North British Railway Study Group Journal Number 100-119
Key tp all Issue Numbers

Issue No. 100 (2007)

PROBLEM: scanned front cover for tis Issue is clearly not correct, but is For Issue 99, but corect caption and reaction to correct image is included

"Rather nice view" of Holmes 18" 0-6-0 No. 45 in charge of a cattle train at unknown location (see lattter from Allan Rodgers Issue 101 page 8) following light snowfall. front cover caption

The 100th Journal: a celebratory Editorial. 3-6.
History of the Journal

Ed McKenna. Big day at Junction Road. 6-13.
Czar Nicholas II was eager to visit the United Kingdom in his new yacht the Standart, but the ship was too large to enter Aberdeen - the Queen was in residence in Balmoral. Furthermore, planning was complicated by the newness of the ship, but the port of Leith was selected and the date was fixes for 22 September 1896. It was considered that North Leith terminus was unsuitable for the Czar to entrain and Junction Road on the North Leith branch was selected. Much of the article is concerned with the reactions of the local politicians in Leith an Edinburgh. The train stopped at Dundee, and time lost thereat was regained. The timetable from Junction Road to Ballater is reproduced. The motive power is postulated as Nos. The return journey by the Czar was from Ballater to Portsmouth and did not concern the NBR.

Jim Summers. A model locomotive, the real No. 38. 14-15.

Andrew Hajducki. Elliot Junction - a centenary compilation. 16-20.
Accident on 28 December 1906

Peter Marshall. The North British Railway in 1907 from "The Railway Year Book 1908". 20-3.

Jeff Hurst. The restoration of Bilston Glen Viaduct. 23-5.
Last train ran over it in 1972. Became an unofficial footpath, but eventually sealed off, but in 1998 it was agreed to restore it as an official footpath and cycleway, which was completed in early 2004.

Allan Rodgers. NBR locomotive liveries 1846-1922: follow-up and amendments to original article published in Journal number 96. 26-47

Alistair Nisbet. The milk thief. 47.
Report in Dundee Courier of 28 December 1906 of trial of NBR driver John Hutchinson and fireman John Davidson of theft of milk from guard's van who were apprehended by PC Drysdale of Thornton. They were found guilty and sentenced to be fined or imprisoned for 21 days.

Issue No. 101 (2008)

G.W.M. Sewell. The Tay Bridge Disaster: a new look at an old engma. 3-8.

Journal 100 cover picture. Allan Rodgers. 8
Photograph was taken just west of Blackford Hill station heading towards Morningside. Also photographs of Royal Train passing the same location iin c1905 and tree lined setting as in c2010

Douglas Yuill. The North British Railway and the coal industry in East and Midlothian – a retrospective view. 9-19.
Introduction to Edinburgh Coalfield; its geology and workings. Full accoount of Wallyford Colliery.

Allistair F. Nisbet. The Scott characters. 20-7.
The names of Sir Walter Scott's characters were carried by the Scott class 4-4-0; some of the Reid Atlantics and by the Director D11 class allocated for Scottish service. Some were repeatedv on the Peppercorn A1 Pacifics and on some Great Western locomotives. Illustrations:

NBR No.895 Rob Roy at Perth in 1909 (F. Moore) 20
No. 426 Norna in LNER livery 21
No. 62416 The Pirate at St. Monans on 4 May 1959 22
No. 62417 Hal O' The Wynd in early Britsh Railways livery at Eastfield 23
Atlantic No. 879 Abbotsford 24
D11 No. 6381 Flora MacIvor 25
D11 No. 6383 The Fiery Cross at Dundee shed 26
D11 No. 62671 Baillie MacWheeble at Thornton on 30 July 1953 27

Ed McKenna. Alphabet soup. 28-31.
Traders' wagons (private owners' wagons): ABM No. 8 of Dundee: built Hurst Nelson in 1895 for Andrew Boyd McCrae with timber frame, dunb buffers and end and side doors; R. & Co. No. 7 of Chirnside (4 plank with end & side doors); W.B. of Edrom No. 2 (as previous). Three photographs from Historical Model Railway Society Collection (first also probably available in Motherwell with Horst Nelson Collection indexed by KPJ in his youth). Latter two were merchants on the former Berwickshire Railway and were suupplied by R.Y. Pickering. See also further informattion

Alan Simpson. The Kinnedar Branch. 31
Was in West Fife and to the north of the town of Oakley. It connected with the Stirling and Dunfermline section of the North British Railway and it served the Kinnedar valley collieries of the Oakley Coal Co. Ltd.

Issue No. 102 (2008)

Douglas Yuill. The North British Railway and the coal industry in East and Midlothian – a retrospective view. Part Two. 3-10

Ed. McKenna. Thirled wagons on the North British Railway. 11-20.
In railway terms Lord MacKenzie, in his judgement on the Railway and Canal Commission “Wagon Cases” hearing in 1910, defined thirled wagons as “…waggons owned by the railway company but dedicated wholly to the traffic of a particular trader.”

John McGregor. Explosives, various. 20-2.

Donald Cattanach. The Queen's Station and Queen Victoria's Journeys on the North British Railway. Part 1: 1842 to 1861. 23-31.
Queen's Station never appeared in public timetables, yet its existence was well known, and it played a prominent role in Royal and State occasions in Edinburgh and in Scotland for over thirty years. Its beginnings, the period of its existence, and its name, have all been the subject of contradictory accounts. Using contemporary newspaper reports, principally from the Scotsman, to supplement other sources, it is hoped that this may clarify matters. In The First Railway Across the Border, George Dow wrote: Soon after the line was opened a station was brought into use at Meadowbank, subsequently known variously as St. Margarets and Queen's. It was located about 100 yards west of the place where the railway passed under the Portobello Road. On the occasion of Queen Victoria's Scottish visit in 1850, when she pened the Royal Border Bridge at Berwick en route, Meadowbank station was specially refurbished, for, being only about a quarter of a mile from Holyrood Palace, the Queen detrained there on arrival from the south. Henceforward usually referred to as Queen's station, it is not known when it was closed, but it had certainly ceased to exist soon after the opening of the present [twentieth] century. Another very early station was Jock's Lodge, situated about a quarter of a mile east of Queen's station. The precise date it was opened is unknown but, on the instructions of the North British Board, it ceased to function as from 1 July 1848. This is not entirely correct. In fact, the station had been specially constructed for the Queen's visit of 1850 and her firstever stay at Holyrood.

B1 4-6-0 No. 1222 in green livery with Up Officers Special approaching Corrour on 11 August 1947. rear cover
B1 built by North Britsh Locomotive Co. at Queens Park Works and possibly on acceptance trial. Observation Sallon No. 972002 was former GNR Prince of Wales' saloon No. 2408 built by Cravens. Lasted in service until 1965 when it became a chuch at Gatehouse of Fleet.

Issue No. 103 (December 2008)

Glen Douglas, NBR engine number 256, and its pilot engine, LNER class J37 (BR number 64632) climb out of Garelochhead. on 1 June 1963. front cover
The occasion was the Jacobite Rail Tour, operated by the the Scottish Locomotive Preservation Fund and planned as the last steam run over the West Highland line. It was intended that both engines would make the run from Glasgow Queen Street to Fort William, but, sadly, number 64632 failed at Gortan - see page 26. (Colour Photo: K.M. Falconer) .

Jeff Hurst. Strathmiglo derailment 1949. 3-5
Accident report:  by Colonel R.J. Walker on behalf of the Ministry of Transport on fatal accident on 27 November 1949 in which Driver Robertson was killed when the ballast train he was driving was derailed: Report was published on the 3rd May 1950.

Allan Rodgers. Classification – a new approach (part 1). 6-9.
Contends that copyright might be a problem with adapting an existing system. System proposed is an extension of the well-known one adopted by the LNER (and the only thorough system used by any of the "big four" (or by British Railways).

Grahame Hood. Journey to Bathgate. 10
Twixt Forth & Clyde by A.G. Williamson was first published in 1942: essays telling of his visits to sites of historical interest in Central Scotland in the 1930s. He usually travelled by car on his trips, but on at least one occasion, he went by train as when visiting Bathgate to see the Torphichen Receptory, and to try to find the site of the castle of Walter Stewart. He described the journey from Airdrie to Bathgate noting the scenery and the effects of industry.

Euan Cameron. Drummond 18 inch goods engines. 11-15
These engines were popularly known as the 100 class, later allocated to class J32 by the L.N.E.R., and now designated class no. J032 under the new classification system described above. No. 153 of the Cowlairs batch was reconstructed with Morton's radial valve gear in 1890 and carried this apparatus until rebuilt entirely in 1901. The valve gear was quite complex, but the main visible effect was that the weighshaft bearing and the reversing lever were moved owards the rear where the front of the driving splasher partly concealed the bearing.

Allan Rodgers. Ashbury five compartment thirds. 16
Ashbury Railway Carriage and Iron Company of Openshaw, near Manchester, were suppliers of passenger vehicles to the North British Railway during the early part of the 1870s The arc-roofed thirds had five compartments, with the compartment divider only extending to the top of the seat backs, making it, in effect, an open carriage. It is not known whether these carriages were to the manufacturer or NBR design. However, this author believes the basic design concept of a five compartment open third, carrying 50 passengers, was first introduced by Hurst.

Donald Cattanach. The Queen’s station – part 2. 17-24
Following the death of Prince Albert Queen Victoria did not visit, or pass through Edinburgh until 1867 when as part of a visit to the Duke and Duchess of Roxburghe at Floors Castle near Kelso. The Royal Train, including the LNWR, left Windspor on the evening of 20 August 1867 and arrived in Carlisle on the following morning where a hiatus arose as to whether thr Royal Saloon would fit within the limits of certail bridges on the North British. Thus Her Majesty was breakfasted whilst an alternate vhicle was prepared for her onward jorney to Kelso. On page 17 it is stated that Charles Mason, assitant general manager LNWR handed over responsibility to brother Sam of NBR. Evidently fears of Royal saloon being outwith loading gauge were unfounded and onward journey from Kelso was in the Royal saloon (after it had made a trial run to Larbert and back whilst Her Majesty enjoyed the Borders). She departed Kelso at 23.30 on 23 August  and passed through Edinburgh at about 01.15 where it fell under Calaedonian control. The precautions to be observed whilst working the train are set out. The Queen's Station at Meadowbank  was enlarged for the Royal visit of 1872.  This time Her Majesty arrived at the Queen's Station from Osborne via the Wavrley route on 14 August at 08.53; departing on 16 August at 23,30 for Balmoral. In 1876 the journey was broadly repeated to enable Queen Victoria to unveil a bronze equestrian statue of Prince Albert, executed by John Steele, in Charlotte Square on 16 August. The Queen departed from her station on 18 August for the the overnight journey to Balmoral. In 1878 tyhe  Queen at short notice decided to visit  the Duke and Duchess of Roxburghe at their residence at Broxmouth Park near Dunbar The Royal Train arrived from Osborne via Carlisle, St. Boswells, the Berwickshire Railway, Dunse and Reston. Drummond was on the footplate from Carlisle: two locomotives were used to St Boswells; then  2-2-2 No. 474 Glasgow was in the care of Drummond as far as Dunbar where the train had to set back as it slipped past the red carpet In 1879 on the southward journey from Balmoral on 20 June a stop was made at Dundee: thus far the train was in the care of the Caledonian, but Drummond with a North British locomotive tool over to cross the Bridge and onward to Ladybank where the train reversed and traversed the Perth & Kinross and Devon Valley lines to reach Stirling where the Caledonian took over. In 1881 thre Meadowbank station was probably used for the last time when the Queen arrived from Osborne on 24 August behind two Drummond 4-4-0s Nos. 476 Carlisle and 493 Netherby with Drummond and Holmes on the footplates. The reason for the visit was aa Review of the Volunteers of Scotland in the Queen's Park, notable for the wet and muddy conditions. The departure was on 26 August when John Brown wiped the window of the Royal Saloon to enable the Queen to respond to the crowd as it passed through Waverley. In 1886 arrived at Waverley station via the Waverley route at 07.58 on 18 August and departed again on 20 August. Thereason for the visit was support for the International Exhibition, when prodigious efforts were made to transport the railway exhibits (Holmes 4-4-0 No. 592 and Caledonian 4-2-2 No. 123) to the Meadows. Her return on 4 November involved a brief call at Edinburgh to view the tomb of  the Earl of Dalkeith, The Queen complained about the excessive speed and jerkiness on the onward journey to Carlisle. On 19 June 1891 the Queen returning from Balmoral expressed a wish to travel over the Tay and Forth Bridge en route south from Balmoral The train paused in Edinburgh and then took the Waverley route to Carlisle .See also letter from John McGregor in Issue 104 page 38

Map: 1:1056 Ordnance Survey Town Plan of Edinburgh showing Queen's Station c1877  17
Drummond 2-2-2 No. 474 Glasgow 19
Drummond 4-4-0 Carlisle at St Margarets 20
London and North Western Railway arrangement of carriages for Ballater to Windsor journey on 19/20 June 1891 22
Time table for Her Majesty's Train from Ballater to Windsor via Montrose, Edinburgh and St. Boswells 23

David Stirling. The railways of Thomas Bouch. 24.
Bouch engineered several lines in the North British sphere of influence: the Edinburgh & Northern, Peebles, Leven, St Andrews, Leadburn, Linton & Dolphinton, Edinburgh Loanhead & Roslin and North British Arbroath & Montrose Railways were all his work. He had a successful career with the Edinburgh, Perth & Dundee, most notably inventing the train ferries across the firths which made the line viable as a through route. After this he became a consulting engineer, specialising in economical railways. John Thomas, never one to overlook a good story, relates the difficulties the Leven Railway and the St Andrews Railway had with Bouch in Forgotten Railways: Scotland. We get the impression of a bungling incompetent, or at least someone who could not deliver on time. These two were railways built down to a price, for their owners had problems raising capital, and the railways certainly had to spend money later to make up for the cheap construction in the first place. The tale ends with the fairy godmother, the North British, playing an unaccustomed role, stepping in to save the poor little railways and sort out their inadequacies. Well, things were not quite like that. The NB did take over the Leven & East of Fife, as it had then become, and the St Andrews Railway in 1877, but it had to exchange their owners' ordinary shares for special lien stock, ranking ahead of North British stocks and paying a fixed dividend of 10½%. That was more than three times the dividend the NB ordinary shareholders were getting in 1877, and NBR dividends had been zero a few years earlier. These railways may have been economically built, but they were evidently desirable property. Includes a portrait. See also letter in Issue 104 from John McGregor

14 ton goods brake van. 25
W.P. Reid design of 1905: cokloured diagram (side & end elevations) and photograph taken in Cowlaairs paint shop.

