Across the Boards: Historical Routes for the Railways of 1825

by Lou Jerkich

Part 3: The Railways of Unit 3

Contents:

The Major Companies:
CR - Caledonian Railway
NBR - North British Railway
G&SW - Glasgow and South Western

The Minor Companies:
GNSR - Great North of Scotland Railway
HR - Highland Railway
M&C - Maryport and Carlisle Railway


Unit 3: Major Companies:

CR - Caledonian Railway
The forerunners of the Caledonian were various Scottish railways that through absorption or amalgamation became part of the Caledonian Railway on July 31, 1845.  Joseph Locke helped engineer the creation of this company which extended the London to Carlisle line (portions of which had been surveyed and engineered by Locke) to Glasgow and Edinburgh.  In 1849 the main line from London to Glasgow was opened.  The Scottish Central Railway which linked the Caledonian Railway's lines to Perth was absorbed in 1865.  Eventually through amalgamation with the Scottish North Eastern Railway in 1866, the Caledonian was able to reach Dundee and Aberdeen.  Additional track extensions and some mergers allowed the the Caledonian to gain access to Dumfries, Oban and Greenock. It had running rights over the line west from Dumfries to Stranraer.  In the 1923 groupings, the Caledonian Railway became the third largest of the components of the new London, Midland and Scottish Railway (LMS).  For further information see CR, Caley, and CR map.

Base:  G5 (Glasgow-SE [Glasgow Central Station])
Locations for 3 other stations:
a. H6 (Motherwell),
b. E7 (Perth),
c. E1 (Oban PORT) or F6 (Stirling) or J10 (Carlisle).

Mainline: Carlisle to Aberdeen
J10 (Carlisle) [63sw], NW to I9 [9nw], NW to H8 [40se], W to H6 (Motherwell) [38sw], NE to G7 (Airdrie) [69w], NW to F6 (Stirling) [63se], NE to E7 (Perth) [brown hexag], NW to D6 [39e], E to D8 [18e], E to D10 (Montrose) [15sw], NE to C11 [9sw], NE to B12 (Aberdeen) [brown hexag].

Mainline Branches:
A. Carlisle to Glasgow:  J10 (Carlisle) [63sw], NW to I9 [9nw], NW to H8 [40se], W to H6 (Motherwell) [38sw], NW to G5 (Glasgow-SE) [50nw].
B. Carlisle to Edinburgh:  J10 (Carlisle) [63sw], NW to I9 [9nw], NW to H8 [40se], NE to G9 (Edinburgh) [167w].
C. Perth to Montrose via Dundee: E7 (Perth) [brown hexag], NE to D8 [18e], SE to E9 (Dundee) [14sw], NE to D10 (Montrose) [15sw].

Branch Lines:
1. Glasgow to Edinburgh: G5 (Glasgow-SE) [50nw], SE H6 (Motherwell) [38sw], E to H8 [40se], NE to G9 (Edinburgh) [167w].
2. Glasgow to Dumbarton: G5 (Glasgow-SE) [50nw], NW to F4 (Dumbarton) [88se].
3. Glasgow to Gourock: G5 (Glasgow-SE) [50nw], SW to H6 (Motherwell) [38sw], SW to I5 [41se], NW to G3 (Greenock) [15nw], NW to F2 (Gourock) [brown hexag].
4. Stirling to Oban: F6 (Stirling) [63se], NW to E5 [8w], W to E3 [20se], W to E1 (Oban PORT) [brown hexag].
5. Lockerbie to Dumfries and Stranraer: I9 (Lockerbie-not shown) on the main line from Glasgow to Carlisle [26nw], W to I7 [8sw], SW to J6 (Dumfries) [15w], W to J4 [9w], W to J2 (Stranraer PORT) [5e].

Notes on the main line:
The Caledonian Railway's main line can't build north from Carlisle in the game so it must make the most of beginning in the city of Glasgow along with its two chief  competitors.  To reach Carlisle it must build first SE to H6 (Motherwell) where a tile #6e must be placed to continue the mainline.  (It could place tile #6nw if it choose to first attempt to reach Greenock, for which see the route explanation listed below.  Otherwise, when H6 is promoted to green tile #13sw, the branch line to Greenock can be established.)  A station should be placed in Motherwell since this will be the vital central point from which the main line south to Carlisle and north to Dundee and Aberdeen will be built.  (Given the tile configurations for Glasgow, it is impossible to make a Carlisle-to-Aberdeen main line that passes through Glasgow and also permits the NBR and GSWR to have reasonably historical routes.)

