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136-457: Much of its network closed in 1967 when the former North British Railway route to Aberdeen via Dundee became the main route. There was a frenzy of railway promotions in Scotland in 1845; there had been widespread controversy over a route from central Scotland to England, where a railway network was forming, and the public discussion encouraged thought of Scottish routes too. On 31 July 1845

272-586: A 1 in 10 incline, 1,060 yards (970 m) long; at the top it entered Law Tunnel, about 330 yards (300 m) long; the tunnel was ten feet (3.05 m) wide and 10 ft 2 in (3.10 m) high. There was a level section of 4.75 miles (7.64 km) long, after which the Balbeuchly incline rose at 1 in 25 for 1,700 yards (1,600 m). A further level section followed, also of 4.75 miles (7.64 km) to Hatton. The final incline descended to Newtyle at 1 in 13 for 1,000 yards (910 m). The track gauge

408-485: A constituent of the new London and North Eastern Railway . Early railways in Scotland had been mainly involved with conveyance of minerals, chiefly coal and limestone in the earliest times, a short distance to a river or coastal harbour for onward transport. The opening of the Edinburgh and Glasgow Railway (E&GR) in 1842 showed that a longer distance general purpose railway could be commercially successful. During

544-649: A cramped site close to the North Bridge, and the Edinburgh and Glasgow Railway extended their line from their terminus at Haymarket to meet the NBR. The new station was operated jointly, and was simply called "the Edinburgh station" or "the North Bridge station". It also came to be referred to as "the General station", and much later it was named " Waverley station ". The English railway entrepreneur George Hudson

680-600: A dividend of 2.5%. In April 1856, the independent Selkirk and Galashiels Railway opened its line, to be worked by the NBR; this was followed in July 1856 by the Jedburgh Railway , connecting with the NBR at Roxburgh and also worked by the NBR. The Selkirk line was absorbed by the NBR in 1859, and the Jedburgh Railway in 1860. Hodgson reiterated Learmonth's statement that extending from Hawick to Carlisle

816-760: A final duty for some years in the 1960s running three-hour expresses from Glasgow to Aberdeen over the route. This started on 18 June 1962 and continued until the last run on 14 September 1966. The rationalisation imposed following the Beeching report resulted in only one route between central Scotland and Aberdeen being retained: the route through Dundee and Arbroath. The Strathmore route, between Stanley (north of Perth) and Kinnaber Junction (north of Montrose) closed on 3 April 1967 for through freight and 3 September 1967 for passenger traffic. Stub goods services continued to Brechin and Forfar for some years. The original Dundee and Newtyle Railway line opened on 16 December 1831 on

952-410: A further 2,000 shares of £50, which would generate £100,000 of new capital. In the event investors were unwilling to buy shares in a loss-making concern, and the shares could only be allocated at a 40% discount; in fact many shares were allocated to creditors. The Dundee and Newtyle line connected Dundee with Strathmore, but ended there in a deserted location; it covered the difficult terrain crossing

1088-627: A line from Rosemill to Auchterhouse; it had a new station at Dronley and Auchterhouse station was relocated. It opened on 1 November 1860. The Lochee deviation ran from Ninewells Junction to Fairmuir Junction, opening on 10 June 1861. This long westward sweep avoided the Law tunnel and incline, and gave better access to the harbour through the Dundee and Perth station in Union Street. Crossroads and Ward stations were closed, and new stations were opened on

1224-485: A notice, stating the intention to make a 5.5% preference share issue in the amount of £1,875,625 (equivalent to £219,477,900 in 2023), covering all the financial liabilities of the company. On 22 December the Glasgow Herald carried an eight-line report that the interim chairman had stood down, and that John Stirling of Kippendavie had been appointed chairman. Amid the fireworks of railway management, in 1866

1360-592: A railway. Charles Landale was commissioned to undertake the survey. (He was later described as "an apothecary" by General Pasley. Landale proposed a route that passed through a gap in the hills formed by the Glack of Newtyle; the summit of the route was to be at 532 feet (162 m) above sea level. Railway locomotives were primitive and inefficient at this early date and Landale's route involved rope-worked inclined planes: one (the Law Incline ) climbing immediately from

1496-400: A shareholders meeting in 1851 it was pointed out that when the company's network had been 89 miles in extent revenue had been £39,304. Now the network was 146 miles and revenue was £39,967 (equivalent to £5,527,460 in 2023). Huge sums were being written off in failed ventures, while equally huge sums were being sought for new ones. Some shareholders remembered George Hudson's offer of 8% for

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1632-554: A single track and was worked by a 20 hp (15 kW) condensing engine; the Hatton incline also had a single track and had a similar engine. A newspaper advertisement stated that the line had been opened for traffic on 16 December 1831, but this was only on the upper levels, not including the Law and Hatton inclines; the extension to the full extent of the line was reported to have taken place on 3 April 1832. 2,645 passengers were carried during April 1832. The original estimates for

1768-478: A stone block sleeper line on the local track gauge of 5 ft 6in (1,676 mm) and the Aberdeen Railway seems not to have fully understood the financial implications of converting this to a modern double track main line on the standard gauge. The A&FR had very little money to pay for the conversion itself. (The A&FR company continued to exist until 1923 as a financial shell only, receiving

1904-536: A temporary terminus on the southern edge of Aberdeen, opening in 1850. Now the Burgh objected to plans the railway thought had been agreed, to take the line into the city, but after much negotiation the line was extended to a terminus called Guild Street in Aberdeen, opening in 1854. The SMJR built from Perth to Forfar, then an important medium-sized town, but the objective was to connect with other lines. Running through

2040-400: A terminal at Waterloo, in Aberdeen, since 1855 (goods) and 1856 (passengers). This was some distance from the Aberdeen Railway (now SNER) Guild Street station. GNoSR traffic to the south, principally live cattle, was mostly forwarded by coastal shipping and through passengers simply had to walk between the two stations. They were 700 yards (640 m) apart. Both railways had connections to

2176-594: A through rail service without change of train via Carstairs since March 1848. The fastest trains between Edinburgh and London on both routes then took a little over 12 + 1 ⁄ 2 hours; the East Coast journey included the two transshipments, at the Tweed and the Tyne. and the cheaper steamship service between Leith and London still took the bulk of the passenger traffic. Mineral traffic, in particular coal from

