47cm x 38cm
The
Great Northern Railway (Ireland) (GNR(I) or GNRI) was an Irish gauge (
1,600 mm (
5 ft 3 in)) railway company in
Ireland. It was formed in 1876 by a merger of the
Irish North Western Railway (INW),
Northern Railway of Ireland, and
Ulster Railway. The governments of Ireland and Northern Ireland jointly nationalised the company in 1953, and the company was liquidated in 1958: assets were split on national lines between the
Ulster Transport Authority and
Córas Iompair Éireann.
Foundation
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 and
Dundalk and between
Omagh and Portadown. The
Portadown, Dungannon and Omagh Junction Railway together with the
Londonderry and Enniskillen Railway enabled GNRI trains between Derry and Belfast to compete with the
Belfast and Northern Counties Railway, and both this and the Dundalk route gave connections between Derry 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.
The coat of arms of the GNR.
In its early years the GNR(I) closely imitated the image of its English namesake, adopting an apple green livery for its steam locomotives and a varnished
teak finish for its passenger coaches. Later the company adopted its famous pale blue livery for locomotives (from 1932), with the frames and running gear picked out in scarlet. Passenger vehicles were painted brown, instead of varnished. On 12 June 1889, a
significant rail accident occurred when a passenger train stalled between
Armagh and
Newry. The train was divided, but during the uncoupling operation ten carriages ran away and collided with another passenger train. A total of 80 people were killed and 260 were injured in what was then the deadliest railway accident to have occurred in
Europe. The accident remains the deadliest ever to have occurred on the island of
Ireland.
Growth and partition
In the early 20th century increasing traffic led the GNRI to consider introducing larger locomotives. The
Great Southern & Western Railway had introduced express passenger locomotives with a
4-6-0 wheel arrangement, and the GNRI wanted to do the same. However, 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 & Company in 1932. This class has been compared with another notable
V class, that introduced by the
Southern Railway in England in 1930.
The
Partition of Ireland in 1921 created a border through the GNRI's territory. The new border crossed all three of its main lines and some of its secondary lines. The imposition of border 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 and
Belfast Great Victoria Street stations.
Nationalisation and division
GNR loco sheds at Adelaide, 1959
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 1940s and 1950s and by making Dublin–Belfast expresses non-stop from 1948. In Dundalk at the GNR Works the railway engineers developed
railbuses for use on sections of the rural network.
Nevertheless, by the 1950s 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, the
Government of Northern Ireland's wish to close many lines led to the GNR(I) Board being dissolved and the assets divided between the two territories. At midnight on 30 September 1958, all lines entirely within Northern Ireland were transferred to the (nationalised)
Ulster Transport Authority (UTA) and all lines entirely within the Republic of Ireland were transferred to
Córas Iompair Éireann (CIÉ). CIÉ had been formed as a private company in 1945 but had been nationalised in 1950. In an attempt at fairness, all classes of locomotive and rolling stock were also divided equally between the transport operators of the two new owners.
: 184–185 Most classes of GNRI locomotive had been built in small classes, so this division left both railways with an operational and maintenance difficulty of many different designs all in small numbers.
The Government of Northern Ireland, which had a very anti-rail policy, rapidly closed most of the GNR(I) lines in Northern Ireland.
Exceptions were the Belfast–Dundalk and Portadown–Derry 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 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 GNR(I) lines within the Republic. Since 1963, the
Drogheda–
Navan branch has survived for freight traffic only.
The Fintona horse tram circa 1930
The GNR's north western main line between Dundalk and Derry bypassed the small
County Tyrone town of
Fintona, which was instead served by a 1 mile (1.6 km) branch line from Fintona Junction station. The service was operated by the double-deck
Fintona horse tram until the line's closure in 1957. CIÉ also acquired the
Hill of Howth Tramway, in the northern suburbs of Dublin, in the 1958 dissolution of the GNRI Board. CIÉ closed the tramway about a year later.
Today, the GNR routes remaining consist of the main line from Dublin to Belfast, the Howth branch, electrified for Dublin commuter services since 1984, the Drogheda - Navan (Tara Mines) line, which carries only freight traffic associated with that mine, passenger traffic having ceased with the closure of the line beyond there to Oldcastle in 1963, and the Lisburn to Antrim branch, now mothballed but retained in operational order for the time being.
Preservation
Rolling stock