The LMS Handbook E-Book

David Wragg

• Herausgeber: The History Press
• Kategorie: Lebensstil
• Sprache: Englisch

Veröffentlichungsjahr: 2016

Beschreibung

The London Midland & Scottish Railway was the largest of the Big Four railway companies to emerge from the 1923 grouping. It was the only one to operate in England, Scotland, Wales and Northern Ireland, as well as having two short stretches of line in the Irish Republic. It was also the world's largest railway shipping operator and owned the greatest number of railway hotels. Mainly a freight railway, it still boasted the best carriages, and the work of chief engineer Sir William Stanier influenced the first locomotive and carriage designs for the nationalised British railways. Packed with facts and figures as well as historical narrative, this extensively illustrated book is a superb reference source that will be of interest to all railway enthusiasts.

Leseprobe

Acknowledgements

I should like to thank Paul Chancellor of Colour-Rail and both Trevor Johnson and John Hancock of the Historical Model Railway Society (HMRS) for their help in providing copies from their vast stock of excellent images, and the staff of the Search Engine at the National Railway Museum in York for their help, and in particular making available so many LMS publications.

David Wragg

Edinburgh

2010

The LMS coat of arms as painted on the sides of railway carriages. (HMRS AES931)

Contents

Title

Acknowledgements

Preface

Introduction to the 2016 Edition: Britain’s largest railway company

Introduction: Britain’s largest railway – reaching all four corners of the Kingdom

Chapter 1

      The Ancestors and the Neighbours

Chapter 2

      London Termini

Chapter 3

      Destinations

Chapter 4

      Creating a New Railway Company

Chapter 5

      The Managers

Chapter 6

      Steam Locomotives

Chapter 7

      Electrics, Diesels and ‘Ro-Railers’

Chapter 8

      Carrying the Goods

Chapter 9

      The Best Railway Carriages

Chapter 10

    The Named Expresses

Chapter 11

    Travel LMS – ‘The Best Way’

Chapter 12

    The Record Setters

Chapter 13

    The LMS in Ireland

Chapter 14

    Shipping and Ports

Chapter 15

    Road Transport

Chapter 16

    Air Services

Chapter 17

    Accidents

Chapter 18

    The Infrastructure

Chapter 19

    Railways at War

Chapter 20

    Under Attack

Chapter 21

    Peace and Nationalisation

Chapter 22

    What Might Have Been

Appendices

I       Motive Power Depots

II     Locomotive Numbering

III    Locomotives as at 31 December 1947

IV    Named LMS Standard Locomotives

V     Locomotives absorbed at Grouping

Bibliography

Copyright

Preface

My first memory of railway travel was probably on what had been part of the LMS, the former Northern Counties Committee in Northern Ireland. Father was in the Fleet Air Arm and had been posted to the Royal Naval Air Station at Eglinton, near Londonderry, HMS Gannet. I remember getting off the train, which then steamed away through a level crossing. With the exception of three years in Malta, the rest of my childhood and much of my adult life was spent fairly and squarely in Southern Railway territory. Nevertheless, for family reasons visits to Northern Ireland continued and for me the train was the ‘Ulster Express’, leaving Euston for Heysham late in the afternoon. My mother insisted on travelling first class, and on the Southern’s Portsmouth line this meant sitting in carriage compartments with doors, so that the view was never as good as on the ‘Ulster Express’ with its huge picture windows, and a small notice telling passengers the type of wood used to complete the interior.

Of course, these were the days when as a youngster, I looked longingly at the magnificent steam locomotives and tended to disparage the efficient Southern 4-COR electric multiple units. As the train headed northwards to Heysham, with a reversal at Preston, it passed successive suburban steam trains, and in my childish innocence I rather envied those who caught such trains to work.

At Heysham, one walked down the slope at the end of the platform to get to the ship, and here one had a true trackside view looking up at the mighty locomotive.

There was even a final treat on the way home, having crossed from Belfast overnight, and then having breakfast aboard the ‘Ulster Express’, and being called ‘sir’ by a dining car attendant. All very heady stuff when just nine years old!

The one drawback was that I never again re-established any link with the NCC. The one time I travelled by train in Northern Ireland in later years was on the former Belfast & County Down Railway to Bangor, in a filthy diesel multiple unit.

Later, while working for P&O, owners of the Belfast Steamship Company, most of my visits to Belfast were by air, but when time permitted, I then had to use the London Midland Region service to Liverpool. I was gently reminded by a master aboard the Ulster Queen that ‘the quality always travelled by Belfast Steamship from Liverpool, and never from Heysham!’ After a disappointing experience one night aboard ‘The Liverpool Pullman’, I did at least know that the better dinner was to be had aboard the ship!

There was no doubt about it, the LMS was a great railway. That it could provide some of the best locomotives, once Stanier was wooed away from the Great Western, there was no doubt. My model railway at home included Princess Elizabeth, although I had a meagre stud of locomotives otherwise. Not least because the nomadic quality of service family life meant that there was never an opportunity to establish something really worthwhile.

As for locomotives in real life, my favourites, I have to admit, nevertheless, were Stanier’s famous ‘Black Five’ 4-6-0s, and they remain so. This is perhaps not good news to those who are appalled at how many have been preserved, rather than a more representative collection of steam locomotives. Yet, this is inevitable, given not just the numbers built but the way in which they pervaded the system and, of course, because the restoration and preservation movement was run from the bottom up, with small and unconnected groups and individuals doing their own thing. There was no controlling hand in preservation, and after all, that is how our home railways developed, locally and regionally, but never nationally.

Quite right too!

Note: ‘up’ and ‘down’

Anyone with an interest in Britain’s railways will know that ‘up’ has traditionally meant the line leading to London or the train heading for the Capital, while ‘down’ means exactly the opposite. In considering the railways that cross the border into Scotland, however, the situation is more complicated. North of the border, ‘up’ means Edinburgh-bound and ‘down’ means the train heading from Edinburgh or the line leading away from the Capital.

In short, a train from London to Aberdeen via Edinburgh heads down to the Scottish border, then up to Edinburgh and then down to Aberdeen.

The exceptions to this included the Midland Railway, which retained its headquarters in Derby even after St Pancras opened, and rightly regarded trains as running from Derby as ‘down’ and those heading towards it as ‘up’.

