The Scottish Central Railway was formed in 1845 to link Perth and Stirling to Central Scotland, by building a railway line to join the Edinburgh and Glasgow Railway near Castlecary .
72-645: The line opened in 1848 including a branch to South Alloa . The line immediately became part of the forming trunk railway network in Scotland, and amalgamation with other railways was considered, and in 1865 the Scottish Central Railway amalgamated with the Caledonian Railway . The main line continues in use today as a major part of the Scottish Railway network carrying frequent passenger services and
144-609: A stub . You can help Misplaced Pages by expanding it . London and North Western Railway The London and North Western Railway ( LNWR , L&NWR ) was a British railway company between 1846 and 1922. In the late 19th century, the LNWR was the largest joint stock company in the world. Dubbed the "Premier Line", the LNWR's main line connected four of the largest cities in England; London , Birmingham , Manchester and Liverpool , and, through cooperation with their Scottish partners,
216-604: A broad northern sweep to a terminus at Townhead in Glasgow, and the Caledonian was going to lease or buy it. The Caledonian was receptive to the SCR approach, no doubt preferring that the SCR should ally itself with it rather than the hostile E&GR, and offered the SCR the option of joint ownership of the GG&;CR. Fearing too close a relationship with the Caledonian, the SCR refused the offer. For
288-520: A further extension south-west from Stoneywood was built; known as the Castlerankine branch, it ran to Carronrigg Colliery. The Edinburgh and Glasgow formed an increasingly close alliance with the North British Railway, and it was clear that this would result in polarisation into an East Coast group; the obvious consequence was closer alliance between the SCR and the Caledonian, and amalgamation
360-509: A junction near Larbert, giving a direct connection. It was authorised on 16 June 1846. It was a creature of the Edinburgh and Glasgow Railway and was absorbed by the E&;GR before completion of construction in 1850. The E&GR gave the SCR accommodation at Sighthill, near Glasgow, for its goods traffic. In the 1846 session of Parliament, several SCR branches were authorised: that to Crieff from what
432-408: A large initial payment, but committed the Caledonian to massive periodical payments. The Caledonian was soon overwhelmed by this, and in the summer of 1849 asked the LNWR to take over the running of its line. The LNWR, seeing the situation, refused. The contractor Thomas Brassey was approached, with the same outcome. Through the course of 1849 the Caledonian found that the income on the SCR (and also
504-534: A more moderate annualised charge was agreed. A corresponding difficulty existed with the toll for the use of Perth station and its approach tracks, and this led to similar controversy in 1849 (see below). In 1856 the Forth and Clyde Junction Railway opened, running west from Stirling to Balloch. The Scottish Central provided engines and crews although the F&;C line worked its line itself in other respects. The F&C felt that
576-522: A short distance from Alloa Ferry station. In 1860 the station consisted of a small building with one platform on a run-around loop, there were several sidings and a goods shed, close by to the west was a connection to some coke ovens. At the time of opening the station the SCR took over the running of the ferry and it was reported to be a great benefit until the Stirling and Dunfermline Railway 's Alloa to Stirling line opened in 1852. The station's name
648-421: A significant freight traffic. In earlier years Perth had been an important trading town, but in the 1830s its significance was being overshadowed by the cities of central Scotland. There were short local railways in the area around Dundee, but connection to the emerging network further south, and potentially in England, seemed to be essential, and proposals were put forward from 1841 to achieve that. The opening of
720-572: A similar, but not identical, proposal. Their version became law on 1 August 1865, also formalising the status of the Joint Committee in the light of the railway amalgamations that had taken place. The Dunblane, Doune and Callander Railway had been supported financially by the Scottish Central, to the extent of £200,000 and worked by it. By Act of 29 June 1865, the Callander company was absorbed by
792-511: A substantial shareholding. The authorised capital of the SCR had been £700,000, but it was now considered necessary to increase this to £850,000 by a share issue to cover the cost of a branch to Falkirk on the E&GR, which had evidently not been considered necessary before. In September 1845 a frenzied series of negotiations took place with the Caledonian and the E&GR about access; these did not lead directly to an agreement, but in October 1845
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#1732851550098864-686: A temporary platform was provided. The Caledonian Railway opened its connection at Greenhill on 7 August 1848, connecting London with Perth, and beyond. A fourteen-hour journey was advertised. Cattle could be conveyed to market in London on 24 hours where previously they had gone to London on the hoof, taking several weeks. The Dundee and Perth Railway was already open, and the Scottish Midland Junction Railway , open from 20 August 1848 and associated lines gave access through to Forfar. The SCR trains to Glasgow continued to run to Queen Street over