The southward main line from Motherwell to Carlisle is built by placing tile #8w in H8 and then #9nw in I9.  The line then continues SE to J10 (Carlisle) using one of the yellow tiles, such as tile #6nw, or a green or russet upgrade.  Russet tile #63sw is ultimately favored for Carlisle, although the shortage of tile #63 in the game components may make this difficult.  The H8 and I9 hexags are mountains so this route will cost £200 to build.  A branch line from I9 (Lockerbie-not shown) may be extended southwest to Dumfries. (See below.)

The Caledonian expanded northward by taking over the Scottish Central Railway in 1865.  This Railway had been formed in 1845 to link the Caledonian Railway with the Scottish Midland Junction Railway at Perth.  In the game the route is built by expanding northward from Motherwell after the tile in H6 has been upgraded to russet tile #38sw.  Expand northeast to Airdrie by using tile #69w in G7.  This allows small town tile #58ne to be placed in F6 (Stirling) and thus to connect with the brown hexag of Perth in E7.  As Perth is vital for the Caledonian's northern extensions, a station should be placed there.  Possibly, a station may be placed in Stirling if the token is not to be used in Oban PORT (see the branch notes below), but Stirling first would have to be promoted to a green tile #12e or #13se.  Ultimately it will be desirable to upgrade Stirling to russet tile #63se.

The main line north from Perth to Aberdeen was acquired in 1866 when the Caledonian absorbed the Scottish North Eastern Railway.  That in turn had formed from the Scottish Midland Junction Railway in 1856 which had run from Perth to Forfar where it joined the Aberdeen Railway with which it later merged in 1856.   The Aberdeen Railway in turn had absorbed the Arbroath and Forfar Railway in July of 1856.  [The Arbroath and Forfar Railway, the small private Scottish railway company in the 1825 Unit 3 game, ran from Arbroath on the coast to Forfar inland.  In the game, those towns would be on the edge of the Montrose and Dundee hexags.]  To re-create the line from Perth to Aberdeen involves building tile #7se in hexag D6, tile #9w in D8, #58w in D10 (Montrose), and #9sw in C11, which connects with the brown Aberdeen hexag in B12.  Because the Caledonian cannot begin to build these historical routes (from G7 northward) on its own until the appearance of russet tiles permitting Motherwell to be upgraded to #38sw for track to run northward, it is quite likely that the Great North of Scotland Railway out of Aberdeen or the Highland Railway running out of Inverness will have built some of this track by the time the Caledonian reaches the area.  Green tile #28se or russet tile #39e may be needed in hexag D6, and tile #18e may perhaps be needed through D8.  Both D6 and D8 each cost £100 for the mountains, making this an expensive route to build.

It should be noted that this northern section of the Caledonian's main line may be built faster if the construction of track in H6 (Motherwell) begins with tile #5ne which would permit immediate builds to the north.  This tile can be upgraded to green tile #12ne to permit the southern section of the main line to be built.  Russet tile #38sw would then cause the branch lines to Greenock and vicinity to be built last.

In 1863 the Scottish Central Railway absorbed the Dundee, Perth and Aberdeen Railway Junction.  This is easily built by extending track #7sw out of Perth into hexag D8.  This curves back down into hexag E9 (Dundee) which could have tile #5ne leading to Montrose in D10.  The Caledonian will want to improve Montrose by promoting the small town (either tile #58w or tile #4sw) into green tile #15sw.  Dundee can be upgraded to tile #14sw for increased revenues. 

Notes on the branch lines:
A Glasgow to Edinburgh branch line can be attained by following the main line branch southeast from Glasgow to Motherwell and then eastward to H8.  The #8w tile in H8 can be upgraded to green tile #25w so that Edinburgh in hexag G9 can be reached.  Edinburgh develops from an initial green tile #52sw in G9 to one of the following russet tiles: #65e, #66se, or #116ne.  All of these can upgrade to grey tile #167w, which has the best historical routes for use in Edinburgh.  Glasgow in G5 can also be upgraded to brown #34se and then to grey #50nw.  This will provide the maximum income for trains that include both Glasgow and Edinburgh in their runs.

