Shimoliy Britaniya temir yo'li - North British Railway

Shimoliy Britaniya temir yo'li
Shimoliy Britaniya temir yo'l gerbi.jpg
NBR 1922.png
Shimoliy Britaniya temir yo'li 1922 yilda
Umumiy nuqtai
Bosh ofisEdinburg
MahalliyShotlandiya
Ishlash sanalari1844 (1844)–1923 (1923)
VorisLondon va Shimoliy Sharqiy temir yo'l
Texnik
Yo'l o'lchagichi4 fut8 1⁄2 yilda (1,435 mm) standart o'lchov
Uzunlik1377 mil (2216 km)

The Shimoliy Britaniya temir yo'li yilda joylashgan Britaniya temir yo'l kompaniyasi edi Edinburg, Shotlandiya. Bervikdagi ingliz temir yo'llari bilan bog'lanish niyatida 1844 yilda tashkil etilgan. Ushbu yo'nalish 1846 yilda ochilgan va boshidanoq kompaniya o'zining geografik hududini kengaytirish va raqobatlashish siyosatiga amal qilgan. Kaledoniya temir yo'li jumladan. Bunda u katta miqdordagi pullarni sarf qildi va aktsiyadorlarning noroziligiga sabab bo'ldi, natijada ikkita rais kompaniyani tark etishdi.

Shunga qaramay, kompaniya Carlisle-ga muvaffaqiyatli etib bordi va keyinchalik u bilan hamkorlik qildi Midland temir yo'li. Bundan tashqari, Edinburgdan Pert va Dandi bilan bog'langan, ammo ko'p yillar davomida sayohat a parom Forth va Tayni kesib o'tish. Oxir oqibat shimoliy inglizlar Tay ko'prigi, lekin tuzilishi qulab tushdi poezd kuchli shamolda o'tayotganda. Kompaniya muvaffaqiyatsizlikdan omon qoldi va ikkinchi Tay ko'prigini ochdi, keyin esa tez orada To'rtinchi ko'prik birgalikda temir yo'l tarmog'ini Edinburgdan shimolga o'zgartirdi.

Erta boshdan minerallar aylanmasi ustun bo'lib, yo'lovchilarga xizmat ko'rsatishdan ko'ra ko'proq daromad keltirdi.

1923 yilda temir yo'llarni birlashtirishda Shimoliy Britaniya temir yo'li Shotlandiyaning eng yirik temir yo'l kompaniyasi va Buyuk Britaniyada beshinchi o'rinni egalladi. O'sha yili u yangi tarkibiy qismga aylandi London va Shimoliy Sharqiy temir yo'l.

Birinchi qadamlar

Asosiy maqola: Shimoliy Britaniya temir yo'lining tarixi (1855 yilgacha)

Shotlandiyadagi dastlabki temir yo'llar asosan foydali qazilmalarni - asosan ko'mir va ohaktoshni tashish bilan eng qadimgi davrda - daryo yoki qirg'oq portiga qisqa muddatli transportni tashish uchun jalb qilingan. Ning ochilishi Edinburg va Glazgo temir yo'li (E&GR) 1842 yilda shuni ko'rsatdiki, uzoq masofaga mo'ljallangan umumiy temir yo'l tijorat jihatdan muvaffaqiyatli bo'lishi mumkin.

E&GR qurilishi paytida pul bozori biroz pasayib ketdi va Angliyada shaharlararo temir yo'llarning jadal rivojlanishi sodir bo'ldi. Shotlandiyalik promouterlar Shotlandiyaning markazini tobora rivojlanib borayotgan ingliz tarmog'iga qanday ulanish mumkinligi haqida o'ylashni boshladilar va tasdiqlangan yo'nalishni aniqlash uchun Hukumat komissiyasi tashkil etildi. Bir muncha vaqt tijorat jihatidan faqat bitta yo'nalish mavjud deb taxmin qilingan. Komissiya, Smit-Barlou komissiyasi, bir muncha vaqt muhokama qildi va noaniq ma'ruza qildi va jamoatchilik fikri o'zgarib ketdi: temir yo'llarning ko'plab sxemalari taklif qilindi, ularning hammasi ham amalda emas edi.

Ushbu g'azab paytida bir guruh ishbilarmonlar Shimoliy Britaniya temir yo'l kompaniyasini tashkil qilib, Edinburgdan Bervikka (keyinchalik nomi berilgan) yo'l qurishdi. Bervik-on-Tvid filial bilan Xaddington. Ular 1844 yilda parlamentning vakolatli aktini olishgan. Nyukasl va Bervik temir yo'li o'z yo'lini qurayotgan edi va vaqt o'tishi bilan ular Edinburg va London o'rtasida temir yo'llar zanjirining bir qismini tashkil qilishdi.[1][2]

Dastlabki rejalar

Bu raqobatchi temir yo'llarga qarshi poyga edi: asosiy raqib bu edi Kaledoniya temir yo'li Ikkala Edinburg va Glazgodan Carlislegacha qurishni rejalashtirgan, u erda shimolga qarab qurilgan ingliz temir yo'llari bilan bog'langan. Ammo Kaledoniyaliklar 1844 yilda parlament qonun loyihasini taqdim etish uchun yetarlicha obunalarni ta'minlay olmadilar va keyingi yilgacha o'tkazdilar.

Shimoliy Britaniya temir yo'lining raisi Jon Lirmont, shimoliy inglizlar uchun imkon qadar ko'proq hududni egallash raqobat kurashida muhim ahamiyatga ega ekanligini ko'rdi. U Edinburgdan ikkinchi magistral liniyani qurish rejalarini tayyorladi Karlisl orqali Xavik, shuningdek, Edinburg va Perth Railway kompaniyasi ustidan nazoratni qo'lga kiritishga urinib ko'rdi, u o'zi uchun o'z rejasini tayyorlamoqda. 1845 yilgi Parlament Learmonth sessiyasida ko'plab raqobatchilar tomonidan bosib olinishini oldini olish uchun ko'plab filial tarmoqlari uchun Hujjatlarni tasdiqlash ta'minlandi. Bundan tashqari, Carlisle, Edinburgh va Hawick Railway yo'nalishlarining birinchi qismi avtorizatsiya qilingan edi: u nominal ravishda mustaqil edi, ammo aslida aktsiyalar Learmonth va boshqa NBR direktorlariga tegishli edi. Shuningdek, 1845 yilgi sessiyada Kaledoniya temir yo'liga vakolat berilgan. Kaledoniyalik ashaddiy raqibni isbotlashi kerak edi. Edinburg va Pert temir yo'llari parlament vakolatini ololmadi.

Hawikka boradigan yo'l eskirgan marshrutdan foydalanish kerak edi Edinburg va Dalkeyt temir yo'li, shpal-blokli trassaning nostandart o'lchagichiga ega ot bilan ishlaydigan yo'nalish va ushbu chiziqni asosiy chiziq standartlariga o'tkazish uchun katta summa ajratilishi kerak edi.[1][2][3][4]

Asosiy yo'nalishning ochilishi

Ushbu kengaytirish rejalarining barchasi asosiy yo'nalish tayyor bo'lgunga qadar juda katta miqdordagi mablag'larni jalb qilish edi. Nihoyat, 1846 yil 22-iyun kuni Bervik va Xaddingtonga yo'nalish jamoatchilik uchun ochiq edi.[5] Kundalik beshta poezd bor edi, Edinburg va boshqa o'nta qisqa sayohat Midiya. Diniy nuqtai nazardan qarama qarshi bo'lgan yakshanba kuni xizmat ko'rsatildi.

Avvaliga Nyukasl va Bervik temir yo'li tayyor emas edi, Londonga yo'lovchilar va mollarni Bervikdan Nyukaslga avtoulov orqali etkazish kerak edi. 1847 yil 1-iyuldan Tvidmut o'rtasida (janubiy tomonda Bervik qarshisida) ochiq edi River Tvid ) va Nyukasl on Tayn. Shimoliy Britaniya temir yo'li, Edinburgdan Londonga poezd qatnovini reklama qilishga muvaffaq bo'ldi, garchi yo'lovchilar va yuklarni Bervikdagi Tweed orqali va transport vositasi orqali transport orqali etkazib berish kerak edi. Tayn daryosi Nyukaslda: ikkita daryo ko'prigi hali ham qurilishi davom etmoqda. Faqat 1850 yilgacha doimiy ko'priklar ochildi Qirolicha Viktoriya vaqtinchalik tuzilmalar ustida ishlaydiganlarning ba'zilari allaqachon sodir bo'lgan bo'lsa-da.[2][6][7][8][9]

Edinburg stantsiyasi

Edinburgdagi stantsiya Eski va Yangi shaharlar o'rtasidagi tushkunlikda joylashgan; bu erta "Nor 'Loch" deb nomlangan obro'siz va sog'liqqa botqoq bo'lgan, garchi hududning bir qismida bezak bog'lari bilan ta'minlash uchun qadamlar qo'yilgan bo'lsa. Shimoliy Britaniya temir yo'li Shimoliy ko'prikka yaqin bo'lgan tor joyni oldi va Edinburg va Glazgo temir yo'llari o'zlarining chiziqlarini o'zlarining terminallaridan uzaytirdilar Haymarket NBR bilan uchrashish uchun. Yangi stantsiya birgalikda ishlaydi va shunchaki "Edinburg stantsiyasi" yoki "Shimoliy ko'prik stantsiyasi" deb nomlanadi. Bundan tashqari, u "Umumiy stantsiya" deb nomlana boshlagan va keyinchalik u "deb nomlangan"Waverley stantsiyasi ".[2][3][8][10]