Album page. 26
Peebles staion goods yard in snow on 30 December 1961. Rae Montgomery colour photograph
Failed J37 No. 64632 in siding and Glen Douglas awaiting diesel assiutance at Corrour on 1 June 1961. K.M. Falconer colour photograph. See also front cover and letter from Keith Fenwick for further information on further problems.

Andrew Hajducki. Innerwick. 27-8
Photographs of station forecourt with old carriage body; goods porter, station agentt, booking clerk and signalman and signal box and extrract from Ordnance Survey 25 inch map. . See also letter from David Lindsay in Issue 104.

Allan Rodgers. Lamps. 28.
Two photographs of gas platform lamps from Kinghorn station with cast iron ownership "Edinburgh & Northern Railway". See also letter from David Lindsay in Issue 104.

Douglas Yuill. Coal in East/Midlothian. Part 3. 29-37
Prestonlinks Colliery could srend its output by conveyor belt to Cockenzie Power Station which was also served by Merry-Go-Rond trains from Bilston Glen and Monktonhall Collieries. Also Bankton and Prince Charlie Collieries. Riggonhead and St. Germains Collieries. Glencairn Mine

Prestonlinks Colliery first proposed railway connection map/plan 29
Meadowmill Prestonpans on main line with Prestonlinks diverging under A198 road 29
1907 Ordnance Survey may showing Prestonlinks Colliery branch 30
A3 No. 60088 Book Law on freight passing entrance to branch on 23 April 1963 30
Edinburgh Collieries Co. Andrew Barclay 0-6-0T WN 1322/1913 at Prestonlinks Colliery c 1951 33
D32 4-4-0 No. 888 at Seaton Mains Halt with passenger train for Edinbugh on 22 September 1930 34
Riggonhead Colliery map 35
Riggonhead Colliery sketch plan 35
J37 No. 64577 at Monktonhall Colliery with coal emmpties 36
J35 No. 9365 with westinghouse brake at Prestonpans on 17 August 1938 36
Prestonlinks Colliery 12-ton wagon 37
Edinburgh Collieries Co. 12-ton wagon 37
Forth Collieries Co 12-ton wagon 37

Book review 38-9
The West Highland Railway: plans, politics and people. John McGregor. Birlinn, 2006. reviewed by Mike Smith
A long review which observes the significance of this addition to the literature on the WHR

Letters page. 39

Portobello Passenger Railway Station (1880-1964). Mike Smith
As many members will be aware, Portobello station, which closed complerely as at 7September 1964. was built as an island platform, to which access was effected by means of an underpass constructed at right angles to the tracks above between the top of Station Brae and the Christian Path, from which stairs led up to the platform centre. The underpass was filled in with station debris, and each end sealed, during demolition in 1967.
In course of recent researches, it appeared that I should ascertain whether any other NB stations (leaving aside various West Highland examples) were constructed in this manner, perhaps in the Glasgow area, or elsewhere. Can any member assist with advice?

NBR Class D' 0-6-0T - LNER Class 'J83'. Locomotive No. 815 - LNER 9815 and 8462. Mike Srnith . 
40 engines of this class were constructed for the NBR in 1900-1901. 39 members of the class entered BR service in 1948, and were renumbered in the 60,000 series, being withdrawn gradually between 1956 and 1962.
Every so often, I have wondered why the sole exception No.9815. having been renumbered 8462 in April 1946 - succumbed to withdrawal in September 1947. so much earlier than its sisters. Pictures do exist of this locomotive. after withdrawal awaiting breaking up at Inverurie Works. One such, from the Hennigan collection, is illustrated below. It was taken by the late H C Casserley on 16th October 1947.
Can any member enlighten me as to the reason why this locornotive disappeared relatively early. and from which shed it was withdrawn? Unfortunately, there has not yet appeared the appropriate section of the Yeadon Locomotives of the LNER series which might assist in providing relevant information. See reply from Bill Lynn in Issue 104 page 38

Then & now: Longniddry station. rear cover
Black & white photographs taken c1900, 1930s and colour image taken in 2008

Issue No. 104 (March 2009)

Ed McKenna. Small bogie wagons. 3-6.
Attempt to sell off old wagons from Monkland Railway system. Advertisement in The Scotsman on 23 March 1893: notice dated previous day.

Mike Esbester. The safety movement. 7-8.
1913 campaign to reduce accidents at work: illustrations from booklet issued to staff in about 1920.

Mike Jodeluk. Female railway clerks. 8.
From East Fife Record of 11 Decenber 1858

Euan Cameron. Holmes " 574" class express engines. 9-13
Drummond had plans for a 17-in short-wheelbase 4-4-0 and the Museum of Scotland has a model of one which purports to be an Abbotsford. The Holmes design as built differs in having a flat, rather than sloping, grate. Illustrations: No. 575 at Eastfield as built; No. 579 as built in Drummond livery; Driver Jock Walker with No. 576 at Cowlairs decorated for Gladstone's election campaign c1892; No. 9574 in LNER green livery at Perth; also 2 skeletal side elevations and coloured elevations showing locomotives in both original and as rebuilt by Reid forms.

Allan Rodgers. Ashbury 3rds – a follow up. 1415.
Includes coloured elevations

Jeff Hurst. Loanhead. 16-20
Glencorse branch: detailed diagrams of station and signal box structures

Allan Rodgers. Classification – a new approach (part 2). 21-5

Alan Brotchie. Fireman John Allan.. 26
Two photographs which include the remarkable John Allan: as a fireman with Drummond 0-6-0T No. 161 at Methil station and as a greaser with same locomotive c1897. Also concise biography

8 ton open goods wagon.. 27
Diagram (side & end elevations) and two photographs of three plank wagons built from about 1875

Allan Rodgers. A livery mystery 27
Film clip from film made in 1897 of train crossing Tay Bridge with passenger brake van in two different colours

lain Chalmers. A tender story. 28
Tenders from withdrawn Reid Atlantics were converted to sludge carriers at Doncaster and were seen in that form until 1957. Some were subsequently converted into mobile fuel stores to service diesel shunters (initially J45) at Whitemoor Yard. One such was still extant in 2008 and is shown in colour photograph at Sutton Coldfield on low loader on 18 October 2008.

Douglas Yuill, Coal industry in East/Midlothian - Part 4. Line No. 6. Prestonpans to Tranent. 29-34.
Meadowmill Washery and Mine.

Kenneth G. WiIliamson. Fatality at Steele Road. 34

Jeff Hurst.. Longniddry 1953. 35-7.

Letters page. 38

Thomas Bouch. John McGregor.
In 1863 the promoters of the 'Fort- William Railway' engaged Bouch to find an 'economical line' from Newtonmore by Loch Laggan and Glen Spean into Lochaber - a line which might have continued westward to the Arisaig coast or south towards Oban. When Joseph Mitchell first laid out his Perth-Inverness route in the 1840s, he con- templated a branch linking Strathspey with Fort William and Ballachulish; but twenty years later, with the Highland Railway an accomplished fact, he ad- vised that the Highland Company should prefer the Dingwall & Skye project, which would being Hebridean traffic safely through Inverness, to any Lochaber-and-west coast feeder line. What if a rival interest were to reach Fort William, via Oban or via Glen Coe, to tap the Highland system via Newtonmore? It would be safer not to take the risk, though no such danger was immediately in prospect. Defence of Inverness and the traffic which concentrated there was already the Highland Railway's unswerving policy - long before direct assault through the Great Glen materialised, first in the Glasgow & North Western scheme (1882-3) and then, more ambiguously, in the West Highland (1888-9)
Among the supporters of Bouch's line were three figures later prominent in the promotion of the West Highland Railway - Lord Abinger, Cameron of Lochiel and Fort William distiller, Don- ald MacDonald (of the 'Long John' dynasty). The prime mover was the celebrated parliamentary barrister, Hope-Scott, who had purchased an estate on Loch Shiel. (His successor in the property, Lord Howard of Glossop, would be a West Highland supporter too.) Whether Bouch had dealings with Mitchell does not appear. It is likewise uncertain whether Charles Forrnan referred to Bouch's plans (which may have gone no further than a 'flying survey'), in laying out the West Highland along Glen Spean. (Forman acknowledged that his Rannoch-Treig-Spean rail route closely followed the road from Killin to High Bridge proposed by Thomas Telford at the beginning of the 19th century; but he made no mention of Bouch.)

Kinghorn lamps. David Lindsay: .
Regarding the short article on the station lamps at Kinghorn, I am afraid this needs correcting in the detail on the historical content. This is a rather com- plicated tale of events, and the informa- tion is taken from the Register of British Railway Companies incorporated be- fore 1948, compiled by the late Antho- ny R Warren and published by the Railway & Canal Historical Society. Anthony had access to the Acts of Parliament though his work and the list was prepared during his lunch breaks. I detail the Acts:
27th July 1847 [11 Vic cap 239] Act passed Authorising the amalga- mation ofthe ENR and EL&G and when amalgamated the new company to be named the Edinburgh Perth and Dun- dee on conditions and at a date speci- fied in the Act
However the effective date of amalga- mation of the EL&G and ENR was not until 19.02.1848, which then traded as the Edinburgh and Northern Railway. Both companies still traded under their old names [ although many histori- ans say the new EPD name was used in some literature]
lst August 1849 14 &15 Vic cap 13 Authorising changing the name of the ENR and ELG to the Edinburgh Perth and Dundee Railway with immediate effect. The Edinburgh and Northern and the Edinburgh Leith and Granton companies were dissolved under this Act.
In Scotland all Acts had effective dates of lst August or 1st February this being, at that time, the financial year.. Many Acts though specified "effective dates" of take over. i.e.. when one company was authorised to take over another after the line was completed by the company being taken over

J83 No. 9815/8462. Bill Lynn  
In response to Mike Smith's query regarding the early withdrawal of J83 8462, I see from my notes that this engine was a Dundee loco in the 1930s before being recorded at Kipps on 14 September 1946. At the time, it had been laid up for a long while, stored out of use. with a mileage of 1,351,911 I believe some of this class were subse quently scrapped with less mileage.

Queen Victoria's journeys. John McGregor  
Regarding mention of Cameron of Lochiel and the Earl of Dalkeith on page.21 of Donald Cattanach's article, members may be interested to know that the North British chairman of 1905 and the new Lochiel, who succeeded his father (the West Highland promoter and director of my note re: Thomas Bouch) that same year, were first cousins, and their correspondence on to 1914 curiously combines the personal and the political. (They both deplored the 'socialistic' legislation of the Campbell-Bannerman and Asquith Liberal Governments.) As a Lochaber landowner and an Inverness-shire county councillor, Lochiel was engaged in two campaigns which embarrassed the North British - expansion at Mallaig and succour for the bankrupt Invergarry & Fort Augustus Company.
We find Dalkeith declaring bluntly that Mallaig had been a 'mistake' - one for which government bore much responsibility. The harbour was too small and too exposed. It was for government to find a remedy, by building an outer breakwater and adding wharfs and jetties within the sheltered area thus secured. Only then could the North British be expected to invest further in West Highland fish traffic ...
And Dalkeith reminded Lochiel, who asserted that the West Highland brought him no measurable benefit, that all landowners had suffered three decades of falling income and increasing taxation. Lochiel and other proprietors along the railway had at least found it easier to make sporting lets, since transport and telegraph facilities were generally important to prospective tenants - and for this they ought to thank the North British shareholders who carried West Highland losses ....
Lochiel for his part argued persuasively that taking over the Invergarry & Fort Augustus almost at scrap value (with a small sweetener from the county council to win over the I&F A directors) was the best solution that the North British could achieve. Lochiel's tone, like Dalkeith's, was jocular yet barbed. Commenting on an outbreak of scarlet fever in Lochaber, he expressed a wish to infect and then torch the choicer examples of elderly rolling stock which the North British employed on Mallaig 'locals' and Banavie 'boat trains' ...

