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| The '''Manchester, Sheffield and Lincolnshire Railway''' (MS&LR) was formed, by amalgamation in 1847. The MS&LR changed its name to the G[[reat Central Railway]], in 1897 when it built its London Extension.
| | [[Image:Im1925EnV140-p054b.jpg|thumb| 1877-8. ]] |
| | [[Image:Im1925EnV140-p080a.jpg|thumb| 1880. ]] |
| | [[Image:Im1925EnV140-p258.jpg|thumb| 1882-3. ]] |
| | [[Image:Im1885EnV59-p7.jpg |thumb|1885. Outside Cylinder Express Engine. [[Charles Sacre]], Engineer, Manchester.]] |
| | [[Image:Im1925EnV140-p259a.jpg|thumb| 1887. ]] |
| | [[image:Im1889v68-p434.jpg|thumb| 1889. Swing bridge over the River Dee, by F. Fox.]] |
| | [[image:Im1889v68-p453.jpg|thumb| 1889. Swing bridge over the River Dee, by F. Fox.]] |
| | [[Image:Im1894EnV78-p126.jpg|thumb| 1894. ]] |
| | [[Image:Im1894EnV77-p300a.jpg|thumb| 1894. ]] |
| | [[image:Im1951EnV191-p570ab.jpg|thumb| 1951. No. 2602 Locomotive - pulled the opening day train through the Woodhead Tunnel. ]] |
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| * The company appointed [[James Allport]] who joined it on 1 January 1850 as manager. The Company's main source of income lay with freight, especially coal. and a number of new short lines were built, along with a start on the long-awaited Barnsley branch which, however, was not completed until 1855. However, Allport, possibly frustrated by the behaviour of some of the directors, accepted the post of General Manager of the Midland, and resigned in September.
| | 1847 The '''Manchester, Sheffield and Lincolnshire Railway''' (MS&LR) was formed, by amalgamation of the following lines: |
| | * [[Sheffield and Lincolnshire Junction Railway]] - ''proposed but not built at the time of the merger |
| | * [[Great Grimsby and Sheffield Junction Railway]], |
| | * [[Sheffield, Ashton-under-Lyne and Manchester Railway]] |
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| * [[Edward Watkin]] took over in his place in 1854. He had been the assistant of Huish at the LNWR and he revealed that the latter, in spite of the Euston Square agreement, had been negotiating with the GNR for a territorial division between the two companies, to the detriment of the MS&LR - and the Midland. Relations between the MS&LR and the GNR improved as the restrictions placed on the latter's operations over the MS&LR lines were removed, and MS&LR became somewhat wary of the LNWR. In particular a number of new small lines were being built. Some would give the MS&LR an alternative path into Liverpool, while the proposed Stockport, Disley and Whaley Bridge Railway, supported by the LNWR, would supplant its own plans for a line to Peak Forest and Buxton, which it had not been able to pursue. The LNWR still felt threatened however and placated the MS&LR by a series of mutual agreements.
| | 1850 January 1st. The company appointed [[James Joseph Allport|James Allport]] as manager. |
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| However in 1855 there was another meeting at Euston Square. The Stockport to Whaley Bridge line was virtually complete and the possibility of extending it to Buxton or Rowsley was discussed. Both the MS&LR and the Midland proposed that no one of the three companies should proceed alone with any scheme, but the meeting ended with them more than a little suspicious of the LNWR. At this point legal action was taken against a common purse agreement which existed between the LNWR and the Midland. When it succeeded, the confederacy was virtually at an end, particularly when Huish renewed his territorial offer to the Great Northern. This the GNR refused, strengthening instead its ties with the MS&LR with it route into Manchester.
| | 1854 The company appointed [[Edward Watkin]] as Manager |
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| The MS&LR also cut all its ties with the LNWR, and the relationship became increasingly bitter, which came to a head in the matter of Manchester station. Previously the MS&LR, perennially short of money, had vacated their offices and booking facilities, the LNWR having agreed to operate them. Now the MS&LR wanted to return. Of the first two booking clerks to arrive, one was refused entry and the other ejected. For a while the LNWR were arresting MS&LR passengers as they arrived. By 1858, a price war was raging for both passengers and freight, that was alarming other railway companies. When, however, the co-operative agreement between the MS&LR and the GNR was ratified by Parliament, while it declared past private agreements with the LNWR as void, the stage was set for the peacemakers. At a meeting of nineteen different railway companies at the Railway Clearing House most, if not all, of the disagreements were overcome. A meeting at Euston Square saw agreement between the GNR, the MS&LR and the LNWR on the matter of fares and handling of traffic, with disputes settled by arbitration. While the first two became closer however, they remained wary of the LNWR's intentions.