936-806: The London and North Western Railway Act 1846 ( 9 & 10 Vict. c. cciv), which authorised the amalgamation of the Grand Junction Railway , London and Birmingham Railway and the Manchester and Birmingham Railway . This move was prompted, in part, by the Great Western Railway 's plans for a railway north from Oxford to Birmingham. The company initially had a network of approximately 350 miles (560 km), connecting London with Birmingham, Crewe, Chester, Liverpool and Manchester. The headquarters were at Euston railway station . As traffic increased, it
1008-583: The Caledonian Railway also connected Scotland's largest cities of Glasgow and Edinburgh . Today this route is known as the West Coast Main Line . The LNWR's network also extended into Wales and Yorkshire . In 1923, it became a constituent of the London, Midland and Scottish (LMS) railway, and, in 1948, the London Midland Region of British Railways . The company was formed on 16 July 1846 by
1080-572: The Chester and Holyhead Railway and became responsible for the lucrative Irish Mail trains via the North Wales Main Line to Holyhead . On 1 February 1859, the company launched the limited mail service, which was only allowed to take three passenger coaches, one each for Glasgow, Edinburgh and Perth. The Postmaster General was always willing to allow a fourth coach, provided the increased weight did not cause time to be lost in running. The train
1152-624: The Dearne Valley Railway ) and at the same time absorbed the North London Railway and the Shropshire Union Railways and Canal Company , both of which were previously controlled by the LNWR. With this, the LNWR achieved a route mileage (including joint lines, and lines leased or worked) of 2,707.88 miles (4,357.91 km). The company built a war memorial in the form of an obelisk outside Euston station to commemorate
1224-631: The District Railway at Earl's Court and over the route to Richmond. With the Bakerloo Tube Line being extended over the Watford DC lines , the railway was electrified at 630 V DC fourth rail . The electricity was generated at the LNWR's power station in Stonebridge Park and a depot built at Croxley Green. The LNWR became a constituent of the London, Midland and Scottish (LMS) railway when
1296-553: The Edinburgh and Glasgow Railway (E&GR) in 1842 emphasised the need, and a railway connection from Perth to join the E&GR was an expedient way to satisfy it. In fact the early objective was to connect at the north end with the Dundee and Newtyle Railway , which had opened in 1831. A meeting took place on 24 February 1844 to move the matter forward and a prospectus was issued in the following month. By April 1844 there were references to
1368-530: The Grand Junction Railway acquisition of the North Union Railway in 1846, the London and North Western Railway operated as far north as Preston. In 1859, the Lancaster and Preston Junction Railway amalgamated with the Lancaster and Carlisle Railway and this combined enterprise was leased to the London and North Western Railway, giving it a direct route from London to Carlisle. In 1858, they merged with
1440-490: The Inter City network , such as the main lines from London to Birmingham, Manchester, Liverpool and Carlisle, collectively known in the modern era as the West Coast Main Line . These were electrified in the 1960s and 1970s, and further upgraded in the 1990s and 2000s, with trains now running at up to 125 mph. Other LNWR lines survive as part of commuter networks around major cities such as Birmingham and Manchester. In 2017 it
1512-525: The Lancaster and Carlisle Railway were joining with the Caledonian in arguing the case: the future West Coast alliance was forming after all. The SCR shareholders would receive 7% on their capital. This drew strong opposition from the Edinburgh and Glasgow Railway, which had assumed a working arrangement would be possible, and they threatened opposition in Parliament; and indeed in June 1848 a Bill to authorise leasing
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#17328515500981584-570: The Scottish Central Railway (SCR) as the northern terminus of a branch from their Larbert to Stirling main line. The branch ran from Alloa Junction and was known as the Alloa Branch , in the opening notification in the newspaper, or South Alloa Branch , on the OS map. The station was about 200 yards (180 m) south of the ferry pier where ferries ran across the Forth to Alloa pier,
1656-627: The 1890s, bringing the total to 15. The LNWR described itself as the Premier Line. This was justified, as it included the pioneering Liverpool and Manchester Railway of 1830 and the original LNWR main line linking London, Birmingham and Lancashire had been the first big railway in Britain, opened throughout in 1838. As the largest joint stock company in the United Kingdom, it collected a greater revenue than any other railway company of its era. With