The Lanarkshire and Dunbartonshire Railway that opened in stages between 1894 and 1896 was absorbed into the Caledonian in 1909.  It is represented in the game by connecting Glasgow-SE with Dumbarton.  Glasgow must first be promoted to a russet #34se tile which only then can connect with either tile #9se or the green tile #88sw in F4 (Dumbarton).  Since F4 (Dumbarton) contains both mountain and river terrain, it costs an extravagant £140 to build the first track here.  (See Unit 3 rule 4.2.8.)  Ouch!  This branch may not be worth the cost for the Caledonian, which may prefer the NBR to initially lay the first track on its route leading to Fort William.

The branch line (the Glasgow, Paisley, and Greenock Railway) from Glasgow to Greenock and Gourock should be more direct than must be done in recreating it in the 1825 game.  Instead, we must build track in a wider loop that utilizes the green #13sw tile or brown #38sw tile in H6 (Motherwell). Thereafter, the Caledonian connects southwest to I5 using yellow tile #7ne, green tile #27nw, or russet tile #41se so that it can reach Kilmarnock in hexag H4 using yellow tile #55ne or green tile #14ne.  The line then continues northwest to G3 (Greenock) using yellow tile #57se or green tile #15nw.  Finally it stretches further NW to F2 (Gourock), a brown hexag, where it historically competed with a GSWR line to Gourock.

The Callander and Oban Railway was formed in 1864 to link Callander, which lies to the northwest of Stirling, with the Port of Oban on the west coast.  This line was built over difficult terrain and reached Oban in 1880.  It was not very profitable.  Although the line remained independent until being grouped into the London, Midland and Scottish Railway in 1923, the Caledonian Railway ran its trains.  In the 1825 game, this track is represented by a line from Stirling northwest and west to Oban.  Starting from Stirling after it becomes russet tile #63se, the line reaches northwest into mountain hexag E5 using tile #8w.  It then continues west into E3 with tile #9e or with green tile #20se, if the NBR already has placed tile #9se there.  Oban PORT, a brown hexag, will now be connected to Stirling.  The two intervening tiles built through the mountains will have cost £100 each, making this an expensive route to build for the meager income to be obtained at Oban PORT.  If the Steam Packets or some other rules are being used to provide a port benefit, the Caledonian will want to place a station in Oban PORT to take advantage of them.  Otherwise, the station might go into Stirling or perhaps Carlisle.

From the main line at unnamed Lockerbie in hexag I9, the Caledonian had a branch route southwest to Dumfries where it had running rights on a GSWR line and then shared the final portion of a joint railway with the GSWR into Stranraer PORT.  Start building this line by promoting tile #9nw in I9 to green tile #26nw.  Then using tile #8sw in hexag I7, connect to Dumfries in J6 with either tile #6ne or tile #15w. From there tiles #9w in J4 and #5e in J2 will connect Dumfries to Stranraer PORT if the GSWR hasn't already built the route.  The #9w tile in J4 will cost £100 due to the mountain in the hexag.  As with the route to Oban PORT, this is an expensive line for the revenue to be received.  If there is a benefit in having a station in Stranraer PORT, the GSWR is likely to have already placed a station there.  Note that converting green tile #27nw in I5 to russet tile #41se will also allow a connection from Motherwell to Dumfries which is less expensive than building the Lockerbie branch line route.

Due to the many mountains encountered, building the Caledonian Railway's historical routes is an expensive proposition.


NBR - North British Railway
The NBR was authorized in 1844 to build its original main line from Edinburgh east to Berwick-on-Tweed. It also immediately began the process of acquiring other local railways in Scotland.  In 1862 it absorbed the Edinburgh, Perth, and Dundee Railway which gave it access to the north.  Three years later the Edinburgh & Glasgow Railway amalgamated with the NBR   This gave the NBR connections with Glasgow and Stirling.  Ultimately, its various acquisitions gave it routes from Aberdeen south to Carlisle and from Fort William in the far northwest to Newcastle-on-Tyne in the southeast.  It partnered with the North Eastern Railway and the Great Northern Railway in the East Coast Joint Stock Operation formed in 1860.  Passenger train services were pooled among these three companies and by the 1870s the trains departing London King's Cross and Edinburgh Waverly were known as "Flying Scotsman" trains.   In 1923 the NBR became the northern segment of the new London and North Eastern Railway (LNER).  For further information see NBR, NBRSG, and the latter's map.

