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Edinburgh and Glasgow Union Canal

Records of the Edinburgh and Glasgow Union Canal: canal notice 1849.

1849

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The Edinburgh and Glasgow Union Canal was first proposed in 1791-1792 as a means of transporting coal from Glasgow to Edinburgh. Robert Whitworth and John Ainslie were commissioned to do the surveys, and put forward four possible routes. Asked his opinion in 1797, John Rennie rejected them in favour of his own, fifth, route. More disagreements between landowners and coal masters over the route resulted in John and Daniel Busby's mineral survey, the conclusions of which settled the matter. Nothing was done for almost fifteen years due to the wars against the French. In 1813, engineer Hugh Baird planned a canal from the Forth & Clyde to Edinburgh, the route of which was completely different to that decided on in 1798. John Rennie's original plan was revived but considered too expensive, especially as Hugh Baird's route would also pass close to coalfields. Thomas Telford gave his approval to Baird's line in 1815, but made some recommendations regarding where the canal should join the Forth & Clyde. In June 1817 the Act passed despite some considerable opposition, although it provided for the protection of the aristocratic houses, as the line of the canal did go extremely close to them and had caused some controversy. Construction began in March 1818, with Hugh Baird as resident engineer, George Moncrieff as clerk and an elected committee of eleven members, headed by Robert Downie. There were several problems with the labourers, including drunken rioting, an outbreak of fever and one of the contractors being replaced because of slow progress. Despite the problems, it opened in May 1822. The canal was 31 1/2 miles long, crossed three rivers (the Avon, Almond and Water of Leith) using aqueducts between 5 and 12 arches long, had a tunnel at Callendar House 1/3 of a mile long and each of the eleven locks were capable of taking boats 69 feet by 12 feet 6 inches. Water was supplied by the reservoir at Cobbinshaw and feeders from the rivers Almond and Avon. In 1823 a 1/4 mile branch was built from the top of the locks to Port Maxwell Basin. Port Hopetoun, at the eastern end, had stables, wharves and passenger shelters. The Port Downie Basin in the west, named after the chairman, opened on to the Forth & Clyde. The company were also carriers and had 21 boats built by committee members at their expense but let to the company. The passenger boats, based on their Dutch counterparts, had sleeping quarters, breakfast and a comfortable cabin. As the journey could not claim to be quicker than the same journey by road, the focus was on the comfort of the facilities. Both coal and regular passenger transports were successful from the beginning. Financially, the company were in debt at the opening of the canal and were forced to borrow more money. Fares and tolls were kept low to attract business. The Exchequer Bill Loan Commissioners refused a third request for a loan in 1826, and in 1832 threatened to repossess the canal because the company was so far in arrears. From the 1840s the canal only made enough money to maintain itself and pay off interest on debts. Road competition had been a constant but not overwhelming threat. Both the Edinburgh-Falkirk and the Edinburgh-Glasgow routes were available by coach as well as by canal. The canal responded by cutting costs, adjusting timetables to allow time for refreshments and reduction in journey times. Railway competition started in 1840 and was damaging. Trade was lost once the Slamannan Railway from near Airdrie to near the canal at the Avon aqueduct opened that year. It had been hoped that the operation of a joint railway-canal service to Edinburgh would increase the canal's revenue; however, passengers preferred to use the coaches put on. Relations with the railway soured further when the trains refused to wait for boats that were delayed, and then stopped selling canal tickets but continued selling coach tickets. Two years later the Edinburgh & Glasgow Railway was completed, the Act having been passed in 1838. Passenger services on the canal suffered and eventually ceased in 1848. In order to remain competitive for commercial traffic, the canal improved their cargo services and ordered new boats, including introducing steam tugs in 1844. Tolls were reduced several times. In 1845 the Forth & Clyde Navigation company agreed to purchase the Union Canal. It was then anticipated that they would amalgamate with the Edinburgh & Glasgow Railway, but the railway company changed its mind in November 1846. This put the Union Canal in an uncertain financial and administrative situation. Major repairs needed to be carried out after breaches in the canal, but the Forth & Clyde refused to pay for them or to honour the conditions laid down in the agreement to take over the Union Canal. In 1849, the Edinburgh & Glasgow Railway took over the canal. Considering the extent of its debts and its poor prospects, with hindsight the railway company realised the amount they paid was excessive. When this became part of North British Railway in 1865, traffic on the canal was declining and continued to fall despite North British's efforts. Tolls were reduced and special rates introduced for certain journeys. By the early 20th century the canal was poorly maintained and it was criticised for the weeds and the insufficient depth due to a lack of dredging. There were discussions about closing basins at Port Hopetoun and Port Hamilton, but the outbreak of World War One diverted attention from the matter. The basins were finally sold in 1921. Two years later, the North British Railway was amalgamated with several other railway companies to form the London & North Eastern Railway. The last commercial traffic used the canal in 1933, after which Port Downie and the locks were filled in. The British Transport Commission assumed responsibility in 1948. Although used by pleasure boats and considered an important source of water for the various industries along it, there was increasing pressure to close the canal. Abandoned in 1965, it was re-opened in 2002. For further information on the Edinburgh and Glasgow Union Canal see Edward Paget-Tomlinson's 'The Illustrated History of Canals & River Navigations' and Jean Lindsay's 'The Canals of Scotland'.

It has not been possible to ascertain any original structure of record-keeping from the small number of records held for this company. The subfonds has therefore been arranged in chronological order.