Great North of Scotland Railway
standard gauge | |
Length | 334 miles 40 chains (538.3 km) (1919)[1] |
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Track length | 524 miles 1 chain (843.3 km) (1919)[1] |
The Great North of Scotland Railway (GNSR) was one of the two smallest of the five major Scottish railway companies prior to the
The early expansion was followed by a period of forced economy, but in the 1880s the railway was refurbished, express services began to run and by the end of that decade there was a suburban service in Aberdeen. The railway operated its main line between Aberdeen and
Fish from the
History
Half way to Inverness, 1845–1858
Establishment and construction
Great North of Scotland Railway Act 1846 | |
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Act of Parliament | |
Other legislation | |
Repealed by | Great North of Scotland Railway Consolidation Act 1859 |
Status: Repealed |
In 1845 the Great North of Scotland Railway was formed to build a railway from
In the aftermath of the
Opening
After an inspection by the Board of Trade, the railway opened to goods on 12 September 1854 and approval for the carriage of passengers was given two days later. The railway was officially opened on 19 September, and two locomotives hauling twenty-five carriages carrying 400 passengers left Kittybrewster at 11 am. The number of passengers had grown to about 650 by the time the train arrived to a celebration at Huntly at 1:12 pm. Public services began the following day.[6]
There were stations at:[7]
- Kittybrewster
- Buxburn (Bucksburn after 1897)[8]
- Dyce
- Kinaldie (open after 1 December)
- Kintore
- Inverury (Inverurie after 1866)[9]
- Pitcaple
- Oyne
- Buchanstone (open after 1 December)
- Insch
- Wardhouse (open after 1 December)
- Kennethmont
- Gartly
- Huntly
The railway was single track with
The railway opened short of rolling stock as only half of the twelve locomotives and twenty-four of forty passenger carriages ordered had arrived. The carriage builders, Brown, Marshall & Co of Birmingham, stated that based on their experience they had expected the line to open at least two months late.[14] The third day after opening to passengers, on 23 September, there was a collision between two trains at Kittybrewster that resulted in the death of a passenger and several serious injuries.[15] The inquiry found that the driver, attempting to make up time after a late start, had over-run previous stations and been approaching the terminus with excessive speed. The driver attempted to select reverse gear to slow the train but had failed to hold on to the lever, which slipped into forward, propelling the train into carriages waiting at the platform. The report also criticised the station staff, who should not have allowed the carriages to be waiting at the station. The layout at Kittybrewster was altered after the accident.[16]
Waterloo, Keith and Inverness
The Aberdeen Railway (AR) opened from the south to Ferryhill, south of Aberdeen, in April 1850. It had been previously arranged that the Aberdeen and Great North would amalgamate, but this was annulled that year and the Aberdeen was seeking alliances with railways to the south.[17] In 1854 the AR opened its Guild Street terminus in Aberdeen[18] and the Great North sought and obtained powers for a 1+3⁄4-mile (2.8 km) branch that followed the Aberdeenshire Canal from Kittybrewster to a terminus at Waterloo by the docks. The line was opened to goods traffic on 24 September 1855 and passengers on 1 April 1856. Kittybrewster station was rebuilt with through platforms and the offices moved to Waterloo station from premises at 75 Union Street. The stations were 1⁄2 mile (800 m) apart and a goods line was built though the docks linking the two railways, worked by horses as steam locomotives were prohibited.[19]
The Inverness & Nairn Railway was authorised in 1854 to build a railway from Inverness to Nairn. The Great North, still seeking to reach Inverness, had objected but withdrew after running rights over the railway were promised. The 15-mile (24 km) line was opened on 6 November 1855,
The 12+1⁄2-mile (20.1 km) extension of the Great North to Keith was opened on 10 October 1856, with two intermediate stations at
Expansion, 1854–1866
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Main Line in 1866
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Formartine and Buchan Railway
Permission to build a line to serve the fishing ports at
Alford Valley Railway
The Alford Valley Railway left the main line at Kintore for Alford. The railway was authorised in 1856 with the backing of the Great North; most of the company's directors were also on the board of the Great North. The line was steeply graded over a summit at Tillyfourie, at between 1 in 70 and 1 in 75. The line opened in 1859 with a service of four trains a day calling at Kemnay, Monymusk and Whitehouse. In 1862 the Great North guaranteed the company's debts and it was subsequently absorbed by the Great North of Scotland Railway on 1 August 1866.[28][27]
Inverury and Old Meldrum Junction Railway
The branch from Inverurie, backed by local residents with funding from the Great North, was authorised on 15 June 1855. The official opening took place on 26 June 1856 with public services starting on 1 July. Journeys took from 18 to 20 minutes to cover the 5+3⁄4 miles (9.3 km) to Old Meldrum with a stop at Lethenty; a further station opened in 1866 at Fingask. In June 1858 the line was leased to the Great North for a rental of £650 per year[29] (equivalent to £69,600 in 2021).[12] The railway was absorbed by the Great North of Scotland Railway on 1 August 1866.[27]
Banff, Macduff and Turriff Railways
Plans to reach fishing ports at Macduff and Banff from Inverurie were proposed when the Great North was first suggested, but failed because of the lack of financial support. A different route, from
Banff, Portsoy and Strathisla Railway
The railway was authorised in 1857 from Grange, on the Great North main line, 16+1⁄4 miles (26.2 km) to
Keith and Dufftown Railway
The Great North sought to have its own route west of Keith, with Grantown-on-Spey as an objective, where it hoped to meet any possible line between Perth and Inverness.[36] To this end, it invested in the Keith and Dufftown Railway; this company was incorporated on 27 July 1857, but lack of money slowed progress. [37][38] Powers for a longer, but cheaper, route between the two towns were secured on 25 May 1860.[39] The revised route included steeper gradients than those planned in 1857; the maximum gradient was now 1 in 60 instead of 1 in 70.[40] There was a viaduct over the Fiddich of two spans, and there were three intermediate stations: Earlsmill (renamed Keith Town in 1897), Botriphnie (renamed Auchindachy in 1862) and Drummuir.[39] When the line opened on 21 February 1862, the trains were worked by the Great North under an agreement dating from the formation of the company.[41] The railway was absorbed by the Great North of Scotland Railway on 1 August 1866.[27]
Strathspey Railway
With promises of substantial goods traffic of iron and timber and from the local whisky distilleries,
The line from Craigellachie became a branch with three trains a day calling at all stations at an average speed of about 16 miles per hour (26 km/h).