Base:  G5 (Glasgow-NE)  Note: Historically, its base was in G9 (Edinburgh) [Edinburgh Waverly Station].
Locations for 3 other stations:
a. G9 (Leith),
b. F6 (Stirling) or E7 (Perth),
c. F8 (Dunfermline/Kirkaldy) or E9 (Dundee)

Mainline: Berwick to Leith, Dunfermline, Dundee and Aberdeen
G13 (Berwick) [6w or 12sw], W to G11 [8e or 23e], NW to F10 [brown hexag], SW to G9 (Leith) [167w], NW to F8 (Dunfermline/Kirkaldy) [119se], NE to E9 (Dundee) [14sw], NE to D10 (Montrose) [15sw], NE to C11 [9sw], NE to B12 (Aberdeen) [brown hexag].

Branch Lines:
1. Stirling to Dunfermline:  F6 (Stirling) [63se], E to F8 (Dunfermline/Kirkcaldy) [119se].
2. Dunfermline to Perth: F8 (Dunfermline) [119se], NW to E7 (Perth) [brown hexag].
3. Edinburgh (Leith) to Carlisle: G9 (Leith) [167w], SE to H10 [9nw], SE to I11 (Riccarton Junction Halt) [11sw], SW to J10 (Carlisle) [63sw].
4. Riccarton Junction to Blyth/Ashington:  I11 (Riccarton Junction Halt) [11sw], E to I13 (Blyth/Ashington) [119se].
5. Glasgow to Edinburgh: G5 (Glasgow-NE) [50nw], E to G7 (Coatbridge) [69w], E to G9 (Edinburgh) [167w]
6. Glasgow to Fort William: G5 (Glasgow-NE) [50nw], NE to F6 (Stirling) [63se], W to F4 (Dumbarton) [88se], NW to E3 [20se], NW to D2 [8se], NE to C3 (Fort William) [3sw].
7. Glasgow to Helensburgh: G5 (Glasgow-NE) [50nw], NE to F6 (Stirling) [63se], W to F4 (Dumbarton) [14se or 88se], W to F2 (Helensburgh) [brown hexag].
8. Dundee to Anstruther: E9 (Dundee) [14sw], SE to F10 (Anstruther) [brown hexag].

The 1825 Unit 3 game, unlike the historical North British Railway, has the NBR home station in Glasgow rather than Edinburgh.  Presumably this is for play-balance reasons, although a case could be made in building historical routes for starting in Edinburgh/Leith, specifically the Leith portion due to the track tile configurations.  In addition, the NBR's original mandated destination of Berwick-on-Tweed doesn't even appear in the 1825 game.  It should be located in the non-playable section of the map that is hexag G13.  I recommend adding a large city here for anyone attempting to build historical routes, and the routes I describe below do assume the presence of this city here.  A tile #6w or a green tile #12sw work well in this location.  Unfortunately, if the NBR builds it's first main line by building from Edinburgh to Berwick, it will have to wait until green tile #52 is available for use in G9.  Furthermore, it will be unable to do much other building of its historical routes until the promotion of Edinburgh to one of russet tiles #65e, #66se, or #116ne.  So my discussion here will begin with the building of routes out of Glasgow-NE where the game mandates the NBR to place its home base.

Starting from Glasgow, the NBR will be building some branch lines first, rather than the main line route. The NBR must exit G5 (Glasgow) in a northeast direction, toward the town of Stirling in F6.  In order to ultimately be able to make Stirling a russet tile #63se, it must plan for green tiles #12 or #13 to be used in Stirling.  Thus it cannot place straight track tile #4sw (which can never promote to green tiles #12 or #13) in hexag F6 so as to connect Glasgow directly to Perth via Stirling.  Rather, it must place the scarce tile #58e in Stirling, or, if necessary, tile #3se there.  In the latter case, it will be waiting to promote tile #3se to green tile #12 se.  (Tile #58e promotes to either tile #12se or to tile #13se.)  Orienting tiles #58 or #3 in any other direction will permit an expensive branch line to be built to Dumbarton and Fort William, but it is more useful from a revenue standpoint to build the routes eastward and northward first. 