2312-564: A transshipment of goods there (and a change of train for passengers) as the Dundee and Newtyle line still had its unique track gauge, and three rope-worked inclines. From 29 July 1856 the SNER operated a railway from Perth to Aberdeen, with branches to Blairgowrie, Brechin and Montrose, as well as the stub to Newtyle, which connected with the Dundee and Newtyle Railway . The antipathy with the D&;AR

2448-578: A tunnel, and the new station were all required. The new line and the Joint station came into use on 4 December 1867, by which time the SNER had been absorbed by the Caledonian Railway. In 1858 a local railway promoted by local people opened, connecting Methven to Perth; it joined the SMJR main line at Almond Valley Junction, some distance north of Perth, and was worked by the SMJR, and from 1856 by

2584-480: A wide loop round the western margin of the city, entering the SNER Guild Street station from the south. Nonetheless it would have required significant demolitions of residential buildings, and, costing £125,000 for less than three miles (5 km) of route, it attracted considerable hostility locally; its circuitous alignment brought it the mocking epithet "Circumbendibus". It was made a parliamentary bill,

2720-484: Is called the extra first class; and each of the open compartments holds eight passengers; altogether twenty." There were about 100 wagons. There was a sophisticated system of signalling on the inclines: a white board with a black centre was fixed at the foot of the Law Incline, and was turned to face the engine house (at the head of the incline) five minutes before departure time. The engine operator had to wait for

2856-492: Is substantially unchanged from that time; domestic Scottish passenger services are operated by ScotRail . A limited through service from London to Aberdeen and from London to Inverness is operated by London North Eastern Railway . Trains to and from English destinations other than London are operated under the brand name CrossCountry , and night sleeping car trains to and from London are operated by Caledonian Sleeper . North British Railway The North British Railway

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2992-449: Is £30,000, with authorised borrowings of £10,000. These were quickly taken up. The estimated cost of the line was to be £25,600 including £3,700 for the supply of the three stationary steam engines for the inclines, but excluding the cost of land acquisition. The tunnel in Dundee under the eastern flank of The Law seems to have been added as an afterthought, and difficult tunnelling conditions proved expensive; moreover land acquisition

3128-474: The Dundee and Newtyle Railway Act 1830 ( 11 Geo. 4 & 1 Will. 4 . c. lx) of 29 May 1830: £10,000 in additional shares and £20,000 in borrowing. The act also conferred powers to extend the line in Dundee to the waterfront, "through the streets", and "the additional funds enabled completion of the line". The Dundee terminal was at Ward Road on the north side of the town, and immediately ascended Law Hill by

3264-610: The North British Railway Act 1844 ( 7 & 8 Vict. c. lxvi). The Newcastle and Berwick Railway was building its line, and in time they would form part of a through chain of railways between Edinburgh and London. This had been a race against competing railways: the main competitor was the Caledonian Railway , which planned to build from both Edinburgh and Glasgow to Carlisle, there linking with English railways that were building northwards. However

3400-410: The 0-2-4 wheel arrangement. They had single-acting vertical cylinders driving the front wheels through bell cranks; the trailing wheels were mounted in a bogie, a very early implementation of that construction. A third locomotive, no. 3, nicknamed Trotter was delivered from James Stirling and Co on 3 March 1834; it was similar to the earlier engines, but a little smaller. A fourth engine, an 0-4-0 of

3536-778: The Border Union Railway ) and the act of Parliament permitting the acquisition of the Carlisle minor railways received royal assent. On the same day the Border Counties Railway was authorised; it had been supported by Hodgson, who saw access to Newcastle independently of the North Eastern Railway . It was absorbed by the NBR in 1860. The construction of the Border Union Railway was slow; goods operation from Carlisle to Scotch Dyke, not far from Longtown, started on 11 October 1861, and

3672-735: The Caledonian Railway was authorised, with the then enormous capital of £1,500,000, to build from Glasgow and Edinburgh to Carlisle. On the same day the Scottish Central Railway , the Dundee and Perth Railway , the Aberdeen Railway and the Scottish Midland Junction Railway were authorised. The SCR was to build from Castlecary (forming a connection with the Caledonian and the already existing Edinburgh and Glasgow Railway ) to Perth;

3808-574: The City of Glasgow Union Railway were eased. (At one time there had been thoughts of the NBR using a considerably expanded terminus on the line in alliance with the Glasgow and South Western Railway , but the cost would have been huge and it was not now possible to proceed. The Shareholders' Meeting of 12 September 1867 was told that arrangements had been made to deal with the £1,875,625 (equivalent to £209,777,300 in 2023) of debt already identified; but

3944-451: The Dundee and Perth Railway (Amendment) Act 1846 ( 9 & 10 Vict. c. ccxxviii) of 27 July 1846: the line was leased to the Dundee and Perth for 999 years for £1,400 per annum. The lease was effective from October 1846. The D&PR took some time to assess its new property, but in 1847 it obtained the Dundee and Newtyle Railway (Widening, Altering and Improving) Act 1847 ( 10 & 11 Vict. c. cvi) on 2 July 1847. This permitted

4080-716: The Lothian coalfield, was the largest source of revenue, although delivery to the West Coast harbours and the developing iron smelting industry in the Monklands was problematical. The Chairman of the North British Railway was John Learmonth. From the outset he had seen that expansion of the North British Railway was the way forward, and with allies on the Board he had invested heavily, both personally and through

4216-518: The Planet type named John Bull , was acquired from Robert Stephenson & Co in April 1836. The four locomotives cost about £3,300. The Earl of Airlie entered service on 29 September 1833 on the level section below Balbeuchly incline. When Alexander Allan (superintendent of the Scottish Central Railway ) discovered one of the original locos in use as a stationary engine in 1854, he realised it

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4352-709: The Scottish Northern Junction Railway (SNJR), to by-pass Aberdeen by building a new railway from Limpet Mill, near Stonehaven, to Kintore, on the GNoSR system. The scheme was highly attractive to the SNER as it would bring it much traffic that was denied to it; equally the GNoSR was dismayed at the possibility of losing income diverted away from it. The SNJR was authorised by the Scottish Northern Junction Railway Act 1862 ( 25 & 26 Vict. c. lxxix), and it

4488-595: The Settle and Carlisle line in 1875 (for goods: passenger traffic started in 1876), that the North British had a willing English partner at Carlisle. After two years of construction, the Berwickshire Railway opened part of its line from St Boswells to Dunse (later spelt Duns) in 1865. The line was worked by the NBR and formed a continuous route with the earlier Dunse branch. The Berwickshire Railway