| | 1858 Planned to take a lease on the [[Warrington and Stockport Railway]]<ref>The Times Jan. 15, 1858</ref> |
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| Nevertheless the MS&LR was still able to work with its aggressive neighbour, as with the construction of the Oldham, Ashton and Guide Bridge Railway which was leased jointly with the LNWR in 1862. Meanwhile, in 1858, the MS&LR had opened a branch from Newton to Hyde and in 1859 an extension was proposed, the Marple, New Mills and Hayfield Railway. To prevent repercussions it was promoted as a private venture. In time it would prove to be an important part of Midland Railway history. At the same time, private investors had floated the Cheshire Midland Railway and the Stockport and Woodley Junction Railway. In spite of opposition from the LNWR, Watkins and his directors gave support and in 1860 another line was proposed - the Stockport, Timperley and Altrincham Junction Railway. The GNR, taking an interest, suggested resurrecting an earlier scheme for a line between Garston and Liverpool, and became a partner in the last two, plus the West Cheshire, when they gained Parliamentary approval in 1861. This group of lines would become the Cheshire Lines Committee.
| | 1865 [[Brassey and Co]] were appointed contractors<ref>The Times, Jun 08, 1865</ref> |
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| Watkin had interests in railways outside the MS&LR and, being granted three months leave of absence to recover his health, agreed to examine the affairs of the Grand Trunk Railway of Canada. The MS&LR was on a verge of an association with the GNR and, possibly the LNWR, that would solve its financial problems. However an event during his absence put an end to his plans. The Midland Railway were determined to find a path into Manchester. It was already building an extension to Buxton from Rowsley but the LNWR was proceeding into Buxton from the other direction. One day, it is said, some directors of the MS&LR met James Allport and others, while the latter were prospecing an alternative route. The upshot was that the MS&LR agreed to share their line from New Mills with the Midland, the latter extending their line to meet it. This, which was later approved as the Sheffield and Midland Railway Companies' Committee, threatened to cause a schism with the GNR. Clearly the MS&LR could not countenance another major line in their territory. However Watkin, when he heard of it, was incensed, and tendered his resignation.
| | 1875 See [[1875 Number of Locomotives]] where they are listed 6th with 374 locomotives. |
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| Watkin remained a major shareholder and retained a seat on the board, taking an active role in many of the MS&LR's projects, such as the Cheshire Lines Committee. He had grand ambitions for the company: he had plans to transform it from a provincial middle-of-the-road railway company into a major national player.
| | 1888 See [[Locomotive Stock June 1888]] where they are listed 9th with 549 locomotives |
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| In 1864 he resumed control when he was elected Chairman and was at once involved in proposing new lines and opposing others in the complex interactions of the railway companies of that time. In particular, both the MS&LR and the GNR were threatened for a while by the Great Eastern Northern Junction. This was supported at various times by the GER and L&Y and threatened to produce a competing main line to London. However among the advances were the lease of the South Yorkshire Railway and progress with the Cheshire lines. In 1865, the Midland joined as a third partner. In 1866 the Midland began running from Rowsley through New Mills into Manchester London Road, and had at long last gained its path to London.
| | 1890 [[Alexander Ross]] became chief engineer |
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| By 1870, Watkin had relinquished his position on the boards of the GWR and the Grand Trunk Railway of Canada. However he had joined the board of the GER and was Chairman of the South Eastern Railway He was knighted in 1868 and made a baronet in 1880.
| | 1893 Obtained Parliamentary approval for its so-called "Extension to London". |
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| Watkin was a visionary who wanted to build a new railway line that would not only link his network to London, but which one day would be expanded and link to a future Channel Tunnel. This latter ambition was never fulfilled completely. However, when Watkin became Chairman of the South Eastern Railway in the 1880s he was involved in the earliest attempt to construct it.