1728-622: The 3,719 of its employees who died in the First World War. After the Second World War, the names of the LMS's casualties were added to the LNWR's memorial. The LNWR were also involved in the mass manufacture of replacement legs in the mid 19th century and the early 20th century. This is due-to the routine demand for prostheses for disabled staff. Serious injuries that resulted in the loss of limbs were common at this time with over 4,963 casualties in
1800-610: The Board agreed on amalgamation with the E&GR "on equal terms"; the Caledonian were informed, and in November the SCR announced to them that they planned to merge with or lease the Scottish Midland Junction Railway . This was bad news for the Caledonian, which had planned to form close links with the SCR and the SMJR, forming a "West Coast alliance". There had already been a non-encroachment agreement by which neither company would promote new lines into
1872-456: The Board hoped; it had once been promised for April 1847. A combination of landowners delaying the release of their line, a series of hard winters, and difficulties in tunnel construction combined. In 1848 Captain Wynne of the Board of Trade made an inspection on 5 January 1848; he found the line not quite ready but after a second inspection it was indicated that the line could be opened from Stirling to
1944-487: The Caledonian had enlarged its Buchanan Street terminal in Glasgow, and SCR trains now ran to that station. On 2 September 1848 a Scottish Central Railway coach attached to a LNWR express train from Stratford to Birmingham was involved in, and may have been a contributory cause of, a fatal derailment near Newton Road railway station . Thus the Caledonian Railway acquired 112 route miles of line: The Perth station
2016-613: The Central Railway , and E&GR agreement to making a connection was reported; the Caledonian Railway too was becoming a reality, as the prime connection between central Scotland and the English network, and connection to the Caledonian would give that added access. The Caledonian saw the synergy of a linkage with the Scottish Central and proposed an alliance, offering to pay certain Parliamentary and other expenses. The Caledonian policy
2088-594: The Dundee and Perth (DP&AR) trains were arriving to the south of the station and reversing into it. In 1861 separate platforms outside the main station and at right angles to it, were opened; they were referred to as the Dundee Dock . Through goods trains to the north were diverted to tracks on the west side of the station itself, but there were still complaints about congestion. In 1861 the Inverness and Perth Junction Railway
2160-459: The E&GR had opposed the SCR Bill in Parliament, having its own designs on reaching Stirling. The newly incorporated SCR therefore negotiated with the Caledonian, also newly incorporated. The Caledonian proposed to enter Glasgow from the south over the Glasgow, Garnkirk and Coatbridge Railway, a renamed and modernised incarnation of the early Garnkirk and Glasgow Railway . This ran from Coatbridge in
2232-476: The Edinburgh and Glasgow Railway. The South Alloa branch opened on 12 September 1848, from a junction at Plean. The Dundee and Perth changed its name to the Dundee and Perth and Aberdeen Railway Junction Company and opened its wooden bridge (replaced by today's Tay Viaduct ) crossing the Tay at Perth on 8 March 1849. Having lost the amalgamation Bills, the SCR considered what arrangements to make. In February 1849 it
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2304-511: The Inspecting Officer's reservations about some details. The line was three miles (5 km) long, without any intermediate station. The branch was extended for goods only by Act of 1857, opening in January 1860; called the "Denny Branch Extension" it ran to Stoneywood, and there were mineral branches also to ironstone pits near Ingleston. In 1888, after absorption by the Caledonian Railway,
2376-599: The LNWR owned the 26-mile (42 km) Dundalk, Newry and Greenore Railway , which connected to other lines of the Irish mainline network at Dundalk and Newry. The LNWR also had the Huddersfield Line connecting Liverpool and Manchester with Leeds , and secondary routes extending to Nottingham , Derby , Peterborough and South Wales . At its peak just before World War I , it ran a route mileage of more than 1,500 miles (2,400 km), and employed 111,000 people. In 1913,
2448-452: The Perth station; and there was to be a branch line to Crieff. The Bill for the line went to the 1845 session of Parliament, and the Scottish Central Railway obtained its Act on 31 July 1845. The engineers for the line were Joseph Locke and John Edward Errington . When determining its route, the SCR had assumed friendly terms with the E&GR would give it access to Glasgow over their line; but
2520-495: The SCR operated the ferry crossing, advertising the journey to Glasgow and Edinburgh as taking 2 and 2½ hours. The ferry remained open but with different lessees, for example the lease was re-let in 1861 when the local newspaper hoped to see an improved vessel put into service that could accommodate carts and carriages. The CR was still using the ferry and South Alloa station in early 1885 advertising services to Glasgow (Buchanan Street) and Edinburgh Waverley . South Alloa station