Bill Lynn. Driving on the North British. 39
Bill Lynn recounts a few amusing tales from the footplate .. "
Barking up to Lauder
When Dick Renwick was driving on the Lauder branch, he used to take his dog along on the footplate.
What's the cleaning time ....
Sam Bruce was a great man for cleaning his engine on the "Newcastle Beer". He had class S No. 139 (see photo) and would sit astride the boiler going up Falahill polishing the safety valves. Once, when double heading, his watch stopped; so he climbed over the tender and along the running plate of the other engine to get the right time to restart his watch.
You've got to hand it to him ...
Jimmy (Paddy) Drew spoke with a strong Irish accent and he used to say when working the Musselburgh and coming out of the station on a wet day "Ye've an awful job - I have one hand on the throttle. one on the brake and the other on the sand .
Beattock beaten .....
Tammy Maxwell once fired on 323, a class K 4-4-0 (LNER D26), from Carlisle to Edinburgh during a blockage and the train went over the Caledonian route via Carstairs. A Caley driver came on to conduct the driver, Bill English, and give him a lecture about the terrors of Beattock. Approaching Carstairs, long after breasting Beattock summit. Bill said to the Caley driver "Whairs this Beattock!"
Alarming experiences .....
One day, Tammy Nichol got 324 (sister engine to 323) to work the Granton fish. As his watch was being repaired. he brought along his alarm clock. He couldn't get the steam reverser to work and reported it to Will Hossack, running foreman at St Margarets. The latter came on the loco and while struggling to move the steam reverser lever, he accidentally knocked Tam's jacket down and the alarm clock fell out. Will Hossack was flabbergasted - "Fancy" he said, "an alarm clock to run the Granton fish!"
LNER class 37 No. 9139 (old 139) passing Saughton with a goods train.Clearly, the safety valves are not as polished as they were in Sam Bruce's time! (Photo: Bill Lynn Collection)

Letters continued . 39
Album Page. Keith Fenwick
Glen Douglas photo If I can make one small correction to the caption on the lower photo on page 26, the train was not awaiting the arrival of the diesel. Glen Douglas struggled on manfully to Rannoch and the diesel, an NB Type 2, came on to the train there. I don't know if that contributed to the failure of Glen Douglas once we reached Fort William, due if I remember to a fallen brick arch. We then had two J37s to take us on to Mallaig, but one ran hot at Arisaig and the other at Mallaig, hence we had a diesel (not an NB) all the way back. No doubt someone else has pointed out that the photos were taken at Gorton, not Gortan. I'm afraid I was misled by the NBR's gradient diagram book when I checked the name spelling' Didn't appreciate the LNER changed the name to Gorton in 1926. - Ed

Innerwick Station. David Lindsay
Re Andrew Hajducki's item on Innerwick. In order to keep the Register up to date it would be helpful to know if Andrew has an actual opening date for Innerwick. It ( did NOT open on 22nd June 1848. Please refer to the NBR Timetable new sheet in the Archives where Innerwick is not mentioned in the list at all. : The only reference to Innerwick is in the Notes referring to the Friday only . Cockburnspath to Haddington train .. The first appearance of Innerwick in timetables is normally quoted as July 1848. Source Railway Passenger Stations In England Scotland and Wales published by R&CHS. It is openly admit- ted that in cases like Innerwick the actual date of a service was notified locally : and it took some months to reach Bradshaw for example Any help here to verify when it did open fully to passengers would be helpful

Alphabet Soup .. Second Helping. Ed McKenna 
Well, Sods Law wins again, or maybe its just serendipity. Whilst searching for something entirely different I came across a reference to James Robertson, the owner of the "R & Co" wagons mentioned in my article in Journal No 101. It seems that Robertson became a very successful coal merchant and shipper in Glasgow trading under the name James Robertson & Co. from premises in Waterloo Street. However, no evidence has been found to show that he continued to operate his own wagons after he left Chirnside in 1898 He died in 1921. With regard to the livery of the "R & Co" and "W.B." wagons a non-NBRSG member who has seen the article points out that computer enhancement of the photographs shows that the main lettering was shaded, presumably black, to the right and below. I am happy to correct the record in that respect.

Then & now: Cupar. 40

Issue No. 105 (July 2009)

Euan Cameron Hurst: 90/341/382 class express engines. 3-10. 5 col. drawings
2-4-0 Study Group classification E115. Followed Jenny Lind pattern, but fitted with progressively larger boilers:
Nos. 90-5 supplied by Neilson in 1861: WN 677-82 (tenders had separate Works numbers)
Nos. 341-6 supplied by Dubs: WN 32-7 in 1865
Nos. 382-93: Neilson WN 1290-3/1866; 1297-9/1867 and 1350-4/1867.
They wer rebuilt by Wheatley and by Holmes.
When S.W. Johnson was demoted following the takeover of the Edinburgh & Glasgow Railway by the NBR Neilson WN 1294-6 and 1300-1 were diverted to the GER where they became Nos. 125-9.

Donald Cattanach. The chief officers of the N.B.R. 11-13. table.
John Learmouth 1842-52
James M. Balfour of Whittingham 1852-5
Richard Hodgson  (later Hodgson-Huntley) 1855-66
John Beaumont 1866
John Stirling of Kippenross & Kippendavie 1866-82
Sir James Falshaw 1882-7
Marquis of Tweeddale 1887-99
Sir William Laird 1899-1901
G.B. Wieland 1901-05
Earl of Dalkeith 1905-12
William Whitelaw 1912-22

Hodgson resigned due to financial scandal. Tweeddale overthrown by Wieland cabal

Donald Cattanach. William Paton – prince of station masters. 14. illustration.
Stationmaster at Waverley. Retirement presentation took place in Freemason's Hall on 20 June 1905 in the presence of the Marquis of Linlithgow, Duke of Abercorn, Marquis of Tweeddale, Earl of Aberdeen and Lord Elibank. Paton was born in Dunfermiline in about 1837. He joined the Edinburgh & Glasgow Railway as a clerk in the Secretary's Office in about 1857. He then went to sea and was purser on the Australasia voyage. On return he became station master at Ratho, then at Portobello, before becoming station master at Edinbyrgh Waverley in 1874.

8 ton medium cattle wagon. 15.
Introduced by Reid in 1914: drawing (s. & end elevations) and photographs.

Harry Knox. The Castlecary disaster 1937. 17-21.
The very full accident report is availabe on  the Railway Archive website: the accident took place on 10 December 1937 and the report by A.H.L. Mount was published on 24th April 1938 before which the unfortunate Driver D. Anderson was charged with culpable homicide (Anderson was driver of the Pacific No. 2744 Grand Parade which ran into the rear of a stationary Dundee to Glasgow train causing considerbale loss of life). The fireman on the Pacific was W. Kinnear. Knox challenges C. Meacher's statement in LNER footplate memories that Anderson never again undertook main line duties. Knox fired to Anderson and told him that he worked the non-stop. The LNER did not intervene when Anderson was charged and it was the Mount report which led to the case being dismissed. [KPJ: Norman McKillop had decided views on Castlecary, but possibly did not publish them]

Allan Rodgers. Metropolitan firsts of 1864. 22. illustration, diagram. (colour side & front elevations)
Metropolitan Carriage & Wagon Co. vehicles bought under W. Hurst

Douglas Yuill. Coal in East/Midlothian – Part 5. 23-7.
Monktonhall Junction to Macmerry and Gifford including Smeaton Junction to Hardengreen.

Mike Smith. . Kirkbank station. 28-31.

Allan Rodgers.. Locomotive classification – Part 3. 32-5.
The Society's own

Book review.
Early railways of West Fife: an industrial and social commentary
Well received

Then and now. Markinch station. rear cover

Issue No. 106 (September 2009)

Brian Farish. The LNER goes to War. 3-7.
On 16 October 1939 the 14.30 Edinburgh to Stirling was allowed to cross the Forth Bridge whilst a German attack was taking place on Royal Navy ships.

David Lindsay. Derailment at Gateside. 7.
From the Newcastle Advertiser of 7 July 1846. NBR train. General Paisley's comments on accident at end of June.

Ed McKenna. More on the Kinneddar branch. 8-11.
See No. 101 for item by Alan Simpson. Fifeshire Main Collieries Ltd., Fife Coal Co. Ltd and its locomotives.

Jules Verne's journey from Edinbugh to Glasgow. 11.
Took steamer Prince of Wales from Granton to Crombie Pier; stayed night at Oakley; took train from Dunfermline to Stirling and thence to Glasgow where he saw aurora borealis in George Square on 30 August 1859.

Euan Cameron. Drummond's "Abbotsford" class. 12-20. 3 diagrs. (s. els.), 4 col. illus.
First manifestation of a style which remained unique on the NBR but developed elsewhere culminating in the T9 class on the LSWR. Sloping grate and Drummond cab.

Donald Cattanach. Sir James Falshaw. 21. illus. (portrait)
Born in Leeds on 21 March 1810. At age 14 articled to Joseph Cusworth, architect and surveyor. Died 14 June. 1889, Cites John Marshall.

David Lindsay. LNER sleeping vans. 22-3. illus.
Reproduced from Model Rly News, 1943 (February): includes communications from Ian R. Smith, J.N. Maskelyne and George Dow (official photographs).

Douglas Yuill. Coal in East/Midlothian – Part 6. 24-8.
Duke of Buccleuch's railways at Dalkeith

John McGregor. Invergarry & Fort Augustus interlude – an Inspector calls. 29-31.
David Reid, Secretary of the line interaction with John Wallace Pringle of the Board of Trade.

Bill Lyn. Sightings at Scotsgap. 32-3.
Signal box train register book covering period 1934-9.

Allan Rodgers. Three NBR veterans on parade. 34-5. col. illus.
Glen Douglas, 0-6-0 Maude and 0-4-0ST No. 42

Book review. 35.
Back on track. David Blytheway. Reviewed Mike Jodeluk
Describes reopening of Alloa branch: well received.

Then and now. Aberdour station. rear cover

No. 107 (December 2009)

The building of the Tay Bridge. 3-6.
Reproduced from Dundee Advertiser 31 January 1878. Albert Grothe was the contract manager.

The opening of the Tay Bridge. 7-8
Reproduced from Dundee Advertiser 1 June 1878. Colour drawing of Drummond 0-4-2 No. 314 Lochee

Sir Thomas Bouch. 8-9
Portrait from Dundee Courier

Euan Cameron. The Tay Bridge engines. 10-18.
No. 224: 4 colour diagrams and many photographs

The Tay Bridgre train described. 19-23
Centre spread coloured drawing shows position of each vehicle within the girders.

Allan Rodgers. The Tay Bridge train mystery. 24-5.
Position of the first class coach.

Jim Page. A letter's journey. 26
Salvaged mail reached its destinations with remarkable speed: included letter from Banff to Aberdeen which had been sorted in Edinburgh and mail bag pulled from sea at Broughty Ferry.

Allan Rodgers. Tay Bridge Disaster causes. 27-34.
Metal fatigue of lugs and wind pressure.

Mike Smith. Wormit Station — a view from the edge. 35-7.

Dundee Tay Bridge. rear cover
Postcard view

Issue No. 108 (March 2010)

Littlejohn, Charles C. The Glasgow City & District Railway. 3-9.

Signal boxes around Cowlairs. 10.

Harry Knox. Cowlairs East Junction Collison 1942. 11-14.
Signalman error coupled with failure to comply with Rule 55: report by Inspecting Officer A.C. Trench on 30 January 1942.

Euan Cameron. Drummond & Holmes 17" goods. 15-23.
4 colour illustrations.

Mike Smith. Bridgeton Central branch. Part 1: an east end of an (almost) a four minute mile. 24-7.

Douglas Yuill. Coal in East/Midlothian — Part 7. 28-32

Brian Farish. The LNER goes to War — a follow-up. 33-4.
Mrs Jane Roxburgh was a paasenger on the train as a child.

John McGregor. The Cowlairs brake experiment. 34.
Edinburgh & Glasgow Railway Minute Book entry of 15 March 1842: Miller and Paton exceeded the speed limit on decent

Lindsay, David. Saved from oblivion. 35.
Photographs of D11 No. 6381 Flora MacIvor at Craigentinny; V1 No. 2908 at Haymarket and D11 No. 62684 at Haymarket.

Obituary. 36
John Burnie, born Glasgow 1946: Scottish Railway Preservation Society; died 20 November 2009. W.C.C. [Bill] Smith. Born 1926 died 22 August 1909. Involved with James Ness in locomotive preservation.  

Then and now. Shettleston station. rear cover

Issue No. 109 (June 2010).

Drummond 0-4-4T No. 167 at Broughty Ferry station within period 1894 to 1900. front cover
See letters from Mike Smith and Ian Terrell in Journal 121 p. 51

Harry Knox. Broughty Ferry level crossing. 3-6.

Brian Farish. Gorgie tales:. 7-9.
Began work as a booking clerk at Gorgie in 1950

Euan Cameron. Drummond tanks – Part 1: 0-6-0s. 10-15,
Includes 4 colour illustrations. Design showed similarity to Stroudley Terriers and was construced between 1875 and 1878; and shared many features in common with the 4-4-0Ts of 1880-1884..