Morayshire Railway
A 16-mile (26 km) double-track railway had been proposed from Lossiemouth to Craigellachie in 1841 and necessary permissions granted in 1846, the route having changed to take advantage of the proposed Great North of Scotland Railway between Elgin and Orton. The financial situation delayed construction, but work eventually started on the section from Lossiemouth to Elgin in 1851. The 5+1⁄2-mile (8.9 km) line opened on 10 August 1852 with a special train from Elgin to festivities in Lossiemouth. Public services started the next day with five services a day, each taking 15 minutes with two request stops.[47] First and second class accommodation was provided at 1+1⁄2d and 1d a mile. However, it was the Inverness & Aberdeen Junction Railway (IAJR) who was to build the line from Elgin to Orton; permission to build a branch from this line to Rothes was granted to the Morayshire on 14 July 1856.[48] The IAJR built its own station at Elgin, linked to the Morayshire's station by a junction to the east. The IAJR opened on 18 August 1858 and the Morayshire Railway started running services on 23 August.[49]
Initially the Morayshire ran trains over the IAJR, but its lightweight locomotives struggled with the gradients and proved unreliable, and after six weeks carriages were attached and detached from IAJR trains at Elgin and Orton.[49] Conflict arose over through ticketing, and the directors of the Morayshire responded with plans to build its own line between the two stations.[50] The Great North sponsored the new line and offered to provide services after the lines had been physically connected. Permission was granted on 3 July 1860, goods were carried from 30 December 1861 and passengers from 1 January 1862, reducing the travel time from 55 to 45 minutes.[51] The Morayshire station at Elgin was enlarged in anticipation of Great North services, albeit in wood.[52]
In 1861 permission was granted to the Morayshire Railway to cross the Spey and join with the Strathspey Railway at Craigellachie. The Morayshire extension and the Strathspey both opened on 1 July 1863 and the Great North provided a service of four trains a day over the line, which gave an alternative route between Keith and Elgin.[45] On 30 July 1866 permission was given to the Morayshire and Great North to amalgamate with agreement, and the loss-making services between Orton and Rothes were withdrawn without notice the following day.[f] It would be August 1881 before the Morayshire became fully part of the Great North.[53]
Aberdeen joint station
The wooden station building at Waterloo was a 1⁄2-mile (800 m) from the Aberdeen and Deeside's Guild Street station
A joint line through the Denburn Valley to link the Great North to the south had been planned, and the Great North had approached the railways using the Guild Street station in 1853 and 1857 but were unhappy with the assistance that had been offered.[61] Permission was granted in 1861 to the Inverness & Perth Junction Railway to build a line from Forres, on the Inverness & Aberdeen Junction Railway, direct to Perth. The Great North protested, and won the right for a booking office in Inverness. The line opened in 1863 and in 1865 the Inverness & Perth Junction and Inverness & Aberdeen Junction merged to become the Highland Railway.[55] The Aberdeen Railway, which had now been absorbed by the Scottish North Eastern Railway (SNER), approached the Great North, concerned that the new line had bypassed Aberdeen, but no agreement was reached.[61]
The Limpet Mill Scheme was a line presented in an 1862 bill by the nominally independent Scottish Northern Junction Railway, but supported by the SNER. This proposed a 22-mile (35 km) long railway between Limpet Mill, to the north of Stonehaven on the SNER, to the Great North at Kintore. A junction with the Deeside Railway was also planned, over which the SNER unsuccessfully tried to obtain running rights. Unpopular, this was given permission by parliament, but the Great North succeeded in inserting a clause that this would be suspended if it obtained an Act by 1 September 1863.[62] The Great North proposed a route, known locally as the Circumbendibus, that was longer but cheaper than the direct route through the Denburn Valley. Despite local opposition, the route was approved by parliament in 1863, but was revoked the following year when the SNER obtained permission for a railway through the Denburn Valley. The Great North contributed the £125,000 that its Circumbendibus line would have cost and the SNER contributed £70,000 out of the £90,000 it had been prepared to advance the Limpet Mill Scheme.[63][64] The SNER built the double-track railway, culverting the Denburn and digging two short tunnels.[64] The joint station opened on 4 November 1867 and consisted of three through tracks, one with a long platform, together with two bay platforms for terminating trains at either end. Two lines to the west were provided for goods traffic,[65] and the stations at Waterloo and Guild Street closed to passengers and became goods terminals. The line to the north of the station passed to the Great North and the 269-yard (246 m) long Hutcheon Street tunnel became its longest.[66]
Deeside Railway
A railway to serve
