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West Highland Railway
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West Highland Railway
The West Highland Railway was a railway company that constructed a railway line from Craigendoran (on the River Clyde west of Glasgow, Scotland) to Fort William and Mallaig. The line was built through remote and difficult terrain in two stages: the section from Craigendoran to Fort William opened in 1894, with a short extension to Banavie on the Caledonian Canal opening in 1895.
It had originally been intended to extend to Roshven, to give good access to sea-going fishery vessels, but the end point was altered to Mallaig, and this section opened in 1901. The Mallaig Extension was notable for the extensive use of mass concrete in making structures for the line; at the time this was a considerable novelty.
The line never made a profit, and relied on government financial support, which was given (amid much controversy) to improve the depressed economic conditions of the region. It was worked by the North British Railway, which later took the company over. Except for a short stub at Banavie the entire line remains in use, and it is considered to be one of the most scenic railway lines in Britain.
Prior to the nineteenth century the western highlands of Scotland formed a wild tract of land, with mountainous terrain threaded by deep river valleys. The soil was generally poor and not conducive to productive agriculture, and land transport was poor. After the Jacobite rising of 1715 military roads were constructed for the purpose of military control, but these were limited to the area from Crieff to south of the Great Glen. The most efficient transport medium was coastal shipping.
Railways became a practicable means of transport around the end of the eighteenth century especially in mineral districts, in many cases at first as short-distance adjuncts to waterways; the Monkland and Kirkintilloch Railway of 1826 is notable in the development in Scotland. In 1842 the Edinburgh and Glasgow Railway opened, showing the way for inter-urban general purpose railways, and the easing of the money market in the following years led to a frenzy of promotion of railways, in which a huge number of schemes were put forward, not all of them viable.
The climax of this was in 1845, the year in which the Caledonian Railway obtained its act of Parliament, the Caledonian Railway Act 1845 (8 & 9 Vict. c. clxii), authorising the creation of capital of £1.5 million to build a railway from Edinburgh and Glasgow to Carlisle. Other Scottish trunk railways were authorised in the same year, and this encouraged the promotion of increasingly wild schemes intended to be submitted to Parliament in the following session. The West Highlands of Scotland were not omitted from the schemes proposed. Prospectuses were issued for the Scottish Western Railway and the Scottish North Western Railway, as well as the Scottish Grand Junction Railway and others. Some of the prospectuses told of abundant income and easy construction through imaginary gently rolling land. One line at least admitted the mountainous character of the area but proposed the use of the atmospheric system to overcome the difficulty.
The tightness of money in 1846 and the following years put paid to all the West Highland schemes.
As other railways were opened and operating, there remained a large area on the map of Scotland not served by any, and branch lines from existing trunk lines began to be considered. In 1870 the first section of the Callander and Oban Railway was opened, extending a local branch line, and this railway, a subsidiary of the Caledonian Railway, opened throughout to Oban in 1880.
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West Highland Railway
The West Highland Railway was a railway company that constructed a railway line from Craigendoran (on the River Clyde west of Glasgow, Scotland) to Fort William and Mallaig. The line was built through remote and difficult terrain in two stages: the section from Craigendoran to Fort William opened in 1894, with a short extension to Banavie on the Caledonian Canal opening in 1895.
It had originally been intended to extend to Roshven, to give good access to sea-going fishery vessels, but the end point was altered to Mallaig, and this section opened in 1901. The Mallaig Extension was notable for the extensive use of mass concrete in making structures for the line; at the time this was a considerable novelty.
The line never made a profit, and relied on government financial support, which was given (amid much controversy) to improve the depressed economic conditions of the region. It was worked by the North British Railway, which later took the company over. Except for a short stub at Banavie the entire line remains in use, and it is considered to be one of the most scenic railway lines in Britain.
Prior to the nineteenth century the western highlands of Scotland formed a wild tract of land, with mountainous terrain threaded by deep river valleys. The soil was generally poor and not conducive to productive agriculture, and land transport was poor. After the Jacobite rising of 1715 military roads were constructed for the purpose of military control, but these were limited to the area from Crieff to south of the Great Glen. The most efficient transport medium was coastal shipping.
Railways became a practicable means of transport around the end of the eighteenth century especially in mineral districts, in many cases at first as short-distance adjuncts to waterways; the Monkland and Kirkintilloch Railway of 1826 is notable in the development in Scotland. In 1842 the Edinburgh and Glasgow Railway opened, showing the way for inter-urban general purpose railways, and the easing of the money market in the following years led to a frenzy of promotion of railways, in which a huge number of schemes were put forward, not all of them viable.
The climax of this was in 1845, the year in which the Caledonian Railway obtained its act of Parliament, the Caledonian Railway Act 1845 (8 & 9 Vict. c. clxii), authorising the creation of capital of £1.5 million to build a railway from Edinburgh and Glasgow to Carlisle. Other Scottish trunk railways were authorised in the same year, and this encouraged the promotion of increasingly wild schemes intended to be submitted to Parliament in the following session. The West Highlands of Scotland were not omitted from the schemes proposed. Prospectuses were issued for the Scottish Western Railway and the Scottish North Western Railway, as well as the Scottish Grand Junction Railway and others. Some of the prospectuses told of abundant income and easy construction through imaginary gently rolling land. One line at least admitted the mountainous character of the area but proposed the use of the atmospheric system to overcome the difficulty.
The tightness of money in 1846 and the following years put paid to all the West Highland schemes.
As other railways were opened and operating, there remained a large area on the map of Scotland not served by any, and branch lines from existing trunk lines began to be considered. In 1870 the first section of the Callander and Oban Railway was opened, extending a local branch line, and this railway, a subsidiary of the Caledonian Railway, opened throughout to Oban in 1880.
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