Difference between revisions of "Manchester, Sheffield and Lincolnshire 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. | * [[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. | ||
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. | 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. | ||
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. | 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. | ||
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. | 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. | ||
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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. | 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. | ||
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. | |||
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. | |||
[edit] Towards London | [edit] Towards London |
Revision as of 17:48, 6 March 2007
The Manchester, Sheffield and Lincolnshire Railway (MS&LR) was formed, by amalgamation in 1847. The MS&LR changed its name to the Great Central Railway, in 1897 when it built its London Extension.
- 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.
- 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.
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.
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.
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.
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.
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.
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.
[edit] Towards London 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.
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.
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.
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.
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.
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.
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).
Locomotive Engineers
- Richard Peacock 1846-1854
- W. G. Craig 1854-1859
- Charles R Sacre 1859-1886
- Thomas Parker 1886-1893
- Harry Pollitt 1893-1897 (served the GCR until 1900)