Jorj Xadson tomonidan sotib olish taklifi

Ingliz temir yo'l tashabbusi Jorj Xadson o'z temir yo'l portfelini kengaytirar edi va 1847 yilda uning York va Nyukasl temir yo'llari va Nyukasl va Bervik temir yo'llari Londondan Edinburgga boradigan yo'lning ingliz qismini tugatishga yaqin edilar. Xadson Shimoliy Britaniya temir yo'lini (o'z kompaniyalari vositasida) 8 foizga NBR kapitaliga sotib olish to'g'risida taklif qildi. Hudsonning taklifi NBR-ga katta ahamiyatga ega bo'ldi, ammo Shimoliy Britaniya temir yo'lining aktsiyadorlari ularning raisining maslahati bilan rad etishdi.[2][11]

Hawick chizig'i

Parlament NBR liniyasiga Carlisle-ga ruxsat berishdan bosh tortgan va hozircha Hawick janubiy terminali bo'lishi kerak edi, garchi keyinchalik Carlisle-ga qurish rejasi aniq amalga oshirilgan edi. Edinburgh oxirida Edinburgh va Dalkeith hizalamasidan foydalanish kerak bo'lganligi sababli, NBR va ushbu yo'nalish o'rtasida bir nechta ulanishlarni amalga oshirish kerak edi, shuningdek, E&DR liniyasini yangilab, bitta chiziq qismini ikki baravar oshirdi Dalkeyt va yangi viyadukni qurish Janubiy Esk daryosi va Dalhousie.

NBR rasmiy ravishda Edinburg va Xavik temir yo'lini sotib olganidan so'ng, birinchi ochilishlar 1847 yilda bo'lib o'tdi, ammo 1849 yil 1-noyabrgacha bu yo'nalish Hawick uchun ochiq edi. Hozircha Lirmontning maqsadi keyinroq Karlillaga etib boradigan chiziq Waverley yo'nalishi, ushlab turilgan edi.[2][4][12][13]

Dastlabki filiallar

Milliy bank 1846 yilda asosiy yo'nalish va Hawick liniyasidan tashqarida ko'plab filiallarni qurish uchun parlament vakolatiga ega bo'ldi. Bularning barchasi qurilgan emas, balki 1855 yilgacha asosiy yo'nalish bilan bir vaqtda ochilgan Haddington filialidan tashqari yana bir nechtasi ochilgan.

  • Esk daryosi bo'ylab E&DR baliqchilik tarmog'ini kengaytirish orqali hosil bo'lgan Midiya uchun Midiya filiali; bu 1847 yil 16-iyulda ochilgan;[14] Baliq ovi faqat tovar holatiga tushirildi va asosiy yo'nalishdagi Musselburg stantsiyasi "Inveresk" deb o'zgartirildi;
  • 1849 yilda ochilgan Tranentgacha bo'lgan qisqa mineral filial;
  • The Shimoliy Bervik filiali Dremdan, 1850 yilda ochilgan;
  • The Dunse filiali liniyasi, 1849 yilda ochilgan; Keyinchalik Dans Douns deb yozilgan;[15]
  • a Kelsoga filial 1850 yilda ochilgan Hawick liniyasidagi St Boswellsdan.[3][4][16]

Musobaqa

Kaledoniya temir yo'li temir yo'l qatnovini poezd almashinuvisiz taqdim etishi mumkin edi Avtomobil narvonlari 1848 yil mart oyidan boshlab. Ikkala poytaxt o'rtasida har ikki yo'nalishda ham eng tezyurar poyezdlar biroz ko'proq harakat qilishdi12 1⁄2 soat; Sharqiy sohilga sayohat Tvid va Taynda ikkita qayta yuklashni o'z ichiga olgan.[9] va ular orasida arzonroq paroxod xizmati Leyt va London hali ham yo'lovchi tashishning asosiy qismini egallab oldi.[17]

Mineral tashishlar, xususan Lotian ko'mir koni, eng katta daromad manbai edi, garchi G'arbiy Sohil bandargohlariga etkazib berish va Monklendda rivojlanayotgan temir eritish sanoati muammoli edi.

Learmontning qulashi

Shimoliy Britaniya temir yo'lining raisi Jon Lirmont edi. Boshidanoq u Shimoliy Britaniya temir yo'lining kengayishi oldinga siljish yo'lidir va u boshqaruvdagi ittifoqchilar bilan boshqa temir yo'llarga obuna uchun shaxsan o'zi va kompaniya orqali katta mablag 'sarflagan. Ba'zi hollarda bu tizimni foydali ravishda kengaytirishi kerak edi, lekin ko'p hollarda raqib chiziqlarini, ayniqsa Kaledoniya temir yo'lini chetlab o'tish kerak edi. Bir muncha vaqt aksiyadorlarning fikri u bilan bo'lgan, ammo vaqt o'tishi bilan majburiyatlarning ko'lami oshkor bo'lgandan keyin bezovtalik paydo bo'ldi. 1851 yilda Shimoliy Britaniya temir yo'lida 25 funt sterlingli aktsiyalar 6 funt sterlingdan (2019 yilda 662 funtga teng) savdoga qo'yildi.[18] 1851 yildagi aksiyadorlar yig'ilishida ta'kidlanishicha, Kompaniya tarmog'i 89 milya bo'lganida, uning daromadi 39304 funtni tashkil qilgan. Endi tarmoq 146 milni tashkil etdi va daromad 39 967 funtni tashkil etdi (2019 yilda 4 408 282 funtga teng).[18] Katta miqdordagi mablag'lar muvaffaqiyatsiz bo'lgan korxonalarda hisobdan chiqarilayotganda, yangilariga esa bir xil miqdorda mablag 'qidirilmoqda. Ba'zi aktsiyadorlar Jorj Xadsonning 1847 yilda kompaniya uchun 8 foiz taklif qilganini eslashdi, ammo u rad etilgan edi. Ta'kidlanishicha, Kaledoniya temir yo'li o'z tizimini kattalashtirishga teng ravishda qaror qilgan, ammo buni avvaliga katta to'lovlardan qochib, kichikroq kompaniyalarni ijaraga berish yo'li bilan amalga oshirgan.

1852 yil boshida imtiyozli aksiyalarning yangi chiqarilishi muvaffaqiyatsizlikka uchradi va mart oyida bo'lib o'tgan aktsiyadorlar yig'ilishida ikkita direktor iste'foga chiqdilar va Learmonth u ham o'z vaqtida borishini e'lon qilishga majbur bo'ldi. Bu juda qiyin bo'lgan pozitsiya edi va 1852 yil 13-mayda u iste'foga chiqdi. Jeyms Balfour egallab oldi, lekin Balfour bu rolga unchalik mos kelmadi va u shimoliy inglizlarning harakatiga unchalik ta'sir qilmadi. U ham kompaniyani tark etdi va 1855 yilda Richard Xojson egalladi. Uning vazifasi dahshatli edi; bir muncha vaqt oddiy aktsiyadorlarga dividend to'lanmadi.[2]

1856 yil sentyabrga kelib Xojson kengashdagi qarama-qarshi fraktsiyani barbod qildi va operatsion xarajatlar 44% gacha kamaydi. 1856 yil 15-iyulda bo'lib o'tgan aktsiyadorlarning maxsus yig'ilishida u kompaniyaning aktsiyalari chiqarilishini va yig'ilgan pullar bilan qarzni to'lashni ta'minlab, Kompaniyaning pul hisobvarag'i qabul qilinganligini e'lon qildi: u biroz muddat oldin Kompaniyaning qarzdan ozodligini e'lon qildi. .[19] Oddiy aktsiyadorlar 2,5% dividend olishadi.