4624-487: The Sidlaw Hills , and was accomplished with three rope-worked inclined planes . Newtyle was simply a remote railhead, and the anticipated traffic volumes were not achieved, the inclines incurred heavy operating costs, and the railway never made money. Responding to the criticism of the remote Newtyle station, two further railways were built; these were nominally independent but for practical purposes were branches of

4760-522: The 1830 authorisation to extend to the harbour in Dundee; in fact this was not carried out until 1836. However he recommended contracting out the management of the operation of the line, clearly a criticism of the current management. Horse traction was used on the level sections between the inclined planes. From September 1833 steam locomotives were introduced: no. 1, Earl of Airlie and no. 2, Lord Wharncliffe were delivered (on 20 and 25 September respectively) from J and C Carmichael of Dundee. They had

4896-509: The 1845 session, the Caledonian Railway was authorised. The Caledonian was to prove a bitter rival. The Edinburgh and Perth Railway failed to get parliamentary authorisation. The line to Hawick was to use the route of the obsolescent Edinburgh and Dalkeith Railway , a horse-operated line with a non-standard gauge of sleeper-block track, and a large sum had to be allocated to converting that line to main line standards. All these plans for expansion were committing huge sums of money even before

5032-489: The Aberdeen Railway was to build from Guthrie, near Arbroath, to Aberdeen, with branches to Montrose and Brechin; and it was to lease the Arbroath and Forfar Railway , a local stone block sleeper line. The SMJR was to link Perth and Forfar. Together the three railways would connect central Scotland to Perth, Forfar and Aberdeen, and with the Caledonian and its allies they would link to London as well. Even before authorisation

5168-549: The Arbroath and Forfar line. At first there was no physical link with the A&;FR, or any other line. In 1846 the D&AR had obtained powers to build an extension at Arbroath to link with the A&FR, and to convert its own track gauge to standard; this was in use from 1848. There were differences of priority between the SMJR and the D&AR which led to some traffic from Aberdeen to Dundee being routed via Newtyle; this involved

5304-406: The Caledonian had strategic plans to control these and other, lines, forming a widespread Caledonian area of control in Scotland. As its capital would all be required to build its railway, it was unable to purchase the lines; instead it agreed leases of the other (as yet unauthorised) companies; this required no cash down payment, but a heavy commitment to periodical lease charges later. In due course,

5440-442: The Caledonian was to find that these payments were unaffordable, and it was able to escape them by demonstrating that they were ultra vires , that is, that their company had no powers to make such commitments. Moreover, Parliament was at times hostile to large combinations of lines, and declined to assent to some amalgamations. Quite apart from this dubious outcome, relations between the companies were not always amicable, and in fact

5576-442: The Caledonian was unable to secure enough subscriptions to present a bill to Parliament in 1844 and held over to the following year. The chairman of the North British Railway, John Learmonth, saw that capturing as much territory as possible for the North British was essential in the competitive struggle. He prepared plans to build a second main line from Edinburgh to Carlisle through Hawick , and also attempted to gain control of

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5712-482: The Caledonian were doing what they could to make the Waverley Route the source of the difficulties. By late 1869 the revenue sharing agreement was a dead letter. Dundee and Newtyle Railway The Dundee and Newtyle Railway opened in 1831 and was the first railway in the north of Scotland . It was built to carry goods between Dundee and the fertile area known as Strathmore ; this involved crossing

5848-649: The Dalkeith line connections around Edinburgh were made, including feeding the Leith line and the Musselburgh line directly from the main line at Portobello and Wanton Walls respectively. From July 1861, the Peebles Railway line was leased. In 1862, a greater prize was acquired: the Edinburgh and Northern Railway had expanded from its origins and now, as the Edinburgh, Perth And Dundee Railway, it connected

5984-472: The Dundee and Newtyle had taken a lease of the Coupar Angus line, but they found that they were quite unable to pay the lease charge. Towards the end of 1844 the company was exploring means of leasing the line, but this was unsuccessful too. Finally in 1846 the Dundee and Perth Railway agreed to lease the line, probably in order to keep the Scottish Midland Junction Railway out. This was authorised by

6120-507: The Dundee and Newtyle station at Newtyle northwards and then diverge; the Coupar Angus line then ran west-south-west to that town, opening in February 1837. The Glammiss line would run east-north-east; it opened for goods traffic in 1837, and for passengers on 4 June 1838. The line from Newtyle station to the point of divergence descended at 1 in 100, but it was worked by horse traction, occasionally supplemented by locomotives. The two lines had

6256-498: The Dundee line. The lines were the Newtyle and Coupar Angus Railway and the Newtyle and Glammiss Railway ; they opened in 1837 - 1838. The extension lines did not transform the finances of the main railway, but when the Scottish Midland Junction Railway wanted to build a main line between Perth and Forfar, it adopted the lines and upgrading them, incorporating them in to the route of the new main line. The Dundee and Newtyle Railway

6392-515: The Dundee terminal, a level section, a second climb (the Balbeuchly incline ), another level section, and a third incline (the Hatton incline ) descending to Newtyle. There was no community at Newtyle at that time; the location was simply a railhead. Moreover, the Dundee terminal was not close to the harbour, or even the waterfront, at Dundee. A parliamentary bill was submitted for the line and it

6528-590: The Edinburgh and Glasgow Railway and the Monkland Railways, and the following day the merged company was absorbed by the North British. Although some commentators had expected that the E&;GR might have absorbed the NBR, the reality was that the new board consisted of 13 former NBR directors and two E&G men. The NBR habitually ran trains on Sundays and started doing so on the E&GR main line, which had not. This ignited fresh protests from Sabbatarians but

6664-461: The Edinburgh and Perth Railway company, which was itself preparing plans for its line. In the 1845 session of Parliament Learmonth secured authorising acts of Parliament for numerous branch lines, mostly to forestall incursion by competitors. In addition, the first part of the line to Carlisle, the Edinburgh and Hawick Railway, was authorised: it was nominally independent, but in fact the shares were all owned by Learmonth and other NBR directors. Also in

6800-465: The GNoSR to a junction with the SNER near Guild Street; a new central Joint Station (to be managed by a joint committee) would be built, and the portion of line north and south of the station would be allocated respectively to the GNoSR and the SNER. The Denburn Valley Railway Act 1864 ( 27 & 28 Vict. c. cxi) was passed "to remove the inconvenience arising from the non-construction of the Portion of