From Stirling with its tile #58e or tile #12se, the NBR can build track into F8 (Dunfermline/Kirkaldy) at a cost of £120 for the Firth of Forth Bridge.  Since the bridge is necessary in the long run to reach Leith/Edinburgh in G9, the expense must be borne.  Given that green/russet tile #119se is the final tile desired for hexag F8, only two yellow double city tiles will work to create the desired historical routes: yellow tiles #69se and 199se.

Tile #69 will connect Stirling to hexag E9 (Dundee) via Dunfermline.  Dundee will then need to have tile #6nw placed there if it is desired to build toward Perth so as to loop back down through F8 to reach G9 in which lies Leith and Edinburgh, the NBR's major goal at this stage.  Alternatively, tile #5sw could be placed in Dundee to create the branch line from Dundee to brown hexag F10 which contains Anstruther.  This of course will leave the NBR line at a dead end until Dundee is able to be promoted to green tile #14sw.  Regardless of the tile chosen for Dundee, there is a cost for that hexag of £80 for the Tay Bridge.

Once E9 (Dundee) has been upgraded to tile #14sw, the route to Aberdeen can be built.  This requires placing tile #4sw in hexag D10 (Montrose) and then tile #9sw in C11, which connects to the Aberdeen brown hexag in B12.  Montrose can later be upgrade to tile #15sw for higher revenues.  It may be necessary to place a station in Dundee in order to garner revenues, although a station in Dunfermline would be preferable.  However, the latter is not possible until hexag F8 can be upgraded to green/russet tile #119se, so the choice of Dundee may be inevitable.

To reach G9 (Leith) from Dundee before green/russet tile #119se has been placed in F8 (Dunfermline/Kirkaldy), put tile #7sw in mountain hexag D8 for a cost of £100.  This connects Dundee to Perth in brown hexag E7, which in turn runs southeast to Kirkaldy in F8, from which the line continues southeast toward G9.  Place tile #52ne [tile #52sw is much less desirable] in G9 (Leith), so that when russet tiles are available the NBR will have the greatest flexibility with routes out of Leith.

If instead of using tile #69se, the NBR extends its track to Dunfermline in F8 using tile #199se, then the new track will curve northwest from Dunfermline into Perth in brown hexag E7.  Placing tile #7sw in mountain hexag D8 (at £100) will then allow placement of tile #6nw in E9 (Dundee) for £80.  This will automatically connect Dundee to Leith in G9 via Kirkaldy in F8.  On the other hand, if green tiles are slow in coming or tile #6nw is not available for use in Dundee, then tile #5ne could be placed in Dundee (instead of #6nw) and the route to Montrose and Aberdeen as previously described could be built while waiting for green tile #14sw to become available for Dundee.

Further development of the NBR routes requires the russet tiles to be available for use.  It is important to place certain russet tiles in key locations as soon as possible.  Tile #63se is needed at Stirling in F6 as these #63 tiles are scarce.  Green/russet tile #119se should be placed at Dunfermline/Kirkaldy in F8 to maximize the revenues from train routes.  A russet tile #34se is desirable also in G5 (Glasgow) for improved revenues.

At G9 (Leith) there are limited options for russet upgrades.  Tile #65e is the least helpful (except to the Caledonian Railway), but each of tiles #66w and #67sw can be made very useful.  If #66w is placed in G9, Leith would then be connected to brown hexag F10 which would permit the NBR to place tile #7nw in G11, thereby directly connecting Leith to Edinburgh.  This allows the simultaneous placement of tile yellow double city tile #69w in G7 (Coatbridge) to the west of the Leith/Edinburgh hexag.  When Glasgow is at last promoted to grey tile #50nw, then Glasgow will be directly connected to Edinburgh by this route.  Note that a train cannot be run to two cities on the same tile or hexag, so Leith and Edinburgh can never be part of one single train's route.  From Leith, upgrading hexag G11 to green tile #31nw at last creates the original main line route to what should be hexag G13, in which I propose to place the large city of Berwick-on-Tweed.  Place tile #6w or green tile #12sw there as the case may be.  Eventually G11 can be promoted to russet tile #41 to permit a line directly from Glasgow to Edinburgh to Berwick.  If, however, G13 is not being used for Berwick, then employ green tile #26nw in G11 heading southeast where tile #9nw then can be placed in hexag H12 so as to connect to Blyth/Ashington in hexag I13.  This latter hexag can take tile #69se or #199se, later to be promoted to green/russet tile #119.

