Historical Overview of the Road Motor Services.

In November 1999 I was at the County Museum in Dundalk doing some research in connection with this project. I got talking to a young lady there about what I was doing. Following some minutes she enquired "What is the GNR?" I was rather taken by surprise initially until I realised that she could not have been more than about twenty five years of age and had probably never heard of those initials - GNR. I explained to her in a few paragraphs the significance and meaning of the GNR to the local economy, especially as so many Dundalk folk were employed in the Railway Works, which at the time was the largest local employer up to its closure in 1958.

Realising that it is forty-two years since the GNR name existed in Ireland its not surprising that many of the youth of the "Tiger Economy" have not heard of it. Through this website I am in a way trying to put that right.

The people of the town of Dundalk who were there on September 30^th 1958 when it ceased to exist will never forget the GNR.

The GNR had its "quaintly" named Road Motor Services (RMS) which operated its fleet of buses. The road freight department operating its lorries was known as the Road Merchandise Service. Both road departments operated as distinct elements of the Railway Company.

It was in Drogheda County Louth on the 29^th January 1929 that the very first GNR bus (A Leyland PLSC 3 Lion) fleet number 1 inaugurated the first service between the Railway Station and Drogheda West Street via James street and Shop Street in the town a distance of about a mile and a half. Ironically it all ended in Drogheda too with the arrival of the last GNR bus from Dublin in the early hours of October 1^st 1958.

Leyland Lion No.2 at Dublin Garage in 1930. 

In October 1928 the GNR set about recruiting someone to run their road operations. General Manager Jonathan Stephens recruited a man called Joseph Mackle.

Joe Mackle was from an engineering background having served an apprenticeship with the Glasgow firm of Halleys Motors. After service in the Royal Berkshire Regiment (Motor Transport Section) in World War One he joined the Belfast based Leyland dealer Alister Kirk & Sons. In 1926 he joined a very progressive bus company based in Belfast called HMS Catherwood as its Chief Engineer.

Joe Mackle immediately established the RMS all over the GNR's operating territory. His strategy included the purchase of many independent bus operators. By the end of 1931 the highly individualistic and ambitious Mackle had built up the RMS to a fleet of 128 buses. In 1933 Mackle moved on to Belfast Corporation Tramways as Rolling Stock Engineer and was later to become General Manager of that undertaking until his retirement in April1963. 

In recognition of the fact that he could not do all the work himself Mackle recruited another World War One veteran and holder of the Military Medal - Albert Switzer. Albert was recruited in Dundalk during 1929 as Chief Inspector Road Motor Services. The energetic and peripatetic Albert had an office at Amiens Street Station in Dublin from where he ensured the efficient running of all GNR buses through his Garage Inspectors at principal locations. Albert Switzer greatly relied upon by the company management enjoyed a long and distinguished career with the GNR before his retirement from Coras Iompair Eireann in 1959. 

The take over of the small independent bus operators by the RMS between 1929 and 1946 yielded the company about 130 buses together with the operations of 32 companies. These ranged in size from a single bus concern to that of the Irish Free State operations of HMS Catherwood, which brought 24, Leyland buses into the GNR fold. At its zenith in 1935 the RMS ran about 180 vehicles and was rapidly demonstrating to shareholders in the railway, that bus operations were an important contributor to the dividend. By this time the RMS buses operated north of a diagonal line between Dublin and Sligo including the GNR area of Northern Ireland.

The RMS through its purchase of independents gained valuable experience in the running of a wide variety of diverse types of buses. ADC, Gilford, Dennis, Karrier, Reo, Overland, Leyland and AEC were all marques that featured in the acquisition table. New buses and lorries were also purchased from inception in 1929. The first new buses were three Leyland PLSC 3 Lions, which rendered valuable service in the Sligo/Donegal area until 1937. They were quickly followed by 21 AEC Reliance's which were used all over the territory but found great favour on the Dublin/Dundalk corridor.

AEC Reliance No.24 at Dublin Garage in 1930.

The buying of new vehicles continued right up to 1937 and included in 1932 Weymann bodied Dennis Lancets, Albion Valkyrie PX65's. Leyland was by far the favoured supplier though with examples of Lions (LT2, LT5A, LT7) and Tigers (TS2, TS4) as well as Beaver and Badger lorries.

The GNR had a large Railway Works at Dundalk and it was to this facility that they turned to manufacture bus and lorry bodies in 1930. In May of that year the first Leyland Lion TS2 bus and Beaver lorry bodied at the Works appeared in the annual Dundalk Maytime Festival Parade, such was the tremendous feeling of pride in the workmanship that had gone into producing the bodies. 

1935 was a momentous year for the GNR as the Northern Ireland Government nationalised all bus and road freight operations outside Belfast within its jurisdiction from October 1^st. On that day the Northern Ireland Road Transport Board (NIRTB) assumed responsibility for co-ordinating road freight and passenger activity. The GNR was severely affected and had to surrender to the NIRTB a fleet of 50 buses, 58 lorries and 33 omnibus routes into its clutches. The establishment of the NIRTB and the loss to the GNR of its Road Motor activities in Northern Ireland where two thirds of the railway network was located was a severe blow to the fortunes of the company. It however continued to provide Road Motor Services in the Irish Free State which included the operation of several long established cross-border bus services which were unaffected.

In the early thirties the "canny" Mechanical Engineers of the GNR men like George Howden, Dick Meredith, Bobby Pelissier and Johnny Owens experimented with various makes of diesel engines (then known as oil engines) in preference to the relatively short life achieved with the standard petrol units as fitted in AEC Reliance's, Leyland Lion and Tiger buses. Many of these vehicles were retrofitted with a variety of diesel engines at Dundalk Works from a range of manufacturers such as AEC, Beardmore, Dorman, Gardner and Leyland. 1935 arrived and the GNRI had finally and firmly decided that the Manchester built Gardner four and five cylinder diesels were to become the company standards.