6936-598: The Great North of Scotland Railway (Aberdeen Junction Railway) Bill in 1863. In parliamentary committee the objections were so significant that the promoters agreed that a previous proposal, the Denburn Valley Railway should be substituted, the capital of the GNoSR scheme and of the SNJR being combined for the purpose, amounting to £200,000. The Denburn Valley line would run directly from Kittybrewster on

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7072-541: The Great North of Scotland Railway through the Denburn Valley in Aberdeen which was originally authorised as Part of that Railway". The SNJR powers, and those for the Circumbendibus line, were extinguished. Although this was the rational solution, the Denburn Valley line was hugely expensive at £200,000, even though only 1.5 miles (2.5 km) long. Much expensive land acquisition, housing demolition,

7208-645: The NBR stuck to its position on the matter. As well as the railways mentioned, the merger gave the North British a share of the City of Glasgow Union Railway which was then under construction. When complete, that line would give the North British access shipping berths on the Clyde at General Terminus over the General Terminus and Glasgow Harbour Railway . The NBR grew to have, by the summer of 1865, about 450 mi (720 km) of route, almost equally divided between double- and single-track. In addition it

7344-465: The NBR. This took effect from 1 February 1880, and gave the NBR an independent route from Edinburgh to Kinnaber, and running powers from there to Aberdeen. Under the terms of the Railways Act 1921 , the main line railways of Great Britain were "grouped"; the Caledonian Railway was a constituent of the new London Midland and Scottish Railway (LMS) and the North British Railway was a constituent of

7480-429: The North British Railway shareholders on the advice of their chairman. Parliament had declined to authorised the NBR line throughout to Carlisle, and for the time being Hawick was to be the southern terminus, although the plan to construct to Carlisle later was made manifest. As the Edinburgh end was to use the old Edinburgh and Dalkeith alignment, some connections between the NBR and that line had to be made, as well as

7616-473: The SCR lines; the station was called Perth, Glasgow Road. SNER trains from the north terminated there and connecting passengers had to make their own way through the streets to the main stations. The dispute lasted a few weeks until an arbitrator allowed the SNER to use the tracks for an annual payment of £100. In 1862 the SNER purchased the Dundee and Arbroath line. The Great North of Scotland Railway (GNoSR) had

7752-429: The SNER. The SNER purchased it in 1864. Local interests elsewhere promoted a railway connection to Alyth, from Meigle on the former SMJR main line. It opened in 1861 and was worked by the SNER. The SNER absorbed it in 1863. The Scottish North Eastern Railway had been formed by the amalgamation of two smaller companies in 1856. It had long been in a "loose association" with the Caledonian Railway, and on 10 August 1866 it

7888-504: The Scottish Central Railway was robustly independent for some years. However the Aberdeen Railway and the SMJR remained in a "loose association" with the Caledonian. The Aberdeen Railway built its line from a triangular junction near Guthrie and Friockheim, not far from Arbroath, northwards to Aberdeen. It leased the Arbroath and Forfar Railway, on the basis that the A&FR would upgrade its track. It had been built as

8024-535: The Scottish Central railway was building what became the joint station Perth General. It ran to Forfar, joining the Arbroath and Forfar line just after Forfar station. The line opened in 1848. The SMJR built a branch line to Blairgowrie, which opened in 1855. The Dundee and Arbroath Railway had opened in 1838. Never intended to be part of a wider network, it adopted the track gauge of 5 ft 6in (1,676 mm) and used stone block sleeper track, like

8160-589: The Sidlaw Hills but failed to reach any settlement. Within Strathmore, railway construction would be easy, and in 1835 two small companies were authorised to build outwards from Newtyle. The Newtyle and Coupar Angus Railway was authorised on 21 July 1835 and the Newtyle and Glammiss Railway was authorised on 30 July 1835. (Glammiss is nowadays spelt Glamis .) The railways were to build a line jointly from

8296-596: The Smith-Barlow Commission, deliberated for some time and presented an ambiguous report, and public opinion had moved on: numerous schemes for railways were proposed, not all of them practicable. During this frenzy, a group of businesspeople formed the North British Railway Company to build a line from Edinburgh to Berwick (later named Berwick-on-Tweed with a branch to Haddington . They got their authorising act of Parliament,

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8432-418: The accommodation of particular districts, so that it will in a great measure rest with the local interests, whether or not such works shall be immediately proceeded with. Building on the improved relations with the Caledonian, Kippendavie reached a revenue sharing arrangement with that company on 16 January 1868; the agreement included refrain from opposing time extension on NBR projects that had been delayed by

8568-445: The accounts from year to year so as to show to the shareholders and divide among them a revenue which was not in existence and was known not to have been earned; but it was a careful and most ingenious fabrication of imaginary accounts, begun and carried on from time to time for the purpose of supporting the falsified half yearly statements of revenue and the general misrepresentation of affairs The board resigned, only four remaining for

8704-696: The area presented a challenge in gaining access to the agricultural hinterland. Strathmore forms a broad and fertile plain running from northeast to southwest, following the Dean Water and River Isla flowing to the River Tay. Hilly land is located immediately behind Dundee, and a steep and unproductive range of hills, the Sidlaws , presents a second barrier separating Dundee from Strathmore . The need for connection came from both ends: Dundee needed access to Strathmore for processing its jute and hemp products: flax

8840-466: The board to be turned before commencing the ascent. A bell was rung in fog, and red and white lights were used at night. The stations were very crude affairs, and in these early days were more comparable with the places at which stage coaches might pick up and set down; they were at: The train service consisted of mixed trains leaving both Dundee and Newtyle at 8.00 a.m., 10.00 a.m. and 4.00 p.m. with an additional goods service at 1.00 p.m. The company

8976-518: The board, and operating expenses were down to 44%. At a special shareholders' meeting on 15 July 1856 he announced that the company's money bill, the North British Railway (Finance and Bridge) Act 1856 ( 19 & 20 Vict. c. lxiii), had been passed, enabling the company to issue shares and to pay down debt with the money raised: he announced, somewhat prematurely, that the company was free from debt. The Ordinary Shareholders would get

9112-641: The company are under obligations to construct new lines, involving a further amount of £2,600,000. It s essential to limit this liability... but [the Directors] do not consider an indiscriminate abandonment of works to be desirable. Accordingly provision is made in the Finance Act for constituting certain of the unexpected works into separate undertakings... It is to local parties that the Directors look for subscriptions to construct branch lines, required for