Douglas Yuill. Coal in East/Midlothian – Part 8. Line No. 5 Monktonhall Junction to Macmerry and Gifford: Smeaton Junction to Bog Siding (continued). Bellyford Colliery. 16-21.
Illustrations: Edinburgh Collieries Company locomotive No. 8 at Fleets Pit branch (outside-cylinder 4-4-0T built by Hudswell Clarke in 1878 for Lynn & Fakenham Railway: sold by the Midland & Great Northern Railway to War Department which sold it to ECC in 1925. Elphinstone Colliery. Illustration of R. & J. Durie end-door wagon with Elphinstone Colliery and illustration of NCB No. 9 at Fleets.

Carriage livery puzzle. 22-3.
A two tone livery appears to be visible in ssome photographs taken in about 1908 and in a very early photograph taken at the east end of Waverley station

Allan Rodgers. Ashbury pasenger brake vans. 24-7.
Of the 1860s and 1870s: includes coloured elevations

Alan Simpson. A visit to the Auchmuty Mills branch. 28.
On 2 June 1992

Jim Armstrong. "Abbotsford" goes to Newcastle. 29-31..
Use of the North Eastern Railway dynamometer car for trials of Atlatic No. 879 Abbotsford between Edinburgh and Newcastle in June 1907.

Willie Hennigan. Relieving the non-stop. 32-3.
The South Leith goods shunter where crew signed on at Portobello: normally worked by Class A 0-6-2T (N15) No. 9020 later No. 9186.

Bill Lynn. Wartime diverted goods trains. 34
Because of congestion on the esat coast main line freight traffic was diverted over the Wverley Route and Border Counties line between Edinburgh, Riccarton Junction and Hexham to Low Fell: locomotives noted on these services which ran in 1941 and 1942 included J37, J39, D29, D32 and K2.

Donald Cattenach. William Fulton Jackson. 35-6.
Very full biography which relates both his working life, the longest serving General Manager, some of the devious manoeuvres involving Wieland and his considerable ability as a photographer.

Bill Lynn. Working on the North British.... 37

Letters page. 38-9

Accident at Torryburn. Robert Lockhart. 38
Photograph captioned Torrie, NBR 1907: signal box controlled access to Valleyfield Colliery on coast line between Dunfermline and Alloa:involved two trains one of which was a coal train

Monkland Railway rolling stock. Ann Glenn.
Her grandfather, born in 1837, may have travelled fourth class on Edinburgh & Glasgow Railway. He remembered seeing work on rock cutting at Croy.

NBR locos at Hawthorn Leslie. Peter Howell.
Following WW1 St. Peter's works overhauled following NBR locomotives:
Order Nos. 5936-7: No. 404 (LNER Class D31)
5938-9: No. 599 (D25)
5940-1: No. 732 (D31)
7533: No. 1134 (J31)
7670: No. 1148 (J31)
7705: No. 531 (J34)
7707: No. 575 (D31)
7709: No. 779 (J36)

Cardrona station. Rae Montgomery. 39
Photograph probably taken during LNER period. In 1960 writer issued Special Stop Order on 18.20 ex-Waverley to detrain a seaman on leave wishing to alight hereat.

Forth Bridge Raid, Kenneth G. Williamson.
Blank ticket inviation to opening of Forth Bridge on 4 March 1890.

Dalmuir station. rear cover
Views taken in Edwardian periiod and (colour) on 9 June 2009 whilst station was being rebuilt

Issue No. 110 (September 2010)

Brian Farish. Gorgie tales: trouble with pigeons... 3-5

Alistair Nisbet. There's no smoke without fire. 5.
Border Advertiser 15 April 1856. Galashiels station

Euan Cameron. Drummond tanks — Part 2: 4-4-0s. 6-10 2 colour illustrations, diag. (s. el.)

Harry Knox. Queensferry tunnel derailment. 11-14.
11 March 1954: train slipped backwards due to locomotive slipping: Inspecting Officer C.A, Langley recommended installation of lights in tunnel.

Kippen signal box. 15

Douglas Yuill. Coal in East/Midlothian — Part 9. 16-24

Allan Rodgers. Ashbury composite carriages. 25-38. colour illus.

W. Rhind Brown. The magic of a name. 34-5.
Nos. 903 and 2001 shared Cock o' the North. Notes article by J.W. Rattray in Rly Mag for 1935, 76, 37. Name came from Sir Walter Scott. Author also wonders if the name Silver Link (A4 No. 2509) from Scott's Lay of the Last Minstrel was a memorial to his wife.

The guard is last but not least. 36.
Dunfermline Press: goods guard.

Then and now. Ladybank station. rear cover

Issue No. 111 (December 2010)

Harry Knox and Allan Rodgers. Bathgate: the railway story 1849-2010. 3-17.
For a time the Bathgate area was dominated by the shale oil industry; later British Motor Corporation brought in to relieve unemployment, but now an electrified railway is seeking to increase personal mobility.

Bill Sewell. Tay Bridge disaster: train brakes. 18.
Follow up: train involved was probably only partially fitted with Westinghouse brake.

Euan Cameron. Reid 0-6-2 tank engines. 18-29.
High degree of standardization incorporated. The boiler was employed in 315 locomotives (in addition to 0-6-2Ts employed in 4-4-2T, 0-4-4T and to rebuild J36 type 0-6-0s). The class was employed as bankers on the Cowlairs Incline when rope haulage terminated. The class became LNER N14 and N15. Liveries are considered at length. Includes two colour side elevations: No. 862 as in September 1909 and No. 396 as in August 1910.

Donald Cattanach. George Simpson & John Martin. 30-2.
Includes portraits of both men. Simpson was born at Heriot (Midlothian) on 26 March 1833 and was the son of the village schoolmaster. He joined the NBR as a clerk in the Cashier's Office in October 1854 under J.P. Lythgoe, the General Accountant. Lythgoe and Thomas K. Rowbotham, the General Manager, were dismissed for financial irregularities performed at the behest of the Chairman, Richard Hodgson. Simpson was promoted to be General Accountant from January 1867 reporting to the Secretary. David Anderson was appointed as Audit Accountant reprting to the General Manager: each received £300 per annum. He retired on 30 September 1905 and died in his holiday residence at Burntisland on 19 May 1910. John Martin who succeeded him was the son of a gamekeeper and was born at East Lodge on the Hopetoun Estate on 1 April 1856. In 1871 he became an apprentice clerk at South Queensferry Station and following service at other stations was moved to the Secrtary's Office in November 1874. Wieland retired in 1892 and joined the Board; John Cathles became Secretary and John Martin Assistant Secretary. In August 1901 Martin became Secretary to the West Highland Railway and became involved in the dispute involving Henry Grierson and the government funds received for the Mallaig extension. Martin replaced Simpson as General Accountant and was involved in the protracted negotiations with the Ministry of Transport for compensation for services provided during WW1. He retired at the last meeting of vthe Board on 2 March 1923. He retired from being Secretary of the Forth Bridge Company in February 1931. He had married Elizabeth Young, daughter of James Young, railway contractorn who had business dealings with Wieland and the NBR. He died in Edinburgh on 8 August 1931.

Douglas Paul. Closure of the Waverley Route and its effect upon railway employees. 33-4.

Two Riccarton poems.... 35.

Andrew Boyd. Pigeon traffric: a follow-up. 36.
LNER bogie brake van No. 70494 (4721) preserved at Bo'ness. Built at York in 1940. Queries when traffic ceased.

Letters page. 38-9.
Banking engines. Harry Knox. 39.

Then and now: Armadale Station. rear cover. 4 illustrtions.

Issue No. 112 (March 2011)

Jim Summers’ completed 4mm scale model of NBR No. 185, a Hurst 0-6-0 goods engine, as it awaits its next turn of duty on the East of Scotland 4mm Group’s “Burntisland 1883” layout. (Jim Summers). front cover

Jim Summers. A Hurst 0-6-0 for Burntisland. 3-4.
Model locomotive

Euan Cameron. Hurst’s goods engines. 5-18.
Sixty two goods engines built for the NBR at St Margarets, and by outside contractors, between 1860 and 1867, under the superintendency of William Hurst. Hawthorns of Leith. Robert Stephenson & Co. 1862-4. Dübs & Co. 1865-7

Trevor Jones. NBR lines in retrospect. 19-23
Very much an appreciation of former North British lines as seen in the 1950s, when much of their distinctive character, especially their motive power, still remained. Perceived from a Dunfermline to Dundee axis with Broughty Ferry mentioned, but fortunate in heving seen something of the lines in the Borders and the West Highland. His father was a Scottish Jones.

Douglas Yuill. Coal in East/Midlothian — Part 10. Line No 5 Monktonhall Junction to Macmerry and Gifford. Bog Siding to Macmerry Winton Mine. 24-30.

Keith Fenwick. Naval trains of World War 1. 31
Extract from the Railway Magazine of January 1919 highlighting the wartime trains to/from naval bases in Scotland

An accident at Bathgate. 32-3
On 18 January 1866 when Bathgate station was a terminus: Captain Tyler reported on it. The report brings into question when the terminus was replaced by the though station and the nature of the former terminus

Brian Farish. Gorgie tales: carpets & old rugs… 34-5.
Error committed as booking clerk when he rubber-stamped the incorrect number onto a batch of weekly season tickets and the passengers to whom they had been issued had them confiscated; also the removal of rugs from the first class compartrments of visiting sports excursions (mainly rugby) by the station master to furnish his office and his house.

Allan Rodgers. Ashbury composites: follow-up 35.

Issue Number 113 (September 2011)

Holmes 7ft 4-4-0 No. 590 under signal gantry near North Central signal box at Waverley c1900. frant cover
E. Pouteau; John Alsop Collection. See also letter from Jim Hay in Issue 114

Euan Cameron. Holmes' seven footers. 3-11.
Twelve 4-4-0 express engines designed by Matthew Holmes with seven foot driving wheels and built at Cowlairs between 1886 and 1888: Holmes first passenger locomotives designed specifically for express service. These remained the premier express engines on the N.B.R. for over a decade. To clear the larger coupled wheels the barrel was narrower than on the 6ft 6in engines. It was the same diameter as on 17in locomotives, with a front ring of 4ft 4in external diameter and the rear ring 4ft 51/8in external diameter (RCTS Locomotives of the LNER volume 4 is untypically mistaken in this respect). The external cleading at 4ft 7¼in diameter was 1in less than was standard for 17in engines. Also to clear the wheels, the boiler was pitched at 7ft 5in from rail level, 2in higher than on the Abbotsfords. Correspondingly the cab roof was set at 7ft 2in from the running plate inside. These engines were known as the 592 class and were classified D25 by the LNER.

Harry Knox. Granton accident 1953. 12-15
Occurred on 24 April 1953 and involved telephone working without fixed signals and two locomotives: D30 class No. 62421 Laird o’ Monkbarns driven by Alexander Lumsden at excessive speed and J35 No. 64528. J.L.M. Moore investigated. See also letter from Hamish Stevenson with photographs in 114 page 36.

John McGregor. Espionage? 15
Rev Archibald MacLeod, minister of Acharacle United Free Church. Whilst a divinity student, he had found employment during several summers as a temporary purser with the North British Steam Packet Company, on the vessels operating out of Craigendoran. MacLeod's loyalties remained with the North British Railway and when he learned that the Caledonian Railway was attempting to capture the mail traffic for Strontian and Arnamurchan by using the Ballachulish branch rather than via Loch Shiel the NBR was informed.

H.H. Meik. The Edinburgh & Dalkeith Railway. 16-21.
From the Railway Magazine 1923, March with both original photographs and additional ones, mainly of St. Leonards Yard and tunnel. See also letter from Bill Sewell in Issue 114 page 37 and from John S, Wilson on page 38. and page 39 from Jim Hay

Brian Farish. Gorgie tales: football, dogs and more:. 22-4.
Tynecastle football ground during Hearts v Glasgow Rangers matches. See also letter from Sturt Seller (Issue 114 page 37) on banking engines,.

Cadder marshalling yard, 25-7
From the Railway Magazine 1920, May

Alistair Nisbet. 19th century rail services in Fife. 28-9
Complaints about poor service from Fife Advertiser in 1880

A West Highland Memorial. 30-1.
Railway workers who died during the building of the West Highland Railway are remembered at Ballyhennan church cemetery. See also letter in 114 page 36 from John McGregor

Berwick station reconstruction. 32-4
From the Railway Magazine 1927, May

Saved from oblivion. David Lindsay. 35
Photographs: N15 69219 passing Portobello station with a freight; V1 No. 67630 departing Leith Central station with a local train near April 1952; C15 or C16 at Polton. See also letter and further photograph from Rae Montgomery in Issue 114.

Alistair Nisbet. Staffing arrangements on the NBR. 36-7
At Dundee Tay Bridge in 1920 where positions are listed (but names not mentioned: hence no Frank Jones) and at Wormit, Tayport and Newport where names are listed

John Allan. A lamp-lighting circus act. 38
Article originally published in the Dunfermline Press: oil lamps

Newburgh & North Fife Railway. 39-42.
From the Railway Magazine 1909, March

Alan Simpson. Two divers at Kirkcaldy harbour.  43-9
Two accidents where locomotives fell into harbour: Wednesday 10 April 1901 nvolved NBR class G 0-4-0 saddle tank locomotive No.40 (later Y9 by LNER). and on Friday 12 November 1954, which involved ex-NBR class F (LNER class J88) 0-6-0 tank locomotive No.117, then BR number 68341. Both show photographs of crabbing for locomotives, See also Journal 134 page 43.