A new company, the Aboyne Extension, was formed to reach Aboyne. Instead of building two bridges across the Dee, as had been proposed in 1846, the railway instead took a cheaper but 2-mile (3.2 km) longer route through Lumphanan, and services were extended over the new line on 2 December 1859.[71] The Aboyne & Braemar Railway was formed to build a line from Aboyne the 28 miles (45 km) to Braemar. The line was to follow the Dee before crossing it 2 miles (3.2 km) from Braemar, but the plans were modified to terminate the line at Bridge of Gairn with the passenger terminus 1+1⁄2 miles (2.4 km) short at Ballater. This 12+1⁄2-mile (20.1 km) route opened to Ballater on 17 October 1866, and the line to Bridge of Gairn remained unfinished.[72] By 1855 there five services a day over the 43+1⁄4-mile (69.6 km) long line, taking between 1 hour 50 minutes and 2+1⁄2 hours.[73]
The Royal Family used the line from 1853 to travel to Balmoral Castle; in September 1866 the British Royal Train used Ballater station nearly a month before public services reached the station.[74] At first Queen Victoria visited once a year, this becoming twice a year after Albert died in 1861. The number of visits returned to one a year after Edward VII became king in 1901.[75] From 8 October 1865 a daily 'Messenger Train' ran when the Royal Family was at Balmoral.[76] First class accommodation was available on these trains; accompanying servants were charged third class fares.[77] In the late 1850s and early 1860s the Great North and the Scottish North Eastern Railway (SNER) were in conflict over the joint station in Aberdeen. Frustrated with lack of progress, the SNER proposed a new line that crossed the Deeside Railway. Whilst in discussions with the SNER about a link from this new line to the Deeside, a lease for the Deeside Railway was offered to the Great North, which was rapidly accepted. The Deeside board accepted the lease by a majority vote on 13 May 1862, and it was approved by Parliament on 30 July 1866. The Aboyne & Braemar remained independent, although services were operated by the Great North.[78]
Amalgamation
After opening to Keith in 1854 the Great North of Scotland Railway operated over 54 miles (87 km) of line. Ten years later this had almost quadrupled[79] but more than three-quarters was over leased or subsidiary railways. Eventual amalgamation with many of these railways had been prompted from the start. The necessary authority was sought and on 30 July 1866 the Great North of Scotland Railway (Amalgamation) Act[80] received Royal Assent, this Act also permitting the Great North to lease the Deeside Railway. The other companies merged two days later, except the Banffshire and Morayshire, which had started as separate undertakings and were not included in the 1866 Act, although permission for the Banffshire to merge was gained the following year. After the extension of the Deeside opened in 1866 and the merger of the Banffshire the following year the Great North of Scotland Railway owned 226+1⁄4 route miles (364.1 km) of line and operated over a further 61 miles (98 km).[27][81]
Austerity, 1866–1879
In 1855, the first full year after opening, the Great North of Scotland declared a dividend of 1+1⁄4 per cent, which rose to 4+1⁄4 the following year and 5 per cent in 1859.[57] The dividend reached a maximum of 7+1⁄4 per cent in 1862 before dropping to 7 per cent the following year and 5 per cent in 1864,[82] but in 1865 the directors could not pay any dividend on ordinary shares.[83] At the directors' suggestion a committee was set up to look into their actions; the report's main recommendation was the abandonment of the Port Gordon extension.[84] The opening of direct route over the Highland Railway to the south had lost the through mail business, resulting in the withdrawal of Sunday services,[85][86][g] and had lost revenue equivalent to a five per cent dividend. Joining the Clearing House system had resulted in the loss of twenty-five per cent of goods traffic income and the conflict over the joint station in Aberdeen had been expensive and resulted in an overpriced lease on the Deeside.[85] The collapse of Overend, Gurney and Company Bank in 1866 meant that for three months the bank rate rose to 10 per cent, making the company's financial situation worse.[83][87]
The whole board resigned and six members did not seek re-appointment. At the beginning of 1867 the company owed £800,000 (equivalent to £75,360,000 in 2021)[12] and the new board imposed austerity measures. It would be 1874 before most of the company's debt was settled and it became possible to pay a dividend again. The only line built in the early 70s was the 1⁄2-mile (800 m) to Macduff and few carriages and no locomotives were built until 1876.[88] The Deeside Railway merged in 1875, the Aboyne & Braemar extension to Ballater in January 1876,[89] and the Morayshire Railway was absorbed in 1880.[90] After an engine boiler exploded at Nethy Bridge in September 1878, the inquiry found the testing of boilers infrequent and inadequate. It was sixteen months before the locomotive was repaired.[91]
Renaissance, 1879–1899
Renewal and extension
In 1879 the chairman, Lord Provost Leslie, died and was replaced by William Ferguson of Kinmundy.
