="footnote-back-ref">↩</a></li>
<li id="fn:115">Sheppard, Geof (2004). "Fish from Cornwall". Broadsheet (52). Broad Gauge Society: 24–29. <a href="#fnref:115" class="footnote-back-ref">↩</a></li>
<li id="fn:116">Atkins 1975, pp. 46–94. - Atkins, A.G.; et al. (1975). A History of GWR Goods Wagons, Volume 1. Newton Abbot: David and Charles. p. 16. ISBN 0-7153-6532-0. <a href="#fnref:116" class="footnote-back-ref">↩</a></li>
<li id="fn:117">Atkins 1975, pp. 12–15. - Atkins, A.G.; et al. (1975). A History of GWR Goods Wagons, Volume 1. Newton Abbot: David and Charles. p. 16. ISBN 0-7153-6532-0. <a href="#fnref:117" class="footnote-back-ref">↩</a></li>
<li id="fn:118">"A Brief Review of the Company's Hundred Years of Business". Great Western Railway Magazine. 47 (9). Great Western Railway: 495–500. 1935. <a href="#fnref:118" class="footnote-back-ref">↩</a></li>
<li id="fn:119">UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 7 May 2024. <a href="/wiki/Retail_Price_Index" target="_blank">/wiki/Retail_Price_Index</a> <a href="#fnref:119" class="footnote-back-ref">↩</a></li>
<li id="fn:120">"Handmaids of the Railway Services". Great Western Railway Magazine. 47 (9). Great Western Railway: 515–516. 1935. <a href="#fnref:120" class="footnote-back-ref">↩</a></li>
<li id="fn:121">"Handmaids of the Railway Services". Great Western Railway Magazine. 47 (9). Great Western Railway: 515–516. 1935. <a href="#fnref:121" class="footnote-back-ref">↩</a></li>
<li id="fn:122">Duckworth, Christian Leslie Dyce; Langmuir, Graham Easton (1968). Railway and Other Steamers. Prescot: T Stephenson & Sons. pp. 184–206. <a href="#fnref:122" class="footnote-back-ref">↩</a></li>
<li id="fn:123">Kelley, Philip J. (2002). Great Western Road Vehicles. Hersham: Oxford Publishing Company. pp. 177–220. ISBN 0-86093-568-X. <a href="0-86093-568-X" target="_blank">0-86093-568-X</a> <a href="#fnref:123" class="footnote-back-ref">↩</a></li>
<li id="fn:124">"Handmaids of the Railway Services". Great Western Railway Magazine. 47 (9). Great Western Railway: 515–516. 1935. <a href="#fnref:124" class="footnote-back-ref">↩</a></li>
<li id="fn:125">Sheppard 2008, pp. 9–11. - Sheppard, Geof (2008). Broad Gauge Locomotives. Southampton: Noodle Books. p. 63. ISBN 978-1-906419-09-7. <a href="#fnref:125" class="footnote-back-ref">↩</a></li>
<li id="fn:126">Carver, John (December 2005). "An Introduction to the Great Western Railway". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 8–14. <a href="#fnref:126" class="footnote-back-ref">↩</a></li>
<li id="fn:127">Hill, Keith (December 2005). "A Colossus of Steam". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 16–20. <a href="#fnref:127" class="footnote-back-ref">↩</a></li>
<li id="fn:128">Chapman, W G (1936). Loco's of "The Royal Road". London: Great Western Railway. pp. 119–144. <a href="#fnref:128" class="footnote-back-ref">↩</a></li>
<li id="fn:129">Carver, John (December 2005). "An Introduction to the Great Western Railway". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 8–14. <a href="#fnref:129" class="footnote-back-ref">↩</a></li>
<li id="fn:130">Sheppard 2008, pp. 9–11. - Sheppard, Geof (2008). Broad Gauge Locomotives. Southampton: Noodle Books. p. 63. ISBN 978-1-906419-09-7. <a href="#fnref:130" class="footnote-back-ref">↩</a></li>
<li id="fn:131">Chapman, WG (1938). GWR Engines (14th ed.). London: Great Western Railway. pp. 9–18. <a href="#fnref:131" class="footnote-back-ref">↩</a></li>
<li id="fn:132">Lewis, John; et al. (2009) [Slinn, 1978]. Great Western Way (2nd ed.). Butterley: Historical Model Railway Society. pp. 14–62. ISBN 978-0-902835-27-6. <a href="978-0-902835-27-6" target="_blank">978-0-902835-27-6</a> <a href="#fnref:132" class="footnote-back-ref">↩</a></li>
<li id="fn:133">MacDermot 1931, Chapter 16. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:133" class="footnote-back-ref">↩</a></li>
<li id="fn:134">Harris 1985, pp. 21–37. - Harris, Michael (1985). Great Western Coaches From 1890 (3rd ed.). Newton Abbot: David and Charles. p. 83. ISBN 0-7153-8050-8. <a href="#fnref:134" class="footnote-back-ref">↩</a></li>
<li id="fn:135">MacDermot 1931, Chapter 16. - MacDermot, E T (1931). "Appendix 1". History of the Great Western Railway, volume II 1863-1921. London: Great Western Railway. <a href="#fnref:135" class="footnote-back-ref">↩</a></li>
