In the early 1880s, long-term deprivation and scarceness of land drove several communities on the West of Scotland to carry out acts of civil disobedience – rent-strikes and land-raids - collectively termed ‘The Crofters’ War’.

In the investigations which were set up in the aftermath of these events, principally driven by the Napier Commission of 1883, it was acknowledged that the people of the west Highlands and Islands had a justifiable grievance.

In an effort to alleviate conditions, proposals were made, firstly, to reform the laws of land-ownership, and secondly, to develop the fisheries by opening up markets in the British cities.

[5] The proposal was backed by Sir John Fowler, engineer in charge of the building of the Forth Bridge, and a number of local MPs and luminaries.

A steep descent of six hundred feet (180 m) in the space of three miles (4.8 km) - a challenging gradient of 1-in-26 - would have been required to bring the line to sea-level at the head of Loch Broom; but the engineers instead planned to construct a 600 yards (549 m) tunnel through the hillside on the west side of the descent, and then descend to the mouth of the River Broom, after which the line would follow the coast as far as Ullapool.

In the interim, it was clear that the Highland Railway had been lobbying hard in Westminster, proposing that a grant of £45,000 from central funds would allow the extension from Stromeferry to Kyle of Lochalsh to be built.

[8] In the summer of 1891, a new Private Bill was proposed at Westminster to transfer arrangements for the construction and running of the line from the Highland Railway to the Great North of Scotland company.

The Commission of Inquiry published its report in the summer of 1891, recommending that the best option of the original six was the extension of the line from Stromeferry to Kyle of Lochalsh.

[9] In 1901, Major Blunt-Mackenzie (husband of the Countess of Cromartie) proposed building the line as a 'tram-way', to support the west coast fisheries; but could get no financial backing for the scheme from the Government-backed Congested Districts Board.

[11] The Rural Transport Committee was duly impressed and, when its report appeared in April 1919, it recommended that the railway be constructed, completely funded by the government.