| | In the 1890s the M.S.& L.R. began construction of its "Derbyshire Lines", in effect the first part of its push southwards. Leaving its east-west main line at Beighton Junction, some 5.5 miles east of Sheffield, the line headed towards Nottingham, an opportunity to tap into the collieries in the north of county before reaching that city. A loop line was built to serve Chesterfield. |
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| Demand for coal was rising dramatically through the latter half of the nineteenth century, and competition between the different railways was keen. The MS&L had access to the Yorkshire coalfields, but was dependent on the Great Northern to ship it to London. The latter was dependent on other lines for the traffic. The Midland had the advantage of both lines into the Derbyshire coalfields and its own path to London. In spite of attempts to arrange more favourable price agreements, the Yorkshire coal owners felt aggrieved and proposed the Coalowners' Associated (London) Railway, with the help of the MS&L and the Great Eastern. The bill was rejected, partly because it was not intended to carry passengers. Watkins was relieved, because, secretly, he hoped to negotiate running powers into London over the Great Northern's lines. In 1875 he became Chairman of the Metropolitan Railway, having already relinquished his post on the Great Eastern. With his association with the South Eastern, it gave him a firm foothold in the capital.
| | 1895 Work on building the London Extension started: the new line was 92 miles in length. It ran from Annesley in Nottinghamshire to its connection with the existing [[Metropolitan Railway]] Extension at Quainton Road, this part of the line being jointly owned, returning to its own metals at Harrow for the final section to Marylebone. |
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| However, in the short term, the demand for the MS&L's services had risen to the point where it was paralysed by the density of traffic and attention had be given to improving the existing infrastructure. The company as forced to invest heavily in extra sidings, relief tracks and station improvements. Throughout its history the MS&L had been the subject of merger proposals with other railways. In 1875, the LNWR and the Midland planned to absorb the North Staffordshire Railway, and Watkin suggested to the Great Northern that their two companies might make a counter-offer. Both schemes fell through. However, in 1877, the Great Northern suggested that it, the Midland and the MS&LR should merge, the scheme foundering, to the annoyance of the MS&LR directors, on the conditions stiplulated by Watkin.
| | 1896 [[Charles Arthur Rowlandson]] appointed engineer-in-chief |
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| The Cheshire Lines Committee, too had been growing steadily and in 1874 , it opened Liverpool Central station involving a tunnel, 1320 yards long, and with a single arched trainshed 65 feet high. In 1877 a temporary station was built at Manchester Central, approached by a mile and a quarter long viaduct. The permanent station was opened in 1880, another single arch trainshed, built by Andrew Handyside of Derby and the Midland transferred to it, at first approaching via Stockport Tiviot Dale, then later building a direct line from Chinley. | | 1898 The London Extension opened for coal traffic on 25 July 1898; for passenger traffic on 15 March 1899, and for goods traffic on 11 April 1899. |
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| Watkin became associated with the Submarine Continental Railway Company, an attempt to build a tunnel under the English Channel, but in 1882, the Board of Trade ordered it to cease work. His attention turned to the Humber. Trial borings were made by the MS&L at South Ferriby, while the North Eastern Railway had done the same at North Ferriby. Permission was secured to investigate the Humber itself in 1883, and an estimate prepared. However, the imminent construction of the Hull and Barnsley Railway made the project unlikely to be profitable.
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| Expansion of the network continued and in 1889 permission was granted for a line from Beighton, where the MS&LR crossed the Midland, to Annesley. This was the first step on the road to London.
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| Access to the coalfields of North Wales had been sought since 1861 by various lines, and in 1884, Watkins proposed the Chester & Connah's Quay Railway. The major obstacle was the crossing of the River Dee for which a swing bridge at Hawarden was designed by Francis Fox. This allowed the the MS&LR and the Wrexham, Mold and Connah's Quay Railway to jointly launch the Welsh Railways Union Bill.
| | 1897 the company changed its name to the [[Great Central Railway]]. At the same time the headquarters of the Railway was moved from Manchester to London (Marylebone). |
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| | '''Locomotive Engineers |
| | * [[Richard Peacock]] 1846-1854 |
| | * [[W. G. Craig]] 1854-1859 |
| | * [[Charles Sacre]] 1859-1886 |
| | * [[Thomas Parker (1829-1903)]] 1886-1893 |
| | * [[Harry Pollitt]] 1893-1897 (served the GCR until 1900) |
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| [edit] Towards London
| | == See Also == |
| By the 1890's construction of the company's so-called "Derbyshire Lines" had continued, including a station at Chesterfield, and trains via Annesley running into the GNR's Nottingham London Road. In 1889, he wrote to the Great Northern soliciting its support for a line from Nottingham to the Metropolitan which, by that time, had extended to Aylesbury, in co-operation, if need be, with the Midland and the LNWR. The following year the GNR declined and, in spite of its somewhat shaky finances, the MS&LR submitted the Bill for the extension in 1891. Watkin and his co-directors set out to gather support which came from a number of influential businessmen and councillors in the area it would serve.