9248-531: The company in 1847, which had been refused. It was noted that the Caledonian Railway was equally determined to enlarge its system, but was doing so by leasing smaller companies, avoiding a large payment at the beginning. In early 1852, a new preference share issue failed, and at the Shareholders' meeting in March two directors resigned, and Learmonth was forced to declare that he too would go in due course. This

9384-420: The company, in subscriptions to other railways. In some cases this was to extend the system profitably, but in many it was simply to keep rival lines, especially the Caledonian Railway, out. For some time shareholder opinion was with him, but over time disquiet took hold when the scale of the commitments was disclosed. In 1851, North British Railway £25 shares were trading at £6 (equivalent to £830 in 2023). At

9520-410: The company. Nonetheless, the company successfully reached Carlisle, where it later made a partnership with the Midland Railway . It also linked from Edinburgh to Perth and Dundee, but for many years the journey involved a ferry crossing of the Forth and the Tay. Eventually the North British built the Tay Bridge , but the structure collapsed as a train was crossing in high wind. The company survived

9656-423: The construction of the E&GR, the money market had eased somewhat and a rapid development of long-distance railways took place in England. Scottish promoters began to consider how central Scotland could be connected to the growing English network, and a government commission was established to determine the approved route. It was assumed for some time that only a single route was commercially viable. The commission,

9792-425: The control of a Joint Committee, representing all the users. This took effect on 8 August 1859. The approach lines, both north and south of the station, belonged to the SCR, and the SNER was charged the equivalent of six miles running for the use of 320 yards of line on the northern approach. The SNER objected to this and when negotiation failed to produce a result, the SNER established a temporary platform just north of

9928-450: The deficiencies in the engineering of the line. Passenger trains averaged 15 mph (24 km/h). Early in 1832 Lord Wharncliffe, as the landlord of the small settlement at Newtyle. offered a prize for the best plan for development of a village there; George Matthewson of Dundee won the prize and his scheme was implemented between 1832 and 1838, somewhat enlarging the community and providing roads and drainage, and water supplies; however

10064-424: The deviation at Lochee, Lochee West and Liff. For the time being the Newtyle incline continued in use, until the Scottish Central Railway took over the Dundee and Perth line in 1863. The new owner obtained powers in 1864 to build a new line past Hatton to a new Newtyle station. In fact the Caledonian Railway absorbed the SCR in 1865, and the work was not completed until 31 August 1868. The original Newtyle station

10200-508: The entire line was opened for goods trains on 23 June 1862 and for passengers on 1 July 1862. The Border Counties Railway opened throughout on the same dates. The Border Counties joined the Newcastle and Carlisle Railway (N&CR) at Hexham. The North Eastern Railway wished to absorb the N&;CR, and the NBR agreed to withdraw its opposition in an exchange of running powers. The NBR acquired

10336-424: The expansion did not materially affect the income of the railway. The original line had its Dundee terminus at Ward, some considerable distance from the harbour, the principal origin of much of its goods traffic. In 1834 definite plans were prepared for an extension to the harbour; this had been authorised in principle by the original Dundee and Newtyle Railway Act 1826. The burgh was enhancing its dock facilities at

10472-476: The fertile area of Strathmore , the SMJR adopted two local moribund lines, the Newtyle and Coupar Angus Railway and the Newtyle and Glammiss Railway . (Glammis is spelt Glamis nowadays.) Both of these were stone block sleeper single lines built to another local track gauge, this time 4 ft 6.5in (1,384 mm). These too needed to be modernised, the gauge altered, and the track made double. The SMJR started its line immediately north of Perth station, where

10608-454: The finance committee to the true state of the NBR's finances. A new preference share issue had flopped, and it proved impossible to pay debenture interest and preference share guaranteed dividends. Evidently it was intended to pay the dividend out of new capital; North British ordinary shares fell overnight by 8% after this revelation. Widespread financial impropriety and falsification of accounts were disclosed, all laid at Hodgson's door, and this

10744-474: The financial turmoil. By 1869, the Caledonian and the NBR were once again at loggerheads; the main issue now was the Waverley Route, and the proportion of traffic attributable to it. It emerged that the Caledonian had secretly concluded a pact with the London and North Western Railway in 1867; the arrangement excluded the North British from nearly all goods traffic, and its revelation damaged good feeling: indeed

10880-723: The full opening of the Border Union Railway, passenger trains had terminated at the Canal station of the Port Carlisle Railway. By 1864 the line was double track throughout and from 1 July 1864 the passenger trains were diverted over the Caledonian Railway connecting line, to terminate in Citadel station. The financial position was somewhat better and a 2% dividend on ordinary shares was announced in August. There

11016-496: The gradients and the trains were slow and infrequent. When street-running passenger tramways were introduced they abstracted considerable traffic from the line, and decline set in. The Caledonian Railway, as owner of the line, was a constituent of the new London Midland and Scottish Railway under the Railways Act 1921 , and the remote and eccentric backwater line was even less significant. Nationalisation followed in 1948, and road motor transport became more efficient and cheaper, and

11152-401: The harbour quayside but locomotive operation was prohibited on the harbour sidings. Although the GNoSR authorising act of Parliament had stipulated the construction of a line through the Denburn Valley to link with then former Aberdeen Railway, the GNoSR made it plain that it was content with the status quo, although local people and northern farmers were not. In 1862 a new company was promoted,

11288-423: The importance of traffic to and from Dundee was much reduced: Newtyle and the other locations on the line were simply small rural settlements. (Newtyle had a population of 1,139 in 1861, 883 in 1921 and 766 in 1981. ) In the early years of the twentieth century, Dundee was growing in importance, and in size, and travelling to work by train was rising in significance. However, the Newtyle line made wide sweeps to reduce

11424-445: The lease payment from the lessees.) The Aberdeen company ran into financial difficulties of its own, running out of cash in 1848 after building from Guthrie to Dubton, with branches to Brechin and Montrose. After appealing for help from larger railways, it decided it did not care for the terms of any offer to help, and issued preference shares to its own shareholders (in modern parlance a rights issue ). It managed to build to Ferryhill,

11560-457: The line had assumed a dominant goods traffic, approximately balanced from Dundee and to Dundee. In fact passenger traffic became remarkably buoyant, notwithstanding the lack of attraction at Newtyle. The company introduced a variety of season tickets, and workmen's fares conveying sheep shearers at cheap rates as well as excursionists. The original passenger coaches were said to be old stage coach bodies set on trucks. "Outside" passengers travelled on