Chegaralardagi chiziqlar

1856 yil aprelda mustaqil Selkirk va Galashiels temir yo'li o'z qatorini ochdi, u NBR tomonidan ishlaydi; bunga 1856 yil iyulda Jedburg temir yo'li, Roxburgdagi NBR bilan bog'lanib, shuningdek, NBR tomonidan ishlagan. Selkirk liniyasi 1859 yilda NBR, 1860 yilda esa Jedburg temir yo'li tomonidan qabul qilindi.[4]

Xodjson Lermontning Xavikdan Karlaylgacha etib borish ustuvor vazifa ekanligini takrorladi. Kaledoniya temir yo'lining Carlisldan Hawickgacha o'z tarmog'ini qurish niyatida, so'ngra mustaqil tomonidan suv loyga botdi. Chegara tumanlari temir yo'li. Bu Hexham-dan spekulyativ chiziq edi Nyukasl va Karlisl temir yo'li, taxmin qilinadigan minerallarga boy hududlarga shimolni urish. 1854 yilda ruxsat berilgan va 1858 yilda Xollerfordgacha ochilgan; uning ahamiyati Carlisle va Hawick o'rtasidagi hududga kirish imkoniyati edi: 1857 yilda u Hawick liniyasiga qo'shilish uchun parlamentga qonun loyihasini taqdim etdi. Bu muvaffaqiyatsiz tugadi, ammo Xojson NBR aktsiyadorlarini 450,000 funt sterling (2019 yilda 43,245,200 funtga teng) ovoz berishiga sabab bo'ldi.[18] Hawick-dan Carlisle kengaytmasi uchun; uning ishontirish kuchi shunday edi.[20] Biroq 1858 yil sessiyasida parlamentga taqdim etilgan qonun va raqobatdosh Kaledoniya temir yo'l qonun loyihasi rad etildi.[2]

Hojson o'zaro rad javobini qo'llagan holda, Kaledoniyaliklar bilan ittifoq tuzishga harakat qildi. Uning maqsadi, shubhasiz, Carlisle orqali janubga kirishga erishish edi, ammo kaledoniyaliklar buni ko'rib, uni rad etishdi. NBR 1859 sessiyasida Carlisle liniyasi uchun yangi qonun loyihasini taqdim etdi. Hojson, kelgusida bo'lganlar bilan sotib olish to'g'risida kelishib olgan edi Port Carlisle dock va temir yo'l kompaniyasi va Carlisle and Silloth Bay Railway and Dock Company. Ushbu chiziqlar Karlisl stantsiyasiga, Karlisl Citadel stantsiyasidagi Kaledoniya temir yo'liga va Sillotga g'arbiy qirg'oq portiga ulangan. 1859 yil 21-iyulda Carlisle kengaytmasi (endi Chegara ittifoqi temir yo'li ) va Carlisle kichik temir yo'llarini sotib olishga ruxsat beruvchi qonun Royal Assent-ni oldi. Xuddi shu kuni Chegara tumanlari temir yo'li vakolatli edi; uni Hodson qo'llab-quvvatlagan edi, u Nyukaslga mustaqil ravishda kirishni ko'rgan Shimoliy Sharqiy temir yo'l. U 1860 yilda NBR tomonidan so'rilgan.[2][21][22]

Ning qurilishi Chegara ittifoqi temir yo'li sekin edi; Longtowndan unchalik uzoq bo'lmagan Karlilldan Skotch Deykgacha tovarlarni ekspluatatsiya qilish 1861 yil 11 oktyabrda boshlandi va butun yo'nalish 1862 yil 23 iyunda tovar poezdlari uchun va 1862 yil 1 iyulda yo'lovchilar uchun ochildi. Chegaradagi tumanlar temir yo'llari xuddi shu kunlarda ochildi. . Chegara o'lkalari qo'shildi Nyukasl va Karlisl temir yo'li Hexham-da (N&CR). Shimoliy-Sharqiy temir yo'l N&CR-ni o'zlashtirmoqchi edi va NBR o'z vakolatlarini almashib o'z muxolifatini qaytarib olishga rozi bo'ldi. NBR BCR liniyasi orqali Nyukaslga vakolatlarni qo'lga kiritdi. Bu juda muhim maqsad bo'lib tuyuldi, garchi ikki chegara chizig'i bo'ylab o'tish yo'li uzoq va mashaqqatli edi. Ayirboshlash shuni anglatadiki, NER Bervikdan Edinburggacha ishlaydi. Agar Xojson bu adolatli almashinuv ekanligiga ishongan bo'lsa, u tez orada ishonchdan xalos bo'ldi, chunki NER endi asosiy yo'nalishda Edinburgga yo'naltirilgan tovar va yo'lovchi poezdlari orqali o'tishga muvaffaq bo'ldi.[22][23]

Xodjsonning Karlisl aloqasiga ishonishi ham asossiz edi; bron qilish va Carlisle janubida ishlash uchun imkoniyatlar rad etildi.[24] Kapital majburiyati yana Kompaniyaning moliyaviy resurslarini yomonlashtirdi va dividend 1% ga tushib ketdi.[2]

Chegara ittifoqi liniyasi, tez orada Waverley yo'nalishi 1861 yildan boshlab bosqichma-bosqich ochilib, 1862 yil 1-avgustda ochildi. O'rta oraliq aholi soni cheklangan edi va Kaledoniya temir yo'llari yo'lovchilar uchun ishlarni tashkil qilish yoki hattoki bron qilish orqali tartibga solishga urinib ko'rdi va tovar aylanmasi NBRdan uzoqlashtirildi. NBR yuklarni jo'natish uchun Silloth bilan uzluksiz aloqasidan foydalangan, ammo hozircha uning xarajatlarini hisobga olgan holda chiziq shubhali ahamiyatga ega edi. Bu qadar emas edi Midland temir yo'li ni yakunladi Settle va Carlisle liniyasi 1875 yilda (tovarlarga nisbatan: yo'lovchilar tashish 1876 yilda boshlangan), Shimoliy inglizlar Carlisle-da ingliz sherigi bo'lgan.

1865 yilda Bervikshir temir yo'li 1863 yilda St Bosuellsdan Dansgacha (keyinchalik Douns deb yozilgan) o'z yo'nalishining bir qismini ochdi va 1865 yilda marshrutni tugatdi. Ushbu liniya NBR tomonidan ishlangan va avvalgi Dans shoxobchasi bilan doimiy marshrutni tashkil etgan. Bervikshir temir yo'li NBR tomonidan katta qo'llab-quvvatlandi, ehtimol Kaledoniya temir yo'lini okrugdan tashqarida ushlab turish uchun strategik chora. NBR uni 1876 yilda o'zlashtirdi.[15]

Sotib olishlar yana

1862 yilgacha bo'lgan Xodjsonning boshqaruvi yaxshilanishi tufayli moliyaviy ahvol ancha yaxshilandi. 3 foizgacha bo'lgan oddiy aktsiyalar bo'yicha dividendlar muntazam bo'lib qoldi.

Geografik kengayish istiqbolli do'stona filial tarmoq kompaniyalarining parlamentdagi depozitlarini moliyalashtirish bilan cheklandi va ularning yo'nalishlarida ishlash uchun vaqtincha shartnomalar tuzildi. Edinburg atrofidagi Dalkeith liniyasi ulanishlariga ba'zi o'zgarishlar kiritildi, shu jumladan Leyt chizig'i va Musselburg liniyasini to'g'ridan-to'g'ri Portobello va Wanton devorlaridagi asosiy chiziqdan oziqlantirish.[2]

1861 yil iyuldan Piblz temir yo'l liniyasi ijaraga berildi. 1862 yilda katta mukofot qo'lga kiritildi: Edinburg va Shimoliy temir yo'l kelib chiqishi bilan kengayib borgan va endi Edinburg, Pert va Dandi temir yo'llari sifatida o'z nomidagi joylarni parom bilan kesib o'tish bilan bo'lsa ham bog'lagan. To'rtinchi Firth va Tayning Firthi. EP&DR-ning Stirlingdan Dunfermline-ga yuqori mahsuldor ko'mir konlari orqali filiali bo'lgan va u allaqachon o'zlashtirgan Fife va Kinross temir yo'li va Kinross-shire temir yo'li.[25][26] Xuddi shu yili shimoliy inglizlar Fife Railway and Harbor Company kompaniyasining g'arbiy qismida, minerallarga boy joylar va Charlestown portiga qo'shimcha kirish imkoniyatini beradi.[27]

1864 yildan 1866 yilgacha: kuchli boshlanish, keyin falokat

1865 yilda NBR tizimi

Chegara ittifoqi temir yo'li to'liq ochilgandan buyon Port Carlisle temir yo'lining Kanal stantsiyasida yo'lovchi poezdlari to'xtadi. 1864 yilga kelib bu yo'nalish ikki yo'l bo'lib o'tdi va 1864 yil 1 iyuldan boshlab Kaledoniya temir yo'lining Citadel stantsiyasida to'xtash uchun yo'lovchi poezdlari yo'naltirildi. Moliyaviy ahvol biroz yaxshilandi va avgust oyida oddiy aktsiyalar bo'yicha 2 foizli dividend e'lon qilindi. Kelajakda ko'proq hayajon bor edi: Edinburg va Glazgo temir yo'llari bir necha yillar davomida Kaledoniya temir yo'li bilan qo'shilishga tayyor turgandek tuyulgan edi, ammo endi bu narsa, xuddi shu bilan birga Monkland temir yo'llari, NBRga qo'shilishadi. Edinburg va Glazgoda sezilarli tizim mavjud edi, shu jumladan Stirling dan Dunfermline liniyasi va Bathgate va Morningside liniyalari; bundan tashqari u ishlaydi Glazgo, Dumbarton va Helensburg temir yo'li. Monklend temir yo'llari 1848 yilda bir necha eski "ko'mir temir yo'llari" ning birlashishi natijasida vujudga kelgan edi Airdrie va Koatrij. Ularning asosiy faoliyati hanuzgacha mineral trafik edi va ularning operatsion xarajatlari katta bo'lsa-da, ular qulay foyda olishdi.