Letters page. 50

NBR single bolster wagons. Bill Blackwood
Model vehicles

“Pioneers of the Highland Tracks”. Norma Christie
Biography of two railway engineers, William and Murdoch Paterson, written by Anne-Mary Paterson and published by the Highland Railway Society

Bathgate Upper opening date. Harry Knox:
Airdrie Advertiser recorded that: "On and from the 1 June 1871, the dead-ended station at Bathgate was replaced by a new through station on the line to Coatbridge.

Lenzie station. then and now. rear cover
In NBR days, date thought to be 1915, with a Glasgow bound local train approaching headed by an unidentified Drummond tank engine and early evening on 9 June 2009. Text notes  renamed Lrnzie Junction in 1867, but the Junction was dropped in 1890, but see Sym Taylor Isue 114 page 39

Issue Number 114 (December 2011)

Ray Kitching. Holmes period locomotive liveries. 3-13.

Douglas Yuill. Coal in East/Midlothian - Part 11. 14-23
Line No 12: Portobello East Jcn to Carlisle Canal Jcn.

Euan Cameron. Holmes’ “317” class 4-4-0s. 24-9.
With outside admission piston valves: class of 12, looking forward to Reid designs. Illustrations

No. 317 (colour tinted postcard 24
No. 322 leaving Mound tunnel with 15.12 for Aberdeen on 20 September 1910 with GNoSR coach at front of train 25
No. 322 in original livery (Euan Cammeron coloured side elevation 26
No. 320 in Bell Lye at St. Margarets shed on 14 May 1922 with J.T. Rutherford in vcab (R. McCulloch) 27
No. 323 on Aberdeen express passing 0-4-0 No. 1010 27
No. 324 derailed & on side on snow at Ellliot Junction accident on 28 December 1896 28
No. 328 passing Waverley West signal box 28
LNER J26 No.9326 at Craigentinny carriage sidings on 13 September 1924 29

Alistair Nisbet. Whytemire Junction accident 1879. 30
22 May 1879 taken from press reports: colission between an express and a coal train near Dunfermline

Brian Farish. "A dead man's penny'. 31-3.
Author's uncle William John Farish died in the Dardanelles during the Gallipoli campaign of WW1 during  May/June 1915. He had served in the Royal Scots Regiment and had trained in Leamington Spa before departure. He had been a junior clerk in Waverley Goods Station since 1911 when he left Tynecastle school. His father was a signalman at Gorgie Junction. The author worked in the Parcel;s Office in Princes Street station following National Service, but moved to the Time Office in Waverley  where he heard that there were plans to remove the North British Railway War Memorial. This led to a campaign involving the Royal Scots Regiment, the British Legion which resultred in the Memorial being place on the South Wall.

William John Farish (portrait in Army uniform) 31
Dead man's penny 32
Lettering on Memorial 32
North British Railway War Memorial in situ 33

Wm. Marshall Shaw. obituary. 34-5
Born in Newcastle upon Tyne on 3 October 1933; died 15 August 2011. Educated Rutherford Grammar School. Following National Service in RAF joined family businesss in Newcastle. Appreciations by P.A.T Collar, Paul Smith and Euan Cameron. Model railway builder.

Letters page. 36-9

Granton Junction accident. Hamish Stevenson
Questions whether J35 No. 64528 could still hvve been out of service in September 1954. Two further photographs of same locomotive: at Eastfield on 11 August 1948 (with cylinders exposed); and at Polmont on 18 October 1958. Also No. 62421 following repair at Inverurie at Kittybrewster in July 1953.

West Highland Memorial, John McGregor.
Most of fataliities occurred between Tarbert and Ardlui rather than between Glen Douglas and Tarbert

Edinburgh & Dalkeith Railway. Bill Sewell
Rails supplied by Bedlington ironworks were similar to those supplied to the Stockton & Darlington Railway except that the latter were made from malleable iron to John Birkinshaw patent and could b mass produced. The Dalkeith rails were only suitable for horse traction. The original passenger service was provided by a private contractor Michael Fox. Statistics quoted for horse haulage on Edinburgh Street Tramways in 1876, noting tonnage limits, speed potential and stamina.

Gorgie tales: Morningside Road. Stuart Sellar.
Picture of C16 at Morningside Road: not the Duddingston pilot, but was a Dunbar filling in turn which banked a freight up the hill from Duddingston,

Portobello and Polton photographs. Rae Montgomery
I offer the following comments in relation to the photographs from David Lindsay's collection included in the "Saved from oblivion ..... article in the last Journal:
The top photo at Portobello depict- ing 69219 shows the N15 not trundling by on a freight as stated, but working as Portobello yard's West End Pilot, probably around the mid-1950s. This three-shifted job worked the sub-yard which marshalled traffic bound for the west from Portobello. To provide further evidence that this is not a through train, there is (as far as one can see) only one man on the footplate, and I would suggest that this is· either a passed fireman giving his driver a spell of forty winks in the bothy, or else it i2 the driver who has sent his fireman down to the bookie's in Portobello with his betting slip'
It may also be interest to note that the single-storyed building on the left of the photo was, at the time of being photographed, the Yard Master's Office (I worked there 1958-60) and the Telegraph Office, but prior to that had been an early Control Office coupled with the Telegraph Office as well as the Y.M.O. Originally, however, it had been the Edinburgh & Dalkeith Railway's Portobello station on its Leith branch.
The signal box in the middle distance is South Leith Junction which controlled the double-line branch to South Leith, the west end of Portobello Yard and the western entry/exit for the Lothian Lines whose single line system was operated by the Sykes "Non-Token Block System" of 1916. Thefence in the foreground separated Portobello west end yard from the up main I line.
In the bottom photo, which I am fairly certain depicts a C16 at Polton (compare with the C16's chimney in Stuart Sellar's photo on page 22), the vans behind the platform fence are on the siding which crosses the main road through Polton on an ungated level crossing to serve the Springfield Paper Mill (closed 1967, three years after the Polton Branch closed to freight).
The single manned Portobello west end pilot - see Rae Montgomery's letter above. (Dovid Lindsoy collection) 37 t'I •

Innocent Railway.  John S Wilson.  38
If otherwise reliable, though not exhaustive, the article by H.H. Meik in the Railway Magazine, March 1923, on the Edinburgh and Dalkeith Railway, reprinted in Journal 113, must be in danger.of perpetuating error in stating that 'the railway acquired the name of the ''Innocent Railway" as it has been averred that during its existence as an independent company no human being.had ever'been killed on the line'
John Thomas, A Regional History of the Railways of Great Britain - Vol VI, Scotland: the Lowlands and the Borders,
Dr Robert Chambers reflecting on the E&D trains jogging their leisurely and profitable way round the southern outskirts of Edinburgh and comparing them with trains on more sophisticated railways, wrote: 'In the very contemplation of the innocence of the railway you find your heart rejoiced. Only think of a railway having a board at all the stations forbidding the drivers to stop by the way to feed their horses" The name The Innocent Railway entered the history books and the legend grew that the line was so called because it never killed or injured a passenger: In fact, injuries, whether to passengers alighting from trains in mation or to pointsboys taking chances at loops.were numerous ... "
C.J.A Robertson, The Origins of the Scottish Railway System 1722-1844, 1983, states (pages 64-65) of the Edinburgh and Dalkeith Railway that "its familiar and dffecti6nate soubriquet of the 'Innocent Railway'" was due "to an air of old-fashioned unreality which stood by the leisurely horse-drawn tradition long after it had been abandoned elsewhere". He writes: "Robert Chambers, who coined the nickname, gently enjoyed himself at its expense: By the Innocent Railway you never feel in the least jeopardy; your joumey is one incident and adventure; you con examine the crops as you go along; you have time to hear the news from: your companions; and.the by-play of the officials is a source of never failing amusement"
P.J.G. Ransom, Iron Road; the Railway in Scotland, 2007, pages 38-39, I says that Robert Chambers [giving the source as Robert Chambers, Select ' Writings, W&.R Chambers, Edinburgh, 1847] wtote in the early 1840s:
Wbile the railways in general are the scene of so many dread{ul accidents, it is pleasamt to know there is one which neuer breaks bones – namely the Edinburgh and Dalkeith Railway. A friend of ours calls it The Innocent Railway, as being so peculiar for its indestructiue character, and also with some reference to the simplicity of its style of management ... On arriual at St Leonard's depot ... you are at once ushered into a great wooden carriage, where already perhaps two or three young families, under the care of their respective mammas, haue taken up their quarters. But probably you. prefer an outside seat ... and so you get mounted up beside the driuer, or else upon a similar seat behind. Your companfon is perhaps a farm-seruant, or a sailor... An open carriage, full of fisherwomen from Fisherrow, is placed judiciously in the rear; and there they sit, smoking their pipes or counting their money ...
The passengers land .in a place like a farm-yard, where ducks and hens, and a lounging dog, and a cottager's children, are quietly going about their usual avocations ... And so ends the journey of exactly four miles and three quarters by the Innocent Railway. On consulting your watch, you find it has required exactly forty minutes."
Ransom adds: "The Edinburgh & Dalkeith was still being run in this informal manner in the early 1840s." Although three authors quote different parts of what Chambers wrote, the reason for the name which emerges from these quotations is the "leisurely" travel and style of management. Ransom's comment that "the Edinburgh & Dalkeith was still being run in this informal manner in the early 1840s" suggests a view that the quoted description was referring to the earlier years of the Edinburgh and Dalkeith Railway.
The Edinburgh and Dalkeith Railway was absorbed by the North British Railway in 1845-47. That absorption had already occurred by the date of publication (1847) of Robert Chambers' Select Writings.

Early 20th Century innocent days on the Port Carlisle dandy car - just like the Edinburgh and Dalkeith Railway 70 odd years earlier. See letter from John S Wilson. (photograph)

Possible examples of shop parcel labels - see John Roake's letter below. (Chris Tennant)

Shop parcel labels. John Roake. 38
Researching the use of shop parcel labels by various pre-grouping railways and I wonder if NBR Study Group members may be able to help. These labels were used as part of a system in place on all the Scottish railways, whereby one's purchases at a shop in the town would be parcelled up by the shop and delivered to the railway station for you to collect on your way home. The details of the service appears in the public timetables of the various railways in the 20th Century, but I cannot trace any mention in 19th Century timetables. The label examples accompanying my letter are courtesy of Chris Tennant and may be examples of shop parcel labels or they could just bereft luggage labels. I wonder if Study Group members can help identify them and possibly shed some light on the use of such labels by the. NBR in the 19th Century. I Editor's note: The joint NBR and E. & GR .label is particularly interesting as it appears it may haue been in use at Waverley station prior to the amalgamation of the NBR and E&GR in 1865.

Nine sample tickets from Lenzie and other local stations - see Sym Taylor's letter. (Sym T aylor collection). 38

Lenzie or Lenzie Junction?  Sym Taylor. 39
I was interested in the article on Lenzie in Journal 113 and attach some scans of tickets issued at the station over the years. Tickets 6455 (Parliamentary single to Glasgow dated 13 June, year uncertain) and 628 (single to Stirling dated 17 July, again year uncertain) come from the post 1849 period and are clearly printed before the E & G was merged with the NBR in 1865, my guess is that the tickets were issued in the early 1860s. I have also scanned the highly decorative back of a ticket similar to 628 which shows the company's initials in a unique "thistle' motif. The back of 6455 is blank. I believe that both of these are from the hoard of old tickets that was discovered in Queen Street station over 50 years ago. I also attach a scan of NBR ticket 6433 from Queen Street dated 2 October 20 to show the style of the period. I also attach scans of some tickets which imply that for a brief period, probably around 1952-60 or so, Lenzie reverted to Lenzie Junction. To set the scene, ticket 4307 from Lenzie is an apparent LNER ticket, though as it is printed in the former LMSR style it was probably printed immediately post Nationalisation, it is dated 11 April 50. The Z fare scale indicates that it was printed after October 1947. Ticket 6667 from Lenzie Junction for the same journey is in the standard BTC style and is dated 30 September 59. Similarly 0618, also from Lenzie Junction is dated 18 July 59. The Back O' Loch (0042) to Lenzie Junction is in the short lived style where some Scottish printed BTC tickets were printed with the top line (2nd-Single 2nd-Single) partly reversed from the standard and thus dates originally from about 1957. This ticket is dated 14 March 64. Ticket 4048 (dated 22 May 54) is in Railway Executive style from Queen Street to Lenzie Junction and as it has the H fare scale, it was printed between May 1952 and 1953. I have similar later tickets from Queen Street to Lenzie Junction dated 1959 and 1960 however by late 1962, the station had certainly returned to plain Lenzie on newly printed tickets.
I have often wondered why the station reverted to its earlier name - I initially thought that that it might have been done on a whim by the booking clerk who ordered new tickets and as I think Lenzie probably also ordered the Back o' Loch tickets, this seemed a pretty good assumption until I realised that tickets from Queen Street also used the Junction suffix. Does anyone know the real reason?