<li id="fn:136">Lewis, John (2004). Great Western Steam Railmotors: and their services. Wild Swan Publications Ltd. ISBN 1-874103-96-8. <a href="1-874103-96-8" target="_blank">1-874103-96-8</a> <a href="#fnref:136" class="footnote-back-ref">↩</a></li>
<li id="fn:137">Lewis, John (1991). Great Western Auto Trailers, Part One. Didcot: Wild Swan Publications. ISBN 0-906867-99-1. <a href="0-906867-99-1" target="_blank">0-906867-99-1</a> <a href="#fnref:137" class="footnote-back-ref">↩</a></li>
<li id="fn:138">Judge, Colin (2008) [Oxford Publishing Company, 1986]. The history of Great Western A.E.C. diesel railcars. Southampton: Noodle Books. ISBN 978-1-906419-11-0. <a href="978-1-906419-11-0" target="_blank">978-1-906419-11-0</a> <a href="#fnref:138" class="footnote-back-ref">↩</a></li>
<li id="fn:139">Lewis 2009, pp. 100–113. - Lewis, John; et al. (2009) [Slinn, 1978]. Great Western Way (2nd ed.). Butterley: Historical Model Railway Society. pp. 14–62. ISBN 978-0-902835-27-6. <a href="#fnref:139" class="footnote-back-ref">↩</a></li>
<li id="fn:140">Lewis 2009, pp. 63–99. - Lewis, John; et al. (2009) [Slinn, 1978]. Great Western Way (2nd ed.). Butterley: Historical Model Railway Society. pp. 14–62. ISBN 978-0-902835-27-6. <a href="#fnref:140" class="footnote-back-ref">↩</a></li>
<li id="fn:141">Lewis 2009, pp. 100–113. - Lewis, John; et al. (2009) [Slinn, 1978]. Great Western Way (2nd ed.). Butterley: Historical Model Railway Society. pp. 14–62. ISBN 978-0-902835-27-6. <a href="#fnref:141" class="footnote-back-ref">↩</a></li>
<li id="fn:142">Jolly, Mike (1981). "Carriage and Waggon Livery c1855". Broadsheet (6). Broad Gauge Society: 5–7. <a href="#fnref:142" class="footnote-back-ref">↩</a></li>
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<li id="fn:144">Atkins 1975, pp. 24–33. - Atkins, A.G.; et al. (1975). A History of GWR Goods Wagons, Volume 1. Newton Abbot: David and Charles. p. 16. ISBN 0-7153-6532-0. <a href="#fnref:144" class="footnote-back-ref">↩</a></li>
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<li id="fn:218">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:218" class="footnote-back-ref">↩</a></li>
<li id="fn:219">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:219" class="footnote-back-ref">↩</a></li>
<li id="fn:220">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:220" class="footnote-back-ref">↩</a></li>
<li id="fn:221">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:221" class="footnote-back-ref">↩</a></li>
<li id="fn:222">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:222" class="footnote-back-ref">↩</a></li>
<li id="fn:223">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:223" class="footnote-back-ref">↩</a></li>
<li id="fn:224">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:224" class="footnote-back-ref">↩</a></li>
<li id="fn:225">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:225" class="footnote-back-ref">↩</a></li>
<li id="fn:226">"Great Western Chairmen". The Great Western Archive. John Daniel. Archived from the original on 20 June 2017. Retrieved 5 April 2017. <a href="https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm" target="_blank">https://web.archive.org/web/20170620065753/http://www.greatwestern.org.uk/m_in_gwr_chairmen.htm</a> <a href="#fnref:226" class="footnote-back-ref">↩</a></li>
<li id="fn:227">Brindle 2006, pp. 52–179. - Brindle, Steven (2006). Brunel: the man who built the world. London: Weidenfeld & Nicolson. p. 268. ISBN 0-297-84408-3. <a href="#fnref:227" class="footnote-back-ref">↩</a></li>
<li id="fn:228">MacDermot 1927, Chapter 15. - MacDermot, E T (1927). "Appendix 1". History of the Great Western Railway, volume I 1833-1863. London: Great Western Railway. <a href="#fnref:228" class="footnote-back-ref">↩</a></li>
<li id="fn:229">Carver, John (December 2005). "An Introduction to the Great Western Railway". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 8–14. <a href="#fnref:229" class="footnote-back-ref">↩</a></li>
<li id="fn:230">"The Chairmen and Principal Officers of the Great Western Railway Company 1833–1935". Great Western Railway Magazine. 47 (9). Great Western Railway: 462. 1935. <a href="#fnref:230" class="footnote-back-ref">↩</a></li>
<li id="fn:231">Carver, John (December 2005). "An Introduction to the Great Western Railway". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 8–14. <a href="#fnref:231" class="footnote-back-ref">↩</a></li>