1865 yil 4-iyulda birlashishga ruxsat beruvchi qonun qabul qilindi va u 31-iyulda Edinburg va Glazgo temir yo'llari va Monkland temir yo'llari o'rtasida bo'lib o'tdi va ertasi kuni birlashgan kompaniya shimoliy inglizlar tomonidan singib ketdi. Ba'zi sharhlovchilar E&GR NBRni o'zlashtirishi mumkin deb taxmin qilishgan bo'lsa-da, haqiqat shundaki, yangi kengash 13 ta sobiq NBR direktorlari va ikkita E&G kishidan iborat edi. NBR odatdagidek yakshanba kunlari poezdlarni qatnay boshladi va E&GR magistral liniyasida buni boshladi. Bu sabbatariyaliklarning yangi noroziliklarini keltirib chiqardi, ammo NBR bu boradagi pozitsiyasida qoldi.

Eslatib o'tilgan temir yo'llar singari, birlashish shimoliy inglizlarga Glazgo Ittifoqi temir yo'lining shahri keyinchalik qurilish bosqichida bo'lgan. Tugallangandan so'ng, ushbu yo'nalish Shimoliy Britaniyaga General Terminusdagi Klaydda yuk tashish uchun ruxsat beradi General Terminus va Glazgo Makoni temir yo'li.[2][28]

NBR 1865 yil yoziga kelib, taxminan 450 milya (720 km) yo'nalishga ega bo'lib, deyarli teng ravishda ikki kishilik va bitta trekka bo'lingan. Bundan tashqari, u mustaqil kompaniyalar uchun yana 40 milya (64 km) yakka yo'lni ishladi.[29]

1866 yilda Kaledoniya temir yo'li bilan taqqoslash shuni ko'rsatdiki, kompaniya yaxshi holatda edi:[30]

1866Shimoliy Britaniya temir yo'liKaledoniya temir yo'li
Ustav kapitali£16,687,620£17,429,181
Chiziq uzunligi (milya mil)735673
Yo'l harakati ma'lumotlari£1,374,702£1,784,717
qaysi yo'lovchi£561,185£638,376
mol va chorva mollari£813,517£1,146,341
Yo'lovchi poezdining yurishi2,577,6142,699,330
Tovarlar masofani bosib o'tishadi3,571,3353,976,179
lokomotivlar367479
yo'lovchilar uchun mo'ljallangan transport vositalari12611068
transport vositalari16,27713,505

1866 yil bahorida Hojson oddiy aktsiyalarga 3% dividend e'lon qildi, ammo aksiya narxi pasayishda davom etdi. 1866 yil kuzida Hojson yana 3 foizli dividend taklif qilayotgan edi, ammo kompaniyaning yangi kotibi Jon Uolker moliya qo'mitasini NBR moliyaviy ahvoli to'g'risida ogohlantirdi. Imtiyozli aktsiyalarning yangi chiqarilishi boshlandi va qarzdorlik foizlari va imtiyozli aktsiyalar kafolatlangan dividendlarni to'lash imkonsiz bo'ldi. Ko'rinib turibdiki, bu yangi kapitaldan dividend to'lashga qaratilgan; Ushbu vahiydan keyin Shimoliy Britaniyaning oddiy aktsiyalari bir kechada 8 foizga tushib ketdi. Hisob-kitoblarning soxtalashtirilganligi va soxtalashtirilganligi keng tarqalgan bo'lib, ularning hammasi Hojsonning eshigi oldida ochilgan va bu haqda 1866 yil 14-noyabrda Maxsus Umumiy Yig'ilishda xabar qilingan.

Hojson qatnashmadi; Buning o'rniga u iste'foga chiqish to'g'risida xat yubordi va uning mavjud bo'lishiga to'sqinlik qilgani uchun yomon bosh og'rig'ini aybladi. Sobiq rais Jon Balfur yig'ilishga raislik qildi. Tergov qo'mitasi uzoq muddatli hisobotni taqdim etdi, unda mavjud bo'lganligi to'g'risida bayonot mavjud

aksiyadorlarga ko'rsatib berish va ular orasida mavjud bo'lmagan va olinmaganligi ma'lum bo'lgan daromadlarni taqsimlash uchun shunchaki har yili hisoblarni soxtalashtirish emas; ammo bu soxtalashtirilgan yarim yillik daromadlar to'g'risidagi hisobotni va ishlarning umumiy noto'g'riligini qo'llab-quvvatlash maqsadida vaqti-vaqti bilan boshlangan va olib boriladigan xayoliy hisoblarni ehtiyotkorlik bilan va eng mohirona to'qish edi.[31]

Kengash iste'foga chiqdi, davomiylik uchun faqat to'rttasi qoldi va oldingi hisobotlar va e'lon qilingan dividendlar bekor qilindi. Hech qanday dividend to'lanmadi va ularning o'rniga "to'laguniga qadar" 4% foizli garovlar berildi, uchrashuv tabiiy ravishda uzoq va ba'zan bo'ronli bo'lib o'tdi; so'zma-so'z hisobot ertasi kuni Glasgow Herald-ning ikki yarim sahifasini egalladi.[32]

1866 yil 12-dekabrda Kompaniyaning vaqtinchalik raisi xabarnomani e'lon qildi, unda 5,8 foiz imtiyozli aktsiyalarni 1 875 625 funt sterling miqdorida (2019 yilda 175 038 900 funtga teng) chiqarish niyatida,[18] Kompaniyaning barcha moliyaviy majburiyatlarini qoplash. 22 dekabrda Glasgow Heraldda sakkiz qatordan iborat bo'lib, vaqtinchalik rais o'rnidan turdi va Kippendavidan Jon Stirling rais etib tayinlandi.[33][34]

1866 yilda temir yo'l menejmenti otashinlari orasida yangi yo'nalish Monktonxoll Smeaton orqali Dalkeytga ochildi,[35] kabi Blan vodiysi temir yo'li. Ikkinchisida yo'lovchilarga xizmat ko'rsatish 1867 yilgacha boshlangan edi Esk Valle temir yo'li.[36]

Kippendavi boshchiligidagi shimoliy inglizlar

Kompaniya endi mavjud bo'lgan tarmoq bo'yicha daromadlarni oshirishga intildi. Kaledoniya temir yo'li bilan yaqinlashishga erishildi - Kippendavi ushbu temir yo'l boshqarmasidan kelgan - va o'z oldiga majburiyatlar Glazgo Ittifoqi temir yo'lining shahri osonlashtirildi. (Bir vaqtlar NBR-ga nisbatan ittifoq doirasida chiziqda ancha kengaytirilgan terminadan foydalanish to'g'risida fikrlar bo'lgan Glazgo va Janubiy G'arbiy temir yo'l, lekin xarajat juda katta bo'lar edi va endi uni davom ettirish mumkin emas edi.

1867 yil 12 sentyabrda bo'lib o'tgan aksiyadorlar yig'ilishida 1 875 625 funt sterling (2019 yilda 167 302 400 funtga teng) bilan kelishilganligi to'g'risida xabar berildi.[18] allaqachon aniqlangan qarz; lekin

Kompaniya yangi liniyalarni qurish bo'yicha majburiyatlarni o'z zimmasiga oladi, bu esa yana 2,600,000 funt sterlingni tashkil etadi. Bu[tushuntirish kerak ] ushbu javobgarlikni cheklash uchun juda muhimdir ... lekin [Direktorlar] ishlarni tartibsiz tark etishni maqsadga muvofiq deb hisoblamaydilar. Shunga ko'ra, ba'zi bir kutilmagan ishlarni alohida korxonalar tarkibiga kiritish uchun Moliya to'g'risidagi qonunda qoidalar berilgan ... Mahalliy partiyalar uchun Direktorlar ma'lum tumanlarning turar joylari uchun zarur bo'lgan tarmoq liniyalarini qurish uchun obuna qidirishlari kerak. bu kabi ishlar darhol amalga oshiriladimi yoki yo'qmi, mahalliy manfaatlarga mos keladigan katta chora.[37]

Kaledoniya temir yo'li bilan daromadlarni taqsimlash to'g'risidagi bitim

Kaledoniyaliklar bilan yaxshilangan aloqalarga asoslanib, Kippendavie ushbu kompaniya bilan 1868 yil 16-yanvarda daromadlarni taqsimlash bo'yicha kelishuvga erishdi; moliyaviy kelishmovchilik tufayli kechiktirilgan NBR loyihalari bo'yicha vaqtni uzaytirishga qarshi turish kelishuvga kiritilgan.[38]

1869 yilga kelib Kaledoniyaliklar bilan NBR yana to'qnashdilar; hozirgi asosiy masala Waverley Marshruti va unga tegishli trafik ulushi edi. Ma'lum bo'lishicha, kaledoniyaliklar yashirincha London va Shimoliy G'arbiy temir yo'l 1867 yilda; kelishuv Shimoliy Britaniyani deyarli barcha tovar aylanmasidan chetlashtirdi va uning oshkor qilinishi yaxshi hissiyotga putur etkazdi: haqiqatan ham kaledoniyaliklar Uaverli marshrutini qiyinchiliklar manbai qilish uchun qo'llaridan kelganicha harakat qilishdi. 1869 yil oxiriga kelib daromadlarni taqsimlash to'g'risidagi bitim o'lik xat edi.[2]

Moliyaviy takomillashtirish va tarmoq yo'nalishlari

1868 yil 22-maydan boshlab Pirshill orqali sobiq Edinburg Leyt va Granton temir yo'liga yangi aloqa ochildi; Shunday qilib, Fayton va Leytga parom bilan yo'lovchilar tashish uchun foydalaniladigan Grantonga zamonaviyroq, ammo ancha tartibli yondoshish mos ravishda tovarlar uchun. Glazgo Ittifoqi temir yo'llari byudjeti o'z ishini sust bajargan va byudjetdan ortiqcha mablag 'sarflagan; ammo NBR kollejda munosib tovar stantsiyasini olishga umid qilar edi, shuning uchun Glasgow liniyasiga qadar Coatbridge-ni qurishga majburiyat oldi. 1868 yil davomida kompaniyaning moliyaviy holatini nazorat ostiga olish borasida barqaror yutuqlarga erishildi va 1869 yil yanvaridan boshlab naqd dividendlar va orderlar bo'yicha to'lovlar kelajagi haqida e'lon qilindi.