Introduction to the 2016 Edition

Britain’s largest railway company

Not simply Britain’s largest railway company, but the biggest business in the British Empire. It had taken all of 1922 to sort out the organisation and make the key appointments for the London, Midland, Scottish Railway (LMS), a company that reached into every part of not just Great Britain, but both Northern Ireland and the Irish Republic as well.

‘This is your way, sir, in England, Scotland, Wales and Ireland,’ proclaimed the advertisements for the new LMS. None of the other three grouped railway companies, which came into existence on 1 January 1923, could claim such a widespread coverage, and neither could the nationalised British Railways that took over on 1 January 1948 as the LMS interests in both parts of Ireland passed elsewhere.

The new company created for grouping, the LMS, took over companies that were in themselves large operations, and did so without any precedent to guide them, any university course or any management handbook. The management had to find its own solutions to the problems of integration. Amongst these predecessor companies, five stand out. In England there were the two rivals, the London & North Western (LNWR) Railway and the Midland Railway, as well as the Lancashire & Yorkshire Railway, while in Scotland there were the Caledonian Railway and the Glasgow & South Western Railway. The Midland Railway had been the most expansive, buying railways in Northern Ireland and in Essex, with the London, Tilbury & Southend Railway being isolated from the rest of its network.

There was not just rivalry between these companies, but different policies as well. The Midland Railway believed in small locomotives at a time when the railways really needed larger and more powerful ones. With steam locomotives, double heading a heavy train meant doubling the number of men working on the footplate. Oddly, though, it was the Midland that commissioned and built Britain’s first and only 0-10-0 locomotive to work as a ‘booster’ on the Lickey incline.

Not all of the policies of the predecessor companies were abandoned. The Lancashire & Yorkshire had the ‘club trains’ running from Blackpool to Manchester, and the London & North Western did the same from North Wales, and the LMS allowed these to continue. These trains had a few carriages that functioned like a gentleman’s club, with new season ticket holders having to be nominated for membership and elected.

Standardisation was needed, but required money that became increasing difficult to come by with traffic hit badly by the Miners’ Strike of 1926 and the associated General Strike, and by the years of the Depression.

There was considerable need of rationalisation, with the LMS having two routes between London and Scotland inherited from the LNWR and the Midland, while both companies had their own Irish Sea routes to Northern Ireland. Although the LNWR had its own route to the Irish Republic, it faced competition from the Great Western and from British & Irish (B&I), and there was another operator on the Belfast route, the Belfast Steamship Company, which, like B&I, operated from Liverpool. The LMS provided boat trains for the Liverpool competitors as well as for its own services, and eventually rationalised its England to Northern Ireland services on the Midland Railway service from Heysham. The Anglo-Scottish services also faced keen competition from another of the ‘Big Four’, the London & North Eastern Railway (LNER).

The start of new railway carriage construction started to provide some measure of standardisation, but could not progress quickly enough because of financial problems, and also because the LMS took time to settle on a standard carriage length. Nevertheless, it soon became known for providing some of the most comfortable carriages, with just four occupants in a first-class compartment, and six in a third-class compartment.

Heavier locomotives also came, helped by attracting Sir William Stanier from the Great Western to become chief mechanical engineer.

The LMS was not always its own best friend. It ignored the advice from a major customer to cut the costly and unprofitable pick-up freights from local stations and instead concentrate on major freight depots that would act as railheads for express freight trains. It was slow to introduce diesel trains and railcars on branch lines, but did promote some limited electrification. Despite opposing nationalisation, it then contradicted itself by calling for nationalisation of its road transport interests in Northern Ireland. On the mainland, however, it involved itself from 1929 onwards by taking a stake in a number of bus companies, including Crosville, and joined the other railway companies in entering into road haulage with the purchase of both Carter Paterson and Pickfords.

The company adopted many American management techniques, including titling its chairman as ‘president’. It also introduced control centres rather than leaving all of the management of longer distance trains to signalmen and stationmasters.

One president once mused that the company was probably too big to be run efficiently. The irony was that it was to be nationalised and absorbed into an even bigger organisation: British Railways.

David Wragg

Edinburgh

April 2016

Introduction

Britain’s largest railway – reaching all four corners of the Kingdom

‘“This is your way Sir” in England, Scotland, Ireland, Wales’ boasted the poster advertising the only railway company to operate throughout the Kingdom, it was the LMS. Never the LMSR but always the LMS, in contrast to the LNER and this was followed, even when the ‘Big Four’ took a joint advertisement, and also, when spelt out completely, it was ‘London Midland and Scottish Railway’, never ‘London, Midland and Scottish Railway’. This was not the only distinguishing feature of the new company that came into being on 1 January 1923. Uniquely, the London Midland & Scottish Railway was, during its brief history, the only railway to cover all parts of the United Kingdom, and beyond, for although British Railways operated ferries to Ireland it never actually operated trains there, as Northern Ireland Railways, which took over the three Irish ‘standard’ gauge (5ft 3in) railway companies, was ‘owned’ by the government of Northern Ireland.

The LMS route network extended to Thurso in the north of Scotland and reached the South Coast of England through its involvement with the Somerset & Dorset Railway; it stretched into Essex with an isolated line from Fenchurch Street to Southend and Shoeburyness; ran along the coast of North Wales to Anglesey, with other lines reaching down into South Wales. It included the Northern Counties Committee, using the Midland Railway name for the former Belfast & Northern Counties Railway (BNCR), a railway with crack expresses, boat trains and commuter lines, and which through its joint ownership of the County Donegal Railway, an Irish narrow gauge line, with the Great Northern Railway of Ireland (GNR (I)), extended across the border into the Irish Republic. Then there was the Dundalk, Newry & Greenore Railway using the Irish gauge of 5ft 3in, and even a short length of track by the Dublin North Wall steamer berths.

No other railway demonstrated the importance of this mode of transport to the economy as did the LMS, which many maintain was the largest business in the British Empire. Created from no fewer than 33 mainland companies (the Belfast & Northern Counties was owned by the Midland Railway), its early history was marred by in-fighting between the managements of the two strongest constituent companies, the London & North Western Railway (LNWR) and the Midland Railway (MR). During the Second World War, it lost its chairman in an air raid, an event that may eventually have affected the deal between the Ministry of War Transport and the ‘Big Four’ railway companies.