On 27 November 1882 Inverythan Bridge on the Macduff Branch near Auchterless collapsed as a locomotive hauling five goods wagons, a brake van and four carriages crossed. The locomotive and tender crossed the bridge, but the wagons and carriages fell 30 feet (9.1 m) to the road below, killing five people who had been travelling in the first and second carriages and injuring fifteen others.[99] The Board of Trade report found that the collapse was due to an internal fault in a cast-iron beam that had been fitted when the bridge had been built in 1857.[100]
A bill was introduced to parliament in 1881 to extend the line from Portsoy along the Moray Firth to Buckie, to be opposed by the Highland and rejected.[101] The following year both the Great North and Highland railways applied to parliament, the Great North for a 25+1⁄4-mile (40.6 km) line from Portsoy along the coast through Buckie to Elgin, and the Highland for a branch from Keith to Buckie and Cullen. Authority was granted, but in the case of the Highland Railway only for a line as far as Portessie, with running rights over the Great North coast line between Buckie and Portsoy and the Great North obtaining reciprocal rights over the Highland railway between Elgin and Forres. The coast line opened in stages, the outer sections from Portsoy to Tochieneal and Elgin to Garmouth opening in 1884.[102] The centre section, which involved heavy engineering, with a long viaduct with a central span of 350 feet (110 m) over the Spey at Garmouth and embankments and viaducts at Cullen, opened in May 1886. The line was served by four trains a day and a fast through train from Aberdeen that reached Elgin in 2+3⁄4 hours.[103] The Highland Portessie branch had opened in 1884 and the Highland did not exercise its running rights over the Coast Line, thus preventing the Great North running over its lines west of Elgin.[104]
The Great North had opened using a system of telegraphic train orders, and as the signalling was being upgraded this was being replaced with electric tablet working over the single line sections.[105] Now express trains had to slow to exchange tokens in a process that frequently left railwaymen injured, so James Manson, the locomotive superintendent, designed an automatic token exchange system based on apparatus used to move cotton in a factory. At first tokens were exchanged at 15 miles per hour (24 km/h), but soon they were exchanged at line speed.[106] After trialling on the Fraserburgh line, the system was installed on the coast route in May 1889, and by 1 January 1893 it was in operation on all single-line sections.[107]
Aberdeen to Inverness
The Great North and Highland had agreed in 1865 that Keith would be the exchange point for traffic between the two railways, but in 1886 the Great North had two lines to Elgin that, although longer than the Highland's direct line, served more populous areas.[108] The coastal route between Keith and Elgin was 87+1⁄2 miles (140.8 km) long but had easier gradients than the 80+3⁄4 miles (130.0 km) via Craigellachie.[109] The Highland's main line south from Inverness was via Forres, the Great North believing that their competitors treated the line to Elgin as a branch. In 1883 a shorter route south from Inverness was promoted by an independent company, the bill defeated in parliament only after the Highland had promised to request authority for a shorter line. The following year, as well as the Highland's more direct line from Aviemore, the Great North proposed a branch from its Speyside Section to Inverness. The Highland Railway route was chosen, but the Great North won a concession that goods and passengers that could be exchanged at any junction with through bookings and with services conveniently arranged.[110]
In 1885 the Great North re-timed the 10:10 am Aberdeen service to reach Keith at 11:50 am with through carriages that reached Elgin via Craigellachie at 1 pm.[110][i] This connected with a Highland service at both Keith and Elgin, until the Highland re-timed the train and broke the connection at Elgin.[110] The Great North applied to the Board of Trade for an order for two connections a day at Elgin. This was refused, but in 1886 the Great North and Highland railways came to an agreement to pool receipts from the stations between Grange and Elgin and refer any disputes to an arbiter.[109] The midday Highland train was re-timed to connect with the Great North at Keith and Elgin, and a service connected at Elgin with an Aberdeen train that had divided en route to travel via the coast and Craigellachie.[112]
In 1893 the Highland cancelled the traffic agreement and withdrew two connecting trains, complaining that they were unprofitable. One of the trains was reinstated after an appeal was made to the Railway & Canal Commissioners and a frustrated Great North applied to parliament in 1895 for running powers to Inverness, but withdrew after it was agreed that the Railway & Canal Commissioners would arbitrate in the matter.[113] With no judgement by 1897, the Great North prepared to apply again for running powers over the Highland to Inverness, this time agreeing to double track the line, but the commissioners published their finding before the bill was submitted to parliament. Traffic was to be exchanged at both Elgin and Keith, the services exchanged at Elgin needed to include through carriages from both the Craigellachie and the coast routes, and the timetable had to be approved by the commissioners. The resulting Commissioners' Service started in 1897 with eight through services, four via the Highland to Keith taking between 4+1⁄2 and 5 hours, and four with carriages exchanged at Elgin with portions that travelled via Craigellachie and the coast, two of these taking 3+1⁄2 hours.[j] The 3 pm from Inverness to Aberdeen via Keith took 3 hours 5 minutes. Initially portions for the coast and Craigellachie divided at Huntly, but Cairnie Platform was opened at Grange Junction in summer 1898.[115][116] The main line was double track to Huntly in 1896 and Keith in 1898, except for a single-track bridge over the Deveron between Avochie and Rothiemay, which was replaced by a double-track bridge in 1900.[117]
Subbies and hotels
In 1880 an express was introduced on the Deeside Line, taking 90 minutes to travel from Aberdeen to Ballater; by 1886 this had reduced to 75 minutes.[111] In 1887 the service between Aberdeen and Dyce had improved with more local trains and new stations; by the end of that year there were twelve trains a day, eventually becoming twenty trains a day calling at nine stops in twenty minutes. The trains were initially called the Jubilees, as it was Queen Victoria's Golden Jubilee, but became known as the Subbies. Suburban services were also introduced between Aberdeen and Culter on the Deeside Line in 1894, after the track had been doubled, starting with ten down and nine up trains calling at seven stops in twenty-two minutes. The number of trains was eventually doubled and an additional station provided.[118]
