North British Railway Study Group Journal Number 120-
Key to all Issue Numbers
No. 120 (November 2013)
Class D34 'Glen' No 9266 Glen Falloch at Dunbar in LNER days. front
See also page 16 et seq
The Leven & East of Fife Railway: a recent book reviewed
by Mike Smith. 3
Authors: Andrew Hajducki, Mike Jodeluk and Alan Simpson. Published by Oakwood Press. "remarkably comprehensive piece of work"..
G9 0-4-4T No. 9355 at Leuchars on 4 September 1935. 3.
Alan Simpson. Kirkcaldy Harbour branch and its traffic
Part 1. 4-13.
Very steeply graded branch line: the Author had inspected its solum following closure in the early 1980s in 1988. Earlier writings on the branch are:
A.R. Miller Journal 19
A.F. Nisbet Journal 27
A. Simpson Journal 48
Ravenswood Journal 66
A. Simpson. Journal 113
Part 2 in Journal 121
Victoria Maltings sidings (originally operated by Curor Brothers, later br Robert Hutchison & Co and by late 1950s solely for Guinnress and ceased in mid-1970s; Victoria Cabinet Works siding (timber from West Africa in form of logs; output as domestic furniture and for liner cabins); Whitebank siding (oldest siding for Whitebank Engine Works owned Key & Son (special boiler wagon see Issue 44 and A.G. Rogers Issue 88) Key & Co. failed in 1884, but was taken over by John Scott & Co.; the Victoria Stone Dressing Co.; Kirkcaldy Electric Power Station siding from 1902 until 1945/6. The closure of the electric tramway system in 1931 had reduced the demand for coal; East Bridge Flour Mill siding (Robert Hutchison & Co. Ltd. from late 1890s until about 1960; Harbour Maltings siding (precluded from British Railways loomotives, latterly a Unimog used, and John Lawson's siding for building materials.
Illustrations: Kirkcaldy Harbour signal box with A3 Sir Visto passing with train of non-corridor stock in early 1960s (P. Westwater); Dunniker Road rail bridge in October 2011; Kirkcaldy Harbour c1900; Leith General Warehousing wagon No. 120; bridge at foot of incline in October 2011; also several maps and plans
Brian Farish. Wartime at Junction Bridge. 14-15.
WW2 Lüftwaffe raid on Leith on evening of Monday 7 April 1941, lone Heinkel 111 dropped two large aerial parachute mines , the first exploding over Leith Town Hall and the David Kilpatrick school annex whilst the second exploded in Largo Place directly opposite the platform at Junction Bridge station on the North Leith branch causing damage to the station as depicted in the three photographs..
Euan Cameron. The 'Glen' class 4-4-0s. 16-21
Reid modern inside cylinder 4-4-0 with superheater and large diameter oiston valves. Worked on West Highland lin until displaced by more powerful designs introduced by LNER. Used on other secondary routes. No. 356 Glen Douglas is preserved and the main depratures from original state are listed.
Nos 9221 Glen Orchy and 9110 Glen Dochart at Crianlarich on 27 July 1926 with train to Glasgow. Page 16
No 307 Glen Nevis in later NBR livery with control number on tender. (Euan Cameron coloured drawing) Page 17 upper
No 9405 Glen Spean in LNER lined black livery. (Euan Cameron coloured drawing) Page 17 lower
No 258 Glen Roy at Eastfield shed in NBR livery, date unknown but assumed to be between September 1913 when the locomotive was built and May 1925 when re-painted by the LNER Page 18
No 62483 Glen Garry with tender lettered BRITISH RAILWAYS at St Margarets shed on 6 August 1949.
Donald Cattanach and Allan Rodgers. Waverley Station
a history. Part 2: The early years 1846 1860. 22-36
Part 1 see page XX. The working of the station was complicated by the development of servicess other than the original Berwick destination (including the Waverley Route to the Borders and the arrival of the Edinburgh & Glasgow Railway and Edinburgh, Perth & Dundee (although the latter was really only a link to the ports on the Forth).
Atmospheric photograph, probably taken in the late 1850s, showing Leith Wynd descending towards Low Calton. The foremost bridge is a wooden structure built c1856 to link the east and west coal yards, behind which can be seen the unusual signal cabin, with its arrangement of semaphore arms, believed to have been built c1853. To the left of the signal cabin there is a view of the eastern end of the large goods shed erected c1849. Page 22
Trinity College Church with NBR wagons in front in 1848. Page 23
View of east side of Waverley looking north towards Shakespeare Square and the Regent Bridge, probably taken soon after the relaying of the goods lines in 1858. In the foreground is part of the vegetable market area with the railway arch over the Canal Street extension on the right. The 1849 goods shed is clearly shown, with the two storey goods office building (built c1852) behind it to the left and, in front of this building, is the goods loading bank and water tank. Note the repositioned engine turntable on the right of the image, together with its adjacent water column, just above the Canal Street railway arch. The two operating hand wheels are clearly visible. The carriages on the left include an NBR parcels van (number 68?) and an early first class carriage, partly obscured, to its right. The first class vehicle (No. 79) to the left of the parcels van does not appear to be North British the door crest suggests it could be Caledonian. There is an interesting variety of early NBR goods vehicles in the goods yard and, sitting just in front of the west end of the goods shed, is a rake of three E&GR mineral wagons. Page 25
View, probably taken in the mid-1850s, from the North Bridge showing the E&GR goods sheds with the then southernmost arch of the Waverley Bridge in the background; the roof of the Joint Station shed, showing the arrangement of roof lights and ventilators, with the station building fronting Waverley Bridge in the background note the pitched roof of the overbridge between the station building and the train shed. Lying on the north side of Canal Street are the EP&DR station buildings. The engine house, with its truncated chimney, is seen nearest the camera; to the right of the station buildings can be seen the raised walkway giving access to Princes Street via a split stairway, and in the background is the wooden paling fronting Waverley Bridge which gave rise to many complaints; the top of the Scotland Street tunnel portal can just be seen above the raised walkway. Page 28
View from the North Bridge looking west over the E&GR goods yard, recorded as taken about 1854, but could be later. On the right is the roof of the Joint Station train shed and, in the foreground, running at right angles to the train shed, is the roof of the E&GRs carriage shed. The E&GR goods sheds are in the centre of the picture and on the south side, bordering Market Street, can be seen the remaining wall of what is thought to have been the short lived E&GR warehouse. Page 29
Taken c1854, the viewpoint is unusual and appears to be from the building adjoining the south east corner of the North Bridge. In the foreground are the original two goods sheds built on the south side of the main line c.1846. To the east, the signal cabin is visible, with the grain shed behind it. To the left of the photograph is the 1849 goods shed with a coal yard in front. Page 30
View taken c1856 showing Joint Station from vicinity of the Bank of Scotland looking eastwards towards the North Bridge. In the foreground is the junction of Market Street and Waverley Bridge with the E&GR goods yard immediately beyond. The Joint Station train shed is shown to good effect and, in the north east corner of the train shed, the narrow roof covering the platform of the NBRs short trains is seen extending under the North Bridge. To the north of the Joint Station train shed is the NBRs goods shed built c. 1852 (originally intended to be a passenger shed), located on the railway track running under the New Buildings on the North Bridge. Looking down Market Street, at the east end of the E&GR goods yard, there appears to be a short section of what was the companys short lived warehouse building still standing. Note the line of horse cabs awaiting passengers on the access roadway from Market Street. Page 31
View is an enlargement from a photograph by Begbie and can be dated to May 1858, as the timberwork for the construction of the fourth arch on Waverley Bridge can just be seen through the arch of the North Bridge visible on the left; (the new arch was built between May and September 1858). In the centre foreground is the signal cabin and the approach trackwork to the Joint Station train shed, to the right of which can be seen the converted carriage shed now in use as a platform for the NBRs short trains. Page 32 upper
North Bridge looking west from Calton Hill with good view of North British side of Waverley, probably c.1860. Under the north-most main arch of the bridge is the Joint Station train shed with a narrow platform extension and canopy on the south side for arriving NBR trains, whilst on the other side of the same arch is the short train platform. It appears that a goods van has come off the turntable (centre foreground). Page 32 lower
View from vicinity of Scott Monument looking across to the Old Town and enlarged to show the Waverley Bridge with the new fourth arch completed; and so, probably taken towards the end of 1858 or early in 1859. It shows quite clearly the additional arches installed under the main arch of the bridge to reinforce it. It is also interesting to note the variety of carriage stock in the picture and the fact that there is a composite carriage in process of being turned on one of the turntables adjacent to the bridge. Note also the signal post in front of this carriage which is understood to have controlled movements to/from the EP&DR and the E&GR. In the background, demolition work for the building of Cockburn Street is taking place. Page 33
Model portraying the area around Shakespeare Square and the North British goods yard at Waverley, probably built in connection with the NBRs 1847 or 1848 Parliamentary Bills. Page 35
Andrew Hajducki. The Suffragette attack at Leuchars Junction. 37-9.
East Fife was the constituency of Asquith, the Prime Minister and buildings were targetted including those of a laboratory at the University of St. Andrews and the station at Leuchars Junction: the latter during the eatrly hours of Monday 30 June 1913 when it was set on fire. Damage was considerable but the station remained open although the Board considered relocating it to enable through trains to run to St. Andrews from the south. Photographs show the fire damage and work on restoration.
Douglas Yuill. Coal in East and Midlothian - Part 17. 40-6.
Line No. 13: Niddrie North, South and Wanton Walls Junctions to Duddingston and Haymarket West and Central Junctions (Continued): Newcraighall village and its railways
Trevor Jones. Railways and the Law part 4. 47-51.
Powers of deviation; including in the case of engineering work: the Board of Trade could permit a tunnel in place of a cutting or a viaduct in place of an embankment; the extent to which deposited plans were binding on the company; corrections of errors and omissions in plans; contracts for the construction of the line; provisions against delay in executing the works; Interference with roads crossing public roads by means of bridges; maintenance and repair of bridges: gates at level crossings; Board of Trade may require a bridge to be substituted for a level crossing; interference with streets in construction of underground railways; accommodation works; obligation to fence is between the company and adjacent owners and occupiers.
Jim Summers writes:
Anent my remarks in the Journal 119 (page 9) where I speculated about what happened at night to convey the same message as the white circles on bufferbeams conveyed by day. The answer is of course to be found in the Rule Book, and that for the Scottish Central Railway of 1852 states that the fireman of an Edinburgh, Perth and Dundee Railway train must at night, BEFORE reaching the South end of the Tunnel, wave his White Light from side to side ACROSS his body, and he will continue to do so until the Engine is clear of the Junction.
[Bell formerly at Edinburgh & Dalkeith Railway station at Constitution
Kenneth Williamson photograph
No. 121 (March 2014)
An Index to the Journals. David King. 3
Based on spreadsheet
Alan Simpson. Kirkcaldy Harbour branch and its traffic
- part 2. 4-14
Designed by Largo-born civil engineer, James Leslie. Very steeply graded. There may have been a passenger service. Illustrations: Victoria Road Viaduct in October 2011 (colour); views up and down branch taken on 30 April 1987. Exports included coal. Imports included flax from Archangel and grain; Fife Coast (Coast Lines) vessel in Kirkcaldy Harbour in 1950s;; Hunslet diesel locomotives D2438 and D2442 in harbour area. See also Journal 134 page 43..
Euan Cameron. The 633 and 729 Class 4-4-0s. 15-24
Largest class of NBR 4-4-0 with a total of 48 all with 6ft 6in coupled wheels. The 574 class was described and illlustrated in Journal No. 109. The other two classes: the 633 of 1890-5 and 729 of 1896-8 are described and illustrated herein. There are four coloured side elevations which feature original Holmes designs, and the Reid rebuilds in NBR livery and as LNER D31 in green livery.Photographs of No. 633 on Perth shed in 1896; No. 738 at Carlisle Citadel c1900
John McGregor. Abbotsfords on the West Highland. 25-9.
Rebuilt Drummond Abbotsford 4-4-0s were used as a stop gap measure during the mid-1900s. Before this the NBR Board and its officers were uneasy about the West Highland Line: its steep gradients; its severe curvature and in places its inadequate structures (notably culverts) and unconsolidated earthworks.
No. 479 Abbotsford at Criamlarich inspring 1906 (painting reproduced in colour). C. Hamilton Ellis. page 25
Rebuilt Drummond Abbotsford 4-4-0 No. 473 in Fort William station. photograph. page 26
Rebuilt Drummond Abbotsford 4-4-0 No. 473 at Spean Bridge in August 1906 photograph. page 28
John S Wilson. Observations from Portobello,
Observtions made en route to school by trains from Eskbank or Musselburgh. Noted the delays to trains on the Waverley route caused by snow with trains terminating at Hawick and the effect of the loss of the Edinburgh Suburban service. See also Andrew Boyd Issue 124 p. 44.
Trevor Jones. Railways and the Law part 5. Company infrastruture
and operation. 35-9.
Leases of railway lines required Parliamentary sanction and this is illustrated by the lease of the London, Tilbury & Southend Railway to Messrs Peto, Brassey and Betts; and by the Sevenoaks, Maidstone and Tunbridge Railway where constructional difficulties led to partial abandonment and an attempt to lease the company to lease the line in perpetuity to the London Chatham & Dover Railway, but perpetual leases are not permitted under English law. Running powers and joint stations were a ccause of disputes, especially where the Caledonian and Great North of Scotland Railway owned a joint station which the North British accessed via running powers. An Appendix records the sometimes contentious running powers enjoyed by the North Eastern Railway between Berwick and Edinburgh since 1869 but were disputed in 1894.
Douglas Yuill. Coal Industry in East and Midlothian - Part 18. 40
The Pinkie Railway to Fisherrow. Olive Bank Colliery.
Donald Cattanach. Waverley Station names. 46-9
Plain Edinburgh; plain Waverley and Edinburgh Waverley and for a time the General Station
Book reviews. 50
The West Highland Railway, The West Highland Extension. both by John
McGregor reviewed by Mike Smith. 50
Books published by Amberley.
Journal 109 cover. Mike
Journal 109 cover. Ian
Suggests north and west of Glasgow
The Tay Bridge Memorial journal Team 52
No. 122 (July 2014)
Ian Nimmo White. The death toll of the Tay Bridge disaster. 3.
59, not 75, died. With the exception of William Benyon, a photographer from Cheltenham, travelling to Dundee on business all the passengers had connections with Dundee, The driver, David Mitchell is buried in an unmarked grave at Leslie. Memorial at Wormit.
Andrew Hajducki. Seton Mains Halt. 4-5.
Between Prestonpans and Longniddry on main line opened 1 May 1914 closed 20 September 1930
Edwin A Pratt. The North British Railway in the First World War.
Re-printed from British Railways and the Great War organisation, efforts, difficulties and achievements (Volume II). published 1921.
Holmes 0-6-0s on ROD service. 11
No. 666 with ROD 5666 on its tender and No. 661 with ROD 6661 on its tender: ROD = Railway Operating Department
Armoured trains fpr the defence of the East
States reproduced from the Locomotive Mag., 1919, 25, 49-50, but the illustrations are different: herein fitted with a cowcatcher on gun truck and has a wire fence in foreground and lacks buildings behind
Euan Cameron. The 351 class 2-4-0s. 13-23.
The design emerged during the brief tenure of William Steele Brown and Cameron considers that the design owes much to Archibald Sturrock's large (for the time) 2-4-0 locomotives built for the Great Northern Railway (GNR No. 268 built by the Yorkshire Engine Co. for the GNR is depicted on page 14). Drummonds rebuildings of 351, 352 and 354 of 1882 (sometimes incorrectly at5tributed to Holmes). Holmes rebuilding of 353, 355-6 and 349-50 and Wheatleys rebuilds of 37 and 38 in 351 Class style. Euan Cameron coloured drawings include No. 101 in what is termed highly speculative Edinburgh & Glasgow Railway green livery; No. 354 in NBR brown livery No, 356 as rebuilt by Holmes in bronze livery and No. 38 in Wheatley condition
C.E.S. Littlejohn. The Dundee and Arbroath Railway.