1870 yilda Klidbridge - Glazgo birinchi navbatda Gallowgate-ga 1871 yilda kollej stantsiyasi ochilguncha, NBR Airdrie orqali Glazgo yo'lovchilarga xizmat ko'rsatishga qodir bo'lgan Edinburgni ishga tushirganda ochildi.[2]

Shimoliy Sharq tomonidan yugurish orqali

1869 yil 1-iyundan Shimoliy-Sharqiy temir yo'l o'z dvigatellarini yo'lovchi poezdlarida Edinburggacha olib borishni boshladi; kelishuv 1862 yilda Chegaraoldi davlatlari kelishuvlarining bir qismi sifatida kelishilgan. Iyul oyidan boshlab NER yo'lovchi poezdlari orqali harakatlanardi. NBR NERga bir millik shiling to'lagan va tushumdagi o'z ulushini saqlab qolgan.

Shimoldan Aberdinga

NBR uzoq vaqtdan beri Aberdinga mustaqil ravishda etib borishga intilgan va 1862 yilda Edinburg, Pert va Dandi temir yo'llarini sotib olish bunga qadam bo'lgan. Kaledoniya temir yo'li va Shotlandiya shimoliy-sharqiy temir yo'lining 1866 yil birlashishidan kelib chiqadigan kelishuv NBR kaledoniyaliklarning parlament qarshiligisiz shimoliy yo'nalishni taklif qilish huquqiga ega. Endi 1870 yil noyabrda Milliy bank ushbu yo'nalish bo'yicha prospektni e'lon qildi Shimoliy Britaniya, Arbroat va Montrose temir yo'li; uning byudjeti 171,580 funt sterlingni tashkil qilishi kerak edi (2019 yildagi 16 540 000 funtga teng),[18] va u o'z ichiga oladi Montrose va Bervi temir yo'li 1865 yilda ochilgan.[39]

1872 yil 18-avgustda NBR tomonidan qabul qilinishi uchun parlament vakolati berildi Lesli temir yo'li, Markinchdagi filial liniyasi.[4]

Besh qatorlar

Fayfning g'arbiy qismida dastlabki minerallar Dunfermline atrofida bir qator mineral tramvay yo'llari va qisqa temir yo'llarni yaratishga olib keldi. Ular birlashib Fayf mineral temir yo'lining g'arbiy qismida va ushbu kompaniya 1862 yilda NBR tomonidan o'zlashtirildi.[4]

1862 yilda Edinburg, Pert va Dandi temir yo'llarini sotib olish bilan NBR ko'mirga boy bo'lgan erlardan o'tib, Torntondan Dunfermline yo'nalishini oldi. Edinburg va Glazgo temir yo'li olib qo'yilgach, NBR Alloa orqali o'tib, Stirling-dan Dunfermline yo'nalishigacha etib bordi va G'arbiy Fayf ko'mir konida o'z o'rnini yanada mustahkamladi. Ko'mirning asosiy qismi eksport qilish va bozorga qirg'oq transporti uchun Burntislandga yuborilgan. Burntisland parom porti sifatida ishlab chiqilgan, ammo eksport uchun tobora ko'proq foydalanilgan va Fayfdagi eng muhim portga aylangan.

Fayfning sharqiy hududi baliqchilik va qishloq xo'jaligiga javoban temir yo'llarni erta rivojlantirgan edi: foydali qazilmalarni qazib olish keyinchalik kuzatilishi kerak edi va bu juda muhim ahamiyatga ega bo'ldi. Mustaqil Sent-Endryus temir yo'li 1852 yilda Leucharsdagi kavşaktan ochilgan edi.[40] Fife temir yo'lining Leven va Sharqiy qismlari avvalgi ikkita temir yo'ldan tashkil topgan va Torntondan Leven va Anstrutergacha o'tgan, ammo bir muncha vaqt portlar bilan qoniqarli aloqalarsiz. Ikkala temir yo'l ham juda arzon edi va bu qurilish uchun mablag 'topishga yordam bergan bo'lsa-da, u eskirgan yo'lni yangilamay qoldi va ikkalasi ham 1877 yilda NBR tomonidan o'zlashtirilishiga kelishib oldilar. Ikki yo'nalish orasidagi qishloq xo'jaligi maydoni kesib o'tildi. Anstruther va St Andrews temir yo'li tomonidan, lekin u ham yolg'iz davom eta olmadi va kompaniya 1883 yilda NBRga qo'shilishga rozi bo'ldi.[41][42]

Fayfning sharqiy qismida ko'mir qazib olish hajmi oshgani sayin, ilgari temir yo'l orqali xizmat ko'rsatilmaydigan joylarda yangi konlar ochildi va NBR ko'mir ustalarining talablariga javob bermadi. Ushbu norozilik 1881 yilda ochilishiga olib keldi Vemiss va Bakxaven temir yo'li, hududdagi er egalari Vemiss oilasi tomonidan mustaqil ravishda qurilgan. Torntonda NBR bilan bog'langan Wemyss va Buckhaven liniyasi. Leven va Metilda Sharqiy Fayf kolleriyalariga bevosita qo'shni portlar bor edi, ammo NBR ko'mirni Burntislandga olib borishni ma'qul ko'rdi, bu esa yanada yomon his-tuyg'ularni keltirib chiqardi va Metil Makonini mustaqil ravishda rivojlantirishga harakat qilindi. NBR istaksiz ravishda rozi bo'ldi va 1889 yilda Vemiss va Bakxaven yo'nalishini egallab oldi va Metil Makonini rivojlantirdi.[43][44][45][46]

Kaledoniyalik bilan birlashishni taklif qildi

Kaledoniya temir yo'li bilan aloqalar yana yaxshilandi va 1871 yilning ikkinchi yarmida birlashish g'oyasi paydo bo'ldi. Ikki kompaniyaning kengashlari 1871 yil 29-noyabrda birlashish to'g'risida kelishib olgach, bu g'oya aniq bo'ldi.

Biroq, NBR aktsiyadorlari buni shubha bilan qabul qilishdi; oldingi taklif rad etilgan edi, chunki NBR ulushi guruh daromadining atigi 45,5 foizini tashkil qiladi; endi Kengash ularga faqat 39 foiz beradigan sxemani qo'llab-quvvatladi. Ma'lumotnoma yilidagi yangilanishlar (taqsimotni hisoblash uchun) ortib borishi NBR sof tushumini mutanosib ravishda tushkunlikka tushirish taklif qilindi.

Yig'ilishdan so'ng aktsiyadorlarning dushmanligi to'xtamadi va 1872 yil 2-fevralda Boshqaruv ushbu taklif endi amalga oshirilmasligini e'lon qildi. Kaledoniyalik "biz, shubhasiz, eski raqobatni yangilaymiz", deb jahl bilan munosabat bildirdi.[2][47][48]

Filial chiziqlari

1872 yil 18-avgustda to'lov qobiliyatsiz NBR tomonidan so'rilishi uchun parlament vakolati berildi Northumberland Markaziy temir yo'li.[49]

The Penicuik temir yo'li 1872 yilda ochilgan va Edinburg, Loanhead va Roslin temir yo'li 1873 yildan bosqichma-bosqich ochilgan; ikkala yo'nalish ham NBR tomonidan ishlangan. 1874 yilda Whiteinch temir yo'li ochildi, shuningdek, NBR tomonidan ishlangan va juda uzoq homiladorlik davridan keyin Stobkross temir yo'li, KBRdagi yangi Queens Dock-ga kirish huquqini beruvchi NBR filiali; dokning o'zi ham qurilishda uzoq vaqt talab qilar edi va u 1877 yilgacha to'liq ochilmadi.[2]

1875 yilning birinchi kunida Devon vodiysi temir yo'li NBRga tegishli edi.