Journal 113 cover etc. Jim Hay
Regarding the rolling stock in the background of the front cover picture in Journal 113, I would comment as follows, but first note that the signals on the gantry have "short" arms which together with the balance weights being smaller the combined weight was reduced hence the lighrweight gantry construction.
The vehicle immediately behind the engine is the North Eastern Railway postal sorting van No 291 which was used on the extended Newcastle-Berwick postal run which was extended to Edinburgh Waverley in the mid 1880s. The bulge was to accomodate the sorting racks, while the pick up/drop facilities were on the opposite side. Also note offset corridor connection which was unique to all postal sorting vehicles.
The coach behind the loco is Midland and North British Joint stock 3rd class coach No. 128 to Midland Railway diagram 473 and was no doubt part of a complete train, including dining facilities which ran daily between Waverley and St Pancras.
On a slightly different note Great Western coaches were seen on alternate days on the NB when the Glasgow/Edinburgh-Penzance through coaches were seen, those being brake composite and full third. The NB used their own coaches on the alternative days of the same composition. It must have been a very interesting time as regards other companies rolling stock being seen as through coaches on the NB; other examples being Lancashire and Yorkshire, London and North Western, Midland, North Eastern, Great Northern as well as East Coast Joint Stock as well as NB, all on a daily basis.
Regarding St Leonards depot, I have a selection of photos I took in 1962 which includes views looking in the opposite direction towards the tunnel. One interesting comment is that in front of the arched opening was a wagon turntable but both the arch and table had been removed by then.

Issue Number 115 (March 2012)

Frederick Stotton. Edinburgh & Glasgow main line. 3-8
Reprinted from Railway Magazine 1919. Illustrations:

Holmes 4-4-0 No. 578 at Haymarket with train for Fife in c1910 3
map of route and associated lines 4
Easftield shed with West Highland 4-4-0 No. 703 4
West End of Waverley with 4-4-0 No. 734 departing 5
D33 No. 6333 passing Cadder Yard on stopping service on 6 August 1931 6
Holmes 4-4-0 No. 594 at top of Cowlairs bank with 13.54 express for Alloa on 1 September 1920 (K.A.C.R. Nunn) 7
gradient profile of Cowlairs bank 7
chain attaching rope to front of locomotive for ascent of Cowlairs bank 8

Nicholas Oddy. The NB locomotive that never was.. 9-12
Model live steam locomotive built by Sampson George Goodall-Copestake, for his son, John Goodall-Copestake, to run in the grounds of “Elmwood". The model (7½ gauge) is probably painted with the bronze green paint being applied to full-size locomotives for the NBR in 1895

John McGregor. Queen Street - what might have been. 13-15
Proposals to alleviate the approach from Cowlairs by new lines involved James Keyden, a Glasgow solicitor and Formans & McCall, engineers. A further proposal involved John Strain, another solicitor.

Euan Cameron. Wheatley’s 0-6-0 goods engines. 16-27

Douglas Yuill. Coal in East/Midlothian - Part 12. 28-35

Allan Rodgers. E&GR four wheel firsts of 1857-59. 36-9,

John McGregor. E&GR directors’ meetings 1860-65. 40.
Relationships with other companies, notably the Scottish Central Railway and the North British (latter could be tetchy prior to amalgamation). Loan to Dunblane, mDoune & Callander Railway. Cocern about financial difficulties of Blane Valley Railway. Complex arrangements for livestock sent to Battersea Agricultural Exhibition in 1861. Coking plant at Falkirk closed. Loss of traffioc to Ireland through Solway ports lost to Glasgow. Appointment of Canvasser at Grangemeouth where railway was owned by Forth & Clyde Canal.

Harry Knox. Polmont derailment 30th July 1984. 44-7.
Serious accident involving a push & pull being propelled by a Class 47 locomotive hit a cow w hilst travelling at 85 mile/h.

Book review. 48

Issue Number 116 (July 2012)

Riccarton Junction. front cover
Photograph taken at time opening of Border Counties and Border Union lines on 1 July 1862

Robert Cochrane, Hawick branch beginnings.... 3-10
From Railway Magazine, 1899 (April). Act 31 July 1845 to extend from Dalkeith to Hawick. Opened in stages for which the official dates are given, but The Scotsman noted that there were passenger and mineral trains running to Galashiels and St. Boswells from February 1849. The dates for the subsequent extension of the Border Union Railway to Carlisle are also recorded and there is a plan of the changes made at Hawick for this extension which may not be in the Railway Magazine article. The photograph of Hawick station from the John Alsop Collection is also presumably "new". Other new material is a Railway Clearing House map of the line and post card views from John Alsop Collection of St. Boswells station, a decorated Drummond 4-4-0T No. 79 at Galashiels station and two NBR Atlantics at Hawick.

Denis R. Muir. A “Wandering Willie” footplate trip. 11-12
Writing in the mid-1990s, recalls a 1960 childhood trip home to Longtown from Carlisle on the footplate of Scott class engine No. 62440 Wandering Willie. Originallly published by Liddlesdale Heritage Association. Illustartion: No. 62440 Wandering Willie. at Carlisle.

Euan Cameron. Reid’s “Intermediates”. 13-21.
W.P. Reid’s 4-4-0 mixed traffic locomotives, the Intermediates”, 24 being built at Cowlairs 1906-1910. These engines were allocated to classes D32 & D33 by the LNER. Also popularly referred to as the 882 and 331 classes in NBR period. Both classes were fitted with superheated boilers of approximately the type used on the superheated Scots and Glens, though with some variation in internal arrangements. There were considerable variations in the tube arrangements between boilers built at different times, and those who are interested can follow such details in the RCTS Locomotives of the L. N. E. R., volume 4. I have opted not to transcribe the variations in tube numbers and the calculation of heating surface to decimal points which this tends to encourage - such calculations add little to our understanding of how the engines worked.
No. 865 pilotred by Holmes 0-6-0 No. 679 at Glenfinnan in July 1914 (painting based on photograph  page 13)
No. 882, at Eastfield about 1907. page 14 (left)
No. 888 in original NBR livery: Euan Cameron coloured side elevation drrawing. page 14 (right)
No. 888 leaves Edinburgh Waverley on 20 September 1910 with the 14.02 train to Berwick. (K.A.C.R. Nunn)
Engine diagram for LNER class D32 Page 15 (lower)
No. 865 at Haymarket, page 16 (left);
No. 865 in later NBR livery : Euan Cameron coloured side elevation drrawing. page 16 (right)
No. 9864 at Haymarket shed with the coaling tower in the background. (J.J. Cunningham) ,page 17 (upper)
Engine diagram for LNER class D33 page 17 (lower)
No. 888 calls at Seton Mains Halt with 13.53 Edinburgh-Berwick service on 14 July 1928. (J.T. Rutherford, page 18 (left)
Reid “Intermediate” no. 9891 in LNER green livery  : Euan Cameron coloured side elevation drrawing. page 18 (right)
Reid “Intermediate” (LNER class D32) no. 9891 waits to depart from Corstorphine station on 24th February 1927. (W.E. Boyd) page 19 upper);
No. 331 passes Stobs Camp in 1919 with 14.30 Edinburgh-Carlisle express. (No. 331 was first of second batch, classified D33 by the LNER. (R.B. Haddon) page 19 (lower)
No. 62451, but with N.E. still on tender at Dunbar shed. Driver Willie Wilson, ex-Riccarton, looks out from the cab. Note the slip coupling on the front of the engine. page 20 (left)
No. 9864 in LNER black livery: Euan Cameron coloured side elevation drrawing. page 20 (right)
No. 62457 (ex-NBR No. 866) at Perth shed in full BR lined livery (but tender lettered BRITISH RAILWAYS. (J. Robertson) page 21

Riccarton – an out and out railway colony. 22-3.
From Railway Mag., 1912 (May)

Donald Cattanach. James McLaren. 24-5.
Career of McLaren, for twenty years, 1873-93, was NBR General Superintendent. Born Polmont on 5 May 1829; died from heart failure in train approaching Waverley on 30 October 1893. Joined the North British Railway at age of 17, as a booking clerk at Haddington for the opening on 22 June 1846 . From Haddington, he went to a similar post at Berwick. He was promoted to Station Master, first to the small station of Belses (between St Boswells and Hawick), then to Dunbar, and finally, in March 1851, to Berwick. McLaren’s next move was to Edinburgh in December 1852, as Assistant to the General Manager, Thomas K. Rowbotham. In August 1857, McLaren was appointed Passenger Superintendent. The NBR in 1857 was still a relatively small concern, but 1862 saw amalgamation with the Edinburgh Perth and Dundee, and West of Fife, Railways, and the Company’s re-incorporation. This was followed three years later by amalgamation with the Edinburgh & Glasgow. In March 1873, McLaren’s post was re-designated as General Superintendent — equivalent to Superintendent of the Line in some other companies. The duties of the post were considerable. McLaren was the chief operational officer, now responsible for all operating matters and for all operating staff. McLaren lived in the elegant Mount Lodge at the top of Windsor Place, Portobello, set in several acres of its own land, and owned by the NBR. He tended to travel on the footplate of the locomotive when Royalty were being conveyed  He was a stern disciplinarian but appears to heve been honest. He was a Freemason.

Border Counties - in the beginning... 26-9.

Douglas Yuill. Coal in East/Midlothian – Part 13. 30-7
Lady Victoria Colliery

Allan Rodgers. Early NBR goods brakes. Part 1. 38-42.
Hurst introduced a standard goods brake van in 1856 and this is depicted in contemporary photographs and in coloured diagrams (side and end elevations). There are no firm records for prior practice except from fuzzy photographs and reference to an accident to a luggage train when the ubfurtunate guard was blown off together with the roof of the vehicle down an embankment near Cockburnspath on 20 November 1848

Brian Farish. Waverley tales - Part 2. 43-8.
Tales about Tom Arnott, Station Master, at Edinburgh Waverley including his involvement in buying fruit and Christmas trees (and in the case of the latter causing delay to trin ffrom Carlisle. Illustration of long  queue for diesel trains to Glasgow with author walking against tide of humanity. See also letter from Andrew Boyd. and another from Harry Knox

Book review. 48

British locomotive catalogue. Volume 6.  Great Eastern Railway; North British Railway; Great North of Scotland Railway; Midland & Great Northern Joint Railway; Remaining Companies in the LNER Group; compiled by the late Bertram Baxter; edited by the late David Baxter and Peter Mitchell. Kestrel Railway Books
Explains history of publication: notes that NBR material accounts for about one third of text and on the somewhat strange typography.

John A. Smith: obituary.  50
Died on 22 December 2011 aged 84. Born in Glasgow and trained as an engineer at Weir Pumps in Cathcart, then joiined British India Steam Navigation Company and worked on RMS Dwarka on Indian Ocean crossings. Joined NBRSG and edited Journal. Robin McHugh

Letters page. 50

Galloping Gertie Project. Donald Cattanach. 50
Recently, a friend of mine alerted me to a current project being undertaken by a group of enthusiasts from the Swindon & Cricklade Railway to build a full size working replica of ex-Midland & South Western Junction Railway 2-6-0 locomotive No. 16, which was the second of two built for the M&SWJR by Beyer Peacock at Gorton Works in the mid-1890s to an earlier 1880s design of which Beyer Peacock had built 70 engines for export to Australia. No. 16 was based at Andover and used by the M&SWJR to assist with goods train workings between Cheltenham and Southampton.
Following post-Grouping modification by the GWR in the 1920s, engine No. 16 became known locally as "Galloping Gertie" and after service with the GWR was withdrawn in the 1930s. The project group wish to replicate No. 16 as it was when built by Beyer Peacock and have already sourced information from the BP archive. However, they need more information and their attention has been drawn to No. 16's sister engine, No. 14 (see photo), which was the first of the two to be completed in 1895, and had an interesting connection with the NBR.
M&SWJR No. 14 was based at Cheltenham and performed similar duties to No.16. In 1910, she was found to have a serious crack in her frames and by 1913 it was decided to sell the engine for scrap. Fortunately, the government intervened due to the shortage of locomotives at the outbreak of the War and it was decided to resurrect No. 14 by sending her to the NBR's works at Cowlairs for repair. Her boiler was found to be beyond repair, however, and the NBR decided to rebuild the engine with an NBR boiler and cab, plus a second-hand tender. In her new guise, No.14 was sent to the Royal Naval dockyard at Rosyth where she worked the exchange sidings between the dockyard and the NBR main line. At the end of the war, the loco was surplus to requirements and was sold off to the Cramlington Coal Company where she was re-numbered as their No. 15. When the Hartley Main Colliery Company was formed in 1929, the loco became that company's engine No. 16 (not to be confused with her sister, M&SWJR No. 16!) and worked the colliery sidings until 1943, when she was finally withdrawn from service (see photo).
I have been asked by the "Galloping Gertie" Project if I can find out more information about the history of ex- M&SWJR engine No.14 during her time in Scotland, particularly the location of any drawings or records that may exist in the NBR archives detailing her rebuilding and subsequent war time service. So far, obtaining a professional drawing of the loco boiler has eluded the project team and they hope that, in the NBR archives, there may be an original drawing of the boiler fitted at Cowlairs to No. 14, the team's assumption being that, in wartime, it is quite likely a standard NBR boiler was sourced and fitted. From these drawings they would hope, in time, to construct a new boiler for the replica, which should fit the frames, assuming they can locate the BP drawings for the frames. Both M&SWJR engines had the same frame and boiler dimensions so it is assumed that the NBR boiler (for No. 14) would have had similar dimensions to the original Beyer Peacock boiler. They would also like to locate any NCB records concerning her time at Hartley Main.
I would be most grateful if Study Group members who have knowledge of these things could kindly advise me via the Editor. Knowing which type of boiler would be a step forward and perhaps expert members may be able to recognise the type from the photo of the rebuilt engine accompanying this letter. See also Journal 117 page 51 letter from James Armstrong