Reproduced from the September 1909 issue of Railway Magazine. Illustrations:
Old Trades Lane station in Dundee (old print) page 24
Broughty Ferry station in 1840s page 25
0-4-2T No. 65 Scottish North Eastern Railway.page 25
timetable 1845 page 26
former railway reack near Arbroath page 27
old station at Arbroath page 27
See also contribution from Jim Page about the article and its author
The closure of the Silloth branch: the recollections
of two railwaymen in the 50th anniversary year. 34-43.
In October 2013 an enquiry was received from Peter Ostle of the Holme St Cuthbert History Group in Cumbria. The Group was seeking information about the Silloth line for an intended exhibition to mark the ieth anniversary of its closure on 7 September 1964. We were able to assist and, in return, Peter provided transcripts of his interviews with the driver and guard on the last train Jimmy Lister and Archie Brand together with the accompanying photographs. Sadly, Archie Brand died at the end of May. We are grateful to Peter, to Jimmy and to Archie's wife, Mrs Win Brand, for permission to reproduce the material. The exhibition moved to Carlisle Library. See also letters from Alasdair Lauder and John Wilson in Issue 123 page 50
Page 34: last passenger train at Silloth hauled by Ivatt Class 4 2-6-0
Page 35 upper: demonstrators block line at Silloth
Page 36 lower: Crowd at Silloth await last train
Page 36: Jimmy Lister
Page 36: map of Silloth branch: see letter from Alasdair Lauder on "Abbeyholme" station
Page 37: A4 No. 4498 with Jimmy Lister at Long Preston
Page 37: map of Carlisle Canal portion of branch
Page 38: station staff & cleaners at Corstorphine station in 1937
Page 39: Archie Brand with son Ian
Page 39: Archie Brand with A4 No. 60009 at Forth Bridge Centenary celebration
Page 40: Silloth Green Day on 25 May 2014 with Jimmy Lister
Page 41: Class D51 4-4-0T No. 10471 at Port Carlisle on 17 August 1926
Page 41: 0-6-0T No. 22 at Carlisle Canal shed with Foreman David Wilson ('Old Wilt')
Page 41: 0-6-0T No. 22 at Port Carlisle with Guard Isaac Hickson who had drivver of the dandy and Driver John Harkness on 6 April 1914
Page 42: Silloth station
Page 42: Silloth station & goods yard
Page 42: Silloth station in 1953
Page 42: Silloth goods yard, harbour and LNER 0-6-0 976
Page 43: Drumburgh signal box
Page 43: Abbey Town station
Page 43: Burgh station
Page 43: Black Dyke Halt in 1953
Douglas Yuill. The North British Railway and the coal industry in
Midlothian and East Lothian. Part 19. 44-50
Line No. 20. Millerhill Junction to Glencorse. Gilmerton Colliery; mining at Straiton (limestone and oil shale) and Old Pentland (oil shale)
Bill Lynn writes:: in reply to Mike Smiths letter which appeared in the current Group Journal [Journal
The back cover. 51 and rear cover
Map of Hawick station in 1857 from Ordnance Survet town plan
No. 123 (November 2014)
Alan Simpson. The Burntisland Railway Accident of April 1914. 4-11
On 14 April 1914 the 03.55 Edinburgh to Aberdeen express withb through coaches from King's cross collided with a Carlisle to Dundee freight which ws being backed into sidings. The enginemen on Atlantic No. 872 Auld Reekie were killed: they were Driver John Dickson and Fireman William McDonald, both from Aberdeen (their funerals are described). Four passengers were seriously injured. The locomotive fell on top of the footplate crew. The accident was investigated by Major Pringle and the cause was signalman error: in this case he was Thomas Watt
Euan Cameron. The 239 Class 0-4-4 tanks.
Reid class introduced in 1909 and supplied by the North British Locomotive Company. The LNER classification was G9. Last withdrawn in November 1940. Illustrations:
NBR No. 239, in what appears to be a works photograph described as being at Queens Park. Page 12
No. 475 photographed at Eastfield in NBR livery with garter coat of arms on side tanks. Page 13 upper
No. 355 at Dundee, showing later NBR style with control number on side tanks. Page 13 lower
No. 475 with control number on side tanks: Euan Cameron coloured drawing. Page 14
LNER No. 9334 at Craigentinny Carriage Sidings, in lined black livery and with safety valves on the firebox. Page 15
Donald Cattenach and Allan Rodgers. Waverley
Station a history Part 3. 16-33
Negotiations between the company and the city concerning the markets.
East end of Waverley station taken around 1875/76 by the Edinburgh photographer Alexander Inglis. The station is shown in a state of transformation from the original cramped layout of the Joint station to a more commodious one facilitated by the 1860s company amalgamations, the opening of the new line to Granton (via Abbeyhill) and the agreement with the Town Council which allowed the re-location of the various markets. At the south end of the North Bridge, the arches are being rebuilt to accommodate the extension of Market Street eastwards and the demolition of old buildings is already in progress prior to the construction of Jeffrey Street. Page 16
This view of Waverley taken from the Castle by G.W. Wilson, probably in 1869, shows the original Joint Station in its final form. The old EP&DR station platform area and tunnel entrance has been demolished and the new open Waverley Market space and Waverley Steps have just been built. Work on widening the North Bridge has not yet started. The original Waverley Bridge still exists and a number of goods vans are sitting on the curve through the northernmost arch which originally connected with the EP&DR station, the line probably still connecting with the old EP&DR goods shed. The EP&DR station booking hall and associated buildings still exist at this date. Page 17
A second G.W.Wilson photograph, also taken from the Castle, shortly after the North Bridge had been widened, but before work started on the south train shed roof. The new north train shed roof and the roof over the station entrance at the bottom of the Canal Street ramp are clearly visible. Waverley Market is not yet roofed over. This image was probably taken in 1875ki which is around the same time as the Inglis¡¦ view taken from the Calton Hill. Page 19
In this final image by G.W. Wilson, probably taken in early 1878kl, we see that the new south train shed roof has been built, although still open at its west end. The south part of the original Joint Station booking hall has now been removed, just leaving the north side still standing adjacent to the new train shed roof for use as a parcel office. Work has started to erect platform canopies west of Waverley Bridge and the Waverley Market has now been roofed over. Page 21
In this Inglis photograph close-up, we see the platforms at the north east corner of the North Bridge. Quite a busy scene with most platforms occupied with an interesting variety of both old and new carriage stock. The station bookstall can just be seen positioned against the north face of the bridge arch. Page 22
A view looking through the arches of the North Bridge extracted from the Inglis photograph. There are three locomotives in this view, all of North Eastern origin, not an NB engine in sight! The recent widening work on the North Bridge can be clearly seen and underneath the right hand arch the original wall of the old Joint station train shed still stands. Looking through the left hand arch there is an interesting view of the goods yard note the horse drawn furniture van on a flat truck at the loading bank. Page 23
A view of the goods sheds at the south side of the station showing a variety of merchandise wagons, plus a Wheatley brake van at the left of the photo. Lots of men standing around another busy day on the NB Look closely at the main shed in the picture your eyes are not deceiving you it really is curved. The Physic Gardens roadway runs along behind the sheds with an interesting variety of buildings on its south side. The tenement at the west end of the block would shortly be demolished to make way for Jeffrey Street and the remaining buildings would go in a few years time to allow further expansion of the NBR goods facilities. Page 24
An interesting departure scene at the east end of Waverley as a train is made ready to leave, with the lamp men busy on the carriage roofs. There are a number of old carriages, some dating from the 1840hes, visible in the backgro. Page 28
An interesting view of the east end of Waverley from the North Bridge, about 1869. The large goods shed in the foreground was built c.1865i and transferred for use elsewhere c. ÆÌljm. This is the only image known to the authors which shows the 1850s signal cabin now re-built adjacent to the grain shed around 1868/9. It probably remained in this position until the building of the signal bridge and signal box shown in the 1878 re-signalling plan accompanying this article. Page 31
Douglas Yuill. Coal industry in East and Midlothian Part 20.
Line No. 20. Millerhill Junction to Glencorse, continued
Trevor Jones. Railways and the law - Part 6 41-7
The railway as a carrier of goods and passengers; the concept of the common carrier. The carriage of dangerous goods, the carriage of animals. Passengers' luggage. The period for which a railway was liable.
Book Review. 48
The North British Railway: a history by David Ross. Reviewed by Andrew Boyd. 48
Written from what Ross describes in the foreword as the first continuous chronological account of the company. This approach has the advantage of helping to place the development and operation of the railway in the context of the financing of the companys capital and the direction and management of its corporate, financial and business affairs. It also serves as a useful reminder that ultimately railways (at least in this country) were largely built by investors seeking a return on their capital although in the case of the NBR there do seem to have been occasions on which the ordinary share-holders were not persuaded that the board had the share-holders immediate interests in the forefront of their mind. One disadvantage is that the narrative often jumps abruptly from one topic to another and so the reader has to jump from, say, boardroom machinations and share issues to traffic and operations. This can sometimes be disconcerting. In taking this approach the present author has tackled his subject in a different way from that of John Thomas, the last author to write a history of the company, which was published in two volumes, but provides a more readable story and a more selective account but the present author provides much greater detail and analysis especially of financial affairs. .
The Dundee & Arbroath Railway. Jim
Charles Littlejohn originated from a well-known local family in Broughty Ferry. In 1910 he wrote a two-part article on the Dundee & Newtyle Railway for the Railway Magazine. He knew both E.L. Ahrons and J.F. McEwan and was a friend of C.G.L. Phillips, a Dundee watercolourist. He was an accomplished organist and held the post of organist and choirmaster at St. Paul's Knightsbridge. He fied in 1959 aged 80. Notes that the rare engraving of Broughty Ferry station was probably by Gershom Cumming.
The closure of the Silloth Branch follow-up.
Corrected map: Abbey Junctioln: not Abbeyholme: source of error Pre-Grouping atlas and gazetteer. Ian Allan
Cites website for Silloth branch: questions whether the camping coaches had an infuence on closure date as asserted by Jimmy Lister
Craigentinny Carriage Sidings. 51; rear cover
Questions whether "centenary" claimed for 1 October 2014 using cartographic evidence from Ordnance Survey maps surveyed in 1912
No. 124 (March 2015)
The Forth Bridge: 125th anniversary. front cover;
colour photograph of bridge viewed from Fife. cover
looking through girders. page 3
commemorative plaque page 3
brochure for guests includes menu, toast list and futurist through train for USA page 4
Harry Knox. A very near miss at East Fortune.
1 November 1906: trains involved were 19.40 Glasgow Sighthill to London King's Cross fully-fitted express freight worked by NBR 4-4-0 as far as Tweedsmouth. One of the vans owned by the NER became derailed and the train divided. Once the driver had established what had happened he uncoupled his locomotive, instructed his firemen to carry a red lamp on the front of the locomotive and spounded his whistle in an attempt to halt the 14.20 ex-King's Cross driven by a North Eastern Railway driver who managed to stop his train just short of the obstruction. Major J.W. Pringle investigated and commended all the footplate crews for their diligence especially fireman McCaig. The career of NER Driver Alexander (Sandy) Davidson is described in dtail.
Alan Simpson. Accidents at the White Gates
level crossing in Dysart. 10-17.
On A955 brach line to Francis Colliery (known locally as the Dubbie). See also Issue 48 page 3. Branch line opened in February 1880. Pit was sunk in 1850 and was owned by the St. Clair family (Earls of Rosslyn). On 29 January 1912 there was a runaway of ten loaded coal wagons. On 9 February 1963 a bubble car collided with the closed crossing gates and the driver was prosecuted for dangeerous driving. On 4 March 1965 a car crashed through the gates in a snowstorm and into a steam-hauled coal train and led to two fatalities in the car: this led to greatly improved lighting (electric replacing oil lamps).
Illustrations: White Gates p. 10; Ornance Survey 25 inch map of crossing vicinity page 11; ground frame at level crossing (two views) page 12; Stevens & Sons distant signal at Dysart in October 1984 page 13; ex-NBR signal adjacent to crossing in 1974 page 15
Euan Cameron. The Drummond 474 class 2-2-2s.
Very similar to Stroudley's 2-2-2 Grosvenor built for the LBSCR. There were two locomotives in the class Nos. 474 and 475 Berwick. They were only slightly modified and remained on light express duties until withdrawn in about 1910.
From our photographic archive. 25
Belses station (between St. Boswells and Hawick) with slotted signal: stationmaster Hugh Harvey; porter-signalman Archie Hendry. See also rear cover
LNER (ex-NBR) six-wheel passenger brake van No. 3252 at Meadows Yard (Diagram 317C
Douglas Yuill. The North British Railway and the coal industry in Midlothian and East Lothian Part 21. Line No. 20 Millerhill Junction to Glencorse, continued. 28-37.
Trevor Jones. Railways and the Law. 38-43,
North British Railway Rates and Charges Act, Part 1 Goods and minerals.
Andrew Boyd. Portobello station: further
With a pal travelled first class on 22.42 from Edinburgh to Portobello in a Gloucester DMU on 5 September 1964 (actual ticket illustrated)
Tom Moffatt. The North British Railway's carriage cleaning arrangemnts.
Reprint of article from Railway Magazine 1911 (September) wich described the then new installation at Craigentinny. The Scottish Vacuum Cleaner Co. machine is illustrated: this was driven by an electric motor with power supplied by Edinburgh Corporation. A lesser installation at Bridgeton Cross, Glasgow, is also mentioned; and the portable machines in use at Perth and in Fife.
Disappearance of the oldest signal cabin in Scotand. 47
From Railway Magazine, 1911 (September): photograph of then since demolished structure near Cowlairs station
Steam in Scotland the railway photographs of
R.J. (Ron) Buckley; compiled by Brian J. Dickson. History Press,
2015. Reviewed by Ian Terrell. 50
Notes some minor errors and the excellence of the captions
Can you help? 51
Photograph submitted by Stuart R.K. Gray of locomotive No. 35 Glen Gloy with possibly his uncle Driver William (Bill) Roberson in group photograph. When working West Highland train he would sound the whistle between Drumchapel and Drumry stations. He retired to Dunbar where he died c1960 when in his eighties..
The back cover. 51; rear cover
Belses station. Ordnance Survey 1859 (Roxburgh). See also page 25 upper
No. 125 (July 2015)
The Borders Railway. 3-5
Illustrations: Holmes 4-4-0 No. 231 at Galashiels; Newtongrange station looking north; Heriot station and level crossing; Gorebridge station looking south; Foutainhall Junction looking north and looking suth; Galashiels station looking south.
Euan Cameron. The Holmes 18" 0-6-0s. 6-23.
Later known as LNER J36 class. Some used by ROD in WW1 and given names subsequently. Maude is preserved. Includes 3 coloured side elevations (2 with Holmes cabs and 1 with Reid side-window cab No. 5211 in LNER post-WW2 apple green livery with Gill Sans lettering and numbering.
Alan Simpson. Randolph Colliery and its rail traffic. 24-8
Near Kirkcaldy: includes maps of area.
New Passenger Rolling Stock on the NBR. 29
Railway Magazine July 1921: Pickering 3rd class non-corridor coach with steel underframe
Douglas Yuill. Coal Industry in East and Midlothian Part 22 30
NBR signals. 39
Lower quadrant signals at unidentified location. flap-type shunt signal on the bracket of signal closer to photographer.
Trevor Jones. Railways and the Law Part 7. 40-5.
Legal responsibilities of railway companies towards owners of freight carried; towards passengers (and injuries if incurred during transit); towards their staff; visitors to railway premises and trespassers.
From our photograph archive [trespass signs]. 46
Cast iron NBR sign at Torrance Station, 30 May 1954; enamel Dundee & Arbroath Joint Railway sign at Carmyllie Station, 29 May 1955; enamel NBR sign at an unknown location; enamel Dumbarton & Balloch Joint Line sign at Dumbarton Station, October 1955.
Book Review. 47
The Railway Infrastructure of Scotland . Brian J. Dickson. Kestrel Books. reviewed by Ian Terrell. 47
Feedback The Closure of the Silloth Branch Bill Lynn, 48
The Closure of the Silloth Branch. Alasdair Lauder
Musselburgh Station, OS maps from 1853 and 1893 Journal
See also letter from John S, Wilson (Issue 127 p. 50)
Number 126 (November 2015)
A memorial to Jeff Hurst. 3-4.