1937 was a landmark year for the GNR as the decision to produce its own Gardner engined buses at Dundalk Works became a reality with the rollout of the first batch of a run of 96 buses. This aspect is dealt with on another part of this website.

What distinguishes all GNR buses and at the same time frustrates the meticulous enthusiast is the fact that every single bus was different in some feature or appearance although they may have been from the same tranche. No two buses were identical they may have had different window openings sliding vent or droplite type. The seat moquette patterns were very often different, even in batches of the same type of vehicle constructed together. The company also had the habit or re-bodying vehicles frequently which whilst engendering increased interest for the enthusiast also led to some confusion among the same fraternity as to a vehicle's genesis. Fleet numbers were allocated in a straight numerical sequence and also included the lorry fleet, often changing to make way for batches of new vehicles, the highest number was allocated to a 1953 AEC Regent III number 442. The GNRI was numbered among the few Irish operators who ran double deckers.

The GNR supported its Road Motor Services from a network of important garages located in Dublin, Drogheda, Dundalk, Cavan, Armagh, Lurgan, Donegal, Ballyshannon, Keady and Belfast (Grosvenor Street).

The Hill of Howth Tramway was also technically a part of the Road Motor Services and it bequeathed some of its nomenclature. Bus drivers were always referred to as "Motormen" and buses known, as "cars" such was the charming nature of its operations.

Although charming the Road Motor Services was incredibly well organised. An immense amount of planning and attention to even the minutest detail went into its operations to ensure that every conceivable eventuality was catered for. This was illustrated by the fact that all the major garages had tender vehicles to deal with breakdowns and recoveries. Two six-wheeler omnibus rail wagons were constructed at Dundalk. They were used to convey single deck buses to and from the works for overhaul. Each garage had a retinue of competent staff including revenue protection Inspectors who travelled about the territory in motor cycles ensuring that the company was not denied its income.

A regular programme of maintenance, overhauls and repaints was another important feature of the GNR Road Motor Engineering. The vehicles were always turned out in immaculate condition, clean inside and out in their very handsome Oxford Blue and Cream livery. Staff wore their Navy uniforms with pride and were renowned for a high degree of customer awareness. Many of the platform staff was on first name terms with their regular passengers. Morale was exceedingly high even in times of adversity and this was the envy of many bus operators.

The four stages of GNR timetable development as shown above.

Conductors initially used Williamson pre-printed tickets and punches in one-penny stages up to a value of about 8 shillings. In 1948 the GNR became the first operator in Ireland to use the Setright Speed Ticket machines. They arrange for the lease of 171 machines, which were at the time the most technically advanced available in these islands. The Setrights were used in all areas except the local Donabate Railway Station/Town service, which continued the use of Williamson tickets.

A range of GNR tickets.

In 1948 Ireland had become a Republic a wholly independent nation, confident and proud and enjoying her complete freedom from Britain. In that year the British Holiday Camp supremo Billy Butlin decided to open a brand new purpose built camp at Mosney just south of Drogheda. This was right in the heart of GNR territory and the company seized the opportunity to provide a comprehensive series of day tours for campers wanting to see a little more of life. They needed a fleet of suitable buses offering style and comfort that the campers would expect. Thirty AEC Regal III vehicles of which 24 were to a 39-seat bus specification for long distance services and 6 35-seat semi-luxury touring coaches ordered for the Butlins tours began arriving complete with bodywork by Park Royal. These Regals were loved by platform staff and were renowned for style and speed.

A rather poor photograph of an AEC Regal III at Butlins Holiday Camp Mosney,

note the Motorman in his white coat.

The end of 1948 saw the GNR in great difficulty as a result of falling railway revenues a rise in car ownership meant certain bankruptcy. A rancorous debate among the shareholders resulted in the company giving notice in 1950 that the railway was to close. The announcement spurred the Government's in Dublin and Belfast to step in and jointly guarantee its debts of several million pounds whilst a formula could be found for its future survival. 

The two Government's finally agreed to jointly nationalise the company keeping it separate from the State Transport undertakings in the Irish Republic Coras Iompair Eireann (CIE) and in Northern Ireland the Ulster Transport Authority (UTA). And so in October 1953 the Great Northern Railway Board (GNRB) was formed with equal representation from both territories at Board level.

1952 saw the GNRB turn to Leyland for new buses after a break of sixteen years during which they had embargoed the products of the Lancashire Town. Four Leyland Royal Tiger buses with 44-seat centre entrance Saunders Roe Bodywork entered service. They were not popular with conductors who resented the narrow gangways as a result of their 7'6" width. Most of them ended up working out of Drogheda Garage.

The last new buses for the GNRB were delivered during 1954/5 composed of 33 AEC Regal IV machines with body framing by Park Royal completed at Dundalk Works.

The GNRB was dogged by political interference by both governments who could not agree on anything resulting in the Board's early demise, which happened on September 30^th 1958. The railway assets of the GNRB were divided equally between CIE and the UTA. As the Road Motor Services were confined to the Irish Republic (with the exception of some cross-border services) the whole fleet of 122 single deck buses and 36 double deck buses and a lorry fleet of about 100 was assimilated into CIE.

The GNR was and is sadly missed by many especially those of independent mind and spirit with a longing for quality care, cleanliness and efficiency. Gone but not forgotten!

GNR Bus Route Map 1938.