In 1891 the company offices were moved from Waterloo to a new building in Guild Street with direct access to the station. The same year the Great North took over the Palace Hotel (closed after a fire in 1941),
Maturity, 1900–1914
There was interest at the end of the 19th century in using the new Light Railways Act 1896 to approve lines to serve rural areas. The 17-mile (27 km) long Aberdeenshire Light Railway was independently promoted in 1896 to serve Skene and Echt, with tracks laid along the public roads in Aberdeen. The Great North proposed an alternative Echt Light Railway and a line to Newburgh that would both use the Aberdeen tramway tracks in the city. In 1897 a line from Echt to Aberdeen was approved, but only as far the city outskirts after opposition to laying tracks in the public roads or using the tramways for goods traffic. The plans were changed to connect the line with the Great North at Kittybrewster, but the scheme abandoned after the costs had started to rise.[123]
The Great North was granted a
Finding its locomotive works at Kittybrewster cramped and inadequate, the Great North began construction on a new works at Inverurie in 1898, electric lighting being provided in the buildings. The carriage and wagon department moved in 1901, the locomotive department in 1902, the offices the following year and the permanent way department in 1905;[127] the buildings still stand and are listed Category B.[128][k] Inverurie station was rebuilt nearer the works in 1902,[127] and is similarly a Category B building.[130] The Great North built houses nearby for its staff, lit by electricity generated at the works, and the Inverurie Loco Works Football Club was formed by staff in 1902.[131]
The Great North rebuilt Elgin station in 1902 to replace a temporary wooden building dating from the 1860s, a joint structure with the adjacent station having been declined by the Highland Railway.[132] Following negotiations, amalgamation of the Highland and the Great North of Scotland Railways was accepted by the Great North shareholders in early 1906, but the Highland board withdrew after opposition from a minority of its shareholders. The Aberdeen and Inverness trains were jointly worked after 1908 and locomotives were no longer exchanged at Keith or Elgin; between 1914 and 1916 the Highland paid the Great North to provide locomotives for all of the services through to Inverness.[133]
In spring 1904 the Great North began a motor omnibus service to Braemar, connecting with trains at Ballater. These early buses had solid tyres and a legal speed limit of 12 miles per hour (19 km/h), but were faster than the horse-drawn coaches they replaced.[134][135] By 1907 buses connected with Great North train services and conveyed passengers to Strathdon, Midmar, Echt, Cluny Castle and Aberchirder, between Cock Bridge and Tomintoul a horse-drawn coach was used as the motor buses could not ascend the steep road. Services from Aberdeen connected with trains at Schoolhill, where a refreshment room was built.[136] In 1914 the railway had 35 passenger road vehicles that, together with 15 five-ton lorries, worked 159 miles (256 km) daily.[137]
Aberdeen joint station was congested, resulting in delayed trains, and the low, open platforms were frequently covered in oily slime due to the large quantities of fish that passed through. Agreement with the Caledonian Railway[l] over rebuilding the station had been reached in 1899, but the companies fell out over widening the line to the south. Moving the goods station to the east was similarly complex, with conflicts with the harbour commissioners and the town council.[127] In 1908 new platforms on the western side opened and the adjoining station hotel was bought in 1910. Foundations for the new building were laid in 1913 and the station was largely complete by July 1914, although outbreak of war delayed further progress and the station was finally completed in 1920.[139]
War and grouping, 1914–1922
With Britain's declaration of war on the German Empire on 4 August 1914,[140] the government took control of the railways under the Regulation of the Forces Act 1871. Day-to-day operations were left in the control of local management, but movements necessary for the war were coordinated by a committee of general managers.[141] The Great North of Scotland's main role was providing a relief route when the Highland Railway route south to Perth was congested, on one Sunday conveying twenty-one troop specials from Keith to Aberdeen.[142] Timber from the forests of the north of Scotland were carried from sidings at Kemnay, Knockando and Nethy Bridge. A total of 609 staff left to serve in the war, and a memorial to the 93 who died in action was erected at the offices in Aberdeen. Services were maintained until 1916, when staff shortages reduced services, although no lines were closed.[143]
The railways were in a poor state after the war, costs having increased, with higher wages, the introduction of an eight-hour day and increased price of coal. A scheme was devised whereby the railways would be grouped into four large companies; this was approved by parliament as the Railways Act 1921. At the start of the 20th century the company's shares had been restructured; the final dividends were 3 per cent on preferred stock, unaltered from previously, and 1+1⁄2 per cent on ordinary stock, slightly above average. Before grouping the Great North of Scotland Railway operated 333+1⁄2 route miles (536.7 km) of track.[144]
London and North Eastern Railway
On 1 January 1923 the Great North of Scotland became an isolated part of the Scottish division of the
Carriages were transferred in to replace the older four-wheelers, former
The railways were again placed under government control on 1 September 1939, and Britain was at war two days later. The Cruden Bay Hotel was used as an army hospital and the tramway ceased operating in 1941. Handed back to the railway in 1945, it never reopened. The Palace Hotel burnt down in 1941. The Station Hotel was used as an admiralty administrative centre, and reopened in 1950 after refurbishment.[151]
British Railways
Britain's railways were nationalised on 1 January 1948 and the former Great North of Scotland Railway lines were placed under the control of the
The
In 1963
The goods service at individual stations was also withdrawn after Beeching's report. A
Legacy
The
Heritage and tourist railways also use the former Great North of Scotland Railway alignment. The
Former alignments have been opened as long distance
Rolling stock
Locomotives
Early locomotives
The first locomotives were