Unveiled at Shawfair station on the Borders Railway on Sunday 25 October 2015 by his widow Margaret.
Andrew Boyd. 4M65: on the goods to Carlisle. 4-9.
Party of railway enthusiasts trtavelled in brake vans at front of fitted freight hauled by Type 40 No. D261 Enlgish Electric diesel locomotive from Millerhill yard over the Waverley route to Carlisle on 13 December 1968
Trevor Jones. Railways and the Law Part 8 10
Donald Cattenach and Allan
Rodgers. Waverley Station: a history Part 4. Descent into
chaos and plans for the future, 1880-1891. 18-31
From the early 1880s Waverley was at least partially lit by electricity: from June 1882 by the Scottish Brush Electric Light & Power Co. Ltd and when it went into liquidation the NBR bought the plant from the liquidators.
In July 1890, the NBR suffered the humiliation of being told how to conduct its business by its English partners: ¡¥Board ÆÌe/k/me. Waverley Station. A memorandum from the East Coast and Midland Companies on the subject of the accommodation at Waverley Station was perused and carefully examined and it was referred to the General Manager to give early effect to the suggestions made therein so far as these may be found practicable.
By chance, a transcription of it has come to light. It was signed by Matthew William Thompson, Chairman of the Midland Railway, and by Lord Colville of Culross, Chairman of the Great Northern Railway, and handed by Colville to Walker in London on m July. The following suggestions are submitted for the consideration of the Board of the North British Railway Company.
Mr Cockshott and Mr Ingliston, the Superintendents of the Great Northern and Midland Railway Companies have visited Edinburgh for the purpose of considering what steps could be taken to avoid the delay now occurring to the through East Coast and Midland trains at the Waverley Station.
Having regard to the considerable difficulties resulting from the want of platform and siding accommodation at the Station it is suggested that the working may be improved by utilizing a portion of the goods yard, particularly the two sidings next to, and outside the south wall of the Passenger Station for the purpose of shunting or standing carriages and by running some of the through down trains to the new platform so as to admit of an additional down train being admitted when the main platform is occupied and they suggest further that as far as possible excursion and local or suburban trains be dealt with at one or other of the North British Company¦s Edinburgh Stations instead of Waverley and that an Engine Turntable be put down at Waverley at once to save the necessity for empty engines going through either of the tunnels east or west of the Station to turn.
The above appear to the Superintendents to be essentially necessary at the present moment but it may be advisable also to divide some of the important trains at points at or near the Portobello Junction on the south or the Corstorphine Junction on the north so that the Aberdeen and Perth trains may be run by the Suburban line, avoiding Waverley, and if this be determined on, any sidings necessary at either place should be put down at once.
The delays to the through trains are so serious and affect so detrimentally the passenger traffic of the East Coast and Midland routes, that the chairmen of the Companies concerned send this Memorandum to the North British Board in the hope that they will give their earnest and immediate attention not only to the limited and temporary improvements suggested by the Superintendents but also to the consideration of the more important question of the permanent enlargement of the Station and its approaches.
The two Superintendents had not announced their presence in Edinburgh, far less consulted, prior to making their report. Secretary G B Wieland wrote immediately after the Board meeting to assure the NBR¡¦s partners that instructions were given for the immediate carrying out of such of the suggestions as appeared to the Board to be practicable¦. Walker, detained in London, wired Engineer-in-Chief Carswell to go ahead with the proposed turntable immediately, but McLaren advised Chairman Lord Tweeddale that its construction would disrupt the traffic, and it would be no good for west end engines. Order, counter-order, and disorder! It was never built.
The North British Railway (Waverley Station etc) Act 1891 received the Royal Assent on 5i August 1891. Most urgent was the provision of the additional running lines to the west. On 10 September, the NBR Works Committee placed the contract for widening the line between Corstorphine and Haymarket with James Young & Sons, Edinburgh. Work was to be completed by 31 March 1892. On 24 December 1891, the Board decided not to construct a station at Lothian Road. Perhaps, as with the Gas Works, the Waverley Market, and the goods depot at Leith Central, it never had intended to! As we shall see, work on Waverley Station began in the autumn of 1894 and was finally signed off by the Board of Trade in 1901. Photographs:
Waverley taken from the roof of the City Chambers in 1885 soon after the suburban platforms were opened to passengers on 1 December 1884
Lord High Commissioners procession in 1884 crossing North Bridge (showing Post Office hydraulic lift)
west end of Waverley station from the Scott Monument, probably taken in the late 1880s
roof of Waverley Market & gable end of old North British Station Hotel in mid-1880s
east end of Waverley, probably taken around 1887-90*
Ordnance Survey map 1895
Plan of 1890 for developments at east eend of Waverley (not implemented)
Maps (plans) of proposals made by Caledonian and North British Railways for railways in Edinburgh and in Leith 1890
Beyer Peacock former Edinburgh & Glasgow Railway 0-4-2 No. 319 at west end of Waverley: umbrella roofs to platforms late 1880s
view from above The Mound towards Calton Hill and North Bridge with Waverley in between
Drummond 0-6-0T No. 297 at east end with Regent Arch behind
* showing a very busy scene with most of the east end platforms full;
dominating the bottom right of the image is the goods shed roof and beyond
the end of the platforms can be seen the signal bridge with its signal cabin
straddling the tracks; immediately to the right of the signal bridge is the
hydraulic engine house and to the right of that is a pretty full goods yard.
Above the railway can be seen the Calton Jail, pictured after the original
Robert Adam debtor's jail of 1791 (known as the Bridewell) had been demolished
and rebuilt during the period 1884-7 in a style which appears to imitate
that of a square towered medieval castle.
Euan Cameron. Locomotives for the Gartverrie Branch. 32-5
Glenboig fireclay and firebrick industry included the Gartverrie Fire Clay Company which was served by a branch line which descended beneath the Caledonian main line and led to a severe height restriction and the need for special cabs and boiler mountings. Branch served from Kipps shed. Concentrates on modifications to Class J36 0-6-0 type. No. 65285 is depicted in one of author's beautiful coloured side elevations: J33 No. 9021 is also depicted. Refers to Issue 115 for modifications to earlier locomotives
Douglas Yuill. Coal industry in East and Midlothian Part 23.
A large amount of tabulated data on merchants' names and addresses and wagon ownership including depots served by the Caledonian Railway. Extensive bibliography. Photographs of wagons: 8 ton dumb-buffered wagon owned by Tranent Colleries; A. Stewart, Gorgie station; Waldie of Leith; dumb-buffered wagon owned Leith Provident Co-opersative Society
Feedback Additional information on various points Journal Readers 50
Millerhill Station and Junction, OS map from 1894 Journal Team 51
Number 127 (March 2016)
Galashiels station in 1930s. front cover
See information (Issue 128 page 32) from John Minnis of Lens of Sutton Association stating that taken by Professor C.E.J. Fordyce in 1930s.
Jim Hay. Signalling on the NBR. 3-18.
Author emphsises that not a detailed history, but rather a set of coloured drawings to show representative signals, largely the products of Stevens & Sons and the Railway Signal Co. Sigmal cabins are neither illustrated nor described. Very early types of signal are included.
Euan Cameron. The four-wheeled tender locomotives of the North British
Notes that with the exception of the Wheatley 0-4-0 Nos. 357 and 358 (which lasted into LNER ownership as class Y10), most of the type were inherited from earler companies and that archival sources for dimensions are sometimes contradictory. The Edinburgh & Glasgow Railway owned three Bury bar-frame 0-4-0s: Playfair, LaPlace and Leslie (later numbered 18-20): they did not enter NBR stock (illustrated by similar London & Birmingham locomotive) . Both R. & W. Hawthorn of Newcastle and Hawthorns & Co. of Leith supplied four-wheeled tender locomotives which eventually became a part of North British Railway stock, but there is a lack of knowledge about them. Ex-Monklands Railway Nos. 268 and 269..
Douglas Yuill. The North British Railway and the coal industry in
East and Midlothian. 34-43.
Trevor Jones. Railways and the Law Part 9. 44-9.
Nationalisation; Transport Acts of 1953 and 1962; legislation in Northern Ireland and Irish Free State. Conclusion and extensive bibliography.
Feedback Comments and corrections Journal readers 50
Musselburgh. (Journal 125 page 50). John
Comments that Musselburgh station as shown on the map was opened on 14 July 1846. That was not correct, as the map showed the terminus station at the end of the branch line beside the River Esk and he date should have been 14 July 1847. The station on the main line, which was initially called Musselburgh, opened on 27 June 1846 but was renamed Inveresk when the station illustrated in the article was opened
The back cover Galashiels. 51 and rear
Galashiels station with NBR 4-4-0T No. 79 (p. 51 upper), Galashiels station with searchlight colour light signal (p. 51 lower) OS map from the 1890s (rear cover). See also further information from John Minnis
Number 128 (July 2016)
Euan Cameron. 0-4-2 and 0-4-2T locomotives of the North British Railway.
The first 26 locomotives ordered by the NBR were engines designed and built by R. & W. Hawthorn of Newcastle. The locomotives were not all identical and some may have been originally intended for other buyers. In general, these were Robert Stephenson Patentee type locomotves, with heavy outside sandwich frames and outside cranks on the driving wheels. Hawthorns of Leith was entirely independent of its Newcastle namesake though named after a temporary venture by the latter, built a number of 0-4-2 versions of its successful 0-4-0 outside cylinder tender locomotive. Two worked for the Peebles Railway and another may have been acquired by the N. B. by another route. Neilsons of Glasgow built large numbers of goods locomotives with outside cylinders and the 0-4-2 wheel arrangement, usually with low boilers, large domes over the firebox and bent-over weatherboards. The type was chiefly associated with the Caledonian, but the N. B. acquired numbers of these via the Edinburgh and Glasgow Railway and the Monkland Railways. They mostly did not last long; some that did were rebuilt as outside-cylinder small-wheeled 0-6-0s. In the mid-1850s the Edinburgh and Glasgow Railway, faced with the imminent disintegration of much of its early locomotive stock, began to acquire some fine new locomotives from the recently founded Beyer, Peacock & Co. These orders began with some splendid mixed-framed 2-2-2 in 1856; then in 1859-62 the company supplied four 2-4-0s, two more 2-2-2s and twelve 0-4-2s. Beautifully designed and well-engineered, these engines passed to the N.B. and after rebuilding served the company for many years. The tenders were four-wheels, outside bearings and originally clasp brakes.
William Hurst's tank engines. Between 1857 and 1864 William Hurst, locomotive superintendent of the North British Railway, built some tank locomotives at St Margaret's Works in Edinburgh. These inside-cylindered, inside framed well-tank/ back tank engines with 12 x 18 inch cylinders were relatively light and flimsy, but they gave reliable service on branch line passenger services until the Drummond era. Drummond may even have considered rebuilding them, though this did not happen. The Hurst tanks worked mainly to the south of Edinburgh including those to Selkirk and Dolphinton.
In 1864 Cowlairs manaufactured some 0-4-2 tender locomotives with 5ft coupled wheels. It is possible that William Stroudley had some input into this design which included a side window cab.
Finally No. 262 (0-4-2ST) appears to have been assembled from remnants and was larger: "a substantial engine with15" x 22" cylinders" with a lot of Hawthorn material within its anatomy.
Hurst 0-4-2T No. 97 at Selkirk (photograph) page 3
R. & W. Hawthorn 0-4-2 at eastern endv of Edinburgh Waverley c1870 (photograph) page 4
Hurst 0-4-2T at St. Margarets Works (photograph) page 4
Hurst 0-4-2T No. 87 built at Cowlairs (Euan Cameron coloured drawing). page 5
0-4-2T No. 107 possibly at Leadburn c1878 (photograph) page 5
0-4-2 No. 318 as built (Euan Cameron coloured drawing). page 6
0-4-2 No. 324 as rebuilt (Euan Cameron coloured drawing). page 6
No. 317 rebuilt by Wheatley with new boiler and cab: Waverley West end c1890 (photograph) page 7
No. 317 rebuilt by Holmes: Waverley West end c1900 (photograph) page 7: see also comment from Robin Boog Issue 129 page 49
Cowlairs built 0-4-2 (possible No. 331) at unknown location (photograph) page 9
0-4-2 No. 330 as built (Euan Cameron coloured drawing). page 10
0-4-2 No. 330 as rebuilt (Euan Cameron coloured drawing). page 10
Cowlairs built 0-4-2 (possibly No. 333) at unknown location (photograph) page 11
No. 1031 with suburban headboard (photograph) page 11
Beyer Peacock No. 322 as rebuilt by Drummond at Cowlairs (photograph) page 12
No. 334 as rebuilt by Holmes at Bathgate Lower (photograph) page 13
No. 262 (0-4-2ST) (Euan Cameron coloured drawing). page 14
No. 262 (0-4-2ST) after rebuilding (Euan Cameron coloured drawing). page 14
No. 262 (0-4-2ST) before rebuilding at Kilsyth (photograph). page 15
No. 262 (0-4-2ST) after rebuilding (photograph). page 15
Alan Simpson. Along Den Road [Kirkcaldy]. 17-30.
Ungated crossings over Den Road to Dunnikier Felt Mill owned by Nairn and to the Saturation Plant of Nairn's Congoleum works and over Smeaton Road. to Dunnikier Sawmills owned by Ferguson: previously the Panny Pit of the Fife Coal Co.
Den Road [Kirkcaldy] photographs by P. Wesstwater. 31-2
BR Standard class 4 2-6-0 No. 76111 on stopping train
J39 No. 64790
J37 No. 64582
V2 No. 60840 on fast freight
A2/2 No. 60519 Honeyway
B1 No. 61172 on excursion
WD 2-8-0 No. 90117 reversing into Seafield Pit yard
Photograph information Journal 127. John
John Minnis of Lens of Sutton Association stating photograph on front cover taken by Professor C.E.J. Fordyce in 1930s; and photographs on page 51 is from A.G. Ellis collection (upper) and from R.K. Blencowe collection (lower)
Tom Moffat. The Control system on the North British Railway.
Reprinted froom the Railway Magazine 1914 January. Instigated at Portobello marshalling yard and handling traffic from Lothian coalfield through to ports of Leith and Granton. Locomotives in District given large numbers. Extensive us of telephone. Map of area covered.. Special headcodes on locomotives to indicate train destinations.
John McGregor. Lechavuie Platform the landed interest and the
West Highland Railway. 37-41
Private platform between Glenfinnan and Lochailort on the West Highland Extension used to convey shooting parties hosted by Chritian Cameron-Head aznd her family. During WW2 used in cconnection with military ttraining.
Jim Summers. A couple of four wheel tender locomotives. 42-4
Model locomotives: 0-4-0 tender based on Nos. 484 and 358.
Graham Crawford. Dunbar Station in 1938 - a station
of passing interest. 45-51; rear cover
See also further information in Issue 129 page 46: Dunbar West signal box (photograph page 49) is a point of interest being a flat-roofed air raid precautions (ARP) structure
Number 129 (November 2016)
Saughton Station. front cover
1920 view of a station that seems to have been rarely photographed, See also page 51 and rear cover and apologies in Journal 130 for this image which had been manipulated into something which never existed
Ronald W. Sinclair. The Forth Bridge bearing renewal 1946.
Photographs made available to the Group by Brian Sinclair, with the assistance of NBRSG Graham Meacher, scanned the original photographs which record the replacement of bearings on the approaches to the Forth Bridge in 1946, and associated work. The collection was passed down from Brian¡¦s father, Ronald W. Sinclair, who was Site Agent for Sir William Arrol. Arrols had been involved in the construction of the bridge from 1882-90. The collection contains a set of professional images taken by W. Ralston Ltd, Glasgow, and a set of smaller photographs taken by Ronald Sinclair himself (who is identified in images on page 3. The actual bearings are visible on page 9 .
Frederic Staton. Running powers and working arrangements North
British Railway. 16-21
Reprinted from the Railway Magazine of December 1909.