1876 ​​yilda Peebles temir yo'li so'rildi,[50] kabi edi Bervikshir temir yo'li[15] va Penicuik temir yo'li.[25][50]

1877 yil 1-noyabrda Glazgo, Botuvel, Xemilton va Kotbridj temir yo'li Shettlstondan ochildi. U NBR tomonidan ishlangan va 1878 yilda uni o'zlashtirish bo'yicha kelishuvga erishilgan. Uzoq chiziq ko'mir ko'p bo'lgan Kaledoniya temir yo'li hududiga kirib bordi.[4] 1878 yil fevralda Shimoliy Monkland temir yo'li ochilgan, shuningdek, asosan minerallarni qayta ishlashga mo'ljallangan.[51]

1879 yilda Kelvin vodiysi temir yo'li ochilgan; asosan minerallarni Kilsitdan olib kelishni maqsad qilgan bo'lsa ham, NBR uni ishtiyoq bilan kutib olmadi, ammo u ishladi.[25]

Ko'proq moliyaviy qiyinchiliklar

1873 yildan boshlab operatsion xarajatlar tushumga qaraganda ancha tez o'sdi va NBR oddiy aktsiyalarga dividend to'lashni to'xtatdi, bu o'sha paytdagi yagona Shotlandiya temir yo'li. Vaziyatni nazorat ostiga olish uchun birgalikda harakat qilindi va 1875 yil sentyabr oyida bo'lib o'tgan aksiyadorlar yig'ilishida 4 foizli dividend e'lon qilindi.

Midlend temir yo'lining Karlislga borishi

1875 yil sentyabrda Settle va Carlisle liniyasi ochildi, nihoyat Midland temir yo'li Carlisle-ga o'z kirish huquqi. Midland Shimoliy Britaniya temir yo'lining tabiiy sherigi bo'lib, Karlayl orqali o'tadigan marshrut orqali raqobatdoshlikni shakllantirgan. Biroq, yo'lovchilar bilan ishlash keyingi yilga qadar kutishga to'g'ri keldi.

Tay va Forthni kesib o'tish

Asosiy maqola: Tay temir ko'prigi
Tay ko'prigi

On 31 May 1877 the Tay Bridge was formally opened. This resulted in a huge realignment of NBR train services; until that date NBR passengers had crossed the Tay by ferry, finally reaching Dundee over the Dandi va Arbroath temir yo'li, aligned to the Caledonian Railway. The Dundee and Arbroath now became jointly owned between the Caledonian and the NBR, as part of Parliamentary safeguarding of the NBR's ultimately semi-independent route to Aberdeen.

The triumph turned to disaster on 28 December 1879 when the bridge partly collapsed; the event is referred to as the Tay ko'prigi halokati. 74 or 75 persons perished in a train that fell into the Tay. As well as the human tragedy, this was a huge shock to the North British Railway, which was planning the construction of a Forth Bridge at the time, enabling it finally to get an independent line from Edinburgh to Dundee. The Company resolved immediately to rebuild the Tay Bridge; at first it was presumed that this would be repair and reconstruction. The Tay Bridge had been designed by the engineer Thomas Bouch, and the proposed Forth Bridge was also designed by him. As enquiries proceeded, Bouch's shortcomings in the Tay Bridge became more apparent and his Forth Bridge design was not proceeded with. The planned restoration of the Tay Bridge became the planned construction of a new bridge. It was to be double track, and of course wholly the responsibility of the North British Company. On 18 July 1881 the Parliamentary Bill for the replacement Tay Bridge received Royal Assent, and the gloomy mood was dispelled.

On 10 June 1887 the first passenger train passed across the new Tay Bridge, and a full public service started from 20 June 1887.

The onward route towards Aberdeen had been being prepared, and in March 1881 the line between Arbroath and Kinnaber Junction, north of Montrose, was opened. With the replacement Tay Bridge this was to give the NBR more control over its trains to Aberdeen, although they still had to use running powers over the Caledonian Railway north from Kinnaber, and as yet there was no Forth Bridge.[2][4]

Asosiy maqola: To'rtinchi ko'prik
The Forth Bridge – a joint undertaking; the NBR had a 35% share

At the time of the fall of the first Tay Bridge, plans for the Forth Bridge were well advanced. Thomas Bouch had been responsible for both designs, and as his culpability in the fall of the Tay Bridge became exposed, the work on the Forth Bridge was suspended. A search for a new design was agreed upon, and the cost of the work was to be shared. The Forth Bridge Railway Company would construct the bridge, and the Company would be wholly owned by the North British Railway (30%), the Midland temir yo'li (32.5%), the Shimoliy Sharqiy temir yo'l (18,75%) va Buyuk Shimoliy temir yo'l (18.75%).

The North British Railway was to reapply for powers to build the Glenfarg chizig'i, upgrading the secondary lines through Kinross and connecting from Kinross to Perth, and to build from Inverkeithing to Burntisland to enable Fife coast trains to reach the bridge. New routes were required on the southern shore of the Forth as well, to connect Edinburgh and Glasgow more directly to the bridge.

On 4 March 1890 the Forth Bridge was opened. Until that date the NBR had conveyed passengers and goods into Fife by ferry across the Firth of Forth. The opening of the bridge transformed the railway geography of Fife and the Lothians, but the North British Railway had been slow in forming the approach railways to serve the new crossing, and at first only local trains could use it. FUll opening was delayed until 2 June 1890, when the new line from Corstorphine (later called Saughton Junction) to Dalmeny, and the improvements to the lines in Kinross tayyor edi. The NBR now—at last—had a first class line to Perth via Cowdenbeath, Kinross, and the new Glenfarg line; they also had a new line from Inverkeithing through Burntisland.

The approach railways were now complete, but considerable volumes of bad publicity resulted from the inadequate state of Edinburgh Waverley station. Many trains now attached and detached portions and vehicles in the station, and the track layout and platform accommodation was grossly inadequate. The NBR's partners in the Forth Bridge Company had, like the NBR itself, invested vast sums of money in the bridge, and they were dismayed to see the critical press coverage now that their investment had at last been completed.[2][4]

North Clydeside

When the North British Railway absorbed the Edinburgh and Glasgow Railway in 1865, it acquired the former Glasgow, Dumbarton and Helensburgh Railway giving access to the important industrial area of Dumbarton, and the Leven daryosi.[52] The steamer trade on the Clyde was encouraged, and from 1882 the NBR opened a pier at Craigendoran, earlier attempts to build a connecting railway through Helensburgh to the existing pier there having been frustrated.

1863 yilda Glasgow va Milngavie Junction temir yo'li was opened, encouraging residential travel in the developing suburbs.

The Clyde Commissioners were building what became the Queens Dock at Stobcross, and the NBR were anxious to ensure an efficient railway connection to it; bu bo'ldi Stobkross temir yo'li which opened in 1874, in fact before the inauguration of the dock.

Further west the line ran parallel to the Clyde but at some distance from it, and in the following years much industry developed on the banks of the Clyde, in many cases displaced from Glasgow itself. The Whiteinch temir yo'li was opened in 1874 to serve a local industrial area; it was worked by the NBR and eventually absorbed in 1891. The Stocbcross Railway formed a departure point for the Glazgo, Yoker va Klaydbank temir yo'li (GY&CR) which ran closer to the Clyde and served the continuing industrial move westward. The GY&CR was absorbed by the NBR in 1897, when the line was extended from Clydebank to join the Helensburgh line at Dalmuir, forming a loop.

Ayni paytda, Glazgo shahar va tuman temir yo'llari had opened in 1886; also nominally independent but sponsored by the NBR and absorbed by the NBR on opening day, the line ran east–west through the city of Glasgow, with a new low level station at Queens Street. The line transformed suburban services: local branch trains no longer needed to terminate in Queen Street (High Level) station, but simply ran through the city.

For many years the NBR had a monopoly of the increasing lucrative traffic on North Clydeside, but eventually the Lanarkshire and Dumbartonshire Railway, nominally independent but sponsored by the Kaledoniya temir yo'li, was built, opening in stages between 1894 and 1896. The L&DR used the spelling Dumbartonshir. Their line reached Dumbarton and this triggered a previous undertaking that the former Dumbarton and Balloch Railway would be made joint between the NBR and the L&DR.[2][4]

West Highland Railway

Asosiy maqola: West Highland Railway

After long deliberation about the huge area of country in Argil untouched by railways, the decision was taken to build what became the West Highland Railway, from Craigendoran to Fort William, through largely unpopulated terrain. The constructing company was to be independent, although supported financially by the NBR. The work was authorised in 1889 and it was opened on 7 August 1894. The cost of the construction had been £1.1 million (equivalent to £126,176,600 in 2019),[18] a considerable overrun on the estimated cost. The NBR had guaranteed a dividend to the West Highland Railway Company based on a much smaller construction cost, and the commitment was now far beyond what the line was likely to produce in income.

Public policy wished to encourage the fishermen of the West Coast in the area, but Fort William was not considered a suitable fishing port, on account of the long passage required up Loch Linnhe. Financial arrangements seemed to be in place when the Mallaig Extension Bill was passed on 31 July 1894, but the promised Government Guarantee Bill required for the subsidy was not put forward, and for the time being nothing was done. On 7 May 1895 the guarantee was finally forthcoming: a 3% guarantee on £260,000 of capital with a grant of £30,000 to improve the harbour at Mallaig and make it suitable as a fishing harbour. The line opened on 1 April 1901.[53]

The Invergarry and Fort Augustus Railway opened for traffic on 22 July 1903. Promoted by local people it had obtained its authorising Act of Parliament in 1896. At one time it had looked as if it might extend throughout the Buyuk Glen, but this ambition was cut back. It joined the West Highland Railway at Spean Bridge station, and the line was worked by the Tog'li temir yo'l from 1903 and the North British Railway from 1907. The population of Augustus Fort was 500.[2]

Branches around the Campsie Hills

Early on, in 1848, the Edinburgh and Glasgow Railway had opened a branch line to Lennoxtown from near the present-day Lenzie. This was extended in 1866–1867 by the Blan vodiysi temir yo'li to a station near Killearn. In 1877–1879 the Kelvin vodiysi temir yo'li was opened from Maryhill ga Kilsit; the dominant traffic was iron ore and smelted iron from the ironworks at Kilsit.