Should G9 (Leith) receive russet upgrade #67sw instead of #66w, then instead of looping back to Edinburgh or building east to Berwick-on-Tweed, the NBR will be able to build from Leith to Carlisle and Blyth/ Ashington.  Tile #67sw in G9 permits track to run due southeast toward H10 which can take tile #9nw.  Tile #8nw continues this route into I11 from which it connects to J10 (Carlisle) where any appropriate tile can be used.  Hexags H10 and I11 each cost £100 for their mountains.  I11 can be upgraded to tile #11sw with a Halt (Riccarton Junction) on its northeast side.  Continuing eastward from Riccarton Halt brings the track into I13 (Blyth/Ashington) which eventually upgrades to green/russet tile #119se.  A train can be run from Leith to Blyth.

The remaining branch line for the NBR is unfortunately extremely expensive for the small return on investment.  To build the route from Glasgow to Fort William requires track to extend west from tile #63se in F6 (Stirling).  Use tile #58nw if available for hexag F4 (Dumbarton), but this hexag contains both mountain and river, so it costs £120 to build there.  If tile #58 is unavailable, place tile #9e there instead.  This will connect to Helensburgh.  (The North British Railway gained ownership of the line to Helensburgh when it absorbed the Edinburgh and Glasgow Railway in 1865.)   Then upgrade hexag F4 to tile #14se or #88se to get a route headed northwest.  Next build tile #9 in hexag E3 (or tile #20se if the Caledonian has already place tile #9e there).  The tile #8se can be placed in hexag D2 and finally tile #3sw in hexag C3.  Hexags E3 and D2 will cost 100 each for their mountains.  This branch line west of Stirling thus costs £320 in order to connect to a couple of towns worth £10 each.

As with the Caledonian Railway and other Scottish lines, the NBR must spend a considerable amount of cash in order to build its historical routes.


GSWR - Glasgow and South Western Railway

On the 28th of October in 1850, the Glasgow, Paisley, Kilmarnock and Ayr Railway (GPK&AR) amalgamated with the Glasgow, Dumfries and Carlisle Railway (GD&CR) to form the Glasgow and Southwestern Railway (GSWR).  The original service operated from Glasgow Bridge Street Railway Station but in 1883 the GSWR took over the St. Enoch Station in Glasgow and made its headquarters there.  The original GPK&AR line opened in 1840 between Glasgow and Ayr, branching also to Kilmarnock.  Gradually the line extended southeast.  Another extension was built southwest toward Stranraer and this route connected with one coming west from Dumfries which it jointly ran with the Caledonian Railway.  In the 1923 groupings the GSWR became part of the London, Midland and Scottish  Railway (LMS).  For further information see GSWR and GSWR map.

Base:  G5 (Glasgow-West [Enoch Street Station])
Locations for 2 other stations:
a. J6 (Dumfries),
b. J2 (Stranraer PORT) or H4 (Kilmarnock/Ayr)
 
Main Line: Glasgow to Carlisle
G5 (Glasgow West) [50nw], SW to H4 (Kilmarnock/Ayr) [14ne], SE to I5 [41se], SE to J6 (Dumfries) [15w], E to J8 [24e], E to J10 (Carlisle) [63sw].

Branch Lines:
1. Ayr to Stranraer to Dumfries: H4 (Ayr) [14ne], SW to I3 [9sw], SW to J2 (Stranraer PORT) [5e], E to J4 [9e], E to J6 (Dumfries) [15w].
2. Glasgow to Gourock: G5 (Glasgow West) [50nw], W to G3 (Greenock) [15nw], NW to F2 (Gourock) [brown hexag].

Starting from Glasgow, the GSWR must first build west into G3 (Greenock) and place there a tile #5se.  From there it would continue southeast into Kilmarnock in hexag H4 using tile #55ne.  When it can upgrade this tile to green tile #14ne, the cities of Ayr and Kilmarnock become one large city with the potential to build track not only southeast toward Carlisle but also southwest toward Stranraer.  Thereafter, whether the Glasgow and Southwestern builds its main line first or its branch line first will depend chiefly on the availability of the correct track tiles or on revenue-related reasons.   As soon as tile #15nw can be placed in G3 (Greenock), Gourock in F2 will be connected to Glasgow and the small branch line from Glasgow to Gourock will thus have been built.