Donald Cattanach. Three temporary Edinburgh stations. 22-7
Craiglockhart station built for the International Exhibition of Electrical Engineering, General Inventions and Industry held on Meggetland from 1 May to 1 November 1890, and was opened by the Duke and Duchess of Edinburgh. The Exhibition site straddled the NBR's Suburban line (which was temporarily bridged over) in the area between the Union Canal and the Caledonian main line from Princes Street Station to Slateford, with the main entrance in Polwarth Terrace. The site was served both by the Caledonian, who constructed a temporary station in the exhibition grounds on a loop off the main line, just west of where it crossed over the NBR's Suburban line, and by the North British, which constructed a temporary Exhibition station at Craiglockhart. It was situated about 200 yards north of the existing Craiglockhart station (opened on 1 June 1887), immediately to the north of the tunnel under Colinton Road and the Union Canal.
The Highland and Agricultural Society's Show took place from 4 to 7 July 1899 in the grounds of Prestonfield, north of Peffermill Road and east of Dalkeith Road. Although the Show ran for only four days, the North British Railway undertook to construct a platform nearby at Cameron Toll, on its Suburban line, as well as to carry out signalling and other alterations elsewhere on the line. Access to the station was from Lady Road, between the overhead railway bridge and the Pow Burn, close to Dalkeith Road.
The Scottish National Exhibition was held in what became Saughton Park, Balgreen Road, from 1 May to 31 October1908 The plans provided for platforms on either side of the Corstorphine branch, close to where it joined the main line at Haymarket West, with another platform on the Up Fife line, immediately west of the junction, to serve trains from the west and Fife. Major Pringle inspected the works on 6 July. Balgreen Halt, on the Corstorphine branch, was opened by the LNER at the same location on 29 January 1934. It closed with effect from Monday 1 January 1968. It is now the site of the Balgreen tram stop.
Harry Knox. Railway accidents at or near Linlithgow
on the Edinburgh & Glasgow Railway. 28-33
Accident on 4 October 1894 in which a freight train divided and the locomotive and one wagon ran for 13 miles passing 8 signal cabins, meanwhile the rear portion with the guards van was run into by a following freight train which woke the guard Major Marindin noted the lack of fog men and the long hours worked. On 6 November 1903 a collision occurred at Lochmill Sidings between a between a Caledonian express passenger train, and a NBR special goods train during an evening with heavy and drifting fog. Major Pringle investigated and found the basic cause to be lax signalling due to the presence of several unauthorised visitors in the signal box. "The Investigating Officer was Major J.W. Pringle RE, a martinet if ever there was one, (KPJ added bold) and from the outset, it was Signalman Francis of Lochmill who was to be damned in Pringle¡¦s eyes. On the evening in question there were at least six other persons in the signal box at Lochmill. It further transpired that this was not at all unusual and Lochmill signal box was used as a place of general resort and amusement by other railwaymen, a sort of Lochmill Working Men¦s Club where numbers of persons, mainly active and serving railwaymen, foregathered of an evening to converse and play games for their own amusement. Pringle was less than amused! On the evening in question there was a game of indoor quoits in process. The mind boggles! Indoor quoits in a small signal box containing a mere ÆÌh lever frame. Francis stated that he did not take part in the social activities, but was merely an observer."
On 19 December 1925 the 03.26 mail and newspaper express train from Edinburgh to Glasgow hauled by a right-hand drive D11/2 ran into a freight train being shunted across the line at Linlithgow. The freight train included a loaded gunpowder van, but fortunately this was not damaged. Colonel Mount found that Driver Franks of the express failed to observe signals due to excessive speed and the fireman (Redpath) was criticised for failing to give sufficient assistance. The signalman was also criticised for permitting the movement of the freight. [NB "freight" is always used in preference to "goods" as the latter is a difficult search term],
Alan Simpson. Sinclairtown Station. 34-44
Station was relocated in 1909 to replace the original 1847 station: the "new" station closed in 1969 due to its relative proximity to Kirkcaldy station. Photographs show the neat entrance to the new station and its platform on a modest curve and the sharply curved location of the original platforms.
Railway Servants at St. Andrews. 45
Group photograh of large station stafff on St. Andrews station platform in about 1910.
Andrew Boyd. Dunbar re-visited. 46-8
See Issue 128 page 45: note on the flat roof on Dunbar West signal box and note how an afternoon Edinburgh to Berwick all-stations service was held at Dunbar to enable the up Corornation service to overtake it. Illustrations: page from extract from the main timetable pages, showing the Monday to Saturday timings of the Coronation¦ and 3.45 p.m. Edinburgh to Berwick. and blue text on silver paper publicity material for LNER streamlind trains
Robin Boog. A new product for modellers. 49
Lining for locomotives
Feedback on Issue No. 128
The photo caption to the lower image on page 7 is not quite right the locomotive has a Holmes cab not a Drummond one. On page 12 (first column of text), the first loco for the Selkirk branch was actually number 31 a 2-2-2T of 1856. Numbrt 97 was not used until around February 1862 and remained there until at least 1873. From then until 1884 there is a question mark over the loco used. Robin Boog
Saughton Station. 51; rear cover
Saughton Station in 1920, a view of a station that seems to have been rarely photographed. The rear cover is based on Ordnance Survey maps
Number 130 (March 2017)
An apology from the Journal Team Journal Team.
It has come to our attention that the cover photograph on Journal 129 purporting to be Saughton Station had been digitally manipulated from a 1972 original by Bill Jamieson, taken from the Railscot website without their permission. Several members contacted us to point out discrepancies, with the platform and station buildings partly extending over and beyond North Saughton Road, the presence of flat bottom rail, platforms rather higher than expected, an LNER/BR era Permanent Speed Restriction sign, alignment faults with the added south yard and empty north carriage sidings being commented on, all taken from an elevated viewpoint, a footbridge which did not get built for another two decades. It has been suggested that the station island platform buildings resemble those at Portobello and that a photograph of that station may have been the source, but that cannot be confirmed.
Neil Dickson. Signal boxes at Saughton. 4
Cites Neil Mackay's History of North Eastern Railway's signalling (NERA) may explain why the North, West and East boxes had a relatively short life as outer home signals allowed acceptance boxes to be closed, and saved staff costs. There was a change in Board of Trade regulations in 1905.
Allan Rodgers. Early carriages of the North British Railway: third
class vehicles built c.1846 for the opening of the line. 6-19
Results of recent research into the earliest North British Railway passenger vehicles, in particular the third class carriages built around the time of the opening of the Edinburgh-Berwick line on 18 June 1846. No builders drawings survive from that time; and so, the details described in the article are derived from such photographic and other evidence as can be identified, together with information documented by past researchers. The first part of the article looks at the legislative framework which would have influenced NBR thinking in the mid-1840s and compares the third class carriage designs from other companies which were supposedly meeting the requirement to improve the lot of the third class traveller. This is followed by a summary of the procurement process undertaken by the NBR and a review of the available evidence helping to identify what the NBR vehicles would have looked like. Finally, the NBR thirds of the mid-1840s are described in some detail. However, in the absence of builder's drawings of these early vehicles, it is inevitable that assumptions have to be made where photographic and other evidence is not clear. The drawings produced to illustrate this article represent my view of what the early thirds probably looked like, after careful consideration of available evidence. The dimensions I quote in this article are derived from measurement estimates based on analysis of photographs and must be taken as approximate. Where features were not identifiable from a study of known photographs, he resorted to using those typical of carriage building practice at the time, or seen on similar period vehicles, in order to complete the colour illustrations. There are coloured diagrams (elevations and plans) of North British Railway vehicles (all of which were four-wheelers and one with a brake-man sitting on roof). An appendix gives diagrams taken from a Parliamentary Report of 27 June 1845 which shows seventeen similar vehicle on other railways, all of which were four-wheeled except for two six-wheeled on the Yarmouth & Norwich and Eastern Counties Railways.
Alan Simpson, Dysart Station. 20-7
Opened in September 1847; closed in October 1969. Few physical remains as railway is extant. Main passenger traffic was Dockyard Train which ran to Rosyth for civilian employees,
Euan Cameron. The Reid saturated 4-4-2Ts. 28
By 1911 the NBR had made considerable purchases at great expense from the North British Locomotive Company of Springburn (the loco builder was of course entirely unconnected with the N. B. R.). One suspects that the railway was becoming a little suspicious of the costs of its largest supplier, because around 1911 two significant orders went to non-Glasgow builders. Six Atlantic 4-4-2s were ordered from Robert Stephenson & Co. In March 1911 thirty 4-4-2T passenger tank locomotives were ordered from the Yorkshire Engine Company which had tendered for 30 locomotives at a lower price (£2600 per locomotive) as compared to the NBL'¦s bid of £2700 per locomotive. The contract specified delivery in three batches over an eighteen-month period. Fundamentally, the power plant of the new locomotives was essentially that of their 0-4-4T predecessors, the later G9¦ class. The working dimensions of the boiler, cylinders, motion, valve gear and driving wheels were all identical, and components such as the hornblocks and weighshaft, heavier and more solid than Holmes equivalents, were carried forward from the 0-4-4Ts. The cylinders were 18 x 26in and the slide valves were actuated by the traditional Drummond-style Stephenson valve gear. The Craigendoran to Arrochar & Tarbert service was converted to push & pull operation in 1940 using the standard LNER system (the firsat class accommodation and toilet were probably unique for British steam P&P, however: KPJ)
All illustrations with one noted exception are of Reid 4-4-2T: a surprisinly large number are in that transient livery of lined black with BRITISH RAILWAYS in full on side tanks
|No. 67452 livery: lined black BRITISH RAILWAYS on side tanks outside Thornton engine shed in 1949||
|No. 9134 at Duns on a passenger train||
|No. 309 in brown livery: colour (Euan Cameron drawing)||
|No, 67458 lined black BRITISH RAILWAYS on side tanks (Euan Cameron drawing)||
|No. 1 at west end of Edinburgh Waverley||
|No. 355 0-4-4T (later LNER G9 class)||
|No. 25 on Haymarket shed||
|No. 9015 on Eastfield shed||
|No. 9102 at Charing Cross||
|No. 4 without wing plates||
|No. 9155 at Fort William on 14 June 1927 (H.C. Casserley)||
|No. 9006 at Eastfield on 3 August 1937 (L. Hanson)||
|No. 7456 (LNER post-renumbering)||
|No. 67472 lined black BRITISH RAILWAYS on side tanks at Craigentinny||
|No. 67452 on passenger train at Wemyss Castle (W.J.V. Anderson)||
|No. 67475 lined black BRITISH RAILWAYS on side tanks: push & pull fitted at Craigendoran||
|No. 67460 with push & pull train at Craigendoran on 16 April 1955||
Stirling Everard. Cowlairs Commentary. 38-42
Reprinted from The Locomotive, 1942, 48, 3-4 and 48-9.
Edinburgh and Glasgow Railway 175th Anniversary. 43
February 2017 was the 175th anniversary of the opening of the Edinburgh and Glasgow Railway from Haymarket to Glasgow Queen Street. The track in the tunnel from Queen Street High Level to Cowlairs has been replaced with new slab track during a complete closure between March and August 2017Ìj and much of the overhead line equipment has been installed for the forthcoming electrification, both in the station itself and on the line towards Edinburgh. The next stage will be to take down the extension to the Millennium Hotel (formerly the Copthorne) to permit the construction of a new concourse nearer to George Street, and allow the platforms to be lengthened ready for the new, longer, electric trains.
Glasgow Queen Street Station. 44-51; rear cover
|Entrance from North Queen Street during NBR period||44|
|Concourse during LNER period, but pre-WW2||44|
|Signal gantry, signal box and tunnel entrance early 1920s?||45|
|Dundas Street entrance in 1930s||45|
|View from corner of George Street and Dundas Street||46|
|View of entrance off George Square in LNER period||46|
|View through station acoss taxi rank towards tunnel in 1950s||47|
|View from West George Street showing Wardlaw Kirk||47|
|Queen Street Station from corner of George Street and Dundas Street showing Wardlaw Kirk and Glasgow Electrics sign||48|
|Two K2 class at front of Fort Willliam Sunday excursion at Queen Street Low Level on 18 June 1950||48|
|NBR 0-6-2T No. 862: banker at High Level station||49|
|NBR 0-4-2ST No. 1080 in Queen Street High Level||49|
|Queen Street Low Level East End signal box||50|
|Queen Street Low Level West End signal box||50|
|Map of station area 1850s||51|
|Map of station area 1893||rear cover|
Number 131 (July 2017)
The tunnelling shield in position in West Princes Street Gardens in the early summer of 1893, ready to bore the northern single line tunnel through the Mound. The man in the photograph may be George Talbot, whom the NBR engaged to supervise the project (coloured photograph). front cover
Glasgow Queen Street. Allan P McLean. 3
Colour photograph of B1 Class 4-6-0 No. 61350 backing out/banking out with its train c1963 (caption states arriving). See also apology from Editor incorporating notes from Rae Montgomery who no doubt had experienced joys of exit from Queen Street in the days of steam: the ascent was comparable with a transit of Woodhead Tunnel
Alan Simpson. Kirkcaldy Station. 4-18
Town used to have three stations: Sinclairtown and Dysart (both closed in 1969). It was, and is, a major stopping point on the East Coast Route (and a source of ridiculous mispronumciation for all points south of Berwick). It has excellent local services to Edinburgh and Dundee; some trains to Perth, but virtually no service to Glasgow. Linoleum used to be the key industry.
|Platforms c1900 (postcard?)||4|
|Entrance in 1962||4|
|Ordnance Survey Map 6 inch to mile scale 1855 showing station||5|
|Ordnance Survey Map 25 inch to mile scale 1894 showing station||6|
|Platforms in 1950s||7|
|Ordnance Survey Map 25 inch to mile scale 1913 showing station||8|
|Signal box February 1980 (colour)||9|
|Ordnance Survey Map 25 inch to mile scale 1936 showing station||10|
|Barry's S & D Freighter (tiller-steered light commercial vehicle)||11|
|Up line buildings (various sheds and clutter) 1960s||12|
|Goods shed early 1960s||12|
|Down platform in mid-1960s||13|
|Ballast train headed by diesel electric locommotive (colour)||18|
Donald Cattanach and Allan Rodgers. Waverley
Station a history. Part 5: A station built to last at last!
(1891 1901). 19-43.
This Part describes and illustrates the very extensive heavy civil engineering work required to bring the station up to twentieth century standards. Part 4 recorded that As we saw in Part ?, the North British Railway (Waverley Station &c) Act 1891 received the Royal Assent on 5 August 1891. In addition to the rebuilding of Waverley Station, it authorised the quadrupling of the running lines between Saughton Junction and Abbeyhill Junction, including new double-line tunnels at Haymarket and Calton Hill, and two single-line tunnels under the Mound.
To the east of Waverley station, on the north side, the Low Calton and North Back of Canongate (later Calton Road) would be realigned; to the south, East Market Street would be extended eastwards, both streets forming junctions with New Street; within these bounds, all the properties would be cleared, and Macdowall Street, Gilmore Street and part of Cranston Street stopped up. The Low Calton connected Leith Street to the former Leith Wynd (now Cranston Street) the ancient route across the valley to the Canongate and Edinburghs Old Town. It was now so extensively bridged by the railway as to be almost a tunnel. It too was to be stopped up and, in its place, the NBR was required to construct and maintain and light a subway for foot passengers lined in the sides and roof with glazed white bricks . Waverley Bridge would be rebuilt (its third incarnation since the Little Mound was removed in 1845), with two access roads into the station to replace the stump end of Canal Street. The Commons Select Committee had expressed the strong opinion that the Corporation and the Company should come to an agreement for the rebuilding of North Bridge, which they duly did. The 1891 Act also authorised the Leith Central branch; a branch to Corstorphine, authorised in August 1898, effectively became part of the project. Last, but not least, plans for the NBRs landmark new hotel on the south side of Princes Street, between the Waverley Steps and North Bridge Street, were being finalised. The co-ordination of the works of station, hotel and bridges would tax the ingenuity of engineers and contractors, likewise that of the Superintendent of the Line and his staff in keeping the railway traffic moving. For the remainder of the decade, the City would have to put up with considerable disruption, particularly at the East End, with many hundreds of men and hundreds of horses employed on the various contracts, notwithstanding a shortage of labour and a number of strikes for increased wages.