Shimoliy Campsie Fells mustaqil To'rtinchi va Klayd o'tish yo'lidagi temir yo'l opened in 1856 from Balloch to Stirling, passing through largely agricultural terrain. The company leased its line to the NBR in 1866, but stayed in existence, simply receiving and distributing the lease charge, until the grouping of the railways in 1923.

This left a gap between the "Killearn" station and the Forth and Clyde line, and after some years the Strathendrik va Aberfoyl temir yo'li was authorised to close the gap and extend to Aberfoyle. The line opened in 1882, but the company lost money and sold its line to the NBR in 1891. The Blane Valley Railway was absorbed by the NBR at the same time. The original Lennoxtown branch had passed to the NBR with the Edinburgh and Glasgow Railway in 1865.

On 2 July 1888 the Kilsit va Bonnibridge temir yo'li ochildi. It was intended mainly for the iron ore and finished iron products of Bairds' plant at Kilsyth, and the NBR was grudging about the potential of the line for other purposes. It was in effect an extension of the Kelvin vodiysi temir yo'li at Kilsyth, although the Caledonian Railway exploited it connection at the eastern end, which connected through to Larbert.[4][52]

From 1891

The NBR system in 1922

With the huge adverse publicity about the congestion and inadequate accommodation at Waverley station after the opening of the Forth Bridge, the NBR obtained agreement to develop the site, and an Act was passed on 5 August 1891 Act to enlarge the station and quadruple the line through Calton Tunnel and westward to Saughton Junction (then named Corstorphine). The work at Waverley progressed slowly, and an Act for extension of time had to be sought in 1894. It was in fact 1899 before the improvements considered to be required were all in place.

The Midland Railway had abolished second class passenger travel in 1875, and after long deliberation the NBR did the same, on 1 May 1892, except on through trains to England

During July and August 1895, the English partners in the West and East Coast passenger routes engaged in competition to run in the fastest time from London to Aberdeen. This seized the popular imagination and became known as the Shimol tomon poyga; special lightweight trains were run. The North British Railway was reluctant to join in, for several reasons: it was sceptical whether the cost of the running would pay off in publicity terms; there was continuing bad feeling with the NER over the running powers from Berwick to Edinburgh; and the NBR did not want to offend the Midland Railway, its main partner at Carlisle; the Midland had a more difficult route from London to Carlisle and was not a party to the races.

In November 1896 the North British Railway appealed to the Court of Session about the North Eastern Railway running powers on the line between Berwick and Edinburgh. The NBR had voluntarily agreed to these at the time of the formation of the Border Counties Railway. The Court of session had ruled against the NBR and the issue was now taken to the House of Lords. The House of Lords referred the matter back to the Railway and Canal Commissioners, and the latter gave an ambiguous judgement, but the ambiguity was sufficient for the NBR to take over the running of all trains north of Berwick from 14 January 1897. This meant that all long-distance passenger trains changed engines at Berwick, and the track layout there was inconvenient for the purpose; the NER owned the track right up to the southern end of the station, and the NER took care to make the engine changing process as difficult as possible.

Taking advantage of the new light railway legislation, the remote community of Lauder gained its own branch line, the Lauder yengil temir yo'li, opened on 2 July 1901.

Responding to the demand for residential travel to Edinburgh from the suburbs, the Corstorphine branch was opened by the NBR on 2 February 1902. There had long been a Corstorphine station on the main line; it was now renamed Saughton.

Kincardine was developing as a port and the agricultural district on the Forth east of Alloa was considered to be remote. The NBR opened a branch line from Alloa to Kincardine; it opened in 1893. Although the area was entirely agricultural, the NBR responded to demands for a railway closing the gap, and the Kincardine and Dunfermline Railway, constructed and owned by the NBR, opened in 1906.[2][4]

Grouping of the railways

In the final two years there were lengthy negotiation over war compensation, and negotiation over the share transfer into the LNER. In 1922 the North British had 650 passenger stations, and 1,377 track miles (2,216 km). There were 1,074 locomotives, and receipts amounted to £2,369,700 (passenger, equivalent to £130,350,000 in 2019),[18] £3,098,293 (mineral, equivalent to £170,430,000 in 2019),[18] and £2,834,848 (merchandise, equivalent to £155,940,000 in 2019).[18]

After the passing of the 1921 yilgi temir yo'l to'g'risidagi qonun, on 1 January 1923 the North British Railway was one of the seven constituents of the London va Shimoliy Sharqiy temir yo'l (LNER), along with the Great Northern Railway, the North Eastern Railway, and the Buyuk Markaziy temir yo'l.[2] (The rival Caledonian Railway and the Glasgow and South Western Railway were among the constituents of the London Midland va Shotlandiya temir yo'li.)

Baxtsiz hodisalar va hodisalar

  • On 10 August 1880, an express passenger train hauled by a Shimoliy Sharqiy temir yo'l locomotive was derailed north of Bervik ustiga Tvid, Northumberland nuqsonli yo'l tufayli. Uch kishi halok bo'ldi.[54]
  • On 3 January 1898, an express passenger train collided with a freight train that was being shunted at Dunbar, Lotian. One person was killed and 21 were injured.[55]
  • On 14 April 1914, an express passenger train was in collision with a freight train that was being shunted at Burntisland, Fife signalchi xatosi tufayli.[54]
  • On 4 January 1917, a light engine overran signals and was in a head-on collision with an express passenger train at Rato, Lotian. Twelve people were killed and 44 were seriously injured. Irregular operating procedures were a major contributory factor in the accident. These were subsequently stopped.[56]
Waverley Station, Edinburg bilan Shimoliy Britaniya mehmonxonasi chapda.

Tadbirkorlik faoliyati

The company's headquarters were at 23 Waterloo Place, Edinburgh and its works at Kovalar, Glazgo. Its capital in 1921 was £67 million.[57] Besides its railway, the company also operated Clyde steamers ustida Daryo Klayd va Klaydning chirog'i, xizmat qilish Arran va g'arbga ishora qiladi.[58] The company also acquired a 49% stake in the road haulage firm Mutter Howey.[59]

The Shimoliy Britaniya mehmonxonasi at the east end of Princes Street in Edinburgh city centre forms a prominent landmark with its high tower displaying large clocks. It was renamed the Balmoral Hotel in the 1980s, though the old name is still shown in the stonework.

North British Station Hotel, Glasgow, renamed the Millennium Hotel.

In Glasgow, the former Queen's Hotel sited in Jorj maydoni next to Queen Street Station was renovated in 1905 to become the company's North British Station Hotel, with the attic converted into a fourth storey under a mansard roof. Following nationalisation it came under Britaniya transport mehmonxonalari until 1984 when British Rail sold the hotel, which by then was called the Copthorne Hotel. It was later renamed the Millennium Hotel.[60][61]

Katta mansabdor shaxslar

Raislar

Bosh menejerlar

  • Charles F. Davidson 1844-1852
  • Thomas Kenworthy Rowbotham 1852-1866 (formerly Goods Manager at Liverpool to the Lancashire and Yorkshire Railway)
  • Samuel L. Mason 1867-1874 (formerly of the Great Northern Railway)
  • John Walker 1874-1891
  • G.B. Wieland 1891
  • John Conacher 1891[62] -1899[63]
  • William Fulton Jackson 1899-1918
  • James Calder 1918[64] - 1923 (afterwards General Manager of the LNER Scottish Region)

Conacher was a strong-willed manager and many reforms were introduced by him, but in 1899 a scandal arose in the board room of the company in connection with undertakings given by a director, Randolph Wemyss. Wemyss had skilfully manipulated the situation in his own favour, and Conacher felt that he had no alternative but to leave the Company.

Locomotive Superintendents (Chief mechanical engineers)

The North British Railway preferred the title Lokomotiv boshlig'i for the officer responsible to the Board for the production and maintenance of its locomotives,[65]:27 va faqat Lokomotiv boshlig'i title appears in company records and on the archived records and letterheads of the holders of the position.[65]:114 Only the last incumbent, Walter Chalmers, formally held the title Chief Mechanical Engineer,[65]:112 although the two titles are recognised as being different names for the same role within the company.