The LMS was famed for its crack expresses, and the work of its longest reigning chief engineer, Sir William Stanier, influenced the first locomotive and carriage designs for the nationalised British Railways. Yet, many of its branch lines and stopping trains reflected unfavourably on the company, and, due in no small part to its financial situation and the emphasis on crack expresses, its attempts at electrification were half-hearted compared with the work done by the Southern Railway. Not for nothing was the Somerset & Dorset, operated jointly with the Southern Railway, known as ‘Slow and Dirty’. Like the Southern, however, it had several London termini, including not only Euston and St Pancras, but also Broad Street and Fenchurch Street, terminus for what had been the London, Tilbury & Southend Railway.

Collaboration between companies before Grouping ensured that long-distance through services could be run successfully, and by this time passengers could expect corridor carriages with catering. (Bradshaw)

Seen at Derby in 1930 is ex-Midland Railway 118, a 4-2-2 given the power classification 1 by the LMS, with most withdrawn by the late 1930s. (Colour-Rail 2233)

This book starts with a brief history of each of the constituent and subsidiary companies, the joint ventures with other railways and its Irish interests, followed by details of the railway’s venture into other modes of transport, including air services, examples from the comparative timetables for 1922 and 1938, the last year of true peacetime operation, as well as telling the story of the LMS itself in peacetime and at war. Tables give details of its steam locomotives.

It was not until 1927 that the public began to notice the change of ownership from the pre-Grouping companies, as organising such a disparate and widespread set of railway companies into a cohesive whole was a massive problem. Unification was not helped by the fact that from the start there were struggles for dominance between the senior managers of the former MR and their counterparts in the LNWR, while in Scotland, the Caledonian Railway (CR) established itself as the dominant force and policy setter. On the engineering side, there was also serious fractional fighting between the two major locomotive works at Crewe (ex-LNWR), and Derby (ex-MR). The MR owned the former London Tilbury & Southend Railway, which meant that the LMS was in direct competition with the LNER and under pressure from local authorities to electrify this line.

The company may have been too big to be managed efficiently, and indeed one of its directors, or vice-presidents in LMS terms, admitted as much at one stage. It constantly looked across the Atlantic to the United States for inspiration, although rejected a forward-looking suggestion from a major freight customer that it should drop wagon-load freight and concentrate on train-load freight between major centres. It standardised production of rolling stock, and experimented with diesel traction, but only in its marshalling yards did it do this wholeheartedly.

The legacy of the pre-Grouping companies was mixed to say the least. The MR was famous for its policy of small locomotives, and this contributed in no small part to the LMS having the lowest main line speeds of any of the ‘Big Four’, although an earlier belief on the LNWR that 45mph was good enough did not help! On the other hand, the LNWR had begun electrification of its London suburban network, while the MR’s policy of centralised train control was adopted and proved successful. Both the LNWR and MR had a reputation for comfortable mainline rolling stock.

The LMS was second only to the LNER in its dependence on freight traffic, and this was to prove to be a weakness with the years of the Great Depression worsened by the 1926 Miners’ Strike and the loss of major export markets for British coal. Nevertheless, rationalisation of freight handling and management meant that by 1939, the company’s freight business was generally profitable. This was despite the failure to introduce large 40-ton mineral wagons other than to supply coal to one of its own power stations, even though new Stanier 2-8-0 freight locomotives accelerated trains. New fast freight trains were introduced, so that by 1938, there were seven running daily more than 150 miles non-stop, and another 57 running more than 90 miles non-stop. It was also a major operator of London commuter services, which it could not afford to electrify beyond the original LNWR scheme, and which can hardly have been profitable.

The first step towards organising the LMS into a cohesive whole came with the creation of three, later four, operating divisions. Sir Josiah (later Lord) Stamp was appointed president in 1926, heading a four-man executive, later increased to seven, which fulfilled the role of general manager and an officers’ committee. Stamp came from outside the industry, and his management practices were those currently in vogue in the United States, including work study. A year later, he also took on the role of chairman. Costs were analysed and working practices standardised, and as funds permitted, this soon extended to new equipment.

Sir Henry Fowler of the MR became the first Chief Mechanical Engineer, and was ordered to produce more powerful steam locomotives to end double heading. This was a tall order for a CME accustomed to building small locomotives and the result was the ‘Royal Scot’ class 4-6-0, which still fell short of what was needed. When he retired, Sir William Stanier was recruited from the Great Western. One of his first achievements was to end the Crewe–Derby battles, and then to start a massive locomotive rationalisation and building programme that saw the number of classes fall from 404 in 1932 to 132 by 1938, while the number of locomotives needed to operate the system fell by 26 per cent.

Similar standardisation followed in carriage and wagon design, which with modernisation of the repair shops, also saw massive gains in productivity. For the main line services, corridor carriages were mass produced, which have generally been regarded as the best in the British Isles for comfort, while the later versions provided the basis for the British Railways Mk1 rolling stock. His famous ‘Black Fives’, the Class 5 4-6-0 mixed traffic locomotives, also provided the basis for a British Railways standard design post-Nationalisation. Irish broad gauge (5ft 3in) versions of the locomotives and carriages were built for the Northern Counties line. At Derby, a research laboratory and testing facility was opened, and in 1938 this was joined by the world’s first School of Transport.

Such forward thinking and a penchant for excellent publicity material nevertheless could not disguise the fact that the entire railway did not stand up to critical appraisal. Stations reflected the company’s poverty, seldom painted and often dirty, and generally unwelcoming. Its branch line trains were often slow and dirty, in contrast to the fast expresses such as the streamlined ‘Coronation Scot’, running between Euston and Glasgow. The Wirral, Mersey and Manchester South Junction & Altrincham lines were electrified, the latter jointly with the LNER, but many of the other electrified lines were inherited from the LYR and the LNWR.

Like the other members of the ‘Big Four’, the LMS operated ports, shipping and hotels, with Europe’s largest chain of hotels, and in 1938 operated 6,870 route miles on the mainland of Great Britain alone. Its ferry services from Heysham and Stranraer to Northern Ireland and from Holyhead to Dublin were successful, although it was less involved in port operation and management than the LNER or the Southern. Nevertheless, despite the progress made between Grouping and the outbreak of the Second World War, it struggled to make a profit and dividends were scarce. It was a major owner of canals with more than 540 miles of waterways, of which 490 miles were in England.

The Second World War probably affected the LMS less than the other members of the ‘Big Four’, although it suffered badly in the bombing of Coventry, Birmingham, Manchester, Glasgow and Belfast. Its regional control centres proved themselves more than adequate for crisis management. Nevertheless, the strain of wartime operations and the shortage of skilled manpower meant that the weaknesses of the LMS were accentuated, giving rise to the graffito ‘The LMS, a hell of a mess’. There are even anecdotal stories of passengers being unable to see station name signs because of the grime on the carriage windows.