11696-442: The lower income and the weekly burden of the outgoings was a serious problem. Operating expenses were high, at 83% of gross revenue; every train required five engines: the three stationary engines and two on the level sections. The outgoings left inadequate funds to service the loan debt. The company obtained a further act of Parliament, the Dundee and Newtyle Railway Act 1836 ( 6 & 7 Will. 4 . c. cii), in July 1836 to issue

11832-552: The main line was ready. At last on 22 June 1846 the line to Berwick and Haddington was open to the public. There were five trains daily, with an additional ten short journeys between Edinburgh and Musselburgh . A Sunday service was operated, in the face of considerable opposition from those of a religious point of view. At first the Newcastle and Berwick Railway was not ready, and passengers and goods to London had to be conveyed by road from Berwick to Newcastle. From 1 July 1847 it

11968-476: The main line. Hodgson's faith in the Carlisle connection was equally ill-founded; facilities for through bookings and working south of Carlisle were refused. The capital commitment again swamped the financial resources of the company and the dividend sank to 1%. The Border Union Line, which soon became known as the Waverley Route opened in stages from 1861, opening throughout on 1 August 1862. There

12104-434: The merging of several of the old "coal railways" operating around Airdrie and Coatbridge . Their main business was still mineral traffic, and although their operating costs were high, they made a comfortable profit. On 4 July 1865, an act of Parliament, the Edinburgh and Glasgow and Monkland Railways Amalgamation Act 1865 ( 28 & 29 Vict. c. ccxvii) was passed authorising the merger and it took place on 31 July between

12240-606: The moribund Port Carlisle Dock and Railway Company and the Carlisle and Silloth Bay Railway and Dock Company . These lines had a Carlisle station, a connecting line to the Caledonian Railway at Carlisle Citadel station, and a west coast port, at Silloth. On 21 July 1859 the act of Parliament, the Border Union (North British) Railways Act 1859 ( 22 & 23 Vict. c. xxiv), for the Carlisle Extension (now labelled

12376-464: The most effective means of connecting the north of Scotland into the railway network, and the GNoSR was successful in inserting a clause into the SNJR Act stipulating that if it obtained authority for a link line in Aberdeen in the next parliamentary session, the SNJR authorisation would be suspended. At this time Aberdeen was heavily built up, and the GNoSR quickly developed a scheme that would run in

12512-473: The new London and North Eastern Railway (LNER). For the time being there continued to be two competing routes to Aberdeen from the south. When the railways were nationalised in 1948 this state of affairs continued and the pattern of passenger and goods trains remained relatively unaffected by the new common ownership. However the decline in usage of the railways, especially local railways in sparsely populated areas, forced consideration of rationalisation, and it

12648-610: The new line from Monktonhall to Dalkeith via Smeaton opened, as did the Blane Valley Railway . Passenger services on the latter did not start until 1867, in common with the opening of the Esk Valle Railway . The company now sought to grow revenues on the existing network. A rapprochement was reached with the Caledonian Railway—Kippendavie came from that railway's Board—and commitments to

12784-518: The opening out of the Law Tunnel and the construction of a deviation by-passing Balbeuchly incline. These works were not in fact carried out at this stage, although in 1849 work was undertaken to convert the gauge to standard gauge. The line closed during October 1849 for the work to be carried out. The opportunity was taken to ease the worst sharp curves. The locomotives Earl of Airlie , Lord Wharnclife and Trotter were converted, but John Bull

12920-516: The permanent bridges were inaugurated, by Queen Victoria , although some working over temporary structures had already taken place. The station at Edinburgh was located in a depression between the Old and New Towns; this had early been a disreputable and insanitary swamp called the Nor' Loch, although steps had been taken to provide ornamental gardens on part of the area. The North British Railway obtained

13056-694: The places in its title, albeit with a ferry crossing of the Firth of Forth and the Firth of Tay . The EP&DR also had a branch from Stirling to Dunfermline, through highly productive coalfields, and it had already absorbed the Fife and Kinross Railway and the Kinross-shire Railway . In the same year the North British absorbed the West of Fife Railway and Harbour Company , giving further access to mineral-bearing areas and to Charlestown Harbour. Since

13192-508: The powers over the BCR line into Newcastle. This seemed a hugely important goal, although the route over the two Borders lines was long and arduous. The exchange was that the NER got running powers from Berwick to Edinburgh. If Hodgson believed that this was an equitable exchange, he was soon rid of the belief, for the NER was now able to run through line goods and passenger trains right in to Edinburgh on

13328-517: The railway declined further. Passenger trains between Dundee and Newtyle ceased on 1 October 1955. The Newtyle to Auchterhouse section was closed to goods traffic on 5 May 1958, and the entire line closed on 6 November 1967. The Strathmore main line remained in use as an express route between Perth and Aberdeen; the closure of wayside stations simplified express train running. The streamlined A4 class pacifics were displaced from East Coast main line passenger express services by diesel locomotives, and found

13464-513: The remainder of that line closing in October 1847; the Coupar Angus line closed in November 1847. The SMJR opened from Perth to Forfar on 2 August 1848; a short connecting line was provided at Meigle to join the two routes. Returning to the Dundee and Newtyle line, an act of Parliament was obtained on 21 July 1859 to build by-pass lines. The Balbeuchly incline was avoided by the construction of

13600-497: The roof of the coaches. In fact Marshall states that two old "Tally-Ho" coaches that had been operating on the Perth turnpike, which were fixed to a wagon chassis. Whishaw described the carriages differently: there were first class carriages and mixed carriages; the latter "resemble an ordinary stage coach, with the addition of an entirely open compartment both before and behind; the middle compartment, which holds only four passengers,

13736-462: The sake of continuity, and the previous statement of accounts and the declared dividend were reversed. No dividend was paid and warrants bearing 4% interest "until paid" were issued in their place, The meeting was naturally lengthy and at times stormy; a verbatim report occupied two and a half pages of the Glasgow Herald the next day. On 12 December 1866, the interim Chairman of the Company published

13872-462: The same gauge as the Dundee line and were worked in effect as branches of it. Marshall observes that "Neither line was ... successful in bringing in new business." The Dundee Weekly News of 5 November 1898 carried a report from William M'Intosh who stated that from 1837 to about 1841, during windy weather, a tarpaulin was lashed to the end of the passenger carriage, propelling it by wind power at from 10 to 20 mph (16 to 32 km/h). In 1841