Lokomotivlar

Asosiy maqola: Shimoliy Britaniya temir yo'lining lokomotivlari

Adabiyotlar

  1. ^ a b RJ Robertson, Shotlandiya temir yo'l tizimining kelib chiqishi, 1722 - 1844 yillar, John Donald Publishers Ltd, Edinburg, 1983 yil, ISBN  978-0859760881
  2. ^ a b v d e f g h men j k l m n o p q r s t siz v Devid Ross, Shimoliy Britaniya temir yo'li: tarix, Stenlake Publishing Limited, Catrine, 2014 yil, ISBN  978 1 84033 647 4
  3. ^ a b v W A C Smith and Paul Anderson, Edinburg temir yo'llarining tasvirlangan tarixi, Irwell Press, Caernarfon, 1993, ISBN  1 871608 59 7
  4. ^ a b v d e f g h men j k l Jon Tomas J S Patersonni qayta ko'rib chiqdi, Buyuk Britaniya temir yo'llarining mintaqaviy tarixi: 6-jild, Shotlandiya, pasttekisliklar va chegaralar, Devid va Charlz, Nyuton Abbot, 1984, ISBN  0 946537 12 7
  5. ^ "Opening of the North British Railway Company". Dandi kuryeri. Shotlandiya. 23 June 1846. Olingan 5 fevral 2017 - Britaniya gazetalari arxivi orqali.
  6. ^ Tomas, Jon (1969). The North British Railway: Volume 1 (1-nashr). Nyuton Abbot: Devid va Charlz. p. 28. ISBN  0-7153-4697-0.
  7. ^ A J Mullay, Rails Across the Border, Patrick Stephens Publishing, Wellingborough, 1990, ISBN  1 85260 186 8
  8. ^ a b George Dow, The First Railway Across the Border, published by the London and North Eastern Railway, 1946
  9. ^ a b Thomas, NBR volume 1 page 48
  10. ^ Michael Meighan, Edinburgh Waverley Station Through Time, Amberley Publishing, Stroud, 2014 yil, ISBN  978 1 445 622 163
  11. ^ K Hoole, A Regional History of the Railways of Great Britain: volume 4: The North East, David and Charles, Dawlish, 1965
  12. ^ Roy Perkins and Iain Macintosh, The Waverley Route Through Time, Amberley Publishing, Stroud, 2012, ISBN  978-1445609607
  13. ^ Thomas, NBR volume 1 page 41
  14. ^ "North British Railway". Nyukasl jurnali. Angliya. 17 iyul 1847 yil. Olingan 5 fevral 2017 - Britaniya gazetalari arxivi orqali.
  15. ^ a b v Roger Darsley and Dennis Lovett, St Boswells to Berwick via Duns: The Berwickshire Railway, Middleton Press, Midhurst, 2013, ISBN  978 1 908174 44 4
  16. ^ Thomas, NBR volume 1, pages 37 to 43
  17. ^ Thomas, NBR volume 1 page 43
  18. ^ a b v d e f g h men j Buyuk Britaniya Chakana narxlar indeksi inflyatsiya ko'rsatkichlari ma'lumotlarga asoslanadi Klark, Gregori (2017). "1209 yilgacha Buyuk Britaniyaning yillik RPI va o'rtacha daromadi (yangi seriya)". Qiymat. Olingan 2 fevral 2020.
  19. ^ Caledonian Mercury: 16 July 1856
  20. ^ Caledonian Mercury: 18 August 1857
  21. ^ Thomas, volume 1, pages 88-96
  22. ^ a b Thomas, NBR volume 1 pages 97-100
  23. ^ Ross, page 55
  24. ^ Thomas, NBR volume 1 pages 123 and 124
  25. ^ a b v Jon Tomas, Unutilgan temir yo'llar: Shotlandiya, Devid va Charlz (Publishers) Limited, Newton Abbot, 1976, ISBN  0 7153 7185 1
  26. ^ Thomas, NBR volume 1, pages 217 and 218
  27. ^ Alan W Brotchie and Harry Jack, West Fife-ning dastlabki temir yo'llari: sanoat va ijtimoiy sharh, Stenlake Publishing, Catrine, ISBN  9781840334098
  28. ^ Thomas, NBR volume 1, pages 116 to 118
  29. ^ Thomas, NBR volume 1, pages 246 to 247
  30. ^ Bremner, David (1869). The Industries of Scotland, their Rise, Progress and Present Condition. Edinburg: Adam va Charlz Blek. pp. ~560.
  31. ^ Thomas, NBR volume 1 page 135
  32. ^ Glasgow Daily Herald, 15 November 1866
  33. ^ The Glasgow Herald, 22 December 1866
  34. ^ Thomas, NBR volume 1, page 138
  35. ^ Andrew M Hajducki, The Haddington, Macmerry and Gifford Branch Lines, Oakwood Press, Oxford, 1994, ISBN  0-85361-456-3
  36. ^ W and E A Munro, Lost Railways of Midlothian, o'zini W & E A Munro tomonidan nashr etilgan, 1985 y
  37. ^ Newcastle Journal, 13 September 1867
  38. ^ "North British Railway Company. The Joint-Purse Arrangement". Glasgow Herald. Shotlandiya. 23 January 1868. Olingan 5 fevral 2017 - Britaniya gazetalari arxivi orqali.
  39. ^ W Simms, Brechinning temir yo'llari, Angus District Libraries and Museums, 1985
  40. ^ Andrew Hajducki, Michael Jodeluk and Alan Simpson, The St Andrews Railway, Oakwood Press, Usk, 2008, ISBN  978 0 85361 673 3
  41. ^ Andrew Hajducki, Michael Jodeluk and Alan Simpson, The Anstruther and St Andrews Railway, Oakwood Press, Usk, 2009 yil, ISBN  978 0 85361 687 0
  42. ^ Andrew Hajducki, Michael Jodeluk and Alan Simpson, The Leven and East of Fife Railway, Oakwood Press, Usk, 2013, ISBN  978 0 85361 728 0
  43. ^ Uilyam Skot Bryus, Fayf temir yo'llari, Melven Press, Perth, 1980, ISBN  0 906664 03 9
  44. ^ Gordon Stansfild, Fayfning yo'qolgan temir yo'llari, Stenlake Press, Catrine, 1998, ISBN  1 84033 055 4
  45. ^ James K Corstorphine, East of Thornton Junction: The Story of the Fife Coast Line, self published by Corstorphine, Leven, 1995, ISBN  0 9525621 0 3
  46. ^ A W Brotchie, The Wemyss Private Railway, The Oakwood Press, Usk, 1998, ISBN  0 85361 527 6
  47. ^ "The Proposed Amalgamation of the Caledonian and North British Railway". Glasgow Herald. 2 December 1871.
  48. ^ "The Caledonian And North British Railways - End of Negotiations". Glasgow Herald. 2 February 1872.
  49. ^ G W M Sewell, The North British Railway in Northumberland, Merlin Books Ltd, Braunton, 1991, ISBN  0-86303-613-9
  50. ^ a b Piter Marshall, Peebles temir yo'llari, Oakwood Press, Usk, 2005 yil, ISBN  0 85361 638 8
  51. ^ Don Martin, Monkland va Kirkintilloch va Associated Railways, Strathkelvin jamoat kutubxonalari, Kirkintilloch, 1995, ISBN  0 904966 41 0
  52. ^ a b Stewart Noble, The Vanished Railways of Old Western Dunbartonshire, The History Press, Stroud, 2010, ISBN  978-0-7509-5096-1
  53. ^ Jon Tomas, G'arbiy tog'li temir yo'l, David and Charles (Publishers) Ltd, Newton Abbot, 1965, ISBN  0-7153-7281-5.
  54. ^ a b Xul, Ken (1983). Muammodagi poezdlar: Vol. 4. Redrut: Atlantika kitoblari. pp. 30, 32. ISBN  0-906899-07-9.
  55. ^ Trevena, Artur (1981). Muammodagi poezdlar: Vol. 2018-04-02 121 2. Redrut: Atlantika kitoblari. p. 9. ISBN  0-906899-03-6.
  56. ^ Earnshaw, Alan (1991). Muammodagi poezdlar: Vol. 7. Penryn: Atlantic Books. 18-19 betlar. ISBN  0-906899-50-8.
  57. ^ Xarmsvort (1921)
  58. ^ Conolly (2004)
  59. ^ Bonavia (1980)
  60. ^ Grem, Skott (2004). "North British Station Hotel; Mitchell Library, Glazgo Collection, Postcards Collection". TheGlasgowStory. Olingan 10 mart 2019.
  61. ^ Xogg, C .; Patrik, L. (2015). Shotlandiya temir yo'l piktogrammasi: chegaralarga qadar markaziy kamar. Shotlandiya temir yo'l piktogrammalari. Amberley nashriyoti. p. 82. ISBN  978-1-4456-2115-9. Olingan 10 mart 2019.
  62. ^ "Tijorat yozuvlari". Western Daily Press. Angliya. 1891 yil 6-avgust. Olingan 5 fevral 2017 - Britaniya gazetalari arxivi orqali.
  63. ^ "The North British Railway Crisis". Aberdin Press and Journal. Shotlandiya. 24 iyun 1899 yil. Olingan 5 fevral 2017 - Britaniya gazetalari arxivi orqali.
  64. ^ "New North British Railway Officials". Dundee Courierl. Shotlandiya. 1918 yil 4-aprel. Olingan 5 fevral 2017 - Britaniya gazetalari arxivi orqali.
  65. ^ a b v Tomas, Jon (1972). Shimoliy Britaniya Atlantika. Devid va Charlz. ISBN  0-7153-5588-0.

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