Several of the North British team were new to their roles. General Manager John Walker had died suddenly in April 1891 and so it fell to his talented successor, John Conacher, who came from the Scottish Central, via the Cambrian Railways, to take up post on 2 November 1891, to see the project through almost to completion. He left the NBR in 1899 along with the Chairman, Deputy Chairman and several Board members a victim of a cabal of three Directors, Wieland, Grierson and Randolph Erskine Wemyss. David Deuchars, a rising star brought by Conacher from his post as District Goods Manager, Dundee, to be his Outdoor Assistant, became Superintendent of the Line on the death of the hugely experienced General Superintendent James McLaren on 30 October 1893. G B Wieland retired as Secretary on 17 March 1892 and was appointed a Director; he was replaced by John Cathles, Conachers Indoor Assistant. Law Agent William White Millar, who had steered through the 1891Act and much of the Company's Parliamentary and legal business since 1881, retired at the end of 1891 and was succeeded by James Watson from the Aberdeen law firm that handled the business of the Great North of Scotland Railway. The Engineer-in-Chief at the beginning of the project was James Carswell, in post since 1 November 1879. He died on 20 January 1897 and was succeeded by his Assistant, James Bell (Junior), who followed his father in that role.
Messrs Cunningham, Blyth & Westland CE had accepted appointment in September 1891 as Consulting Engineers to the Company in respect of new works. In March 1892 the NBR Board decided that the works of the tunnels, the widening of the lines, and the alteration of the lines and platforms within the Waverley Station should be carried out under the supervision of Mr Carswell, and that the works of the new station itself should be engineered by Messrs Cunninghamf, Blyth & Westland¡¦. In the event, the Abbeyhill Extension through the new Calton Tunnel was added to their brief; Carswell¡¦s responsibilities included Haymarket Station and Shed.
The other major player was the Town Council the Corporation of the City of Edinburgh guardians of the town's heritage and amenity, and its influential Lord Provost¡¦s Committee. The Council¦s Parliamentary defeat over the amount of land to be sacrificed to the railway, particularly in East Princes Street Gardens, had been taken badly, and resentment lingered in some quarters for several years to come. The feeling was that the NBR had once again got the better of the Council, particularly when the compensation for the land taken in the East and West Gardens was fixed at £26.5k against £150k claimed. Nevertheless, Council and Company compromised, and the great scheme was completed in 1901 to the benefit of the City and the travelling public alike, Waverley becoming one of the finest stations, as well as the largest, in the kingdom...
In the east the dwellings of some 2000 inhabitants were demolished. In 1896 new housin was built at Pl.easance and St. John's Hill
|View of east end of Waverley station taken from old North Bridge in summer 1894||19|
|View from south end of old North Bridge from junction of Jeffrey Street and East Market Street looking west||20|
|Benjamin Hall Blyth (portrait)||21|
|Ordnance Survey 6 inch/miles scale map Edinburghshire c1896 with new works from Corstorphine to Abbeyhill||22|
|View from Old Calton Cemetry showing old North Bridge during demolition and service road in front||22|
|Ordnance Survey 25 inch scale map quadrupling works in Princes Street Gardens||23|
|Close up of demolition work on old North Bridge showing railway in use and service road||23|
|Service road rising to East Market Steet and Marshall & Aitken shop prior to demolition||24|
|North end of old North Bridge showing Cranston & Elliot department store prior to demolition (also NER coaches)||24|
|Laying Foundation Stone for New North Bridge by Lord Provost Andrew McDonald on 25 May 1896||25|
|Map draw by Allan Rodgers of Waverley station based on Ordnance Survey 25 inch scale map Edinburghshire 1914||26-7|
|New North Bridge elevation from the Engineer 18 January 1895||26-7|
|East side during construction of new North Bridge: NBR 0-6-0ST and NER 4-4-0 with extended water tank||28|
|Closer view of south east corner of new North Bridge during construction in 1896||29|
|Steel tunnelling shield adjacent to position to bore the northern single line tunnel through the Mound in 1893||30|
|Eastern portal of new northern single line tunnel through the Mound being finished with new masonry||31|
|Map of land acquired to east of original station for station expansion and construction of Hotel||34|
|Undrerground storage beneath goods shed and grain warehouse in East Market Street||34|
|Completed North Bridge viewed from east with work on new roof for eastern part of station late 1898/early 1899||35|
|Booking hall with timber booking office and former magnificent mosaic floor (colour)||36|
|Statue created by Birnie Rhind of John Walker when in place on west wall of booking hall||37|
|West end of completed station showing extension to Platform 13: probably post WW1||38|
|West concourse with John Menzies' bookstall||40|
|View from Scotsman walkway of completed roof and Market Street entrance||41|
|Looking north from down main platform towards central block||42|
|Eastern platforms looking towards centre of station; later converted to car park; in 1017 being reinstated||42|
Euan Cameron. The Wheatley 420 class. 44-9
See also earlier contibution in Issue 54. C. Hamilton Ellis painted a sketch of the class as first built, which was printed in his The North British Railway (Ian Allan) p.84: Ellis likens the austere appearance of the upper part of the locomotive and the extensively cut-away look of the splashers to a "governess in frillies"" (p. 69). Certainly the cutaways gave some visual interest, and the overall proportions of the engine created an impression of speed.
|No. 423 banking passenger train onto Forth Bridge from Inverkeithing||44|
|No. 423 prior to rebuilding on Haymarket Shed||45|
|No. 423 near Dunfermline Upper||45|
|No. 420 in original condition (Euan Cameron coloured drawing)||46|
|No. 420 after rebuilding by Holmes in 1887 (Euan Cameron coloured drawing)||47|
|No. 423 after rebuilding by Holmes in final condition with Reid modifications (Euan Cameron coloured drawing)||48|
|No. 423 drawing/engraving from brochure to celebrate opening of North BBritish Station Hotel in 1902||49|
From the family album Roderick Craig Low. 50-1
Robert Low was grandfatheer of person who submitted photographs. Based mainly at St. Margerets as cleaner, firemen and driver with a brief idyll at North Berwick. Died in 1941
|Group of shed staff at St. Margaret's on C class 0-6-0 No. 612||50|
|Rebuilt C class No. 678 (WW1?)||50|
|No. 64618 at Thornton on 28 July 1966 (grandson!)||51|
|0-6-2T No. 450||51|
North Berwick Station. 52
1:2500 Ordnance Survey map/plan 1894
|Number 132 (November 2017)|
Keith Fairweather 1947-2017. Robin Boog. 3
Obituary with colour portrait. Active member with a useful legal background
Euan Cameron. The Beyer Peacock 2-2-2 Locomotives
of the E. & G. R. 4-17
Class of eight of which first six delivered in 1856 and remainder in 1861. The original drawings survive. No. 23 was photographed by James Mudd, the Beyer Peacock photographer. CitesDaniel Kinnear Clark and Zerah Colburn's Recent progress in the locomotive engine which in the treasure house of Edinburgh Public Library (KPJ actually seen thereat) for wood engraving of this type. The design was similar to the Jenny Lind type and was designed for coke burning. The carrying wheels were carried on deep and solid outside frames. There was an earlier study by Euan Cameron in Journal 41
|E. & G. R. No. 23 (photograph)||front cover|
|No. 57 (photograph)||4|
|NBR No. 212 at Waverley West in early 1870s from greatly enlarged portion of George Washington Wilson photograph||5|
|No. 57 in original condition in Edinburgh & Glasgow green livery (Euan Cameron coloured drawing)||6|
|NBR No. 212, mainly in original condition, but with Wheatley modifications c1879s (Euan Cameron coloured drawing)||7|
|NBR No. 213 as rebuilt by Wheatley in 1875 in Drummond livery (Euan Cameron coloured drawing)||8|
|NBR No. 213 before fitting brakes on locomotive at Cowlairs photograph||9|
|NBR No. 211 Haymarket as rebuilt by Drummond (Euan Cameron coloured drawing)||10|
|NBR No. 216 Dullatur in Wheatley condition at Haymarket probably in late 1870s (photograph)||11|
|NBR No. 218 as rebuilt by Drummond running in Holmes period (Euan Cameron coloured drawing)||12|
|NBR No. 216 as rebuilt by Holmes in late 1880s livery (Euan Cameron coloured drawing)||13|
|NBR No. 1003 in Ediburgh Waverley c1908 (photograph)||14|
|NBR No. 1001 on Haynarket shed (photograph)||14|
|NBR No. 1016 leaving Hexham westbound passenger train c1900s (photograph)||15|
|NBR No. 805 at Newcastle Central with a passenger train (photograph)||15|
|Dom Luiz on preserved train on South Eastern Railway in Portugal (photograph)||17|
Peter Bunce. One wagon that got away and some others. 19-21
4mm scale model railway floor coth wagon of 1878 with diagram (elevation and plan); also weighing machine adjustment van
Alan Simpson. Markinch Co-op Coal Siding.
Co-operative Society founded in 1869. Grew to own 33 shops, a major coal delivery business and a small hotel. Arranged with LNER between 1926 and 1928 to install a siding at Markinch. Photographs of siding being served by train. See also letter and photographs from W. Robertson in Journal 133. page 47 .
Andrew Boyd. Northern District Services before the fall of the Tay Bridge. 26-30
Dalmeny station. 31.
Two photographs: one of staff assembled on original station of 1866; and the other opened in 1890 and briefly known as Forth Bridge station
Bruce Murray. Kirkforthar aqueducts. 32-3.
Located near site of former Falkland Road station on Edinburgh to Dundee main line. See also letter from W. Walker in Journal 133. page 47 ..
Charles Niven. Lyes of the land, the mines and the railways. 34-40
The derivation of the terms: lye, siding and wharf on early tramroads and railways: lye is associated with the transhipment of goods. Lye also had a specific meaning in coal mining where it indicated a level stretch upon which hutches withour brakes could be left in safety. A lye existed on the Kilmarnock & Troon Railway and is indicated on the 1857 Ordnance Survey map and is recorded in the Ordnance Survey Name Book. There were sixty-nine lyes on the Glasgow & South Western Railway. The Caledonian Railway did not use the term, but the North British Railway gradually acquired some. Suggests creating a lye database. Pease Lye, Smithy Lye and Long Lyes are extant usage. Milton Lye is shown on Ordnance Surve 6-inch map of Ayrshire (Kilmaurs) surveyed in 1857 and published in 1860 (First Edition)
Stirling Everard. Cowlairs commentary
(reprinted from The
The competition between the Caledonian and the Edinburgh and Glasgow had, as was only to be expected, repercussions·on the locomotive department at Cowlairs. The Edinburgh and Glasgow, upon whose track the world's first electric locomotive had run in 1842 - if locomotive Davidson's machine can be called - was still receptive to new ideas.
In 1847 Mr. Samuel of the Eastern Counties Railway had introduced the steam rail-car, and this had developed into the 'Light express', consisting of a very small tank engine and three or four four-wheeled carriages. The intention was to run a frequent service with these cheap units to supplement the ordinary trains, thus gaining the advantage which the motor coach has exploited in recent years of departure times to suit everyone. The Edinburgh and Glasgow decided that 'light expresses' were the answer to the competitive Caledonian service.
Messrs. George England of London were builders who specialised in small tank engines, and from them the Cowlairs people hired a 2-2-2 well tank with outside frames only, the 9 in. by 12 in. cylinders being mounted inside the frames but behind the smokebox, and driving 4 ft. 6 in. diameter wheels. This engine, which was named England, had a wheelbase of 15 ft., a very long boiler of small diameter, and a haystack firebox. Before long it had broken its crank axle, and it cannot be said to have been an unqualified success. It is interesting in that it was the first locomotive to be built with a raised front or capuchon to the chimney to prevent a back draught. Ahrons commented on the unsuitability of this on a tank engine, designed to travel bunker first on branch lines, but in justification of George England's good sense it must be pointed out that this was a main line engine, which would normally be turned round at the end of each run.
Possibly as a result of criticisms of this engine, Messrs. England modified the design considerably in later engines, reducing the wheelbase to 12 ft. 8 in. and fitting flangeless driving wheels. The modified design incorporated a boiler of more normal proportions with a round- topped firebox.
Before long we find the Edinburgh and Glasgow operating an England 'light express tank' named Wee Scotland, and it is open to the reader to surmise whether this was England renamed, or whether the latter was returned to the owners as unsatisfactory, and was replaced by the makers with one of the later and even smaller locomotives; appropriately enough given the new name. Whether or no England and Wee Scotland were the same engine, an England tank bearing the latter name, which had been on hire to the Edinburgh and Glasgow, was bought by the railway in 1856 and was shortly afterwards withdrawn.
To work with England on the 'light expresses' the Edinburgh and Glasgow bought from Messrs. Neilson in 1850 another design of lightweight 2-2-2 well tank. This was designed by W. Bridges Adams, and was derived from the 2-2-0 type·built under Mr. Samuel's patents for such lines as the Londonderry and Enniskillen and the Morayshire. It was named Atalanta. The 10 in. by 14 in. cylinders were placed outside, but behind the smokebox, and drove 5 ft. wheels. Inside plate frames were used, with slots cut in them above the carrying axleboxes for the springs. A dome of prodigious height and slenderness was placed just behind the chimney, and from this outside steam- pipes led to the cylinders. There was no weatherboard. A minor but interesting point in all the Adam-designed light tanks was the use of nine spokes for the carrying wheels.
A photograph of Atalanta, taken at Cowlairs Junction in 1856, shows the engine in its original condition. It was then numbered 88, but the Edinburgh and Glasgow company followed a confusing policy of renumbering the locomotive stock from time to time. A sister engine of Atalanta was built at the same time for the Caledonian and Dumbartonshire Junction company, and ultimately came into the possession of the Edinburgh and Glasgow. The latter engine at some time in its career had a weatherboard added to it, mounted on a peculiar false casing well above the rear half of the firebox, and also had been graced by sandboxes added to the front of the driving splashers. This was the engine which became 'The Cab' on the North British, when it was numbered successively 312, 879 and 1079. Taken all in all the 'light expresses' were not a success, and after they had been ordered, but before they became an accepted part of main line operation, the fares war with the Caledonian came to an end. In consequence there was no reason to perpetuate such locomotives as the England and Neilson tanks, which drifted out of main line work, and were found to be unsuitable for the lesser traffic. The Edinburgh and Glasgow had disposed of their own examples of the type by the end of 1864, and only that from the Caledonian and Dumbartonshire Junction remained.
Paton now turned his attention to improving some of the original 13 in. passenger engines. The 'Burys' were quite unsuitable for main line traffic by this time owing to their lack of power and to the unsteadiness of four-wheeled engines at speed. Thanks to the competition with the Caledonian expenditure was an important matter with the Edinburgh and Glasgow, and he therefore set about rebuilding the 2-2-0 machines as cheaply as possible. The design of Bury's bar frames more or less determined the continued use of the D-shaped haystack firebox, and precluded the fitting of a larger boiler if the locomotive were converted into a 2-2-2 by extending the frames to the rear. Paton consequently lengthened the frames by 3 ft. in front and added a small pair of carrying wheels, converting the engine into a 4-2-0, thus, presumably, infringing Stephenson's 'Long boiler' patent. The cylinders were enlarged to 14 in. by 18 in., and were placed 3 ft. further forward, but the original connecting rods were used, necessitating very long piston rods and slides. Stephenson gear replaced the original gab motion, and a boiler of increased length was fitted, with, however, a small Bury-type of fire box. The resulting engine was peculiar in appearance and not very satisfactory in service, as it was still unsteady at speed. Only one or two conversions were made.
At this point Daniel Kinnear Clark comes into the story. A railway engineer, he found himself out of a job as a result of the slump in railway work following the Railway Mania, and he decided to make use of his time by writing an authoritative work on railway locomotives, rolling stock and equipment. To that end he got permis- sion from Paton of the Edinburgh and Glasgow and from Sinclair, by then general manager of the Caledonian, to conduct lengthy experiments on the engines of those two lines, in order to determine, as he hoped, once and for all the relative merits of locomotives with outside and with inside cylinders. Largely on data collected in 1850 and 1851 in these experiments he wrote Railway Machinery.