2592-408: The SCR substantially raised the charges and extended them to other categories (such as accompanied dogs) causing extreme antagonism. In fact some companies in particular the E&GR refused to pay for a period; during this time the SCR stopped their trains just before entering the tunnel and insisted on taking the tunnel charge in cash from passengers in the trains. The matter shortly came to a head and
2664-399: The SCR was overcharging for its services and announced their intention to terminate the arrangement from 7 February 1860. They needed to order locomotives and they were delivered in 1861, from which time the F&C was robustly independent. The SCR had long had designs on Dundee, and early on had acquired a ferry operation across the Tay there. In fact the Dundee and Perth Railway connected
2736-500: The Scottish Central Railway board had determined to build a line to Tillicoultry , crossing the Forth at Alloa. This ambitious idea fell by the wayside but the Scottish Central Railway did build a branch to South Alloa on the south bank of the Forth where a ferry operated to Alloa on the north bank. The branch was opened on 2 September 1850, from a new station Alloa Junction (located between Larbert and Plean ) to Alloa . In July 1852
2808-422: The Scottish Central had included a branch to Perth Harbour, at Friarton. This was not merely a permission, but an obligation. Perth magistrates were anxious that the branch should be built, as they believed their Burgh was losing out to Dundee because of the inconvenient transport links. The Act had required the SCR to build the branch by 1 July 1851. The SCR was especially short of funds at this time and stalled, but
2880-414: The Scottish Central line to the Caledonian was rejected. The Scottish Central had promised the Caledonian a loan of £6,000 towards their building of a branch to Castlecary, to join the Scottish Central there. The offer was now withdrawn. The Scottish Central had finalised an agreement to work the Scottish Midland Junction Railway (SMJR), which had been authorised on the same day as the Scottish Central; it
2952-434: The Scottish Central. The combined company did not remain in independent existence very long: the Callander company was absorbed by the SCR on 31 July 1865. That changed lasted one day. The original Scottish Central Railway main line was projected at one time to have been taken through Denny, but this was not done. In 1856 a branch was authorised, from the junctions at Carmuirs; it opened on 1 April 1858, after some delay due to
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3024-605: The Scottish Midland Junction, which the SCR had leased) barely covered operating expenses, and the promised 6% on capital was not remitted. The LNWR and the Lancaster and Carlisle declined to remit money while the prime player, the Caledonian, was not doing so. On 1 December 1850 the SCR reclaimed its rolling stock from the Caledonian in order operate its trains and those of the Scottish Midland Junction; this included working into Queen Street station in Glasgow. In January 1851
3096-453: The company achieved a total revenue of £17,219,060 (equivalent to £2,140,160,000 in 2023) with working expenses of £11,322,164 (equivalent to £1,407,230,000 in 2023). On 1 January 1922, one year before it amalgamated with other railways to create the London, Midland and Scottish Railway (LMS), the LNWR amalgamated with the Lancashire and Yorkshire Railway (including its subsidiary
3168-431: The construction was Thomas Bouch , but he had many commitments at the time, and his absences led to considerable delay in completion of the line. It finally opened on 14 March 1856 after an incident in which the SCR refused to allow its locomotive to traverse points at the junction on the intended day (13 March) because they said they were unsafe. The junction station was only an interchange station. The authorising Act for
3240-492: The equivalent of six miles running for the use of 320 yards of line on the northern approach. The SNER refused this in 1859 and set up a temporary platform just beyond the SCR lines; the station was called Glasgow Road. Through passengers had to make their own way through the streets between the two stations. The dispute lasted a few weeks until an arbitrator allowed the SNER to use the tracks for an annual payment of £100. At this period
3312-411: The line was open for passengers only, until 15 June 1848. The Perth General station was a considerable structure, having been designed by William Tite ; the Scottish Central had been in the lead for design and construction, but the Edinburgh and Northern Railway and the Dundee and Perth Railway were given accommodation at the station. The permanent building was not ready for the opening of the line and
3384-443: The matter was taken to legal opinion in London and the SCR felt compelled to build the line; it opened in 1852. Perth General station took a long time to be completed: the initial; stage was substantially complete in early 1849. The Scottish Central had taken the lead in the design and construction, and controlled the operation of the station. Many amalgamations and name changes took place at this period. The other "founding" users of
3456-499: The other's natural area of influence, but as time went by this was not well adhered to. The junction with the Edinburgh and Glasgow Railway at Greenhill gave satisfactory access for Scottish Central trains to Glasgow Queen Street, but was inconvenient for Edinburgh. In the 1846 Parliamentary session, the E&GR submitted a Bill for the Stirlingshire Midland Junction Railway , which was to build from Polmont to