The main line is built by extending southeast from Kilmarnock to hexag I5 using tile #9se and then to J6 (Dumfries) using tile #6e, which curves the line eastward.  A tile #9w in Hexag J8 followed by any yellow large city tile in hexag J10 will complete the connection to Carlisle.  Dumfries should eventually be promoted to tile #15w and Carlisle should be upgraded to a green #12 or #13 tile which can then upgrade to russet tile #63.  Connections with the Caledonian Railway could lead to green tile #27nw being placed in hexag I5 and perhaps later upgraded to russet #41se. 

The branch line from Ayr to Dumfries via Stranraer PORT is easy to build but expensive.  Once physically connected to Ayr, the GSWR should use tile #9sw and #9w in hexags I3 and J4, but both of these are mountain hexags and cost £100 each.  Stranraer PORT must have a yellow tile #5e if the route is to be made from Glasgow-West or Ayr through Stranraer and onward to Dumfries using tile #9w in hexag J4.  If the PORT bonuses are in play, then Stranraer should definitely have a station token.  If PORT bonuses are not being used, then it may be difficult to justify the expense of the lines to Stranraer PORT.

Glasgow should be upgraded by laying russet tile #34se there and later promoting that to grey tile #50nw.  From Glasgow-West trains can run to Stranraer and onward to Dumfries.  Another train route could go to Greenock in hexag G3 and then southeast to Dumfries and Carlisle.  A station at Dumfries is probably a good idea to be sure that the GSWR will not be blocked from reaching Carlisle.  If Stranraer PORT is not being used, then the Kilmarnock/Ayr tile in hexag H4 is clearly the most important station site that remains on these lines.


Unit 3: Minor Companies

GNSR - Great North of Scotland Railway [5-train]
Originally created in 1845 to build a railway in northeast Scotland from Aberdeen to Inverness, the Great North of Scotland eventually only managed to get to Elgin, a bit shy of 40 miles east of Inverness.  The main line itself only made it to the town of Keith, which was the eastern terminus of the Highland railway out of Inverness.  There were smaller branch lines taken over by the GNSR, but over time these were discontinued due to the general low traffic of the region.  In 1923 the GNSR became part of the London and North Eastern Railway (LNER).  Find more information at GNSR and GNSR Railway Association.

Base:  B12 (Aberdeen)

Mainline: The true mainline ran from Aberdeen north and northwest to Keith on the route to Inverness.  Since Aberdeen sits on the top row of the the current 1825 Unit 3 map and therefore permits no track north of Aberdeen, for game purposes for this company with a 5-train, use the following mainline from Aberdeen to Montrose, Dundee, Dunfermline and Leith:
B12 (Aberdeen) [brown hexag], SW to C11 [9sw], SW to D10 (Montrose) [15sw], SW to E9 (Dundee) [14sw], SW to F8 (Dunfermline) [119se], SE to G9 (Leith) [167w].

For reasons noted above, this railroad can only build an unhistorical route in the 1825 game.  Starting from Aberdeen it can build southwest to C11 using tile #9sw.  Follow that with tile #4sw into D10, and then tile #6 into Dundee in E9 which will give it a temporary route into Anstruther in F10.  Promoting Dundee to a green tile #14sw will enable the GNSR to then build southwest into F8 (Dunfermline/Kirkaldy).  Since the GNSR's 5-train would like to include 5 stops, getting to Leith in G9 is the best terminus due to an ultimate value as a grey tile city worth £70.   Placing yellow tile #199se in F8 allows the GNSR to cross down to G9 where it will initially place a tile #52ne or #52sw to complete its link to Leith.  The NBR may have already built some of this route before the GNSR reaches Dundee, and the NBR or Caledonian may also already have made connections from Dundee or Perth to Aberdeen.  The GNSR will be happy to avoid the initial track costs at Dundee (£80) and Dunfermline/Kirkaldy in F8 (£120).