Chapter 1

The Ancestors and the Neighbours

Many claim that the London Midland & Scottish Railway was the largest private enterprise concern in the entire British Empire. There are so many different means of assessing the size of a company, such as the number of employees, annual turnover, the value of the assets, or the stock market valuation, which on its formation was £400 million (roughly equivalent to £16 billion today) that this is difficult to judge. However, but one thing is clear, which is that the LMS was by far the largest of the four great railway companies established by the Railways Act 1921. It was also the only one to operate in all four parts of the United Kingdom, being the ‘other’ railway company in Wales and again in Scotland, and also inheriting the Northern Counties Committee, the former Belfast & Northern Counties Railway, from the Midland Railway.

In short, this railway extended from Thurso in the far north of Scotland to Bournemouth on the South Coast, running over S&D metals, and from Londonderry, and beyond into Donegal, to Southend and Shoeburyness in Essex.

Yet, all of this might not have happened, as the original proposals for grouping the railways envisaged seven companies rather than four, and a clue that the LMS might not have been a single railway lies in the fact that after nationalisation it was split into two British Railways’ regions. The original Railways Bill envisaged Scotland having a separate railway company while the other six companies would cover England and Wales. It was only after strong objections from Scotland that a Scottish railway company would have to raise fares and goods charges more than Anglo-Scottish companies that the decision was taken to form what would eventually be the LMS and its East Coast counterpart, the London & North Eastern Railway.

This was not the only part of the legislation to attract comment, as many expected the Cambrian Railways to be included with what became the LMS rather than, as happened, the Great Western, because the Cambrian’s route structure brought it closer to the old London & North Western Railway than to the GWR. The government’s original plans would have seen a ‘North-Western’ company rather than a London, Midland and Scottish business. In many ways, the original plan for the railways was what was foisted on them on nationalisation when once again, a separate Scottish Region was introduced. The LMS extended into North Wales, and the original Bill, when first published, indicated that all of the railways in Wales would be passed to the Great Western.

Under Grouping, the plan was simply to create a ‘North Western, Midland and West Scottish’ railway company and it took all of 1922 for appointments and structures to be agreed, and even then, most passengers did not notice the change until 1927 as there was so much to be done. As with the other grouped companies, the companies absorbed were defined either as constituent companies, which meant that they had a director on the board of the new company, or as subsidiary companies.

The London Midland & Scottish Railway had as its constituent companies:

Caledonian Railway

Furness Railway

Glasgow & South Western Railway

Highland Railway

Lancashire & Yorkshire Railway (Which had already agreed to be purchased by the LNWR.)

London & North Western Railway

Midland Railway

North Staffordshire Railway

The subsidiaries included:

Arbroath & Forfar Railway

Brechin & Edzell District Railway

Callander & Oban Railway

Cathcart District Railway

Charnwood Forest Railway

Cleator & Workington Junction Railway

Cockermouth Keswick & Penrith Railway

Dearne Valley Railway

Dornoch Light Railway

Dundee & Newtyle Railway

Harborne Railway

Leek & Manifold Valley Light Railway (2ft 6in gauge)

Maryport & Carlisle Railway

Mold & Denbigh Junction Railway

North & South Western Junction Railway

North London Railway

Portpatrick & Wigtownshire Joint Committee

Shropshire Union Railways & Canal

Solway Junction Railway

Stratford upon Avon & Midland Junction Railway

Tottenham & Forest Gate Railway

Wick & Lynster Light Railway

Wirral Railway

Yorkshire Dales Railway

Some of the smaller lines were already leased to or worked by the larger companies. The Mersey Railway was taken over in 1938 to be absorbed into the LMS’s Wirral Lines. The Irish companies were not mentioned in, or covered by, the legislation, which was confined to Great Britain.

Many of the companies absorbed by the LMS were already substantial ventures in themselves. No fewer than four of them had London termini, while the Great Western, by contrast, had just the one, at Paddington. The London & North Western had Euston, the Midland had St Pancras, the North London had Broad Street, and the London Tilbury & Southend had the smallest of all the London termini at Fenchurch Street. The first two of these railways were particularly substantial, and post-Grouping their managements were eager to come out on top, while the Lancashire & Yorkshire, despite merging with the LNWR on the eve of Grouping, also had its own ideas. North of the border, there was also rivalry between the Glasgow & South Western and the Caledonian.

If any believed that the legislation would impose some neat boundaries on the four great grouped companies, they were soon to be mistaken. Apart from the issues over Scotland and, to a lesser extent, Wales, and the LMS competing with the LNER between London and Southend, the LNER took over the Cheshire Lines Committee, of which it has often been said, ran more in Lancashire than in Cheshire, and the LMS was not without its lines further east. To be fair, the Cheshire Lines were a partnership, but the LNER provided the motive power, except for through trains by the LMS.

The Constituent Companies

Caledonian Railway

The largest Scottish company to be merged into the LMS, the Caledonian Railway, adopted the Royal Arms of Scotland as its crest and its locomotives were smartly presented in a blue livery. It was founded in 1845 to extend the West Coast main line from Carlisle to Glasgow and Edinburgh, dividing at Carstairs, and at the time it was expected to be the only Anglo-Scottish line. The engineer was Joseph Locke. Initially, grand termini were planned in both cities, as well as a cross-country line, but these plans were thwarted.

The company reached Glasgow over the metals of the Grankirk & Glasgow (later renamed the Glasgow & Coatbridge) and the Wishaw & Coltness railways to Buchanan Street station, whose wooden train sheds remained until after Grouping. Eventually, three Glasgow termini were used, including, from 1849, the South Side station accessed via the Clydesdale Junction and the Glasgow Barrhead & Neilston Direct, and also shared Bridge Street with the Glasgow & South Western. South Side was closed when Central and St Enoch were opened in the 1870s, but Bridge Street continued to be used until 1906, after Central had been extended, and eventually had 17 platforms on two levels.

The line was extended north to Aberdeen using the Scottish Central, Scottish Midland Junction and Aberdeen railways, and in 1856 the latter two merged to form the Scottish North Eastern Railway, before all three were absorbed by the Caledonian in 1865-66. From 1880, the Caledonian served the Western Highlands over the Callander & Oban Railway, which it effectively rescued and developed, and then up to 1900, built a network of lines along the Clyde to compete with the Glasgow & South Western and North British railways, giving the company a suburban and tourist network as well as serving steamer services, the growing shipyards, and the mines of Lanarkshire, for which many new lines and private sidings were built.