Clark carried out his work on several Caledonian engines of the outside-cylindered 2-2-2, 2-4-0, 0-4-2 and 0-6-0 types, on an ex-Glasgow, Paisley and Greenock Sharp 2-2-2 with inside cylinders, and on the following Edinburgh and Glasgow machines: the Cowlairs singles Orion and Sirius, the 16 in. Hawthorn singles Nile and America, the 13 in. Hawthorn single Euclid, the 'Sharpies' Hebe and Jupiter, the Neilson single Pallas, the England 2-2-2WT England and the Paton 4-2-0 rebuild of the Bury 2-2-0 Brindey. He also turned his attention to Paten's latest experiment, Edinburgh and Glasgow No. 61
A special occasion? 43
Photograph of outside-frame 0-6-0ST No.1073 as decorated, but when, why and where?
lan Lamb. Shunting with a J36. 44-7
No. 65423 Maude
Book review. 48
Drem to Edinburgh: including Gullane, Haddington, Tranent, Musselburgh
and Fisherrow Branches (Scottish Main Lines). Roger Darsley and Dennis
Lovett. Middleton Press. 2017, 96pp. Reviewed by Scott Bruce.
Includes 120 pages of black & white photographs and 42 maps, many dating to 1897. There is a map of the tramway on Fidra Island which linked the lighthouse with the jetty.
An apology from the Editor. 48
Photograph by Allan P. McLean of B1 backing a train out of Queen Street. Notes by Rae Montgomery observing the signals in picture; lamp on centre bracket of locomotive and steam and smoke wafting backwards
NBR locomotives: a design survey.
NBR coaches: a design review.
NBR wagons: some desin aspects. all by G.W.M. Sewell and published by the NBRSG. reviewed by Peter Bunce. 49
All are spiral bound and are designed to lay flat to enable the drawings to be used by model makers. Omissions are noted, especially floor cloth wagons.
Hyndland Station. 50-1; rear cover
Terminus on Glasgow City & Distriict Railway; closed on 5 November 1960 and replaced by a new through station: photographs of station frontage in LNER period; platforms with Gresley 2-6-2T and St. Bride's Episcopal Church behind in April 1954; looking towards buffer stops; C15 4-4-2T No. 9025 with Airdrie destination board; and on rear cover map of station area based on 1 to 500 Ordnance Survey of 1894.
Number 133 (March 2018)
LNER Class J88 No. 9844 at Bernard's Sidings, Gorgie, in May 1945 with pitched
roof grain wagons. D. Whammond. front cover
The driver is Tammy Richardson. T & J Bernard's 'Edinburgh Brewery' was immediately east of the railway at Gorgie with a road entrance from Slateford Road next to the passenger station. See also Euan Cameron's article.
Tony Dean 1943-2018. Robin Boog. 3. illustration
Obituary of a founder member of the Group. Photograph of a Wheatley longback No. 135 (0-6-0 possibly assembled at St. Margarets from bits of of old engines) a type which the deceased greatly admired.
Donald Cattanach. Howford Private Station, Glenormiston
William Chambers (1800-1883) was a prosperous Edinburgh printer and publisher who had been born in Peebles and purchased the Howford Estate between Cardrona and Innerleithen in 1849. Chambers was a promoter of the Peebles Railway and probably instigated a private platform for his estate. Records of excursions to the estate on 4 August 1865 (reported in The Times on following day) and on 5 August 1911 are noted. See also contribution from Garth Ponsonby in Journal 134 page 40.
Alan Simpson. Railway traffic from Seafield Colliery and Mines.
Describes two unrelated colliery and railway developments: the highly productive National Coal Board colliery located at Kinghorn which was developed from the late 1940s, produced in excess of 30,000 tons of coal per week and an obscure Fife Coal Co. which was served by a branch off the Kirkcaldy District Railway, sometimes known as the Auchtertool Branch. The former served the electricity generating stations at Longannet and Kincardine and was worked by Austerity 2-8-0s and by Class 20 and 40 and Clayton diesel electric locomotives. The latter hauled continuously braked hopper wahgons. The modern pit buried the waste underground and lacked the tradiitional winding gear, but instead had two concrete and glass towers to serve the pit head (these are not illustrated, but should be available online). There are photographs of WD No. 90117 with train at Seafield Colliery and colour photographs of railway remains (mainly bridge under main line) taken in 2015.
Euan Cameron.The W.P. Reid dock tanks. 14-22
Outside cylinder 0-6-0T designed in 1904 and built in batches put into service between 1905 and 1919 (the latter deferred due to WW1. There were 35 locomotives within the class which followed closely in design to the Drummond 4-4-0T. They were fitted with dumb buffers. The illustrations are:
|No. 840 at Cowlairs Works: official phototograph January 1905||14|
|No. 841: Euan Cameron coloured drawing side elevation||15|
|No. 130 at Eastfield shed: official phototograph||16|
|No. 152 at Eastfield shed: official phototograph||16|
|No. 846 at St. Margarets on 8 July 1923||17|
|No. 841 at Leith Docks||17|
|No. 66: Euan Cameron coloured drawing side elevation||18|
|No. 841 at South Leith on 8 October 1920||19|
|No. 68345 at Eastfield c1956||19|
|No. 68341 being raised from Kirkcaldy Harbour on 14 November 1956||20|
|No. 68530 at Eastfield||21|
|No. 68348 at Warriston Junction on 14 May 1956||21|
See also response from Bill Robertson in Journal 134
Harry Knox The year which has gone - the Goswick Accident. 23-7
The 11.15 Ediinburgh to King's Cross on Sunday 26 October 1947 was scheduled to switch to the relief road at Goswick, but due to a failure to read the notices (and the presence of a illicit passenger on the footplate) Haymarket Driver Tom Begbie failed to slow for the 15 mile/h turnout and the lcomotive and most of the train derailed leading to the deaths of 27 passengers and a train attendant. All on the footplate were injured including the fireman W. Baird and the Royal Navy rating Tom A. Redden. The accident was investigared by A.C. Trench who hand it over to G.R.S. Wilson due to illness. Baird was an unreliable witness. Begbie attempted to excuse his failure to obey signals due to drifting smoke and to the right hand drive on the locomotive, but the primary cause was the failure to read the notices. ASLEF at Haymarket sought to alleviate Begbie's bad behaviour and the right-hand A3 class were exchanged for left-hand drive ones.
Working of the Scotland Street (Edinburgh) Tunnel Incline, &c.: an
extract from the 'Special Regulations' section of the NBR's 1866 Rule Book.
Cable worked and on a steep incline: rules related to the enginemen mainatining a correct steam pressure on the stationary engine and operating the controls correctly. Route of tunnel shown in 1 to 10560 scale maps. Photographs of NBR 0-6-0 No. 1 at portal of Heriot Hill Tunnel; Scotland Street Station with passengers from rail tour
John McGregor West Highland Railway politics. 34-9.
Paper prsented art the Railway Heritage Conference in 2017. In 1882 the "ambitious and blatantly speculative" Glasgow & North Western Railway proposed a 160 mile railway from Glasgow to Inverness via Loch Lomond, Glen Coe and the Great Glen. Though defeated it had antagonised relationships between the North British and the Caledonian, and with the Highland with both, but had brought the attention of parliament to a disadvantaged region. In 1884 the Napier Commission had suggested that if private enterprise could bring a railway to Fort William then government aid might assist in the creation of a new harbour between Oban and Strome. The Glasgow City & District Railway finished in 1884 had strengthened the North British posittion on Clydeside. The Clyde, Ardrishaig & Crinan Railway, another Forman scheme, authorised in 1887 might have made Crinan a North British Oban. Both the Caledonian and North British attempted to develop proposals for railways from Criaanlarich through Glen Falloch to Ardlui to connect with the steamers on Loch Lomond. The West Highland was projected as a landowners' lline instigated by Lord Abinger, Cameron of Lochiel. the burgh of Fort William and the Colquhoun Trustees provided that a route via Gairloch and Loch Long was chosen. The extension to Mallaig (and the call for Government funds) involved the loss of funding to other potential ports, such as the Garve & Ullapool Railway. Powers were obtained for a line from Fort William to Ballachullish, but not taken up, The Invergarry & Fort Augustus Railway was another Charles Forman venture which ended further railway activity in the Western Highlands. Illustrations: No. 9258 Glen Roy at Fort William station with excursion from Edinburgh in June 1927; D34 4-4-0 No, 9496 Glen Moidart with small snowplough at Crianlarich with southbound passenger train; Rannoch Viaduct; NBR 4-4-0 No. 341 with passenger train at Mallaig; K2 class Nos. 61786 and 61783 Loch Shiel at Mallaig on 22 June 1951; NBR 4-4-0 No. 55 at Fort Augustus
Stirling Everard Cowlairs commentary (reprinted from 'The
No. 61 was the most unusual of all Paton's designs. It was a 0-4-0 mineral engine built in 1850, with a coal-burning firebox - this at a time when coke was the normal fuel for British locomotives. It would seem that the system adopted was that of M. W. Ivison in which a jet of steam was introduced into the firebox above the level of the fire, with the intention that the oxygen from the steam should complete the combustion of the coal. The firebox itself was 7 ft. long and very shallow; the tubes only 8 ft. 2 in. long. An enormous dome was placed just behind the chimney, and the steeply inclined cylinders, which measured 15 in. by 22 in., were mounted on the side of the boiler barrel, between and above the coupled wheels. They drove the rear wheels, and from the nature of the design, since the rear axle was immediately under the firebox, it is probable that outside eccentrics were used. In this connection Paton appears to have been influenced by the work of T. R. Crampton.
Clark had very little good to say of No. 61, but perhaps his second thoughts were more favourable, for shortly he brought out a patent coal burning firebox in which jets of steam were introduced to induce air currents above the fire, with precisely the intention that was in Paten's mind. Clark's experi- ments began on the Great North of Scotland Railway when he was locomo- tive superintendent of that line, but since he had left the Great North in 1856, before he had perfected the firebox, the first applications of the final design were on the North London and Eastern Counties Railways in 1858. In the latter case Robert Sinclair, who had by then left the Caledonian, was respon- sible for the trial of the device. Two years later the Great North of Scotland adopted as standard Clark's method, although he was no longer associated with the company.
Paton, for his part, was also dissatisfied with the results attained by No. 61, and in a very short time its place was taken in the Edinburgh and Glasgow lists by another, and more orthodox, engine. Clark's final conclusion on locomotive design was that the outside-cylindered engines of the Allan type were all in all more satisfactory than those with inside cylinders, and when he himself was shortly appointed locomotive superintendent of the Great North of Scotland Railway he adopted a modification of the Crewe design of 2-4-0, in which he placed the cylinders horizontally and, therefore, below the outside frame members.
Paton was not converted to Clark's views, but remained faithful to the double framed engine with inside cylinders in his next purchases. These were two 0-4-2 .goods engines from R. & W. Hawthorn and two from Simpson of Dundee, delivered in 1853. The former had 16 in. by 24 in. cylinders, the latter 15 in. by 21 in. Both series had 5 ft. coupled wheels. They became in due course N.B.R. Nos. 249, 250, 247 and 248 respectively, one of the 'Sirnpsons' replacing the original No. 61 on the Edinburgh and Glasgow. In his next order Paton decided on inside frames, four further 0-4-2 goods engines being required. These came from Messrs. Neilson. 5 ft. coupled wheels were employed, with 15 in. by 21 in. cylinders, though the stroke of some of the batch was subsequently lengthened to 22 in. They became N.B.R. Nos. 251-254.
The firm of Neilson was by now a power in Scotland, well known for its excellent locomotive designs. Neilson's had followed the lead of Alexander Allan in developing the 0-4-2 mineral engine with outside cylinders and inside plate frames. The Neilson engines had 5 Ft. coupled wheels. Paten, despite his adherence to inside cylinders for passenger work, had, as has been seen, no such fixed ideas where slow moving traffic was involved. The six-wheeled engine with outside cylinders had a tendency to unsteadiness, which did not matter on coal trains. He therefore felt that he could not do better than adopt the standard Neilson engine for his company's mineral traffic, then rapidly developing. Six of the engines were delivered in 1855 and six more in 1856/7. Subsequently they became N.B.R. Nos. 283-294. It is said that Paton, fearing trouble from the heating of the inside axleboxes of Neilson's standard design, specified outside bearings for the trailing axles of the machines for the Edinburgh and Glasgow, and it should be added that on other lines the Neilson locomotives of this type with inside bearings throughout proved eminently satisfactory.
On passenger work Paton seems to have been dissatisfied with the Neilson singles, which he converted to double-framed 0-4-2 goods engines with 5 ft. coupled wheels. Four lasted till N.B.R. days, and became Nos. 239 and 243-245.
Two more Sharp singles were bought in 1854, doubtless due to the success of the six earlier machines from the same makers. It should be said that in the earlier 'Sharpies' the inside frame, unlike that of other contemporary designs, extended from the smokebox to the rear buffer beam. In the later 'Sharpies' the inside frame extended for the full length of the engine, a very great improvement, providing a more rigid frame throughout. When the Edinburgh and Glasgow Sharp singles became North British property they were renumbered 225-232.
The designer of the Sharp singles was Charles Beyer, and when in 1855 he left the firm to found his own with Peacock, the late locomotive superintendent of the Manchester, Sheffield and Lincolnshire line, the Edtnburgh and Glasgow company's custom was transferred to the new undertaking.
In 1856 there appeared from the works of Beyer, Peacock six 2-2-2 engines for the Edinburgh and Glasgow which were, perhaps, the most important engines which that company ever owned. They were followed in 1861 by two further engines, the whole series becoming in due course N.B.R. Nos. 211-218. The design, based on that ofthe 'Sharpies', incorporated the best of the experience of Paton and Beyer, the latter being responsible for the detail. They were express engines with 6 ft. 6 in. driving wheels and 16 in. by 20 in. inside cylinders. Mixed frames were used, the carrying axles having outside bearings, the drivers inside. Domeless boilers were fitted. The Edinburgh and Glasgow had experience with domes in all positions, the 'Sharpies ' carrying theirs just behind the chimney, the 'Hawthorns' and Paten's Hercules and his singles theirs mid-way along the boiler barrel, the Neilson designs above the firebox. The domeless boiler was not typical Edinburgh and Glasgow practice, but was derived, it is said, from some Gooch singles built by Beyer, Peacock for the Great Western Railway in 1855.
The finish of the engines was very ornamental. with their brass chimney caps, safety valve casings and beading to the splashers. The design was to be the inspiration of later Beyer, Peacock engines for other lines, in several of which, however, the mixed frames were abandoned in favour of inside frames.
It is of interest that, while the express engines of the Edinburgh and Glasgow were provided with 6 ft. 6 in. driving wheels, the Caledonian had already adopted 7 ft., and were shortly to introduce driving wheels of 8 ft. 2 in. diameter, on the grounds not of speed but of economy in operation, as Clark points out in one of his later works. In this, as in all other matters at this time, Cowlairs did not see eye to eye with St. Rollox
The coming of Paten's express Singles allowed of the disposal of the Hick engines (of which details will be given later), and the gradual scrapping of the early passenger 'Burys' and small 'Hawthorns'. Other engines came in for modernisation, for example, four of the original Bury engines were converted to 0-4-2, while the cylinders of some of the remaining early machines were increased to 14 in. diameter.
Paton turned to Beyer, Peacock for his next engines, four 2-4-0 passenger machines with 6 ft. coupled wheels and 16 in. by 20 in. cylinders, and twelve 0-4-2 goods engines with 5 ft. coupled wheels and 16 in. by 22 in. cylinders. Two of the former type and six of the latter came out in 1859, and the balance in 1861. Both types had mixed frames. In the case of the 0-4-2 design this was a deviation from Beyer, Peacock's usual practice, for their standard 0-4-2 had inside plate frames only. The outside trailing axleboxes of the Edinburgh and Glasgow 0-4-2 engines were to Paten's requirements. Both the 2-4-0 and the 0-4-2 types provided the basis for Beyer, Peacock designs for other railways, for example the 2-4-0 of 1862 for the West Midland Railway and the 0-4-2 for the Smyrna and Cassaba company.
Messrs. Beyer, Peacock and Co have kindly supplied prints of these designs, which had domes over the firebox. Subsequently, during S.W Johnson's time, domeless examples to the same general design were added to the stock, and these will be mentioned later. Of the Beyer, Peacock machines the 2-4-0s became N.B.R. 237, 238, 233 and 234; the 0-4-2s 317-328.