3528-470: The outstanding sums had become huge and the SCR took the Caledonian to court over the outstanding, which had reached £900,000. The court ruled against the SCR on the basis that the working agreement had not been ratified by Parliament and was ultra vires. The SCR was still dependent on the Southern Companies for through traffic. A period of relative stability now followed, and an arrangement for sharing
3600-537: The railways of Great Britain were merged in the grouping of 1923. Ex-LNWR lines formed the core of the LMS's Western Division. Nationalisation followed in 1948, with the English and Welsh lines of the LMS becoming the London Midland Region of British Railways . Some former LNWR routes were subsequently closed, including the lines running east to west across the Midlands (e.g. Peterborough to Northampton and Cambridge to Oxford ), but others were developed as part of
3672-414: The receipts from traffic damped down competitive aggression for a decade. The SCR was entitled to charge a toll for the trains of other lines over their own route on a mileage basis; but the passage of Moncrieffe Tunnel, between Perth and Hilton Junction (where the Edinburgh and Northern line diverged) was counted as four miles. This heavy extra charge was resented by the other companies, and in January 1851
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#17328515500983744-490: The southern end, that is the junction at Greenhill with the Edinburgh and Glasgow. The opening took place on 1 March 1848; the shareholders had voted against Sunday operation. The northern section of the main line was ready in May and a ceremonial opening took place on 15 May 1848; the public opening was made on 22 May 1848. The intermediate stations were incomplete and goods facilities were not initially available, so that at this stage
3816-508: The standard livery. This finish has been described as "blackberry black". Major accidents on the LNWR include: Minor incidents include: The LNWR operated ships on Irish Sea crossings between Holyhead and Dublin , Howth , Kingstown or Greenore . At Greenore, the LNWR built and operated the Dundalk, Newry and Greenore Railway to link the port with the Belfast–Dublin line operated by
3888-448: The station were With the operating arrangements of the day, dealing with the trains of four companies proved a challenge. This was increased when the Perth and Dunkeld Railway opened in 1856, running to Perth over the SNER. On 8 August 1859 the station was (by Act of Parliament) transferred to joint status. However the ownership of the approach lines was with the SCR and the SNER was charged
3960-472: The time being it had no assured route to Glasgow. Interest had arisen in a line serving Callander, branching from the Scottish Central. This later became titled the Dunblane, Doune and Callander Railway but at this early stage its committee asked the SCR for support. A feeder branch was welcome, but they wanted cash. Fearing that rejection would drive the Callander line into hostile hands the SCR undertook to take
4032-508: The two places, crossing the Tay at Perth and using the same Perth station as the SCR. Amalgamation was considered beneficial, and on 26 July 1863 it was ratified by Act of Parliament. A branch line to Crieff had been included in the original authorising Act, but the company did not press forward with this line due to shortage of capital. A separate company, the Crieff Junction Railway was authorised on 15 August 1853. The engineer for
4104-465: The use of the water trough designed by John Ramsbottom . It was introduced on a section of level track at Mochdre, between Llandudno Junction and Colwyn Bay. The company inherited several manufacturing facilities from the companies with which it merged, but these were consolidated and in 1862, locomotive construction and maintenance was done at the Crewe Locomotive Works , carriage building
4176-399: The west. However one important Bill failed: the amalgamation with the E&GR required Parliamentary approval and this was withheld on 29 July 1847. While construction of the line was proceeding, the Board considered how they could best get access to Glasgow and Edinburgh, and amalgamation with the Caledonian Railway now seemed to be the way forward. The London and North Western Railway and
4248-522: The year of 1910 on the LNWR alone, and over 25,000 injuries across the whole industry, manufacturing prostheses resulted in self-sufficiency for the company. From 1909 to 1922, the LNWR undertook a large-scale project to electrify the whole of its London inner-suburban network. The London and North Western Railway London inner-suburban network, encompassed the lines from London Broad Street to Richmond, London Euston to Watford, with branch lines such as Watford to Croxley Green . There were also links to
4320-459: Was aggressive expansion (even though it had not yet obtained authorisation for its first line); the price was that the Scottish Central would permanently ally with the Caledonian and give the Caley primacy as far north as Stirling. The SCR declined the offer. Surveys of the route were carried out, and a route selected following the present-day main line from Larbert to Perth, except for the location of