In 1863 the Great North took over the operation of the
The company's financial difficulties after 1866 had precluded the purchasing of any more locomotives until six 4-4-0 locomotives were built in 1876 by Neilson's, partly to replace the Deeside locomotives. These had larger boilers and fireboxes than previous locomotives and were the first to be built with cabs.[187][188] The next twelve locomotives had rounded splashers over the trailing driving wheels, meaning the shape of the cab was different, but retained the brass dome on the firebox, copper capped chimney and had brass bands joining the firebox and boiler.[189] After James Manson became locomotive superintendent in 1883 he introduced a more contemporary design of locomotive, with inside cylinders and doors on the side of cabs and without brass domes or copper chimneys.[190] The first six were built by Kitson & Co in Leeds in 1884, followed by three similar but lighter in 1885.[191] The railway had inherited most of its tank engines from the Deeside, Morayshire and Banffshire Railways and these needed replacing, so six arrived in 1884 and three slightly larger the following year. The first tank engines in the country to be fitted with doors on the cabs,[192][193] these worked on the suburban services and one was fitted with a cowcatcher to work the St Combs Light Railway at Fraserburgh.[193] In 1887 two locomotives were built at Kittybrewster works. Although there was only space for four locomotives in the cramped repair shops the board expected to save £300 to £400 by building the locomotives themselves.[194][195] Nine express locomotives with six-wheeled tenders were built by Kitsons in 1888 and these were followed by six more with eight-wheeled tenders built by Stephenson & Co,[196][197] one of which was successfully trialled in 1914 with a superheater. Most of Manson's later locomotives were subsequently fitted with superheaters, the eight-wheeled tenders being replaced in most cases with six-wheeled tenders during the rebuild.[198]
Class S and later
In 1890 Manson was replaced as locomotive superintendent by James Johnson, the son of Samuel W. Johnson, then locomotive superintendent at the Midland Railway. In 1893 Neilsons delivered six new 4-4-0 tender locomotives that were more powerful any previous Great North locomotive and the first not to have Clark's smoke prevention apparatus. Classified as Class S and known for rapid acceleration and sustained high speed, these were the blueprint for the later Great North tender locomotives.[199][200] Manson had left a design for a 0-4-4 tank locomotive and Johnson changed the firebox, boiler and value gear so they were the same as the Class S tender locomotives before ordering nine to work the Deeside Line. These arrived in 1893 and most were transferred to the Aberdeen suburban services in 1900.[201][202]
On 1 January 1923 the Great North of Scotland became a part of the Scottish division of the
Carriages
The first carriages were 9-long-ton (9.1 t) four-wheelers, 21 feet 9 inches (6.63 m) long. Painted a dark brown with yellow lining and lettering, they had Newall's
The Westinghouse
In 1905 the Great North introduced two articulated steam railcars. The locomotive unit was mounted on four 3 feet 7 inches (1.09 m) wheels, one pair driven and with the Cochran patent boiler that was common on stationary engines, but an unusual design for a locomotive. The saloon carriage accommodated 46 third class passengers on reversible lath-and-space seats and a position for the driver with controls using cables over the carriage roof. The cars were introduced on the Lossiemouth branch and the St Combs Light Railway, but when in motion there was considerable vibration that was uncomfortable for the passengers and caused problems for the steam engine. Before they were withdrawn in 1909–10, one was tried on Deeside suburban services, but had insufficient accommodation and was unable to maintain the schedule.[217]
Constituent railways
The Great North of Scotland Railway absorbed the following railways in 1866:
- Aberdeen and Turriff Railway had been the Banff, Macduff and Turriff Junction Railway prior to 1859. The Great North supported the railway, operated the services from opening and was guarantor from 1862.[218]
- Banff, Macduff and Turriff Extension Railway extended the Aberdeen and Turriff from Turriff. Services were extended by the Great North over the new line from opening.[28]
- Most of the Alford Valley Railway's directors also served on the board of the Great North, which operated services from opening and was guarantor from 1862.[218]
- Formartine and Buchan Railway was worked by the Great North from opening in 1861, with services from Aberdeen. The Great North was guarantor from 1863.[219]
- Inverury and Old Meldrum Junction Railway opened in 1856, the line was leased to the Great North from 1858.[220]
- Keith and Dufftown Railway was worked as an extension of the main line, services operated by the Great North from opening in 1862.[40]
- Strathspey Railway was sponsored by the Great North, which operated services from opening.[221]
These companies operated by the Great North in 1866 were merged later:
- Banffshire Railway had been Banff, Portsoy and Strathisla Railway when it opened in 1859, the Great North taking over the operation of services from 1863 and the company renamed. Amalgamation was authorised in an 1867 Act.[222]
- Deeside Railway leased from 1 September 1866, merged 1 August 1875.[223]
- Aboyne & Braemar Railway was the extension of the Deeside to Ballater, and was operated by the Great North from its opening on 17 October 1866. Merged 31 January 1876.[89]
- Morayshire Railway was opened in 1852,[224] worked by the Great North from 1863 when the extension to Craigellachie opened. The 1866 Act provided for the merging of the two companies when terms where agreed, and the companies were merged in 1880.[90]
Notes and references
Notes
- ^ The pre-decimal penny was worth in 1854 about the same as 42p in 2021.[12]
- ^ The coach fare between Huntly and Aberdeen was 8 shillings (s), 13s if travelling inside.[11]
- ^ As the Spey Bridge was unfinished when the line opened, passengers disembarked and walked across the adjacent road bridge. The locomotive was detached and crossed before the carriages were hauled over by ropes.[22]
- ^ Timetables of the time did not differentiate clearly between through and connecting trains.[24]
- ^ Known as Inverury until 1 May 1866.[9]
- ^ Sources differ about whether the withdrawal of this service had been agreed between the two companies: Vallance (1991, p. 46) says that the Morayshire had agreed an annual payment in compensation, whereas Thomas & Turnock (1993, pp. 174–175) says that the Morayshire was so offended by the actions of the Great North that they considered merger with the Highland Railway.