HR - Highland Railway [U3 train]
By 1858, the predecessors of the Highland Railway had built track from Inverness via Forres east to Keith which was the terminus of the main line of the Great North of Scotland Railway.  In 1865 this route was combined with a route from Forres to Perth via Aviemore and Pitlochry and the name "Highland Railway" came into existence.  It wasn't until 1898 that a more direct route from Inverness to Aviemore was built.  The Highland Railway also included routes west and north from Inverness into the upper reaches of Scotland.  (The current 1825 Unit 3 map shows only the lower section of the track route from the Aviemore region on south to Perth. However, the brown hexag (B8) where Aviemore probably should be located has been identified as "Inverness" in the game.)   In 1923 the Highland Railway became part of the London, Midland and Scottish Railway.  For further information see HR and Highland Railway.

Base:  B8 (for Inverness)

Main Line: Inverness to Perth
B8 (for Inverness) [brown hexag], SW to C7 (Pitlochry) [4sw], SW to D6 [39e], SE to E7 (Perth) [brown hexag].  [While this represents the historical main line, in the game a route to Montrose and Aberdeen or Dundee is far more profitable than the Pitlochry--Perth route.]

The basic historical route for the Highland is easy to create.  From the brown Inverness hexag (B8), head SW to C7 (Pitlochry) with tile #4sw and then continue through D6 with tile #8se in order to reach the Perth hexag.  Both hexags C7 and D6 are mountain hexes that will cost £100 each in order to place track.  If the Caledonian Railway has already placed tile #7sw in D6, then place green tile #28se there in order to reach Perth. 

Should the Highland Railway wish to earn more than this bare bones route permits, it will want to build alternate routes for increased revenues.  The Highland Railway's U3 train permits it to include any number of small stations in addition to three large ones, but per Unit 3's rules it must begin and end on large stations.  [Note: in the rules for Kit K2 concerning the Advanced Trains, the U3 Train is permitted to end its route at a small Station.  In a game combining different 1825 Units and or using the K2 kit, it is preferable to use the rule from Kit K2.]  Both Inverness and Perth count as large stations despite their low values.  So Pitlochry, if not promoted to a large station, counts as a bonus stop.  The Highland could continue on through Perth to any other large city in order to obtain higher revenue.  On the other hand, the Highland Railway may wish to bypass Perth (since it is only worth £10) by building toward Montrose and then on to Aberdeen or Dundee.  Green tile #29ne in D6 (or russet tile #39e if necessary) will allow the Highland to head east toward Montrose after it leaves Pitlochry.  However, hexag D8 is another mountain hexag costing £100 to build yellow track #9w due east across it toward Montrose.  If the Caledonian has already built tile #7se northeast out of Perth to curve back into northwest Dundee, then the Highland without cost can place green tile #18e in D8.  After that, the Highland needs to build track as it will most suit its need for revenue.  The North British Railway, the Caledonian, and/or the Great North of Scotland may already have developed the line from Dundee to Aberdeen.

Note that the Highland Railway can build an unhistorical route direct from B8 ("Inverness") to Montrose by placing tile #9nw in C9 for £100, thereby saving another £100 to £200 on the mountain costs of building through Pitlochry and then building east to Montrose.
 

M&C - Maryport & Carlisle Railway [3T train]
The Maryport & Carlisle Railway was incorporated in 1837 but it took until 1845 for the track to be built linking its namesake cities.  It ultimately had a length of 42.75 miles and did very well with coal traffic to Maryport.  For much of its first 50 years it paid 9% to 10% dividends.  In 1923 it became part of the new London, Midland and Scottish Railways.  For further information see M&C and also Maryport.

Base:  K7 (Maryport)

Main Line: Maryport to Carlisle
K7 (Maryport) [brown hexag], NE to J8 [24e], E to J10 (Carlisle) [63sw].

On its first turn, the M&C should build track northeast toward Carlisle and also southeast toward Barrow-in-Furness if not already built.  This will give it a three-city run when it connects to Carlisle on its second turn.  Afterward, the best that the M&C can do is to connect out of Carlisle with some other city that can provide better revenues than Barrow-in-Furness.  Track may already have been laid by another company that will expedite this.  If the M&C should acquire another train, then one could head north into Scotland from Carlisle while the other heads south or east toward Preston/Liverpool or Newcastle to York.


Return to Lou's Game Corner: Rail Game Links
Originally posted August 7, 2007.  Revised with new format, 25 November 2007. Minor corrections made 16 May 2008 and Aug. 10-12, 2008.  Further modifactions are possible.

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