Hassendean station: then and now. rear cover
Closed as part of Waverley route and not reopened as part of semi-reopening as between Galashields and Hawick. Postcard view and colour photograph of as private house and architect's office as on 2 May 2005

Issue Number 117 (November 2012)

Drummond 0-4-4T No.95 at St. Margaret's on 27 June 1921. front cover
See also Euan Cameron artcle

Preservation of an NBR Atlantic. 3-
From the Railway Magazine, May 1938: No. 9875 Midlothian. which stated repainted in NBR livery, but photographs do not confirm this: No 9875 passing Haymarket Central Junction in June 1939 and No 9875 at Haymarket West with the Queen of Scots Pullman

Trevor Jones.. Railways and the Law – part 1. 4-5.
In the opening paragraph, it has been stated that railways have been subject to legal conditions from the earliest days. These conditions are due to a combination of Common Law, Statute and in Scotland the effects of the institutional legal writers such as Stair, Erskine and Bell. However, the carriage of goods and people has been subject to these conditions since the Middle Ages as illustrated by the early English case of Bukton v Tounsede (1348), which is perhaps better known as “The Humber Ferry Case” Here John Bukton paid Nicholas Tounsede of Hessle a ferryman at a crossing of the River Humber to carry his mare over the river. Tounsede overloaded his boat with horses and Bukton’s mare was drowned. This is a seminal case of the law of contract as it established a duty of care on the part of the carrier, and in Coggs v Bernard (1703) a carrier’s liability received the fullest treatment, where the court ruled the only limits by Lord Holt were “Acts of God and The Kings Enemies”.

Drummond 4-4-0T No 10459 at Granton on 30 September 1925 [photopgraph]. 5

Frederick Stoton. Methil Docks. 6-7
Development of the docks, from the Railway Magazine, April 1908. Includes maps and coal export statistics

Rae Montgomery. Granton branch collision 1970. 8-9.
August 1970 between Bonnington South and Trinity Junctions involving two Type 40 diesel locomotives, both train crews (two drivers, two second men and two guards, all based at Millerhill) escaped with comparatively light injuries, this, in the view of the Inspecting Officer (Railway Employment Inspector C.H. Hewison from the DoE, who had been, I understand, a BR Shedmaster) being due to the noses of the Class 40 locomotives acting effectively as "crumple zones". The final paragraph of the Inspector's report reads: "The accident illustrates, however, that the signalling of trains by telephone messages on a single line such as this cannot be relied upon to operate safely and in my opinion a better and more positive means of working the branch should be sought which will ensure that it will not be entered by more than one train or locomotive at a time". See also letter from Harrry Knox on this, and a later accident caused by more than one locomotive working on a single track under telephone instructions.

Express goods trains on the North British Railway. 10-11.
Express freight described in the Railway Magazine, November 1912: these included fast dual-braked services at high speed between the west of Scotland and Tweedsmouth via Coatbridge and the Edinburgh suburban route and traffic from the west for Carlisle over the Waverley route.

Euan Cameron. Drummond & Holmes 0-4-4 tanks. 12-20
Designed by both Drummond and Holmes and built in 1877, 1886 & 1889 and allocated to classes G7 (Holmes) & G8 (Drummond) by the LNER. Also popularly referred to as the 157 and 586 classes in NBR days. Included some Drummond locomotives rebuilt from 0-4-2Ts, The illustrations are a mixture of photographs, the Euan Cameron superb coloured scale drawings and a feew line diagrams which accompany the previous. All locomotives are also tabulated. See also front cover

No, 1327 at Millerhill station on a train for Glencourse on 4 April 1924 12
Drummond 0-4-2T No. 89 Ladybank in Drummond livery (coloured drawing) 13
Drummond 0-4-4T No. 480 Burntisland in Drummond later livery (coloured drawing) 14
No. 88 Kirkcaldy rebuilt from 0-4-2T (photograph) 14
No, 1338 in Reid livery (coloured drawing) 15
No. 1329 at St. Andrews station on passenger train (photograph) 15
No, 90 in original Holmes livery (coloured drawing) 16
No. 589 at Cowlairs in 1890s (photograph) 16
No. 92 in Reid livery (coloured drawing) 17
No. 93 in Carlisle Citadel station on Langhom train on 6 April 1923 (photograph) 17
No. 8092 at Longtown with train for Carlisle (photograph) 18
No. 590 at Fort Augustus with gas cylinder (photograph) 18
No. 93 in a field near Helensburgh Upper where it had been derailed by stones placed on rail on 4 September 1894 (photograph) 19
No. 591 on turntable at Hyndland decorated for J. Keir Hardy celebration? (photograph) 19

Petrol shunting locomotive at Kelso. 21.
Motor Rail and Tram Car Company Ltd. machine. From the Railway Magazine, October 1922

Ed McKenna. Fife traders’ wagons – part 1. 22-9
Smaller fleets of private owners wagons which operated in Fife in NBR days: coal merchants, lime works, paper mills and chemical works

Douglas Yuill. Coal in East/Midlothian – Part 14. 30-5.
Line No. 12: Arniston to Fushiebridge (Arniston Emily pit and Gore pit)

Brian Farish. Waverley tales – part 3. 36-9
Reminiscences of his early career with BR in the 1950s at Waverley station

J. Francis. Edinburgh and Glasgow Routes of the L.N.E.R. – part 1. 40-5.
From The Railway Magazine January 1927

Rebuilding Berwick Station. 46-8.
From the Railway Magazine, May 1927

Jimmy Hay. North British Railway corpse vans. 49-50.
These vehicles, introduced in 1890, were designed specifically for the conveyance of coffins. It was a common sight to see these either attached to the front or rear of passenger trains, where the cortège would either travel in the accompanying train or in separate hired coaches, usually saloons, if the estate could afford such luxury. When they arrived at their destination, the coffin would be loaded into a waiting hearse. They were common up until WW1, but due to rising costs after this, their use soon became uncommon. Most had been scrapped by the end of 1926. The design of these vans was somewhat unique in having fixed, ventilated ends and folding sides and roofs. Coach axle guards were fitted, with Mansell wheels and full vacuum and Westinghouse brakes, together with a single handbrake on one side only. Some vehicles were fitted with a truss bar between the axle boxes. Screw couplings and safety chains were fitted as standard. The vehicles were painted in coach lake with light yellow lettering shaded to the left and below in vermilion with white separation in part. The wheels had the usual brown centres with white tyres. All ironwork, including that in the Mansell wheels, was black. It is doubtful if these vehicles were ever painted or renumbered in LNER days. Includes two illustrations and diagrams

Letters page. 51

Cramlington Coal Company No 15. James Armstrong
The NBR skyline of the Cramlington Coal Company’s No 15, referred to in Donald Cattanach’s letter in Journal 116, has been something of a mystery. The published sources, the IRS Industrial Locomotives of Northumberland, The Midland and South Western Junction Railway; by C G Maggs, and Part 10 of the RCTS ‘Locomotives of the GWR’, all have the engine put together partly by the dealer J.F. Wake of Darlington and partly by the CCC itself. None mentions either cracked frames or a visit to Cowlairs and in the IRS volume on the industrial locomotives of Scotland it is not listed as one of those in use at Rosyth. It seems that as early as 1912 the locomotive was listed for withdrawal, and that the original boiler was put to stationary use at Cheltenham when it was withdrawn in 1914. The wheels and frames (bar-frames according to Maggs) were reportedly sold to Wake in January 1918 (together with a MSWJR 2-4-0T), and he is said to have fitted a boiler before selling the resulting assembly in March 1918 to the CCC, which ‘rebuilt’ the locomotive in 1919 and provided a tender. (This appeared to be on of Wheatley’s; the rather more elegant specimen, shown in Donald’s letter, came later.) The cab is credited variously to both Wake and the CCC. Wake’s business did include rebuilding main-line locomotives for industrial buyers (in 1917 he had even regauged a pair of Irish 2-4-2Ts which also went to Cramlington), and would be well able to take the job on.
There are clearly a lot of gaps in the story, but cracked frames might explain the proposal to withdraw a locomotive only 17 years old in 1912, and wartime shortages could explain the decision to repair them after all in 1918. We are left to infer that they went direct from Cheltenham to Wake, but the dispatch of the 2-4-0T in the same month might tend to support this, and it is difficult in any case to understand why Cowlairs (rather than say nearby Swindon) should be chosen to repair the frames. Like the chimney and cab the boiler, with its dome on the rear ring, was reminiscent of NBR practice though, and even if Wake is accepted as doing the work Cowlairs might well have supplied the materials, and the CCC’s tender. The connection may seem tenuous but John Thomas does list J F Wake as one of the firms taking NBR locomotives for repair later on, to help clear arrears of maintenance. I hope more comes to light

Issue Number 118 (March 2013)

Early train at Edinburgh terminus: painting by J.H. Ross in National Library of Scotland. colour front cover

Bill Lynn. Working on the North British.  3
St. Margaret's got the job of working Earl Haig's funeral train from Edinbugh to St. Boswells on 7 February 1928: The staff gambled on four ex-servicemen manning it and the shedmaster (Culvert) learned about the gambling and detailed four non-ex-servicemen: Drivers Adam Addison and Jimmy Mackie and Firemen Jimmy Boyd and Geordie Laing.

Jeff Hurst, 7 May 1948 - 20 November 2012. 4-5
Late Chairman of the NBR Study Group.

Stories of the old N. B. 6-7.
Extracted from a series articles on the North British Railway which had appeared in the Weekly Scotsman: this one fom 16 January 1909. A telegraph clerk describes what Edinburgh Waverley was like in the early 1860s when three railways operated rhere: the North British, Edinburgh & Glasgow and the Edinburgh, Perth & Dundee which ran ran from its Canal Street terminusn through Scotland Street tunnel down to Granton. The telegraphic system was maintained by the Electric Telegraph Company. Some of the telegraph clerks were attracted out to Japan. Notes on the booking hall and on one clerk who became the Reverend John McNeill.

Six-wheel six compartment third class carriage built at Cowlairs between 1888 and 1901 (photograph). 7.

J. Francis. Edinburgh and Glasgow routes of the L. N. E. R. – part 2. 8-9
From Railway Magazine, 1927, February. Lines to the north of the Edinburgh and Glasgow main line: Falkirk (Grahamston) and Larbert, Grangemouth and Bo’ness lines, with the Kilsyth and Bonnybridge and Torrance routes. The original Edinburgh and Glasgow Railway included the branch from Polmont to Falkirk (Grahamston), and this involved association with the Scottish Central Railway, then part of the L.M.S. (Caledonian) system, but providing connections which were of advantage to the Edinburgh and Glasgow Railway, as it completed an important and useful series of connections and accounts for the intricacy of the inter-working of the L.M.S. and L.N.E. companies in this area. Thus, L.M.S. trains from Princes Street (Edinburgh) use the L.N.E. line from near Haymarket to Polmont, and through the Grahamston and Camelon stations at Falkirk and round to Larbert; both companies work to Grangemouth, though the harbour and docks and part of the route thereto belong to the L.M.S. system, and L.N.E. trains for Stirling and Alloa from Glasgow transfer to the L.M.S.R. at Greenhil l and through Larbert to Stirling and Alloa, also to Alloa via Alloa Bridge.

Ed McKenna. Fife traders' wagons – part 2. 10-16.
Robert Lawson, Coal Merchant, Burntisland; William A. Lawson & Co., Colliery Agents, Methil; Martin, Henderson & Co., Maltsters, Pitlessie; William D. Matthew, Net and Coal Merchant, Anstruther; James McNally, Coal Merchant, St. Andrews; Melville & Company, Aerated water manufacturer, Tayport; Miller Bros., Coal Merchant, Auchtermuchty; Robert Milne, Coal Merchant, Cupar; Michael Nairn & Co. Ltd., Linoleum Manufacturer, Kirkcaldy; Newport Town Council; G. J. Pryde, Coal Merchant, Tayport; W. G. Readdie, Coal Merchant, Anstruther (wagon No. 10 illustrated); E. C. Reid, Coal Merchant, Milnathort; Robert Reid & Sons, Timber Merchant, Ladybank & Mawcarse; J. W. Reid, Timber Merchant, Ladybank; James Richmond, Coal Merchant, Kirkcaldy; Rutherford, Son & Grubb, Coal Merchant, St. Andrews; James R. Scrymgeour, Coal Merchant Newport; Thomas Sharp, Coal Merchant, East Newport; Alex. Smith & Son, Coal Merchant, Anstruther (livery: brown oxide with white lettering); Smith, Anderson & Co., Ltd., Fettykill Mill, Leslie (livery: brown oxide with white lettering); Archibald Smith, Coal Merchant, Burntisland; Smith Laing & Co., Jute Spinner, Russell Mills, Springfield; Charles Stark, Coal Merchant, Inverkeithing; John Stewart, Coal Merchant, Newburgh (livery: brown oxide with white lettering); Stuart, Brown & Co., Methil Oilworks, Methil; Tayport Town Council; David Thomson, Coal Merchant, Tayport; Tullis, Russell & Co. Ltd., Paper Mill, Markinch; William M Young, Coal Merchant, Tayport

Donald Cattenach and Allan Rodgers. Waverley Station – a history – part 1. 17-29
Edinburgh's Waverley railway station is one of the UK's largest and best known stations, located in the valley between the Old and New Towns of Scotland's capital and is, today, part of the city's World Heritage site. There are few, if any, accurate accounts of the origin and development of what became Waverley Station and, in this series of articles, we hope to correct that situation, whilst doing our best to avoid creating any new inaccuracies along the way.
Being in the historic heart of the City, Waverley has been recorded, almost by accident, in the paintings and photographs of many who wished to capture the beauty of Edinburgh's Old and New Towns. We are particularly fortunate that a number of the pioneering photographers of the 19th century were based in the city; and so, there exists a rich photographic record of the development of the station, stretching from the early 1840s to the present day. In this respect, Waverley station is, perhaps, unique.