<li id="fn:232">Hill, Keith (December 2005). "A Colossus of Steam". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 16–20. <a href="#fnref:232" class="footnote-back-ref">↩</a></li>
<li id="fn:233">Hill, Keith (December 2005). "A Colossus of Steam". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 16–20. <a href="#fnref:233" class="footnote-back-ref">↩</a></li>
<li id="fn:234">Carver, John (December 2005). "An Introduction to the Great Western Railway". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 8–14. <a href="#fnref:234" class="footnote-back-ref">↩</a></li>
<li id="fn:235">Carver, John (December 2005). "An Introduction to the Great Western Railway". The Railway Magazine. Vol. 151, no. 1256. IPC Media Ltd. pp. 8–14. <a href="#fnref:235" class="footnote-back-ref">↩</a></li>
<li id="fn:236">Griffiths, Denis (1987). Locomotive engineers of the GWR. Wellingborough: Stephens. pp. 28–29. ISBN 0-85059-819-2. <a href="0-85059-819-2" target="_blank">0-85059-819-2</a> <a href="#fnref:236" class="footnote-back-ref">↩</a></li>
<li id="fn:237">"The Chairmen and Principal Officers of the Great Western Railway Company 1833–1935". Great Western Railway Magazine. 47 (9). Great Western Railway: 462. 1935. <a href="#fnref:237" class="footnote-back-ref">↩</a></li>
<li id="fn:238">"The Chairmen and Principal Officers of the Great Western Railway Company 1833–1935". Great Western Railway Magazine. 47 (9). Great Western Railway: 462. 1935. <a href="#fnref:238" class="footnote-back-ref">↩</a></li>
<li id="fn:239">"The Chairmen and Principal Officers of the Great Western Railway Company 1833–1935". Great Western Railway Magazine. 47 (9). Great Western Railway: 462. 1935. <a href="#fnref:239" class="footnote-back-ref">↩</a></li>
<li id="fn:240">"The Chairmen and Principal Officers of the Great Western Railway Company 1833–1935". Great Western Railway Magazine. 47 (9). Great Western Railway: 462. 1935. <a href="#fnref:240" class="footnote-back-ref">↩</a></li>
<li id="fn:241">"The Chairmen and Principal Officers of the Great Western Railway Company 1833–1935". Great Western Railway Magazine. 47 (9). Great Western Railway: 462. 1935. <a href="#fnref:241" class="footnote-back-ref">↩</a></li>
<li id="fn:242">Griffiths, Denis (1987). Locomotive engineers of the GWR. Wellingborough: Stephens. pp. 155–159. ISBN 0-85059-819-2. <a href="0-85059-819-2" target="_blank">0-85059-819-2</a> <a href="#fnref:242" class="footnote-back-ref">↩</a></li>
<li id="fn:243">Griffiths, Denis (1987). Locomotive engineers of the GWR. Wellingborough: Stephens. pp. 155–159. ISBN 0-85059-819-2. <a href="0-85059-819-2" target="_blank">0-85059-819-2</a> <a href="#fnref:243" class="footnote-back-ref">↩</a></li>
<li id="fn:244">Griffiths, Denis (1987). Locomotive engineers of the GWR. Wellingborough: Stephens. pp. 155–159. ISBN 0-85059-819-2. <a href="0-85059-819-2" target="_blank">0-85059-819-2</a> <a href="#fnref:244" class="footnote-back-ref">↩</a></li>
<li id="fn:245">"Memoirs of Members deceased in 1874". Institution of Mechanical Engineers: Proceedings. Birmingham: Institution of Mechanical Engineers: 29–30. 1875. <a href="https://archive.org/details/proceedingsinst02britgoog/page/28" target="_blank">https://archive.org/details/proceedingsinst02britgoog/page/28</a> <a href="#fnref:245" class="footnote-back-ref">↩</a></li>
<li id="fn:246">Healy, John (1987). Great Central Memories. London: Baton Transport. p. 56. ISBN 0 85936 193 4. <a href="0 85936 193 4" target="_blank">0 85936 193 4</a> <a href="#fnref:246" class="footnote-back-ref">↩</a></li>
<li id="fn:247">Griffiths, Denis (1987). Locomotive engineers of the GWR. Wellingborough: Stephens. pp. 155–159. ISBN 0-85059-819-2. <a href="0-85059-819-2" target="_blank">0-85059-819-2</a> <a href="#fnref:247" class="footnote-back-ref">↩</a></li>
<li id="fn:248">"William Stroudley: locomotive engineer". steamindex.com. Retrieved 2 January 2022. <a href="https://steamindex.com/people/stroud.htm" target="_blank">https://steamindex.com/people/stroud.htm</a> <a href="#fnref:248" class="footnote-back-ref">↩</a></li>
<li id="fn:249">Griffiths, Denis (1987). Locomotive engineers of the GWR. Wellingborough: Stephens. pp. 155–159. ISBN 0-85059-819-2. <a href="0-85059-819-2" target="_blank">0-85059-819-2</a> <a href="#fnref:249" class="footnote-back-ref">↩</a></li>
</ol>

Great Western Railway open-in-new

Great Western Railway