Illustrations (drawings): E & G R Beyer Peacock 2-2-2, 1856-1861 (later NBR 211 Class); E & G R Beyer Peacock 2-4-0, 1859 (later NBR 333 Class); E & G R Beyer Peacock 0-4-2, 1859-1861 (later NBR 317 Class)
From our archives ... 42
A sister locomotive of No 89, shown in the drawing above, possibly in the 1880s. This photograph shows NBR 0-4-2 locomotive No. 326, oiginally E & G R No. 98, as rebuilt by Wheatley in 1871. It was named Renton by Drummond in 1880 and was subsequently rebuilt again by Holmes
David King. Cowlairs Tunnel vent shafts. 43-6
During the closure of the tunnel to replace ths slab track and install overhead electrification some of the original smoke vent shafts were reopened to assist pouring liquid concrete into the works. The sites are identified on maps.
Markinch Co-op Coal Siding and Kirkforthar Aqueducts.
Tom Walker.. 47-8
Notes by Tom Walker. incorrectly attributed to "Tom Watson (see Editorial apology in Journal 134) Walker noted location of road bridge not north of station and that Co-op supplied a chemist. For Markinch see Journal 132 page 22 (photographs by W. Robertson show siding activity in 1975 and in 1985). The reference to Kirkforthar Aqueducts in Bruce Murrray article refers largely to the boggy nature of the land in the vicinity
Whiteinch Victoria Park Station. 49-51; rear
Opened 14 December 1896; closed 2 April 1051: subject to competition from adjacent Caledonian Railway station and Glasgow Corporation trams. There were only eight terminating services in 1922. Map on rear cover; photogrphs of station with V1 or V3 and another with C16 No. 67487. See also communication from Andrew Hemming in Journal 134
Number 134 (July 2018)
Don Matthews. The Kincardine branch Part 1
Started from a junction on the Stirling and Dunfermline Railway between Alloa and Clackmannan and ran past Clackmannan, Kennet and Kilbagie to Kincardine and terminated at a shipping pier on the Forth. Local landowners included the Kennet Estate owned by Lord Balfour: he petitioned against the railway as there would be loss of traffic from his harbour at Kennetpans. The Tulliallan Estate was owned by Lady Elphinstone and her harbours, piers and ferry were sole to the NBR. James Alexander Weir owned the Forth Paper Mills at Kilbagie and was a major user of the railway. Duncan Wright, of Wight & Pears, worstead manufacturers of Kincardine was an influential businessman, There were waggonways or tramways in existence to serve the Clackmannanshire coalfield prior to the railways. The 1889 Parliamentary progress of the North British Railway Bill covering the new line is considered in detail and note is made that at that time Parliament only represented the privileged few. Part 2.
Euan Cameron. The Dübs-built 'Ballochney Pug'
0-6-0 saddle tanks, No. 209, 210 and 282. 16-23.
First ordered in 1865 and delivered in late 1865 or early 1866 for very steeply graded lines. Illustrations: Dubs official photograph of WN 58 and RN 335; coloured side elevation of No. 282 of 1865; coloured side elevation of No. 1073 as rebuilt by Holmes in bronze livery; No. 209 as modified by Wheatley with stovepipe chimney and by Drummond with round cab but not yet rebuilt; No. 1073 decorated for some event; No. 1073 within Kipps shed; No. 1069 (caption hypothesises that may have been photographed prior to being withdrawn
Scott Willis. The model. 24-7
S scale model of No. 210. Photographs show as complete, but unpainted and after painting by Trevor Nunn
Arthur A. Waugh. The Edinburgh Suburban and Southside Junction Railway.
Reprinted from Railway Magazine article of November 1909. Text and illustrations reproduced without modification. Introductory paragraph notes that written before Raid 4-4-2Ts introduced and when 0-4-2 tender locomotives were main motive power and that Leith Central had only recently opened. Illustrations: 0-4-2 No. 1032 which caption stated "that with No. 1031 worked most of Suburban trains", map, island platform at Waverley (KPJ: still known as Suburban platform in 1940s), Haymarket station, junction of goods and passenger lines outside Haymarket station, Craiglockhart station, Morningside Road station, Duddingston station, 32 upper Portobello station see letter from Andrew A. Boyd in Issue 135, Leith Central station interior, also (not in Railway Magazine) further photographhs of NBR 0-4-2 lomotives: No. 331 at Hawick in 1882 and No. 330 at Haymarket
Stirling Everard. Cowlairs Commentary. 34-6
Reprinted from The Locomotive 15 Sepember 1942. Drawings (side elevations show Edinburgh & Glasgow Railway W. Steel Brown 2-4-0 and Benjamin Hick & Sons 2-2-2 of 1846 and Monkland Railways Hawthorn 0-6-0 of 1850, subsequently NBR 376 class.
Alan Simpson The Fettykil Mills branch at Leslie. 37-9
Branch off the Markinch to Leslie branch to serve paper mill of Smith, Anderson & Co. Ltd. which specialised in brown paper for packaging. Opened 19 December 1890.. Closed 1967.
Garth Ponsonby. Howford Private
Writer was railway liability manager and attempts to interpret Ordnance Survey maps of 1878, 1898 and 1908 to indicate presence of private platform (correct term for private stopping place
Co-op Sidings, Markinch.
Editorial apology for attributing correspondence from Tom Watson to "Tom Walker"; also longer caption to photograph noting tubular post for home signal and water tank
Scottish Railways Ambulance Shield . 41
Photograph: hand-written title states Inverness 20 May 1911: shield is large
Andrew Hemming. Whiteinch Victoria
Park Station. 42
Refers to Cobb's The railways of Great Britain: a historical atlas to show proximity of Caledonian Railway Victoria Park, later Scotstoun, later Scotstoun East station
Bill Roberton The WP Reid Dock Tanks,
Refers to Euan Cameron's article on Reid dock tanks (LNER J88) and to1954 incident where one fell into Kirkcaldy Harbour (described by Alan Simpson in Journal 113 page 43) . Illustartions: British Railways notice to staff (photograph taken in 1984) on former NBR notice board dated 7/2/08 (1908?) instructing staff to secure wagons and avoid fly shunting; J88 being retieved from dock by breakdown crane in 1954. Kirkcaldy Harbour branch described in Journals No. 120 and 121 by Alan Simpson
Groham Dick. Northumbrian railway reflections
(in 3 volumes) and The North British Railway in Northumberland
by G.W.M. (Bill) Sewell, 1927-2018 book review and an appreciation.
Bill Sewell died on 26 April 2018 aged 91. He was the authority on the subject and arrangements have been made to supply his books from the Heritage Centre in Bellingham
Hamilton Station. front cover; 47-51; rear cover
Photographs include one of the station plaform in snow with possible presence of Sentinel steam railcar No. 37 Clydesdale (page 47); front cover shows tank locomotive with train of six?-wheel carriages going to Hyndland. Most of the material including the rear cover is from Ordnance Survey maps showing the Auchingramont Road area of Hamilton where the station was located. There is also a reproduction from the Cobb Atlas showing the Hamilton branch.
Number 135 (November 2018)
Clydebank East in 1937. front cover
Shows engine shed and turntable (both out-of-use) and Gresley V1 or V3 2-6-2T
Euan Cameron. The Edinburgh and Glasgow Railway mixed-frame 2-4-0
Built by Beyer, Peacock & Co.; then at Cowlairs, but design should be credited to Charles Beyer rather than William Paton, as was similar to type supplied to many other railways. Illustrations: No. 239 at Cowlairs in 1890s (with exception of cab and brakes on engine was in original condition); No. 40 in original condition & painted in E&GR green (coloured drawing); No. 239 (built at Cowlairs in 1890s bronze livery (coloured drawings by Euan Cameron); No. 238 Bathgate in Drummond livery possibly at Haymarket; No. 234 Kincardine as rebuilt by Drummond in 1881 in bronze livery (coloured drawing); No, 239 as rebuilt by Holmes in 1901 in bronze style of period (coloured drawings by Euan Cameron); No. 237 (former Alexandria) after 1881 rebuilding and after c1903 at Perth; No. 237 coupled to another loomotive possibly at Queen Street in mid-1890s. Cites article in Locomotive Mag., 1903, 9, 157 which includes photograph of No. 237 at Perth shed and dimensions of locomotives supplied by W.P. Reid. A note in Locomotive Mag., 1903, 9, 174 records that No. 237 was a regular pilot on the 19.55 from Perth for Edinburgh carrying through coaches for the East Coast and Waverley routes, Tabulated data for all locomotives.
Don Matthews. The Kincardine Branch - Part 2.
Part 1. From Alloa received Royal Assent in July 1889, but did not seem eager to start work, nor to improve the pier at Kincardine. A contract to build the railway was awarded to James Young & Sons of Edinburgh. The bridges over the Black Devon and another at Kennet collapsed during construction and the former demanded a structure with extra strength. A steam navvy was used on the earthworks and this speeded construction. Adrian Ure's pamphlets on the railway published by Clackmannan County Library are cited. The line opened on 18 December 1893. Illustrations: Kilbagie station (probably during LNER period); bridge over Black Devon (diagram); Kincardine station c1900; Kilbagie paper mill (also enlargement to show locomotive thereeat); Clacknannan station after closure; NBR 0-6-0T NNo. 151 on passenger train plus many Ordnance Survey maps to show development of railway.
Allan Rodgers. Early carriages of the Edinburgh & Glasgow Railway:
third class vehiles built c. 1842 for the opening of the line. 24-34
Roofless carriages either fitted with rudimentary seating or intended for closely packed standees. The standing version was intended for the faster trains. Directors Learmouth and Leadbetter with Engineer John Miller
It was remitted to two of the Directors. Messrs Leadbetter and Learmonth. in conjunction with the Engineer. Mr John Miller. to prepare plans and specifications and seek estimates for the Board to consider. In respect of the third class carriages. the drawing for these vehicles was signed by Miller on 1 March 1841 and two distinct versions were specified: Type No. 1. an open low sided carriage without roof and provided with seats; type No. 2. similar to type 1 but without seats The design of these carriages was no doubt influenced by what the engineer and nominated directors had seen on their review of existing railways. The Grand Junction Railway and the York & North Midland. for example. both used open seated thirds at this time. The rationale lying behind the decision to opt for two types of third class carriages became clear from the following correspondence some 11 months later it appears the intention of the company was to provide seated thirds on slow trains and stand ups on those faster trains that included third class passengers. This is evident from a letter from Miller to the Board of Trade dated 12 January 1842 responding to a BoT circular of 1January that year and it is worth quoting the letter in full as it contains other relevant details of these vehicles. including design capacities:
Sir. I am instructed by the Directors of this Railway to acknowledge receipt of your letter of the 1st inst. and to furnish the following answer to your questions:-
1 st It is proposed to send third class Passengers with both Passenger Trains (quick) and Luggage Trains (slow) but the number of Trains by which they will be sent has not yet been fixed.
2nd The hours of starting the third class Passenger Trains have not yet been fixed. The quick or Passenger Trains will perform the journey (46 miles) in 2¼ hours and the slow or Luggage Trains in about 3½ hours.
3rd The construction of the third class Carriages is as follows:-
1 st They are provided with Bearing springs and leather braces and with Buffer springs precisely the same as a first class carriage.
2nd They are altogether open above.
3rd The height of framing at the sides and ends of the seated Carriages is 3 feet and the stand up Carriages have an Iron railing standing 13 inches above the sides. From the floor to the top of the Iron railing is therefore 4 feet 1inch.
4th Each Carriage is divided into four bodies the divisions between the bodies are the same height as the sides. On the stand up Carriages the divisions have an Iron railing same height as already described the divisions stand across the Carriage.
5th Each Carriage is divided into four bodies the seated carriages are calculated to hold 8 in each body or 32 in each Carriage. In a very throng train the Carriages will hold easily 40 passengers. that is 10 in each body the stand up Carriages are calculated to hold 12 in each body or in throng Trains 15 that is 48 or 60 passengers to each carriage.
6th In those Carriages intended to be run with the quick or Passenger Trains there are no seats and in those to be run with slow or Luggage Trains there are seats and the seats are across the Carriage.
7th As this Line is not yet opened there are no Trains; but in all probability the third class Carriages run with Luggage Trains will be placed behind-
I have the honor to be Sir,
Your most obt. Servt.
Major General Sir Charles Pasley when inspecting the line showed a droll sense of humour [KPJ: "droll" seems inappropriate in view of the Christmas Day accident in Sonning cutting when the poor were thrown to their deaths from similar open wagons]. "The third class carriages are of sufficient height, and are all provided with buffers, and those for the slow trains, which are to make the journey in 3½. hours, have seats but those for the swift trains, which are to make the journey in 2¼. hours, have only standing room. Persons in vigorous health will prefer the latter."
Fourth class vehicles are mentioned, possibly illustrated, but not described.
Cites Edinburgh & Glasgow Railway carriages and coaching by A.A. Maclean (which has still to be traced); Edinburgh & Glasgow Railway guidebook by Don Martin and A.A. Maclean and Tuck's Every traveller's guide
page 24: view from Scott monument showing both NBR and E&GR rolling stock (Thomas Begbie photograph c1860)
page 25 upper: open third class carriage as built c1842 for seated passengers (Allan Rodgers side & end elevations coloured diagram)
page 25 lower: open third class carriage as built c1842 for standing passengers (Allan Rodgers side & end elevations coloured diagram)
page 26: seating arrangements (diagram)
page 27: 1842 E&GR open seated third class carriage as rebuilt in the early 1850s with roof and windows (Allan Rodgers side & end elevations coloured diagram)
page 28: 1842 E&GR open stand-up third class carriage as rebuilt in the early 1850s with roof, seats and windows (Allan Rodgers side & end elevations coloured diagram)
page 29 Major General Sir Charles Pasley (portrait: colour)
page 30: standing arrangements in standee cars
pages 31-: extreme magnification of parts of images to show vehicles described: their construction & lettering
Alan Simpson. West Fife pits and the NBR: Part I: The Benarty and
Kinnaird Collieries. 35-7.
Pits located north of Kelty. Benarty colliery originally operated by the Lochore and Capledrae Cannel Coal Co. Ltd, but was acquired by the Fife Coal Co. on 21 September 1900. The Kinnaird Colliery was in Kinross-shire and had always been a Fife Coal Co. pit. Blairfordel Platform served Benarty Colliery with miners trains. Benarty had its own signal box which opened 3 July 1902 and closed on 14 June 1928. Ordnance Survey map: 1:25000 whole area and 25-inch of two collieries: Kinnaird and Benarty and junction arrangements for latter
Andrew Boyd. Closure of the Powderhall Branch.
For the last thirty years or so this branch formed the only surviving part of an extensive network of former NBR lines serving the north side of Edinburgh, accessed via Abbeyhill and Piershill Junctions. On its closure all that remains of the NBR system that once lay to the north of the East Coast Main within the present city boundaries is the quite separate branch from Portobello to South Leith, which itself currently sees no regular traffic. The branch to South Leith has a fascinating history of its own but this is outwith the intended scope of the present article. The Powderhall branch was created by British Rail in the 1980s by adapting to new use the remaining stub of the 1868 NBR route to Granton. The rest of the line to Granton was finally taken out of use in January 1986, following the closure in late 1985 of the SGB siding at Granton on the former CR system, to which the NBR Granton branch was linked via Granton Square. In the course of 1986 a buffer stop was erected at the approximate site of the former Bonnington South Junction, beyond which the track leading towards Granton was lifted. The track as far as the buffer stop was left in place, a run round loop was installed, and the remaining stub was named the Powderhall branch. Its sole purpose was the daily transport of waste in 'bin-liner' container trains from the adjacent City of Edinburgh Council Waste Management Plant. However the plant suffered technical problems in late 2016 as a result of which the waste transfer station became inactive and the daily bin-liner train to the landfill site in the disused limestone workings near Dunbar ceased to run.