Seen around the time of Grouping, this is ex-Caledonian Railway 0-4-4T No. 172 on the Wanlockhead branch, with two four-wheel carriages. Wanlockhead is the highest inhabited village in Scotland. (HMRS AAD302)

The Caledonian’s main routes were the finest in Scotland. The company moved into steamer services, including tourist vessels on Loch Lomond, with the main steamer-railway terminus being at Wemyss Bay. The further expansion of the Glasgow suburban network was cut short by the appearance of horse and, later, electric trams, with the Paisley & District line completed, but never opened for passenger trains.

Meanwhile, in Edinburgh, the unsatisfactory Lothian Road station was replaced by Princes Street, which later had the Caledonian Hotel added providing an impressive frontage. A network of suburban services was also created in the Capital. Further north, the company built its own station at Stirling and took the lead in remodelling the joint stations at Perth and Aberdeen, and opened new tourist lines from Crieff to Lochearnhead, and from Connel to Ballachulish.

The company provided railway links for all of the docks within its wide operating area, as well as owning those at Grangemouth, which it acquired with the Forth & Clyde Canal in 1867.

Intense competition arose with the Glasgow & South Western and, especially after the opening of the East Coast main line, the North British, initially for traffic between Edinburgh and London, but after the Tay and Forth bridges were completed, this rivalry extended to Aberdeen. The hotel business extended from Glasgow and Edinburgh to include the famous hotel at Gleneagles. The company became famous for good design and high standards, with a strong awareness of the importance of public image. When merged into the London Midland & Scottish Railway in 1923, it contributed 1,057 route miles.

Furness Railway

The Furness Railway not only served the shipbuilding and steel town of Barrow-in-Furness, but it also reached into the Lake District, with this 2-4-0, No. 46, at Lakeside station, Windermere. (HMRS AAB634)

The smallest of the constituent companies, it had its origins in an isolated line built in 1846 to move iron ore and slate from the Furness peninsula to the docks at Barrow-in-Furness. A series of take-overs and extensions resulted in a line from Carnforth to Whitehaven, opened in 1857, with branches into the Lake District and connecting steamer services on Lake Windermere and Coniston Water. In 1862, the FR acquired the Ulverston & Lancaster Railway. The company initially prospered with the steel and shipbuilding industry, but during the late 19th and early 20th centuries, its promotion of tourism brought it great benefits before it became part of the LMS.

Glasgow & South Western Railway

The G&SWR was formed in 1850 when the Glasgow Paisley Kilmarnock & Ayr Railway, authorised in 1837, acquired the Glasgow Dumfries & Carlisle Railway. The line to Ayr had been completed in 1840, and was followed in 1843 by a branch from Dalry to Kilmarnock, but this eventually became the main line to Carlisle via Dumfries. It had less severe gradients than the rival Caledonian line to Carlisle via Beattock, but was 18 miles longer. During the remainder of the 19th century, the company acquired other lines in its area, including Scotland’s first railway, the Kilmarnock & Troon, dating from 1811. It built the first railway hotel for golfers at Turnberry in 1906. The main works were at Kilmarnock, completed in 1856, but a new workshop at Barassie, near Troon, was completed in 1901.

The main business of the railway was the movement of coal, and tourist and commuter traffic to the resorts on the Ayrshire coast, while it also handled a substantial volume of traffic to Ireland. It was forced to operate the ‘Port Road’, the lines from Dumfries to Portpatrick, and later Stranraer when that became the main Scottish port for Ireland, in partnership with the Caledonian, London & North Western and Midland railways. Financial and operational difficulties delayed completion of the Glasgow–Stranraer route until 1877 and it was not fully incorporated into the G&SWR until 1892. The problems were caused partly by competition for Irish traffic through ports in Ayrshire, and by the fact that at the time it was also possible to sail directly from Glasgow to Belfast and other Irish ports.

In Glasgow, through running to the North British became possible when the City Union Railway was completed in 1870, and through running to the Midland Railway’s Settle and Carlisle line started once this route was completed. Parliament rejected plans for a merger with the Midland, but the two companies collaborated on express services from St Pancras to St Enoch, completed in 1876. Strong competition developed with the Caledonian in Ayrshire, and joint operation of a new direct Glasgow–Kilmarnock line was forced on the companies when it opened in 1873. A bid for the G&SWR by the CR was rejected by Parliament in 1890. Quadrupling of the 30 miles from Glasgow to Kilwinning was largely completed by the outbreak of the First World War.

Highland Railway

Formed in 1865 from the merger of the Aberdeen & Perth Junction Railway with the Inverness & Aberdeen Junction Railway, initially the HR had main lines to Keith, opened in 1858, and Dunkeld, opened in 1863. The latter was extended to Inverness and then further north, reaching Wick and Thurso in 1874, albeit taking an extremely circuitous route around the Beauly Firth via Dingwall, while another line went to Kyle of Lochalsh, reached in 1897. These lines included steep gradients of as much as 1 in 70, while there was a swing bridge over the Caledonian Canal at Clachnaharry, and a viaduct over the Kyle of Sutherland between Culrain and Invershin. The HR acquired the Duke of Sutherland’s Railway in 1884. A plan for a direct Inverness–Glasgow line through the Great Glen, promoted in 1883, proved fruitless, but a direct line was opened to Aviemore in 1898.

The HR planned a number of branch lines, but by this time road transport was emerging as a serious competitor, especially in remote areas. Nevertheless, the North British-sponsored West Highland Railway (1894), and the Invergarry & Fort Augustus Railway (1903), threatened the HR’s position.

Most of the network was single track, with passing loops and a double section between Clachnaharry and Clunes providing the total of 47 miles of double track, but efficiency improved when train staff and tablet instruments were introduced during the 1890s. The problems of heavy snowfall on isolated stretches of line led William Stroudley, the HR’s first locomotive superintendent, to design a range of snow ploughs. His successor, David Jones, designed Britain’s first 4-6-0 locomotive.

The HR did much for the fishing industry, especially with fast goods trains running from Buckie on the Moray coast to Liverpool and Manchester, and from Wick and Thurso to the south. There were also significant movements of beef cattle, and whisky distilleries were sited close to the railway. The company also attempted to boost tourism, even building a branch to the spa town of Strathpeffer in 1885, and building a hotel there in 1911. Nevertheless, given the low population, mixed trains were commonplace, and carriages could be behind loose-coupled goods wagons, but after a number of accidents, the Railway Regulation Act 1889 demanded continuous braking for passenger trains, although the HR was given an extended period until 1897 to adapt.