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| Not surprisingly there was strong opposition from the Midland and the LNWR. Unexpected however, was the vociferous opposition of the artists in St. John's Wood and the cricketers of Lords, all extremely influential in the public arena. An arrangement was agreed with the cricketers, but little would placate the artists who foresaw "a line for the conveyance not only of passengers, but of coal, manure, fish and other abominations." The opposition was led by the GNR and the Bill failed at its first stage.
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| The MS&LR came to various agreements with the GNR and support was gained, not only from the Metropolitan and the South Eastern, but various Sheffield manufacturers. Some of the London objectors was removed by the expedient of buying their houses. The following year the Bill was submitted again, and had reached the Lords when an election was called, thus Royal Assent was not obtained until March 1893.
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| In 1892 the Metropolitan had extended to Aylesbury, joining the Aylesbury and Buckingham line. The plan was to join the latter at Quainton Road. The line would leave the Metropolitan at St. John's Wood and proceed by a cut and cover tunnel under Lords Cricket Ground - hence the opposition from those quarters - to the new station at Marylebone.
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| Watkins was now seventy four and, having virtually achieved his dream, succumbed to his deteriorating health and retired to his home in North Wales in 1894, resigning the chairmanship of his various companies.
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| At the time many people questioned the wisdom of building the line, as all the significant population centres which the line traversed were already served by other railway companies' lines.
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| When it was opened in 1897, the Company changed its name to the Great Central Railway. At the same time the headquarters of the Railway was moved from Manchester to London (Marylebone).
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| | == Sources of Information == |
| | <references/> |
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| Locomotive Engineers
| | {{DEFAULTSORT: }} |
| * [[Richard Peacock]] 1846-1854
| | [[category: Town - Manchester]] |
| * [[W. G. Craig]] 1854-1859
| | [[Category: Railway Companies]] |
| * [[Charles R Sacre]] 1859-1886
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| * [[Thomas Parker]] 1886-1893
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| * [[Harry Pollitt]] 1893-1897 (served the GCR until 1900)
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1885. Outside Cylinder Express Engine.
Charles Sacre, Engineer, Manchester.
1889. Swing bridge over the River Dee, by F. Fox.
1889. Swing bridge over the River Dee, by F. Fox.
1951. No. 2602 Locomotive - pulled the opening day train through the Woodhead Tunnel.
1847 The Manchester, Sheffield and Lincolnshire Railway (MS&LR) was formed, by amalgamation of the following lines:
1850 January 1st. The company appointed James Allport as manager.
1854 The company appointed Edward Watkin as Manager
1858 Planned to take a lease on the Warrington and Stockport Railway[1]
1865 Brassey and Co were appointed contractors[2]
1875 See 1875 Number of Locomotives where they are listed 6th with 374 locomotives.
1888 See Locomotive Stock June 1888 where they are listed 9th with 549 locomotives
1890 Alexander Ross became chief engineer
1893 Obtained Parliamentary approval for its so-called "Extension to London".
In the 1890s the M.S.& L.R. began construction of its "Derbyshire Lines", in effect the first part of its push southwards. Leaving its east-west main line at Beighton Junction, some 5.5 miles east of Sheffield, the line headed towards Nottingham, an opportunity to tap into the collieries in the north of county before reaching that city. A loop line was built to serve Chesterfield.
1895 Work on building the London Extension started: the new line was 92 miles in length. It ran from Annesley in Nottinghamshire to its connection with the existing Metropolitan Railway Extension at Quainton Road, this part of the line being jointly owned, returning to its own metals at Harrow for the final section to Marylebone.
1896 Charles Arthur Rowlandson appointed engineer-in-chief
1898 The London Extension opened for coal traffic on 25 July 1898; for passenger traffic on 15 March 1899, and for goods traffic on 11 April 1899.
1897 the company changed its name to the Great Central Railway. At the same time the headquarters of the Railway was moved from Manchester to London (Marylebone).
Locomotive Engineers
See Also
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Sources of Information
- ↑ The Times Jan. 15, 1858
- ↑ The Times, Jun 08, 1865