4392-467: Was announced that the new franchisee for the West Midlands and semi-fast West Coast services between London and North West England would utilise the brand London Northwestern Railway as an homage to the LNWR. The LNWR's main engineering works were at Crewe (locomotives), Wolverton (carriages) and Earlestown (wagons). Locomotives were usually painted green at first, but in 1873 black was adopted as
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#17328515500984464-613: Was authorised, and it made initial approaches to the Joint Committee about the use of Perth station. When the Inverness line opened in 1863, the major issue was the stabling of its carriages: the SCR insisted that there was no room within the station for the purpose. In December 1865 the Company prepared a Bill to extend Perth station. Immediately the Joint Station Committee declared that it was its prerogative to do so, and they prepared
4536-461: Was changed to South Alloa in 1854 to avoid confusion with the North British Railway station. It closed to passengers on 1 October 1885 when the Alloa Swing Bridge opened on a direct route to Alloa . By 1895 there were a lot of sidings to the west of the station servicing a timber depot. The line closed to goods on 1 September 1950. This Scotland railway station-related article is
4608-542: Was closed on 1 October 1885 when the Caledonian Railway opened a new line, the Alloa Railway to Alloa from the south using a swing bridge to cross the Forth. South Alloa railway station South Alloa railway station , located south of the River Forth, served the village of South Alloa , Scotland and the town of Alloa via a ferry link from 1850 to 1885. The station was opened on 2 September 1850 as Alloa by
4680-499: Was done at Wolverton and wagon building was concentrated at Earlestown . At the core of the LNWR system was the main line network connecting London Euston with the major cities of Birmingham , Liverpool and Manchester , and (through co-operation with the Caledonian Railway ) Edinburgh and Glasgow . This route is today known as the West Coast Main Line . A ferry service also linked Holyhead to Greenore in County Louth, where
4752-460: Was greatly expanded with the opening in 1849 of the Great Hall, designed by Philip Charles Hardwick in classical style. It was 126 ft (38 m) long, 61 ft (19 m) wide and 64 ft (20 m) high and cost £150,000 (equivalent to £19,650,000 in 2023). The station stood on Drummond Street. Further expansion resulted in two additional platforms in the 1870s with four more in
4824-489: Was later Gleneagles (capital £160,000); to Denny from Larbert (capital £50,000); to South Alloa from a junction north of Larbert (and to Tillicoultry by ferry at Alloa, capital £115,000); and to Perth Harbour and other facilities there (capital £80,000). The location of the Perth main station was also finalised; earlier proposals to site it (and three other railways' terminus stations) at the high-amenity South Inch had led to strenuous opposition in Perth; now it would be located to
4896-468: Was once again considerably enlarged. The Joint Committee now consisted of the Caledonian Railway, the North British Railway and the Highland Railway . In 1884 the Perth station was again much extended; the Dundee Dock, which consisted of terminal platforms at right angles to the main station, was converted into two sharply curved through platforms connected directly to the main station. As early as 1846
4968-492: Was reported that an arrangement had been finalised with the "Southern Companies", meaning the Caledonian and the LNWR and the Lancaster and Carlisle; they would work the SCR and the SCR handed over their rolling stock to them. The SCR would receive 6% on its capital as well as a contribution to its expenses. If this seemed like a good idea, it was soon proven otherwise. The Caledonian Railway had pursued an aggressive policy of capturing territory by leasing local railways. This avoided
5040-428: Was seriously discussed: it resulted in formal amalgamation by Act of Parliament on 5 July 1865, taking effect on 1 August 1865. The Scottish Central Railway ceased to exist, except to wind up the company. The operation of SCR trains to Glasgow into Queen Street over the E&GR continued: it had done so even during the period when the Caledonian was working the SCR. However this changed from 1 January 1870, by which time
5112-411: Was timed to leave Euston at 20.30 and operated until the institution of a dedicated post train, wholly of Post Office vehicles, in 1885. On 1 October 1873 the first sleeping carriage ran between Euston and Glasgow, attached to the limited mail . It ran three nights a week in each direction. On 1 February 1874 a second carriage was provided and the service ran every night. In 1860, the company pioneered
5184-408: Was to run from Perth to Forfar, connecting with a line to Aberdeen. As it was expected to open later in 1848 there was a sudden burst of activity to acquire the rolling stock necessary to work that line. This was at a time when final payments to the SCR's own construction contractors were becoming due, and finding the cash was for a while a significant problem. The building of the line took longer than
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