The system came under sustained heavy use during the First World War, with the famous ‘Jellicoe Specials’ carrying men and coal to Thurso for the fleet at Scapa Flow, while Invergordon was another major naval base along its route. Later in the war, Kyle of Lochalsh also became important, with mines for the Northern Barrage and also US naval personnel.

Lancashire & Yorkshire Railway

The Manchester-based Lancashire & Yorkshire Railway played a pivotal role in the British railway network, with its 600 route miles, which made it the eleventh largest amongst mainland railways. Belying its importance – far more impressive and reflective of its status – was the locomotive fleet, which made it the fourth largest, while its fleet of 30 ships was the largest of any pre-Grouping railway.

Much of its infrastructure was built by Sir John Hawkshaw, and the trans-Pennine routes featured steep gradients, tall viaducts and tunnels, while on the western side, much of the route mileage was relatively flat. The company emerged in 1847 on the renaming of the Manchester & Leeds Railway when it acquired the Wakefield Pontefract & Goole Railway, which opened the following year. Later, it joined the London & North Western in acquiring the North Union and Preston & Wyre, as well as the docks at Preston and Fleetwood, and also gained access to Blackpool and Lytham St Annes. Further lines were added to the system on both sides of the Pennines, before absorbing the East Lancashire Railway in 1859, with which it had had a difficult relationship earlier, and the West Lancashire, which had opened a line between Preston and Southport in 1882, followed in 1897. While these additions were important, the main LYR system was already complete by 1880.

Despite its strategic importance and the wealth of the major cities on its network, as well as the tourist and commuter potential of many destinations, the LYR was for many years notorious for trains that were dirty, slow and unpunctual. This began to change in 1883 when John Parsons replaced Thomas Barnes as chairman, and when he died in 1887, his work was continued by George Armytage, who remained in office for more than 30 years. A new locomotive works at Horwich, Manchester, replaced the two old and cramped sites at Miles Platting and Bury. A new locomotive superintendent took over in 1886, J.A.F. Aspinall, and he began a major programme of producing modern steam locomotives to replace the ageing fleet, with many elderly engines having been kept in service to meet rapidly growing traffic. The most significant of the new locomotives were 2-4-2 tank engines, which took over all passenger services other than the main line expresses, with 332 built between 1889 and 1911. Aspinall became general manager in 1899, with similar success in his new role.

Many of the LYR’s routes were lengthier than those of the rival London & North Western, but in 1888–89, new lines by-passed Bolton and Wigan, allowing many services to be accelerated. Early in the new century, the best expresses took just 65 minutes for the run from Manchester to Blackpool, on which the famous club trains were introduced, with passengers having to be elected to membership of the club carriages, and while initially only first class, second class club carriages made an appearance later. Through workings with other companies saw trains run from Colne to Euston and from both Liverpool and Manchester to Scotland and from major cities in Yorkshire to the South Coast. Prominent in through running was the Midland Railway, which used running powers to reach the Seattle & Carlisle line, and from 1888 provided Scottish services from the LYR.

The former MR and LYR lines ran through some bleak countryside – this is the northern tunnel portal of Blea Moor in 1938. (HMRS ACW616)

The main passenger and goods stations were also developed during this period, with new marshalling yards, while the busiest parts of the main line were quadrupled, as were many lines around Manchester and near Liverpool. Freight traffic included coal, cotton, wool, finished manufactured goods, timber, grain and fish. Jointly with the LNWR, shipping services were operated to Belfast, while the company had its own service from Liverpool to Drogheda. In the east, the company was the major railway at Goole, and ran packet and cargo ships to Denmark, Germany, the Low Countries, and France.

Nevertheless, these developments were not without cost, and as a result of the heavy capital investment, and the earlier neglect of the system and the customers, dividends during the early years of the 20th century were around 3-4 per cent.

In 1903, the LYR introduced Britain’s first electro-pneumatic signalling, initially at Bolton, and then on lines near Manchester and Stockport. The signalling school at Manchester Victoria used a model layout for training. Electrification was introduced by Aspinall for the growing suburban traffic around Liverpool and Southport, using third-rail 600V dc power and electric multiple units, with the first sections operational in March 1904. The network was extended to Liverpool–Aintree in 1906. Instead of sticking with the original system, experiments followed with overhead electrification on a branch line running from Bury to Holcombe Brook in 1913, and in 1916 with 1,200V dc third-rail between Manchester, Whitefield and Bury, which must have pleased as the Holcombe Brook branch was converted to this system in 1917.

With Grouping looming, the LYR merged with the LNWR in 1922, with several LYR senior officers given senior posts with the LNWR and then with the LMS.

London & North Western Railway

Formed in 1846 by an amalgamation of the London & Birmingham, Grand Junction and Manchester & Birmingham railways, initially it consisted of 247 trunk route miles stretching as far north as Preston, with through running over other lines to Carlisle, while also serving Liverpool and Manchester. Lacking a regional base and vulnerable to competition, the LNWR immediately set about establishing alliances and also acquiring other lines along its route. The first major alliance was known as the Euston Square Confederacy, formed in 1850, and was a defensive measure against the Great Northern. This was followed by the Octuple Agreement, pooling receipts for traffic between London and points north of York, which in turn was replaced by the English & Scotch Traffic Agreement which ran from 1859 to 1869, and which gave Glasgow traffic to the LNWR’s West Coast route and that to Edinburgh to the East Coast.

In the meantime, by 1859, the LNWR had added Cambridge, Leeds, Oxford and Peterborough to its network, while also leasing the Lancaster & Carlisle Railway, and concluding an alliance with the Caledonian Railway, so that the West Coast Main Line served not just Glasgow, but also Edinburgh and Aberdeen. It had also acquired the Chester & Holyhead Railway and the major share of the traffic to Ireland through both Holyhead and Liverpool, where in 1864, the company acquired the dock at Garston, which was enlarged in 1896, mainly for coal to Ireland. Later, it reached the Cumberland coast and started running through mid-Wales and established a cross-country service from Shrewsbury to Swansea and Carmarthen, largely run over its own lines. This was followed by a further cross-country service from Hereford to Cardiff and Newport, and acquiring a number of branch lines in South Wales.