14008-559: The setback and opened a second Tay Bridge, followed soon by the Forth Bridge , which together transformed the railway network north of Edinburgh. Early on, mineral traffic became dominant and brought in much more revenue than the passenger services. At the grouping of the railways in 1923, the North British Railway was the largest railway company in Scotland, and the fifth largest in the United Kingdom. In that year it became

14144-487: The time and wished to encourage railway access, and therefore agreed to the extension through the streets: the line was to run down Lindsay Street, across Nethegate to Yeaman Shore, then turning east to join the Dundee Harbour internal railway lines. There were to be steep inclines: up to 1 in 24: and horse traction was to move two wagons at a time. The extension was completed in February 1837. The Yeaman Shore section

14280-492: The upgrading of the E&DR line, doubling the single line section beyond Dalkeith , and construction of a new viaduct over the River South Esk and Dalhousie. After the NBR had formally purchased the Edinburgh and Hawick Railway, first openings took place in 1847 but it was not until 1 November 1849 that the line was open throughout to Hawick. For the time being Learmonth's objective of a line reaching Carlisle, which

14416-446: The upper levels, and throughout on 3 April 1832. At this early date formal stations were not established and passenger stopping places were made where convenient; they were referred to as offsets , that is, setting down places, in many instances. The names used changed from time to time. Balbeuchly was spelt Balbeuchley locally at certain times. Dundee and Newtyle first main line: Dundee and Newtyle (Caledonian Railway) after opening of

14552-408: Was 4 ft  6 + 1 ⁄ 2  in ( 1,384 mm ) and fish-bellied rails were used, of 28 to 35 pounds per yard (13.9 to 17.4 kg/m) on stone blocks. The inclines were all straight; the Law incline was laid with three rails at the top, four in the central section and two at the lower end; a 40 hp (30 kW) high pressure engine was provided. The Balbeuchly incline had only

14688-445: Was a British railway company, based in Edinburgh , Scotland. It was established in 1844, with the intention of linking with English railways at Berwick. The line opened in 1846, and from the outset the company followed a policy of expanding its geographical area, and competing with the Caledonian Railway in particular. In doing so it committed huge sums of money, and incurred shareholder disapproval that resulted in two chairmen leaving

14824-416: Was a competing Caledonian Railway Bill. Hodgson used the mutual rebuff to try to form an alliance with the Caledonian, building and operating the line jointly. His objective was obviously to achieve access through Carlisle southwards, but the Caledonian saw through that and turned him down. The NBR presented a fresh bill for the Carlisle line in the 1859 session. Hodgson had agreed a takeover arrangement with

14960-403: Was a priority. The water was muddied by the Caledonian Railway's stated intention to build its own branch from Carlisle to Hawick, and then by the independent Border Counties Railway . This was a speculative line from Hexham, on the Newcastle and Carlisle Railway , striking north into presumed mineral-rich areas. It was authorised in 1854, and opened as far as Chollerford in 1858; its significance

15096-404: Was aligned to permit through running from Dundee to Fairmuir. In 1890 the branch was extended eastwards to Maryfield, a further goods station located at Mains Loan and Clepington Road. The three Newtyle lines had been conceived to carry materials and passengers between Dundee and Strathmore. The Coupar Angus and Glamis lines were now part of the through main line between Perth and Aberdeen, and

15232-460: Was building its own line from Arbroath to north of Montrose , where it made a junction, ( Kinnaber Junction ), with the Caledonian Railway. In 1878 the NBR bridged the Firth of Tay at Dundee, giving it direct access from Edinburgh and Fife to the north shore of the Firth, and Parliament ordered that the Dundee and Arbroath Railway be transferred to joint ownership: jointly between the Caledonian and

15368-546: Was considerably more expensive than had been allowed for. The Law Tunnel was completed on 21 January 1829, but later in the year the works generally were reported as at a standstill. Landale was dismissed from the service of the company, amid criticisms that he failed to control the contractors properly, and that the estimates had been considerably overspent. The company had exhausted all its capital, and amid considerable acrimony, it decided to seek authorisation for additional capital and for borrowing powers, and these were granted by

15504-452: Was determined that the former NBR route should continue, with the former SNER route closing. This took effect in 1967. The main route for trains from central Scotland to Aberdeen was therefore via Dundee, Arbroath and Montrose. Thus the Dundee and Arbroath line was still in use; the A&FR line was closed except for a short section at Arbroath from the station to the point of divergence of the NBR and Caledonian lines. The old Aberdeen Railway

15640-413: Was done away with, and Dundee traffic was now regularly routed via Arbroath. While the main line between Perth and Aberdeen was the highlight, there was much intermediate traffic at this date, chiefly agricultural. At Perth the SNER used the General station build and managed by the Scottish Central Railway. The station was increasingly becoming a traffic hub, and by Act of Parliament it was transferred to

15776-464: Was enacted as the Dundee and Newtyle Railway Act 1826 ( 7 Geo. 4 . c. ci) on 26 May 1826; it was the first railway in the north of Scotland. The line was built with fish-bellied rails on stone blocks, with the rare track gauge of 4 ft  6 + 1 ⁄ 2  in ( 1,384 mm ); the rails were rather light at 28 lb/ft (41.67 kg/m). 600 shares were issued at £50 each, that

15912-406: Was evidently unhappy about the state of the engineering of its line, and in 1832 it commissioned the engineer Nicholas Wood to review it. In fact he generally approved the situation, only commenting that horse traction should be continued "until the traffic should be more developed", and that he "looked forward to the early extension of the line at both ends, particularly at Dundee." This referred to

16048-455: Was expanding his portfolio of railways and in 1847 his York and Newcastle Railway and the Newcastle and Berwick Railway were close to completing the English portion of a route from London to Edinburgh. Hudson made an offer to purchase the North British Railway (through the medium of his own companies) for 8% on the NBR capital. Hudson's offer placed a high value on the NBR, but it was rejected by

16184-412: Was hardly a tenable position and on 13 May 1852 he resigned. James Balfour took over, but Balfour was not well suited to the role and he had little influence on the course of the North British. He too left the company, and in 1855 Richard Hodgson took over. His task was formidable; no dividend was paid to ordinary shareholders for some time. By September 1856, Hodgson had routed an opposing faction on

