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1946 Great
Northern Railway Company (Ireland) |
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Stock Code GRI01 |
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| Company |
Great Northern
Railway Company (Ireland) , formed in 1846 through the
merger of three of Irish railway companies. |
| Description |
Certificate no.
16394 for £300 of debenture stock. Cream certificate with
ornate red left hand scrollwork. Imprint of company seal. |
| Issued To |
Mildred Mary Elizabeth Stewart Popham, of 33 Vicarage Drive,
Eastbourne, Sussex. |
| Issue Date |
26th
June 1946 |
| Company
Officers |
| - |
Secretary |
Actual
signature |
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| Size |
24cm
wide x 19cm high |
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Note that
although this item has now been sold, we may be able to acquire
another one for you. Email us
if you are interested in this stock |
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The certificate is shown unframed as all items
are mounted to order. |
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The Great Northern
Railway (Ireland) (GNR(I) or GNRI) was an Irish railway company
formed in 1876 by a merger of the Irish North Western Railway (INW),
Northern Railway of Ireland, and Ulster Railway. The Ulster Railway
was the GNRI's oldest constituent, having opened between Belfast and
Lisburn in 1839 and extended in stages to reach Clones in 1863. The
Northern Railway of Ireland was itself formed by a merger of the
Dublin and Drogheda Railway (D&D) with the Dublin and the Belfast
Junction Railway (D&BJct).
The Ulster, D&D and D&BJct railways together formed the main line
between Dublin and Belfast, with the D&BJct completing the final
section in 1852 to join the Ulster at Portadown. The GNRI's other
main lines were between Derry/Londonderry and Dundalk and between
Omagh and Portadown. The Omagh-Portadown link allowed GNRI trains
between Derry/Londonderry and Belfast to compete with the Belfast
and Northern Counties Railway, and both this and the Dundalk route
gave connections between Derry/Londonderry and Dublin. These main
lines supported the development of an extensive branch network
serving the southwest half of Ulster and northern counties of
Leinster. The GNRI became Ireland's most prosperous railway company
and second largest railway network.
In its early years, the GNRI had closely imitated the image of its
English namesake, adopting a pleasant apple green finish for its
steam locomotives and a varnished teak finish for its passenger
coaches. Later the company adopted its famous pale blue livery for
locomotives, with the frames and running gear picked out in scarlet.
In the early 20th century increasing traffic led the GNRI to
consider introducing larger locomotives. The Great Southern and
Western Railway had introduced express passenger locomotives with a
4-6-0 wheel arrangement, and the GNRI wanted to do the same.
Unfortunately the lifting shop in the GNRI Dundalk works was too
short to build or overhaul a 4-6-0, so the company persisted with
4-4-0 locomotives for even the heaviest and fastest passenger
trains. This led to the GNRI to order a very modern and powerful
class of 4-4-0's, the Class V three cylinder compound locomotives
built by Beyer, Peacock in 1932. This class has been compared with
another famous V class, that introduced by the Southern Railway in
England in 1930.
The partition of Ireland in 1921 created an international frontier
through the GNRI's territory. The new border crossed all three of
its main lines and some of its secondary lines. The imposition of
frontier controls caused some service disruption, with main line
trains having to stop at both Dundalk and Goraghwood stations. This
was not eased until 1947 when customs and immigration facilities for
Dublin-Belfast expresses were opened at Dublin Amiens Street station
(renamed Connolly in 1966) and Belfast Great Victoria Street
station.
A combination of the increasing road competition facing all railways
and a change in patterns of economic activity caused by the
partition of Ireland reduced the GNRI's prosperity. The company
modernised and reduced its costs by introducing modern diesel
multiple units on an increasing number of services in the 1940's and
1950's and by making Dublin-Belfast expresses non-stop from 1948.
Nevertheless by the 1950's the GNRI had ceased to be profitable and
in 1953 the company was jointly nationalised by the governments of
the Republic of Ireland and Northern Ireland. The two governments
ran the railway jointly under a Great Northern Railway Board until
1958.
In May 1958, Northern Ireland's desire to close many lines led to
the GNRI Board being dissolved and the assets divided between the
two states. All lines in Northern Ireland were transferred to the
Ulster Transport Authority (UTA) and all lines in the Republic of
Ireland were transferred to Córas Iompair Éireann (CIE). In a
bizarre attempt at fairness, all classes of locomotive and rolling
stock were also divided equally between the transport operators of
the two states. Most classes of GNRI locomotive had been built in
small classes, so this division left both railways with an
operational and maintenance nightmare of many different designs all
in small numbers.
The Northern Ireland government rapidly closed all GNRI lines in
Northern Ireland except the Belfast-Dundalk and Portadown-Derry/Londonderry
main lines and the Newry-Warrenpoint and Lisburn-Antrim branches. It
made the Lisburn-Antrim branch freight-only from 1960 and closed the
Portadown-Derry/Londonderry and Newry-Warrenpoint lines to all
traffic in 1965. The Republic of Ireland government tried briefly to
maintain services on lines closed at the border by the Northern
Ireland government, but this was impractical, and the Republic had
to follow suit in closing most GNRI lines south of the border. Since
1960 the Drogheda-Navan branch has survived for freight traffic
only.
The Hill of Howth Tramway, in the northern suburbs of Dublin, was
also acquired by CIE in the 1958 dissolution of the GNRI Board. It
was closed down about a year later.
Source: www.wikipedia.org |
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