In the London area, it acquired the North London Railway which retained its identity as a subsidiary, and used a number of lines in west London operated jointly with the Great Western that enabled it to by-pass the Capital and operate through to the South. In 1847, the Trent Valley line opened, by-passing Birmingham, and this was followed by another line in 1864 that by-passed major junctions at Winwick and Golborne, and in 1869, a direct line was opened to Liverpool through Runcorn.

From 1861, all locomotive building was concentrated on Crewe, while the works at Wolverton, which had built locomotives for the Southern Division before it was merged with the Northern Division, concentrated on carriage building. Crewe also included a steelworks and produced the company’s rails, at the time, longer than any other railway in the British Isles at 60ft, helping to provide the smoother ride and high quality permanent way in which the company took such pride. Eventually, almost everything from soap and tickets to signalling equipment was produced ‘in-house’.

Crewe became the ultimate company town, with the LNWR providing the services that would normally be provided by a local authority. The chief mechanical engineer from 1871 to 1903, F. W. Webb, took the existing stock of 2-2-2 and 2-4-0 locomotives, added many more of the latter, and then started to build compound locomotives, and the first 0-8-0 freight locomotives in Britain.

Despite collaboration with the GWR in London, competition developed on traffic to Birmingham and Merseyside. In an attempt to secure its position, the LNWR proposed a merger with the Midland Railway, but this failed and further competition resulted when the Midland managed to reach London over the GNR. A planned merger with the North Staffordshire Railway also failed. By 1869, there was heavy competition with the MR and later the Great Central for Manchester business. This extended to Anglo-Scottish traffic once the Midland completed its Settle and Carlisle line in 1875.

A far happier relationship flourished with the Lancashire & Yorkshire Railway, despite competition between Liverpool and Manchester, and in 1863 the two companies established a series of traffic pooling agreements. Parliament rejected a merger in 1872, but in 1908 the two companies and the MR agreed to send freight consignments by the shortest route. Freight was important to the LNWR, and in Liverpool, it operated no fewer than six goods depots. In 1882, it pioneered gravity-operated marshalling yards at Edge Hill. The mixture of slow freight traffic and fast expresses led the company to quadruple its tracks and when this was not possible, provide a double-track alternative, so that by 1914, 89 per cent of the 209 miles between Euston and Preston was covered in this way, as well as much of the route to Holyhead and to Leeds. Flying junctions, of which the first was at Weaver Junction, north of Crewe, also accelerated traffic and reduced conflicting movements.

Although the company invested in shipping as well as railways and ports, it did not acquire the mail contract from Holyhead to Ireland until 1920, while previously, political considerations had left this with the City of Dublin Steam Packet Company. The LNWR had worked hard for the previous 40 years to gain this business, building a new harbour and quays at North Wall, Dublin, as well as acquiring faster ships. The reward in the interval was a major share of cattle and freight traffic across the Irish Sea. Earlier, in an attempt to gain the traffic between Great Britain and Belfast, the company took a majority shareholding in the Dundalk Newry & Greenore Railway, and in 1873 had started a shipping service to Greenore. Perhaps more successful was the joint operation with the LYR from Fleetwood to Belfast and from Stranraer in Scotland to Larne with the Midland, Caledonian and Glasgow & South Western.

Despite the length of its trunk route to Scotland, Sir Richard Moon, the chairman between 1861 and 1891, believed that excessive speed used too much coal and argued that 45mph was sufficient. Nevertheless, a step forward in comfort came with bogie carriages in the late 1880s, and these were followed by all-corridor trains for the Scottish services in 1893. Another move to improve the comfort of passengers was the adoption of ‘club’ carriages, as pioneered by the Lancashire & Yorkshire on some of its commuter trains from Blackpool to Manchester, with the LNWR adding a service from North Wales. Passengers had to be elected to membership of the club carriages, and while initially only first class, second-class club carriages made an appearance later. With Liverpool the major port for transatlantic traffic at the time, special 12-wheel carriages were built for the boat trains, but eventually most of this traffic transferred to Southampton. Between 1914 and 1922, it electrified its suburban services from Euston and Broad Street to Watford using the third and fourth-rail system favoured by the Underground group of companies. After Grouping this was extended to Rickmansworth.

In the year before the Grouping, the LNWR finally merged with the LYR, using the LNWR name, a move intended to strengthen its influence in the eventual grouping in 1923, when the LNWR was one of the three largest railways in the British Isles, contributing 2,066 route miles to the LMS.

Midland Railway

Authorised in 1844, the Midland Railway resulted from the amalgamation of the Birmingham & Derby Junction, Midland Counties (MCR) and North Midland railways, and had George Hudson, the ‘Railway King’, as its first chairman. This was the first significant merger of railway companies sanctioned by Parliament. Initially, the Midland was a regional railway without its own access to London, and acted as a link between the London & Birmingham at Rugby and the York & North Midland, another Hudson railway, at Normanton. Initially, the MR had a monopoly of traffic from London to the North East, but a more direct line, the Great Northern, was authorised in 1846 and opened throughout in 1852.

Nevertheless, the MR had by this time, started its own programme of expansion, reaching Lincoln in 1846, and that year leasing the Leeds & Bradford Railway, which was authorised to extend to Skipton, where it would connect with the North Western Railway (NWR – not to be confused with the LNWR) line to Lancaster and Morecambe. The MR itself reached Peterborough in 1848, and then acquired the Birmingham & Gloucester and the Bristol & Gloucester. Nevertheless, expansion was soon checked by the stock market crisis of 1847-48, and then by Hudson’s downfall in 1849 after he was discovered paying dividends out of capital to attract investors.

Hudson’s successor was John Ellis, who provided the steady hand the company needed. The MR then started a period of profitable operation, and even paid a dividend in the difficult period of 1849-51, with an average of 4 per cent paid up to 1859, and then more than 6 per cent during the 1860s.

The relationship with the NWR had not worked as well as the MR had anticipated and the decision was taken to build its own line between Settle and Carlisle, which was authorised in 1866, but with poor timing as this followed a collapse in the stock market. The MR tried to abandon the project, but the North British and the Lancashire & Yorkshire railways, which had supported the measure, managed to persuade the MR to press ahead, although the line took ten years to complete because of extensive engineering works including the Ribblehead Viaduct. Meanwhile, the MR reached Manchester in 1867 running through the Peak District and with running powers over the Manchester Sheffield & Lincolnshire Railway, forerunner of the Great Central. Next, the MR headed towards London, initially with a line from Leicester to Bedford and Hitchin, where it connected with the GNR and acquired rights to run to King’s Cross, but finding this far from satisfactory, built a line from Bedford to London, where it opened its terminus at St Pancras in 1868. It was intended at one time that the head office should move from Derby to London once St Pancras was completed, but this did not happen and instead, the building at the London terminus became a hotel. Derby enjoyed another innovation later, when in 1910, a central control office was created in an attempt to improve the poor punctuality of the MR’s trains.