16320-558: Was heavily supported by the NBR, probably as a strategic measure to keep the Caledonian Railway out of the district. The NBR absorbed it in 1876. Due to Hodgson's improved management in the period to 1862, the financial position was greatly improved. Dividends on ordinary shares up to 3% became regular. Geographical expansion was limited to funding the Parliamentary deposits of prospective friendly branch line companies, with provisional agreements to work their lines. Some changes to

16456-466: Was heavily supported by the SNER. It was to cross the Deeside Railway at Peterculter and make two short branches connecting to it there, which would give the line access to Aberdeen in addition. The SNJR, costing £150,000 would have difficult gradients and curves, and would by-pass Aberdeen, the most important settlement in the area, and it was obvious that a 22-mile (35 km) railway was not

16592-524: Was imported from the Baltic states on a scale unmatched anywhere in Scotland, and the agriculture of Strathmore needed access to a sea port. The sea port might not necessarily be Dundee, and that fact motivated the Burgh Council of Dundee to consider a transport link. A canal had been proposed in 1817, but a more realistic idea was formed in 1825 when Dundee Burgh Council decided to fund a survey for

16728-471: Was itself absorbed into the Caledonian. The Caledonian now controlled lines from Carlisle to Aberdeen. While this appeared to be the outcome it had long desired, it came at a heavy price: Parliament was becoming uncomfortable with the monopoly power of large railway concerns, and granted the North British Railway running powers over much of the northern part of the Caledonian system. The NBR

16864-520: Was later to become the Waverley Route , was on hold. The NBR obtained Parliamentary authority in 1846 to build numerous branches off its main line and off the Hawick line. Not all of these were built, but in addition to the Haddington branch, which had opened contemporaneously with the main line, several were opened in the period to 1855. These were: The Caledonian Railway had been able to offer

17000-476: Was limited intermediate population, and the Caledonian Railway frustrated attempts to arrange through workings, or even through bookings, for passengers, and goods traffic was diverted away from the NBR. The NBR made use of its fortuitous connection to Silloth to ship goods onwards, but for the time being the line was of doubtful value considering its expense. It was not until the Midland Railway completed

17136-669: Was more excitement to come: the Edinburgh and Glasgow Railway had for years seemed to be on the point of joining in with the Caledonian Railway, but now it seemed that it, together with the Monkland Railways , would join the NBR. The Edinburgh and Glasgow had a considerable system, including the Stirling to Dunfermline line and the Bathgate and Morningside line; moreover it was working the Glasgow, Dumbarton and Helensburgh Railway . The Monkland Railways had been formed in 1848 by

17272-422: Was moved from street running to railway property in 1847. The construction of the line had not been well executed, and maintenance costs were considerable; in addition the three stationary engines were expensive to operate. The shortage of capital at the time of building the line had resulted in heavy loans being taken. The agricultural traffic from Strathmore had not developed as much as had been forecast, so that

17408-520: Was of historical importance, and had it 'removed and all the parts carefully put together, cleaned, painted, and lined'. He then had it photographed, and a lithograph taken from the photograph was reproduced in an article in The Engineer journal of 1883. The date on the maker's plate of 1833 identifies it as either no. 1, Earl of Airlie or no. 2, Lord Wharncliffe . The introduction of locomotives, and therefore somewhat faster speeds, now showed up

17544-528: Was open between Tweedmouth (opposite Berwick on the south side of the River Tweed ) and Newcastle upon Tyne. The North British Railway was able to advertise a train service from Edinburgh to London, although passengers and goods needed to be conveyed by road across the Tweed at Berwick, and across the River Tyne at Newcastle: the two river bridges were still under construction. It was not until 1850 that

17680-403: Was reported to a Special General Meeting on 14 November 1866. Hodgson did not attend; instead he sent a letter of resignation, and blamed bad headaches for preventing him from being present. John Balfour, the former chairman, took the chair for the meeting. The Committee of enquiry submitted a lengthy report, which included the statement that there had been not merely deliberate falsification of

17816-461: Was retained as a goods depot. Towards the final decades of the nineteenth century, Dundee had expanded northwards and there was a demand for goods facilities in that part of the Burgh. In 1885 a short branch was opened to a goods station at Fairmuir, located in the angle between Clepington Road and Strathmartine Road. It left the main line at Fairmuir Junction, a little to the west of the original incline route, and crossed that route. Fairmuir Junction

17952-660: Was retained from Kinnaber Junction to Aberdeen. The former SMJR line from Perth to Forfar was closed except for the first section to Stanley Junction, where the Inverness line diverged. The entirety of the rest of the SNER system closed (although some local goods connections remained in use for a while). The heritage section of the Brechin branch is now operated by the Caledonian Railway Brechin Ltd, which started operation in 1993. The railway network

18088-586: Was sold to contractors. The Scottish Midland Junction Railway was authorised in 1845 to construct a main line railway from Perth to Forfar, joining Arbroath and Forfar Railway giving ultimate access to Aberdeen. Its intended route through Strathmore meant that the unremunerative Newtyle and Coupar Angus Railway and the Newtyle and Glammiss Railway routes lay directly along a suitable alignment. The SMHR acquired those two small railways, and closed them for upgrading to main line standards, and providing double track. The Eassie to Glamis section closed in July 1846, with

18224-531: Was taken over by the Dundee and Perth Railway and the difficult inclines were by-passed by circuitous and more easily graded routes in the period 1860 to 1868. Nonetheless the line declined and closed to passengers in 1955. The Coupar Angus and Glammis (Glamis) lines continued as part of the Forfar main line, but that closed in 1967. In the first decades of the nineteenth century Dundee had been established as an important manufacturing town and port. The topography of

18360-407: Was the potential to enter the area between Carlisle and Hawick: in 1857 it presented a bill to Parliament to join the Hawick line. That was not successful, but Hodgson caused the NBR shareholders to vote £450,000 (equivalent to £54,224,300 in 2023) for the Carlisle extension from Hawick; such was his power of persuasion. However the bill presented to Parliament in the 1858 session was rejected, as

18496-469: Was working another 40 mi (64 km) of single track for independent companies. In 1866, comparison with the Caledonian Railway showed that company to be in better shape: In the spring of 1866, Hodgson declared a 3% dividend on ordinary shares, but the share price continued to decline. In the Autumn of 1866 Hodgson was again proposing a dividend of 3% but a new company secretary, John Walker, alerted

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