Inverness
editBetween Fort William and Inverness is the Great Glen. Telford, who started building the Caledonian canal in 1804, referred to it as a "remarkable valley". The canal was designed to allow passage of the largest ships, but by the time it had been completed in 1843 the canal was too small for large sea-going steam ships. A railway was proposed in 1845, but abandoned in the aftermath of the mania. The Glasgow and North Western Railway put forward plans in 1882, but the Highland Railway was protective of it's monopoly of rail traffic to Inverness and opposed, and this was defeated.[1] In 1893 the North British and Highland railways proposed a line through the Great Glen to Inverness, but nothing came of these schemes that year.[2][3] Similar proposals were made the following year; the Highland Railway expected local support, but some Highlanders were unhappy with the service provided and thought they could benefit from competition. However, in 1895 agreement was reached and the two railways withdrew their bills.[4]
The Invergarry & Fort Augustus Railway (I&FAR) was formed in 1896 by Lord Burton, who owned deer hunting estates in Glen Garry and Glen Quoich. The 24-mile line would link Spean Bridge with Fort Augustus and a pier on the Caledonian Canal. As Fort Augustus was only 30 miles from Inverness the Highland Railway opposed the line, but approval was given on 14 August 1896.[5][6] Formans & McCall were appointed Engineers and James Young of Glasgow Contractors. At Fort Augustus the line extended over a costly viaduct and swing bridge to a pier on Loch Ness, and substantial viaducts were needed to cross the Spean and Gloy rivers.[7] The Highland and North British railways both considered their 1895 agreement void, and in December 1896 were joined in parliament by the Invergarry & Fort Augustus as three bills were presented that year for railway to link Fort Augustus and Inverness. Legal fees were high for all parties. Inverness Town Council backed the line proposed by the local Invergarry & Fort Augustus Railway, the Highland Railway won in the commons, but failed to gain running rights to Spean Bridge, but the bill was lost in the Lords.[8]
Construction started on 2 February 1897, and the I&FAR built on a grand scale. A station was built at Invergarry in the style of those on the WHR; Fort Augustus had two terminal platforms and one for the line through to the pier. A platform was built at Spean Bridge for I&FAR trains. A train carrying journalists ran over the line in April 1898, although the Gloy Viaduct and Loch Oich tunnel had not been finished the line was first inspected in August 1899.[9] The I&FAR line was complete in 1901, but the company had no money left to buy locomotives or rolling stock. The company approached the NBR to run the line, but the Highland offered better terms. It was 30 June 1903 before parliament approved the operating arrangements and the first train was able to run.[10][note 1]
Initially, four trains a day ran between Spean Bridge and Fort Augustus, the journey taking about an hour. Two of these started from Fort Augustus pier and one train was extended there. Local people used the line instead of the Caladonian Canal steamer as it was half the price, but tourists continued to catch the ferry at Banavie. In the first six months of 1904, the I&FAR spent £5,473 but received only £976 in income. Costs were cut and the pier station closed in 1906, but on 31 October the I&FAR were informed that the Highland would withdraw services on 20 April 1907.[11] Agreement was reached with the North British for four trains a day in summer and two in winter, and these started on 4 May 1907. In the summer of 1910 the NBR announced that they would withdraw services on 31 January 1911. Under pressure from local people they operated trains for the summer season, before withdrawing services on 31 October 1911.[12] The I&FAR attempted to sell the railway for scrap, but were prevented by Inverness County Council obtaining an injunction. The I&FAR, NBR and Board of Trade discussed how to reopening the line until the Lochaber District Committee noted that cost of maintenance to the Spean Bridge to Fort Augustus road had increased by £600 a year. It blamed the rise on the closure of the railway, and suggested that Inverness County Council grant of £600 a year to the I&FAR to allow it to re-open the line. After successful negotiations with the NBR, the line reopened on 1 August 1913. Ownership of the railway passed to the NBR on 28 August 1914, Inverness County Council contributing £5,000 to the total cost of £27,500.[13]
Passenger trains were withdrawn 1 December 1933; a weekly coal train ran until 31 December 1946.[14]
- ^ Thomas 1971, pp. 112–113.
- ^ Thomas 1971, pp. 113–114.
- ^ Vallance & Clinker 1971, p. 49.
- ^ Thomas 1971, pp. 114–116.
- ^ Thomas 1971, pp. 116–117.
- ^ Thomas & Turnock 1993, p. 282.
- ^ Thomas 1971, pp. 117–118.
- ^ Thomas 1971, pp. 118–120.
- ^ Thomas 1971, pp. 120–123.
- ^ Thomas 1971, pp. 123–125.
- ^ Thomas 1971, pp. 126–129.
- ^ Thomas 1971, pp. 129–131.
- ^ Thomas 1971, pp. 131–133.
- ^ Thomas & Turnock 1993, p. 283.
Cite error: There are <ref group=note> tags on this page, but the references will not show without a {{reflist|group=note}} template (see the help page).