- ^ The only Sunday services to run on the Great North between 1884 and 1922 were the Messenger Trains on the Deeside Line.[86]
- Presbyterian, was also involved in India textiles[93] and in 1881 published "The Great North of Scotland Railway", a guide to the areas served by the Great North. As his family seat was Kinmundy House, Mintlaw he was known affectionately at the railway as Kinmundy and maintained good relationship with staff.[94]
- ^ This connected at Aberdeen with the mail train that had left London at 8 pm the previous evening. After trialling a sorting carriage borrowed from the Caledonian Railway, the Great North built two in 1886 and installed lineside apparatus at several main line stations.[111]
- ^ Timings of possibly two different 6:45 am Aberdeen services were published in The Railway Magazine and the February 1897 issue of Locomotive Magazine. The train, a locomotive and seven 6-wheeler carriages, ran non-stop from Aberdeen to Huntly at an average speed of 54.3 miles per hour (87.4 km/h). The train stood for five minutes at Huntly whilst the locomotive was watered and two carriages detached, before continuing to Tillynaught, Portsoy, Cullen, Buckie and finally Elgin. The speed between the last two stops averaged 49.2 miles per hour (79.2 km/h).[114]
- ^ Buildings are classified in three categories: Category A are buildings of national or international importance, Category B are buildings of regional or more than local importance and Category C are buildings of local importance.[129]
- ^ The Caledonian Railway had absorbed the Scottish North Eastern Railway in 1866.[138]
- ^ Also known as a truck, a bogie is a four- or six-wheeled module attached by a pivot to the underside of a vehicle.[148]
- ^ North British was created in 1903 by the amalgamation of Neilsons with Sharp, Stewart and Company and Dübs and Company.[206]
- ^ A clerestory roof has a raised centre section with small windows and/or ventilators.[215]
References
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- ^ a b Vallance 1991, p. 22.
- ^ a b Vallance 1991, pp. 23–24.
- ^ Vallance 1991, p. 25.
- ^ Fraser 1927, p. 33.
- ^ a b Butt 1995, p. 128.
- ^ a b Barclay-Harvey 1950, pp. 19–20.
- ^ a b c Thomas & Turnock 1993, p. 165.
- ^ a b c d 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 11 June 2022.
- ^ Vallance 1991, pp. 24–25.
- ^ Barclay-Harvey 1950, p. 20.
- ^ Vallance 1991, pp. 25–26.
- ^ Yolland, W (10 October 1854). "Collision report" (PDF). Board of Trade. Retrieved 7 October 2013.
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- ^ Vallance 1991, p. 67.
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- ^ a b Vallance 1991, p. 30.
- ^ Vallance & Clinker 1971, p. 11.
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- ^ Vallance 1991, p. 31.
- ^ Vallance 1991, pp. 61–62.
- ^ Vallance 1991, pp. 62–64.
- ^ a b c d e f g Vallance 1991, appendix 5.
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- ^ Vallance 1991, p. 60.
- ^ Vallance 1991, pp. 57–58.
- ^ Vallance 1991, appendix 1.
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- ^ Vallance 1991, p. 59.
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- ^ Vallance 1991, pp. 89–90.
- ^ "New railway viaduct at Inverurie". Evening Express. 26 April 1879. p. 2. Retrieved 21 June 2022.
- ^ Thomas & Turnock 1993, pp. 166–167.
- ^ Barclay-Harvey 1950, pp. 100–102.
- ^ Marindin, Major F A (1882). "Great North of Scotland Report" (PDF). Board of Trade. p. 85. Retrieved 13 June 2013.
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- ^ Vallance 1991, pp. 93–94.
- ^ Vallance 1991, p. 95.
- ^ Vallance 1991, pp. 23, 94.
- ^ Barclay-Harvey 1950, pp. 105–106.
- ^ Vallance 1991, p. 94.
- ^ Vallance 1991, p. 103.
- ^ a b Vallance 1991, pp. 94–95.
- ^ a b c Vallance 1991, pp. 103–105.
- ^ a b Vallance 1991, pp. 98–99.
- ^ Vallance 1991, pp. 105–107.
- ^ Vallance 1991, pp. 109–111.
- ^ Barclay-Harvey 1950, pp. 125–126 and figure facing p. 126.
- ^ Vallance 1991, pp. 114–116.
- ^ Butt 1995, p. 51.
- ^ Vallance 1991, p. 97.
- ^ Vallance 1991, pp. 100–101.
- ^ history of Aberdeen hotels
- ^ Barclay-Harvey 1950, p. 112.
- ^ a b Vallance 1991, p. 96.
- ^ Thomas & Turnock 1993, p. 210.
- ^ Vallance 1991, pp. 117–118.
- ^ Vallance 1991, pp. 118–119, Appendix 4.
- ^ Vallance 1991, pp. 119–120.
- ^ Historic Environment Scotland. "Maisondieu Road, Railway Station (formerly Great North of Scotland Railway) (Category B Listed Building) (LB30825)". Retrieved 25 March 2019.
- ^ a b c Vallance 1991, p. 130.
- ^ "Inverurie Town Centre North Development Brief" (PDF). Aberdeenshire Council. November 2004. Archived from the original (PDF) on 8 August 2014. Retrieved 21 June 2013.