The Settle & Carlisle line and the St Pancras extension were part of a £6 million investment programme, equating to at least £350 million today, although given the high cost of property in the London area today, the real figure would probably be very much higher. This organic growth was not the sole way forward, as the MR sought to expand. In 1875, it joined the London & South Western Railway in leasing the Somerset & Dorset, enabling it to reach Bournemouth on the South Coast. The following year, running powers were acquired that enabled the MR to reach the coalfields of South Wales.

Only the LNER was more dependent upon freight traffic than the LMS, and heavy duty Class 7F 0-8-0 locomotives such as No. 9626 were needed, seen at Crewe in 1936. (Colour-Rail 2259)

Rather more attractive were the Class 5F 4-6-0 locomotives such as No. 2801, seen here at Stirling between duties. Note the large quantity of ash beside the track, an inescapable aspect of the steam railway. (Colour-Rail 2260)

In 1872, the MR announced that it would carry third-class passengers on all of its trains, a revolutionary move at the time when many railways regarded third-class as a nuisance. In 1875, it announced that it was scrapping second class, which meant that third-class passengers enjoyed the comfort of former second-class rolling stock, and at the same time, the MR cut first-class fares. While this was intended to put its competitors at a disadvantage, many other companies retained second class, in some cases as late as 1912. The MR’s move had another advantage, for while it could reach Edinburgh and Glasgow by way of the Settle & Carlisle, it was a longer route, and by providing a more comfortable service, it meant that it could still compete, once through running started in 1875. A further step in ensuring the comfort of passengers followed a visit to the USA by the competitive general manager, James Allport, in 1874, which had him persuade the board to introduce Pullman cars, for which a supplementary fare could be charged. When restaurant and Pullman cars did start running on the MR, the company gained a good reputation for its food.

While the MR certainly took passenger traffic very seriously, it was also a major freight railway, and this part of its operations actually increased with the extension to London. It was amongst the first to attempt to purchase the private owners’ wagons that used its rails, and while not completely successful, this was certainly a measure approved of by most railway managers.

Despite the excellence of its facilities at Derby, the MR had no hesitation in buying locomotive or rolling stock from other sources when quality, innovation or price made this attractive. Nevertheless, the company had just two locomotive superintendents between 1844 and 1903, Matthew Kirtley and S.W. Johnson. It inherited its engineer, W.H. Barlow, from the MCR in 1844, but he remained until 1857, and then continued as a consultant, building St Pancras. He was succeeded by J. S. Crossley, who was responsible for the Settle & Carlisle line. The magnificent engineering of the Settle & Carlisle and the grand St Pancras nevertheless, were in contrast to the MR’s policies on locomotives, which were relatively straightforward and smaller than those appearing on other railways during the late 19th and early 20th centuries, so that double heading was a feature of MR expresses. There was some logic behind this, as the MR’s routes were more sharply curved than those of the other main line companies, and it was its policy to run lighter, but more frequent, trains. Nevertheless, when one railway writer produced a ‘Railway Alphabet’ book for younger readers, he wrote:

M is for Midland with engines galore

Two on each train and asking for more

As the century ended, the MR was still expanding. Its partners in Scotland were the Glasgow & South Western Railway and the North British Railway, with the latter helped by the MR contributing 30 per cent of the cost of building the Forth Bridge, opened in 1890. On the other side of Scotland, it acquired a 25 per cent stake in the Portpatrick & Wigtownshire Joint Railway, which ran from Castle Douglas to Stranraer and Kirkcudbright, which took traffic that had come off the West Coast line at Dumfries on to connect with the packet service to Larne in Northern Ireland, a route later known as the ‘Port Road’. It strengthened its hold on the Ulster market in 1903 when it bought the Belfast & Northern Counties Railway, the most prosperous railway in the north of Ireland. In 1904, it opened a new port at Heysham in Lancashire for packet services to Belfast. The MR helped to create the Midland & Great Northern Joint Railway in 1893 so that it could reach East Anglia. Less logical as it was isolated from the rest of its network, was the purchase of the London Tilbury & Southend Railway in 1912, which the MR promised to electrify, but never did. The company did, nevertheless, develop its existing network, separating slow freight trains from fast expresses, so that between London and Leeds, it had a higher proportion of quadrupled route mileage than its competitor, the Great Northern.

As a constituent part of the LMS, many of its ideas and practices were adopted, such as central control, but not the policy of small locomotives.

North Staffordshire Railway

Formed in 1845 by local industrialists to keep the Potteries free from incursions by the big companies that were emerging, the NSR used the Staffordshire Knot as its emblem and became known affectionately as ‘The Knotty’. It developed a network of more than 200 route miles, and secured running rights over more than 300 route miles belonging to other companies. Although formed to transport coal, ironstone and quarried materials, it also became the largest railway canal owner, starting with an amalgamation with the Trent & Mersey Canal in 1846, but unlike other railway companies, it continued to develop the canals it bought.

The main lines linked Crewe with Derby and Colwich with Macclesfield, meeting at Stoke. The Macclesfield line was used by the London & North Western Railway as a cut-off to avoid Crewe and save five miles between Euston and Manchester. A loop line completed in 1875 linked all six Potteries towns, while branches connected the NSR with the Great Western at Market Drayton and another served the Biddulph Valley. With the Great Central, the NSR was joint owner of the 11-mile long Macclesfield Bollington & Marple Railway. It also worked the 2ft 6in gauge Leek & Manifold Light Railway, opened in 1904.

Before the First World War, freight and passenger traffic combined provided an average 5 per cent dividend, while demands to reduce Sunday services were resisted and instead industrial workers were encouraged to make excursions into the countryside.

Rationalisation and some decline followed the Grouping, but during the Second World War, a branch was opened to a Royal Ordnance factory at Swynnerton, near Stone, which carried three million passengers a year from 1941 on trains that never appeared in the public timetables.

Subsidiary Companies

Callander & Oban Railway