Brian Farish. Après le deluge – part 1. 30-8.
East Coast floods of August 1948. Comprehensive examination of damage inflicted by torrential rain which closed the line between Dunbar and Berwick, and for a shorter time the Waverley route from 11 August 1948. Map ahows major breeches. Many illustrations.

Trevor Jones. Railways and the law  – part 2. 39-41
Act of the Surrey Railway Co. of 1801 was first. First whixh provided for steam traction was Stockton & Darlington of 1825; and first in Scotland was the Dundee & Newtyle which opened in 1834. First public acts were the Conveyance of Mails Act 1838 1&2 Vict. c98 which established obligations on railways in favour of the Post Office. The Regulation of Railways Acts of 140 3& Vict. c97, 1842 5&6 Vict. c55 and 1844 7&8 Vict. c85., These were followed by Consolidation Acts in 1845. Early railways were usually formed as partnerships amongst the proprietors. However, the main disadvantage of this arrangement is that according to the law of partnership a partner is an agent of the firm and his other partners. Also the act of each partner binds the firm and his partners. They were therefore liable to the public for the profits and losses of the firm. It can be seen that this type of structure would be unsuitable for a firm based on public subscription, since it would expose shareholders to the liabilities and risks of the partnership. It would also exceed the permitted size of the partnership which was limited to 20 partners. As an alternative structure, the Law of Joint Stock Companies arose which developed into the Companies Act 1862 25 & 26 Vict c89. However, because railways were considered as undertakings of a public nature by special Acts of Parliament, a Memorandum of Association which governed a private company was unsuitable. The main statutes governing railways were The Company Clauses Consolidation Act 1845 8&9 Vict c17 which applied to England, Wales and Ireland and The Companies Clauses Consolidation (Scotland) Act 1845 8&9 Vict c16. These were essentially similar but with some differences to take account of the differing legal provisions in each jurisdiction. They governed the constitution and internal economy of the company, the relations of its members and officials and the conduct of its affairs as regarding shareholders and creditors. Of course in such an article as this it is not possible to cover all of the provisions of these acts, but a brief outline will show the main parts covering railway formation and construction.
Formation of the Company
We already know that the Consolidation Acts govern the formation of a railway company and the sections of this act are:
Preamble and Interpretation of the Act - with respect to the construction of this Act is enacted in the following: (Sections I - 5)
Distribution of Capital - with respect to the distribution of the capital of the company into shares which is to be enacted in the following: (Sections 6- 13)
Transfer of Shares - with respect to the transfer or transmission of shares is to be enacted in the following: (Sections 14 - 21)
Payment of Calls - with respect to the payment of subscriptions and the means of enforcement of the payment of calls is to be enacted in the following: (Sections 22 - 29)
Non Payment of Calls - with respect to the forfeiture of shares for non-payment of calls is to be enacted in the following- (Sections 30 - 37)
Execution against Shareholders - with respect to the remedies of creditors of the company against the shareholders is to be enacted in the following: (Sections 38 - 39)
Power to Borrow Money - with respect to the borrowing of money by the company on mortgage or bond is to be enacted in the following: (Sections 40 - 58)
And in similar manner: Loans; Consolidation of Shares; General Meetings; Appointment and Rotation of Directors; Powers of Directors; Proceedings of Directors; Auditors; Accountability of Officers; Accounts; Dividends; Bye-Laws; Arbitration
Subsequent Acts:
The Railway Clauses Act 1863 26 & 27 Vict c92:
The Railway Companies Powers Act 1864 27 & 28 Vict c120:
The Regulation of Railways Act 1868 31 & 32 Vict c119;
The Stat. Law Rev. Act 1875 38 & 39 Vict c66
Illustrations: Edinburgh, Perth & Dundee Railway 0-4-0 No. 30 bult by Hawthorn & Co. in 1847 and sold to Lochgelly Iron Co. at Lochgelly; NBR 0-6-0T No. 316 at Leith Walk (originated as Monkland Railway 0-4-2ST No. 5; Highland Railway No. 48 at Fort Augustus.

Douglas Yuill. Coal in East/Midlothian – Part 15. 42-7.
Line 12: Amiston to Fushiebridge serving Gorebridge gasworks, Vogrie Colliery and Esperston limeworks

Harry Knox. Collision at Lunan Bay 48-9.
22 September 1958: an express train running towards Aberdeen hit  derailed van off a  preceding exgess which had been running at excessive speed as it had a tail load of vans. The driver of the second express had insufficient tim to stop before hitting the derailed vehicle causing considerable damage, but no injuries., Colonel McMullen's Inquiry revealed lax observance by the signalmen, especialy at Usan and by the train crew (driver, fireman and guard) of the preceding train which shed one vehicle.

Letters. 50-1

Edinburgh Waverley. Andrew Boyd.
Letter refers to queue for Glasgow trains: this was due to a bus strike in July 1957

Granton branch collision. Harry Knox. 51
Firstly, Rae Montgomery's excellent article on the 1970 Granton Branch collision, the one I could not recall when I wrote my piece on the earlier accident in Journal No.113. I am indebted to Rae for chapter and verse, setting the record straight and stirring myoid brain once more. At that time, I had just been promoted into the HQ Rules [3 Signalling (Signalling Works) section (and at a later date was to assume the mantle of Regional Rules [3 Signalling Officer). I remember very well the objection from Rae to this altered method of working, "Telephone and Notice Board" which had been intro- duced over the recently created single line section between Easter Road and Granton. Nevertheless, the line was a Goods Only line, and a line over which rail traffic was a fast diminishing commodity. As such it fell outside the mandatory require- ments contained in our "Bible", the MoT Blue Book, "Railway Construction and Operating Requirements for Passenger Lines and Recommendations for Goods Lines". The operation of Goods Lines was much relaxed in comparison to that of passenger lines and thus less restrictive methods of working such a Permissive Block, No Block and even Time Interval could still be found serving useful purpose on lines over which full signalling infrastructure could no longer be justified. The method of operation of Goods Lines did not require specific HMRI approval, but this august body was made aware of what was planned for the Granton Branch. Incidentally, this method of working was chosen at the behest of the current (local) operators who were adamant that they required two trains/locomotives to be at Granton at anyone time.
However, irrespective of the system of train control in use, all rail safety depended, as it does today, on absolute compliance with the laid- down rules, regulations and instructions applicable to all the various methods of working, by all concerned. In this context, whether a line was a passenger line or goods line mattered not. Strict compliance provided the final safety net. Thus, the nature of the "goods" passing over a line was never a factor for consideration. Failure to comply in one way or another or "Human Error" if you wish, was found to be the cause of most of the major railway accidents even on the lines with the most modern signalling methods. So it proved on this occasion. I remember well the concern when news of the collision reached HQ., but minds were soon to be firmly concentrated on Telephone [3 Notice Board Working yet again, when, just a few weeks later, another head-on collision occurred on the section of line from Millerhill Yard to Lady Victoria Pit at Newtongrange which was worked under the same arrange- ments. At this time, track and signalling infrastructure was being recovered from the closed Waverley route, and apart from trip workings serving the colliery, the only other trains using this single line were the engineering trains to and from the Border Union railway. Once again, non-compliance resulted in another head-on collision. It was indeed fortunate that the costs of both accidents, significant as they were in monetary terms, had not included any loss of life. The method of working over both lines was altered thereafter to become "One Train Working" and remained so until final closures

Waverley tales. Harry Knox.
I turn now to Brian Farish's fascinating account of life at Waverley which has been a most readable, and enjoyable series of articles. The story of engines becoming overpowered on that last, short climb into Waverley through the Calton Tunnels was only too evocative. Been there, done that! However, I wonder if Brian can throw any light on one particular incident which occurred well before my time at Haymarket MPD, in, I think, 1953. The train involved, an East Coast express, was conveying a member of foreign Royalty who was making a visit to Edinburgh after the Coronation celebrations and indeed, it may have been the Queen of Tong a herself. Whatever, the train was in the very capable hands of Haymarket top link driver Bill Stevenson with his own engine, A4 No.60027 Merlin. The train was due to arrive in the South Main and the red carpet, welcoming committee, et ai, were assembled, when Merlin. stuck her head out of Calton South Tunnel. Bill, observing that he was wrongly routed via the South Loop, whistled to alert the signalman, but had no option but to shut off steam and come to a stand. After the required period of time release of the signaHing equipment, the road was reset and the signal came off for the South Main. Try as he might, Bill, with Merlin. , could not lift the heavy train on the 1 in 78 rising gradient and the welcoming party were then treated to the spectacle of a minor volcanic eruption as the A4 stood and danced just short of the station. Of course, the east-end pilot was duly slipped down through the North Calton Tunnel to come in behind the train at Abbeyhill Junction and give the necessary push. Bad as the situation was, it was exacerbated by Tom Arnott, the Station Master, when being asked by members of the press who were present, about the incident, making a surprising error of judgement in suggesting that it had all obviously been mismanagement of the engine on the driver's part.
The story hit the evening papers and Bill Stevenson was incensed, to say the least, by having his professionalism questioned in the public domain. Bill Stevenson was one of the many thoroughly competent enginemen in No. I link, and almost immediately, the situation started spiralling of control. A complaint on behalf of Haymarket drivers was registered by Haymarket Sectional Council, to ASLEF, with threats of legal action. Tom Amott, to be fair, moved quickly to defuse a potential time bomb by inviting Bill to his office where apologies were offered and accepted, and - strangely, in the immediate aftermath, Bill and his wife were to enjoy an all-expenses paid holiday to Spain, by rail of course.

Loanhead station 52

Issue Number 119  (July 2013)

NBR 2-4-0 No 419 at Inverkeithing. front cover

Harry Knox. A black evening at Haymarket dstation. 3-7.
Accident during evening of 28 July 1924 when a stationary Iinner Circle South (Leith Central to Leith Central) which had left Waverley at 18.50 was hit in the rear by the 18.54 Edinburgh to Port Edgar train hauled by J class 4-4-0 No. 9338 Helen McGregor running tender-first and driven by James Swan who claimed that the signals were clear although this was contradicted by George Duncan, a relief signalman working at Haymarket East. An auditory warning system in the tunnel was not heard by Swan. The suburban train was formed of old lightweight gas lit stock due to the pressure of holiday traffic and the rear part was telescoped and demolished in the collision. Five died and more than fifty were injured. Knox who knew Swan noted that the accident was never mentioned.

Jim Summers. A Hurst Dubs-built 0-6-0 for Burtisland. 8-9.
4mm scale model with relatively little on the prototype for No. 185. See also letter in Issue 120 page 51

Jim Page and Tony Brenchley. Traffic to Panmure Sidings 1911-12. 10-16.
Carnoustie with traffic for Anderson Grice & Co. Taymouth Engineering Works and Charles Tennant's chemical plant

Anglo-Scot. The City of Glasgow Union Railway. 17-19.
Reprinted from Railway Magazine, 1907, Jnauary: errors or changes in spelling in original, e.g. Buchannan Street retained as on map

Euan Cameron. Wheatley's 2-4-0 passenger engines. 20-9.
Built by Thomas Wheatley for the NBR between 1869 and 1873, built in August 1873 as the first of its class and numbered 418 by the NBR' towards the end of its service life. Although clearly in LNER ownership, the engine still displays its final NBR number 1239. Some of these engines survived the Grouping and were classified E7 by the LNER.

Brian Farish. Après le deluge.– Part 2. 30-7.
Scottish East Coast floods of 1948

Trevor Jones. Railways and the law..– Part 3. 38-40.
Acquistion of land, and compensation for it, both in Scotland and in England.

Douglas Yuill. Coal in East/Midlothian — Part 16. Line No. 13: Niddrie North, South and Wanton Walls Junctions to Duddingston and Haymarket West and Central Junctions. 41-50.

Letters. 51
Railways and the law. John McGregor. 51
Invergarry & Fort Augustus Railway and its ambition of reaching Inverness: involvement of Highland Railway to keep it out and the North British Railway sitting on the fence.

Junction Bridge station. rear cover
Three photographs: one of site of former railway to North Leith; and two in 1852 and 1955, after closure to passengers in 1947.