- ^ "What is Listing?: Categories of listed building". Historic Environment Scotland. Retrieved 25 March 2019.
- ^ Historic Environment Scotland. "Inverurie Railway Station (Category B Listed Building) (LB46174)". Retrieved 25 March 2019.
- ^ "Football Club". Aberdeen Daily Journal. 25 August 1902. Republished online Archived 8 August 2014 at the Wayback Machine by the Inverurie Loco Works FC. Archived from the original on 7 October 2013. Retrieved 7 October 2013.
- ^ Vallance 1991, pp. 130–131.
- ^ Vallance 1991, pp. 133–134.
- ^ Barclay-Harvey 1950, pp. 143–144.
- ^ Vallance 1991, p. 170.
- ^ Barclay-Harvey 1950, pp. 144–145 and map facing p. 1.
- ^ Barclay-Harvey 1950, pp. 146–147.
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- ^ "Daily Mirror Headlines: The Declaration of War". BBC. Retrieved 23 July 2013.
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- ^ Vallance 1991, pp. 168–170.
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- ^ Jackson 1992, p. 320.
- ^ Vallance 1991, pp. 179–180.
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- ^ Vallance 1991, p. 183.
- ^ a b Vallance 1991, p. 186.
- ^ British Transport Commission (1954). "Modernisation and Re-Equipment of British Rail". The Railways Archive. (Originally published by the British Transport Commission). Retrieved 25 November 2006.
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- ^ Beeching, Richard (1963). "The Reshaping of British Railways". HMSO. p. 125. Retrieved 22 June 2013.
Beeching, Richard (1963). "The Reshaping of British Railways (maps)". HMSO. map 9. Retrieved 22 June 2013. - ^ Vallance 1991, pp. 186–188.
- ^ Vallance 1991, pp. 188–190.
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- ^ Vallance 1991, pp. 195–196.
- ^ "Working Timetable Passenger Train Services: Section GC05 Dundee to Inverness" (PDF). Network Rail. 18 May – 13 December 2014. Archived from the original (PDF) on 8 August 2014. Retrieved 1 August 2014.
- ^ Table 240 National Rail timetable, May 14
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- ^ a b "Rail Action Plan 2010–2021" (PDF). Nestrans. Archived from the original (PDF) on 14 July 2014. Retrieved 6 July 2014.
- ^ "Keith & Dufftown Railway". Keith & Dufftown Railway Association. Archived from the original on 27 June 2014. Retrieved 6 July 2014.
- ^ "Timetable and fares" (PDF). Strathspey Railway Company Ltd. Archived from the original (PDF) on 5 March 2016. Retrieved 6 July 2014.
- ^ "2014 Information Leaflet". Royal Deeside Railway. Archived from the original on 14 July 2014. Retrieved 6 July 2014.
- ^ "Welcome". Alford Valley Railway. Archived from the original on 7 July 2014. Retrieved 6 July 2014.
- ^ "Timetable 2014". Alford Valley Railway. Archived from the original on 23 June 2014. Retrieved 6 July 2014.
- ^ "Formartine and Buchan Way". Aberdeenshire Council. 31 July 2012. Archived from the original on 18 October 2013. Retrieved 7 October 2013.
- ^ "Deeside Way". Aberdeenshire Council. 31 July 2012. Archived from the original on 26 September 2013. Retrieved 7 October 2013.
- ^ "Section 4 - Craigellachie to Ballindalloch". The Speyside Way. Moray Council Countryside Ranger Service. Archived from the original on 7 October 2013. Retrieved 7 October 2013.
- ^ "Section 6 - Grantown to Nethy Bridge". The Speyside Way. Moray Council Countryside Ranger Service. Archived from the original on 7 October 2013. Retrieved 7 October 2013.
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- ^ Vallance 1991, pp. 153–155.
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"Vintage Railway Carriages, Cinderellas or Saviours: GNOSR No. 34". Stately Trains. Archived from the original on 28 October 2014. Retrieved 7 October 2013. - ^ Rush 1971, pp. 93–94.
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Books
- ISBN 1-85260-049-7.
- Butt, R. V. J. (1995). The Directory of Railway Stations: Details every public and private passenger station, halt, platform and stopping place, past and present (1st ed.). Patrick Stephens Ltd. ISBN 1-85260-508-1.
- ISBN 978-0-7110-2592-9.
- Fraser, G.M. (1927). Historic Walks and Names. D. Wyllie & Son.
- Pratt, Edwin A (1921). British Railways and the Great War; Organisation, Efforts, Difficulties and Achievements. Selwyn & Blount.
- Jackson, Alan (1992). The Railway Dictionary: An A-Z of Railway Terminology. Sutton Publishing. ISBN 0-7509-0038-5.
- Rush, R.W (1971). British Steam Railcars. ISBN 0-85361-144-0.
- Thomas, John; Turnock, David (1993). The North of Scotland. A Regional History of the Railways of Great Britain Vol. 15 (2nd ed.). David St John Thomas. ISBN 0-946537-03-8.
- Vallance, H.A.; Clinker, C.R. (1971). The Highland Railway. Pan Macmillan. ISBN 978-0-330-02720-5.
- Vallance, H. A. (27 June 1991). Great North of Scotland Railway. The History of the Railways of the Scottish Highlands Vol. 3. David St John Thomas. ISBN 978-0-946537-60-0.
Further reading
- Ferguson, William (1881). The Great North of Scotland Railway: A Guide. David Douglas. Retrieved 13 June 2013.