A curiosity of the network of NBR lines in North Edinburgh was the existence of a number of triangular layouts. Two of these, adjacent to each other and sharing a common side, lay at the heart of the post-1868 network and came about through its piece-meal development. The signal boxes which controlled two of the resultant three way junctions, namely Lochend (South) Junction and London Road Junction, were the subject of articles in the Journal over thirty years ago, accompanied by drawings and track and signalling plans, while subsequent articles or series which have made some reference to the area include those by Douglas Yuill and by Donald Cattanach and Allan Rodgers.
The recent (2017) taking out of use by Network Rail of the Powderhall branch provides a suitable occasion for us to re-visit the area. The present article is intended as a brief. general introduction to the history of the lines in the immediate vicinity of these two triangular layouts and the intensive traffic, now largely forgotten, which they once carried, but it is not intended to be a comprehensive history, for which further research would be required. At the time of writing, the track on the branch remained in situ but a security fence had been erected across the single line near the site of the former Piershill station.
The network of former NBR lines on the north side of the city was created in three distinct phases and not as part of any grand strategy. What might be termed the 'first phase' was the construction of the line which started off life as the Edinburgh, Leith and Newhaven Railway, evolved into the Edinburgh, Leith and Granton Railway, and in turn merged with the Edinburgh & Northern to be re-named in due course the Edinburgh, Perth and Dundee Railway. The route from the station at Canal Street to Granton and North Leith, with the two arms splitting at Warriston Junction, was opened between 1842 and 1847. Eventually the EP&DR was absorbed by the NBR in 1862 . What might be called the 'second phase' was the construction by the NBR of a new route towards Granton and North Leith in order to avoid the Scotland Street incline and tunnel . Within a year of taking over the EP&DR, the NBR obtained Parliamentary powers in 1863 for the new route
Illustrations: Powderhall Station in 1904, during its period in use as a passenger station. The prominent building on the right is Chancelot Mill. Easter Road station; Lochend (South) Junction c1905; Lochend Junction view from signal box of empty dmu passing on 23 March 1974; maps of Lochend area in 1853 prior to after railway development in 1885 and as in 1897 and after 1909;; Abbeyhill station looking north in September 1967; detailed annotated map of railway lines north of London Road Junction; London Road Junction on 1 September 1969 (colour); Easter Road Junction in 1971; NBR Working Timetable 1 June 1920: working arrangements for Lochend Junction; Easter Road Park Halt viewed from Class 20-hauled SRPS raiitour on 23 May 1970. See also Journal 136 page 45. On page 39 there is an extract from Colonel Cobb's Artlas.
Book Review - The Peebles Loop review by Graham Dick.
Latest volume in the Middleton Press 'Country Railway Routes' Series follows the now-familiar Middleton format of a photographic journey along the lines covered. The informative and sometimes extended captions take the book beyond a mere 'album' and the reader is also provided with an alphabetic index of stations.
The Peebles Loop diverged from the North British Railway's main Waverley Route at Hardengreen Junction, just south of Dalkeith and ran in a generally south- westerly direction through agricultural and moorland, serving small villages and minor settlements, as well as a few collieries, now long gone, at its northern end. At Leadbum, crossing the Edinburgh - Peebles Road, later designated the A703, was a junction station with the Dolphinton Branch while the 'main line' continued south to Peebles, an important mill town and civic centre of Peeblesshire. At Peebles, a link over the River Tweed connected with the Caledonian's branch from the West Coast Main line at Symington, then the N.B. line swung east, skirting the grounds of the imposing Peebles Hydropathic, still a hotel, before following the course of the River Tweed through the mill towns of Innerleithen and Walkerburn, before re-joining the Waverley Route at Galashiels.
The work begins with a comprehensive preamble, outlining the geographical context of all the lines referred to, including wide-area map and gradient profile, together with historical background to their promotion and construction, and includes specimen passenger timetables of 1869, 1895 and 1958.
Our photographic 'journey' begins at Galashiels, with a detailed O.S.. map of the station, plus a dozen photographs spanning early B.R. steam - including a visit from Caley 123 through the Green and Blue Diesel eras to the reopened 'Tweed bank' line. The selection concludes with the Loco shed, showing A4 60026 Miles Beevor 'stored' insidedespite the usual finality of such 'storage', Miles retumed to service for another two years. We continue via Kilnknowe Junction onto the Peebles Line, proper, then follow the Tweed by Cloven- fords, Angling Club Halt a request stop Thornielee, Walkerbum, Innerleithen and into Peebles East, as the NBR Station was designated. We then take a trip over the Tweed and explore the Caledonian's Image incursion at Peebles West, before retuming to the North British and continuing north by Eddleston, Pomathom Halt, Rosslynlee Hospital Halt, Rosewell & Hawthornden and Bonnyrigg, before re-joining the Waverley at Hardengreen.
A surprising omission from this gazetteer is the remote Loanstone Crossing on the B7026 between Auchendinny and Leadbum where, somewhat ironically given the almost total obliteration of other traces of the railway, survives the crossing keepers hut. This standard NBR timber and slate- roofed square building appears to have been 'repurposed' to use the currently fashionable idiom as an entry porch to the adjoining cottage. Each station is illustrated with a map, based mainly on the O.S.. 25 inch mapping (which shows track & signal details) and several photographs covering a wide chronological span from an 1878 shot of a Hurst loco of 1862, right through to modem Class 158s the latter, sadly, not on the Peebles Line. The book also covers the NBR's Dolphinton, Penicuik and Polton Branches in a similar manner, including the various intermediate stations, The Dolphinton section includes a summary of the NBR and Caley 'stand-off' at Dolphinton, where there was a 'not quite' end-on connection, a situation of little benefit to either Company. Public services on the NBR line ceased in 1933, though there was a brief revival during the Second World War to serve a Royal Navy munitions depot at Macbie Hill.
The Penicuik Branch, which diverged from the main line at Hawthornden Junction, includes a shot of the Hawthom Leslie 'pug', the last of four that worked Valleyfield Paper Mill over the years. The intermediate stations of Eskbridge, Auchendinny and Rosslyn Castle are also covered, but, while the Gunpowder Mills near the latter get a mention, the 'tin (corrugated iron) tunnel', built to protect the works against hot cinders thrown from locomotive chimneys, does not.
Finally, to the Polton Branch, from its delightful terminus of that name serving Springfield Paper Mill on the River North Esk, through its intermediate stations at Lasswade, across the elegant (and surviving, but 'at risk') Lasswade Viaduct, through Broomieknowe and we rejoin the Peebles Loop at Esk Valley junction, some half mile from Hardengreen. This well-researched book is a recommended addition to the Railway Bookshelf, particularly for those with an interest in the Waverley Route and its branches, and is priced at £18.95. It is in hardback, A5 format with 96 pages, approximately 120 monochrome photographs and some 50 map extracts, gradient profiles and other in-text illustrations, and can be purchased from Booksellers and traders at Model Railway Shows. Harburn Hobbies, Edinburgh, currently have a stock.
Letter to the Editor. 52
Portobello station. Andrew A
Study of the photograph of Portobello station accompanying the article in the November 1909 Railway Magazine' (journal 134) shows work in progress on the widening authorised by the North British Railway Act of 1907 referred to in passing in my own article in the present issue of the Journal, but not noticed by the author of the 1909 article. The works included the provision of up and down 'fast' lines 'outside' the up and down 'platform' lines serving the island platform station. Also to be seen in the photograph is the original Signal box at South Leith Junction which closed on 22 August 1909 concurrently with the opening of the new box there.
Richard Hollingworth. The excess laddie. 53-4.
In 1965 worked as a temporary clerk in the main booking office in Edinburgh Waverley before going on to university. The booking office is described in detail and it is noted that in 1965 it was still as it had been c1902. The former North Eastern Railway office was still identifiable. One of his duties was to empty the cash from the toilets which required agility. The cash was taken to the British Linen Bank by taxi and was accompanied by a policeman. Notes had to be divided by bank (5 Scottish plus Bank of England) and had to be parcelled. Illustration of booking office with John Walker statue c1900.
Clydebank East Station. 55; rear cover
At end of short branch off the 'main line' from Clydebank West Junction, near Jordanhill, to Clydebank Central and Dalmuir, where it met the Glasgow Dumbarton & Helensburgh line from Queen Street High Level to Helensburgh via Maryhill. However, the Clydebank East line was the original route, built as the Stobcross Whiteinch & Clydebank Railway, and according to W.A.C. Smith and Paul Anderson in An Illustrated History of Glasgow's Railways began as a single line connecting the Govan Ferry to Clydebank when J & G Thomson's shipyard relocated from Govan to Clydebank. It was converted to double track in 1896 and the extension to Dalmuir opened in 1897 branching off the Clydebank East route a little to the east of the station, and climbing to a higher level to cross Whitecrook Street. That line was electrified in 1960, but Clydebank East closed to passengers in 1959.
Top: station viewed from line to Clydebank Central and Dalmuir.
Centre: exterior of station, with line to Dalmuir passing over Whitecrook Street.
Bottom: A view of part of the platform and the station building.
Rear cover: map with textual key on previous page
|D50 class 4-4-0T
at Balloch with
train for Stirling
Euan Cameron. Dugald Drummonds large 4-4-0T
No official drawing still exists for this 1879 design built at the Neilson Hyde Park Works: WN 2420-2422. The nearest is an engraving prepared by John Swain in Engineer, 1879 (23 May), 47, 370-1. With the exception of the coupled wheel diameter (6-ft) the locomotives were very similar to their 4-4-0 tender equivalents: see Euan Cameron Journal No. 50 page 32 et seq. The text includes the original full specification for the livery. Illustrations:
|No. 494 Helensburgh (Hyde Park Works official photograph 1879)||4|
|No. 495 Roseneath (Cameron coloured drawing: side elevation)||5|
|No.. 494 on Cowlairs shed during Holmes period (photograph)||6|
|No. 494 at Easfield post 1905 (photograph)||6|
|No. 1391 post 1920 (Cameron coloured drawing: side elevation)||7|
|model in National Museum of Scotland (colour photograph)||8|
|No, 1391 at St. Andrews in 1921 (Stirling Everard photograph)||8|
|No. 1390 on Fort William shed on 1 September 1923||9|
|No. 10391 at Bo'ness on 16 July 1925||10|
Alan Simpson. West Fife pits & the NBR: Part 2: Around
With eight coloured maps. Aitken Colliery; Central Power Station (electricity generation for all pits started in 1905); Blairadam Colliery; Kelty No. 1 and No. 3; Lassodie Mill Colliery; Lunphinnans No. 16 and No. 12 Colliery. Bibliography
Stirling Everard. Cowlairs commentary. 19-21
Johnson's later work after he had moved to the Midland Railway at Derby was more distinctively his own, but it is nevertheless possible to trace a line of continuity from Cowl airs in 1842 to Derby in 1922, and through Johnson's son James to the Inverurie works of the Great North of Scotland. In 1866 the Western Division of the North British required additional passenger locomotives.
Cowlairs was busy on 2-4-0 engines to Johnsori's orders, and, therefore, a new design was prepared for construction by Messrs. Neilson. The new type was neither of pure North British nor of pure Edinburgh and Glasgow origin, It was a 6 ft. 2-4-0 with 16 in, by 20 in, cylinders and mixed frames, resembling in many ways a series of six 2-4-0s designed by Neilsori's to William Hurst's requirements for the North British in 1860, and numbered 90-95, The new engines, however, which were numbered 382-393, were given domeless boilers reminiscent of Paton's singles, They had polished chimney caps, the Edinburgh and Glasgow type of polished brass safety valve cover, and plenty of polished beading to the splashers, no doubt in deference to Cowlairs susceptibilities,
At the same time Messrs, Neilson added two new examples to the already large total of 0-4-0 mineral engines, These, N.B.R. Nos, 394 and 395, had 5 ft. wheels and 16 in, by 22 in, cylinders, At this point it is necessary to consider the complete locomotive stock of the North British Railway at the beginning of 1867, There were close on four hundred engines, of which a little over half belonged to classes of six or more approximately similar machines, and the early history of many of them was scarcely reassuring, The North British locomotive department had originally been under the charge of Robert Thornton. In his time the company standardised on Hawthorn designs, the only exception being one Crampton 4-2-0 of E.B. Wilson manufacture, Thornton's term of office was somewhat unhappy, The locomotives with the earlier type of double frames suffered from many broken crank axles, a complaint probably not unconnected with the appalling state of the North British permanent way, Thornton tried to remedy this by removing the inside frames, leaving the crank axle with outside bearings only, This effectively reduced the life of the axles to a few months, and brought Thornton's career with the North British to a close, Thornton was succeeded by William Smith, whose term of office was but two years, during which he attempted by alternative and equally unsuccessful methods to deal with the frame troubles, Things finally reached such a pass that the directors reported to the shareholders that "from mistaken notions of economy, a system of patchwork, in lieu of thorough repairs, has been the rule adopted from 1848 to 1854", while the Board of Trade saw fit to remark upon "the general want of system in the manner in which the North British is worked".
During 1854 Smith was replaced by E.G. Petrie. The directors now "took instant and energetic measures to place the locomotive department in the most effective condition", but to do so they found it necessary to hire locomotives to assist in working the line, and to send many of the existing engines to outside contractors for overhaul. The restoration of efficiency to the department was finally made the responsibility of Petrie's successor, William Hurst, whose energetic measures had, by the end of July, 1855, "in a high degree restored the public reputation of the company, which had suffered from nothing more than the inefficiency of their locomotive power", So much for the original North British, The Edinburgh, Perth and Dundee could show a better picture, There Robert Nicholson had been the locomotive superintendent, and had at first maintained a stock of Hawthorn types with considerably more success than was attained by his neighbours south of the Firth of Forth, The Edinburgh, Perth and Dundee had in the 'fifties bought additional locomotives from the firm of Neilson, and under Nicholson's direction several had been built to his own designs at the company's Burntisland works, From these sources and from many smaller companies the locomotive stock of the enlarged North British had come,
Of the passenger machines there were two relatively modern classes of 2-4-0, both having 6 ft. coupled wheels and 16 in, by 20 in, cylinders, The first of these consisted of the six engines, Nos, 90-95, built by Neilsons for the North British to Hursts requirements in 1860, while six somewhat similar engines, Nos. 341-346, came from Messrs. Dubs in 1865. They had mixed frames, inside boilers with domes over the firebox. The Dubs engines were provided with plain stovepipe chimneys. These, with the Edinburgh and Glasgow machines, were the only coupled express engines that the company owned. Of singles there were six efficient North Brlitish 6 ft. examples with 16 in. by 18 in. cylinders, which had been built by R. & W. Hawthorn in 1847. They were very similar to the Edinburgh and Glasgow's 'Large Hawthorns', One had been rebuilt with inside bearings to the driving axle. This was No. 35. The remainder, Nos. 33, 34 and 36-38 were more or less in their original condition. There were also five Hawthorn singles from the Edinburgh, Perth and Dundee, which had 6 ft. driving wheels and 15 in. by 20 in. cylinders. (N.B.R. Nos. 124-128). These had been rebuilt by Nicholson before the amalgamation, and he had added an inside framed single of his own design, but of similar dimensions, N.B.R. No. 147 which was built at Burntisland in 1861. The North British contribution to the pool included two further machines which are worthy of notice.
The first of these was the Crampton, No. 55, which was of the mixed frame type with 7 ft. driving wheels, 16 in. by 20 in. cylinders and outside Gooch motion. The acceptance of this revolutionary machine by the North British spurred Messrs. Hawthorn on to further efforts, and they offered the company a counter attraction in the form of a 7 ft. 2-2-2 of their latest type, the sister engine of the more famous Flews of the York, Newcastle and Berwick. In this design the usual double frames were provided, but the steam chests were outside the cylinders, and the Stephenson motion was between the driving wheels and the outside frame members. The overhang at the leading end was far too great for steady running on the North British permanent way of the period, and neither this locomotive, No. 57 Queen of 1849, nor the Crampton were very useful assets.
In addition to these were a large number of North British and Edinburgh, Perth and Dundee Hawthorn machines of 2-4-0, 0-4-2 and 0-6-0 types, subdivided into many classes. Under Hurst the North British had, moreover, amassed a large collection of small inside framed 0-6-0 goods engines, mostly with 15½ in. by 22 in. cylinders and 5 ft. wheels, built by Stephenson, Hawthorn, Dubs and at St. Margarets works.
Passenger tanks were represented by a series of fourteen 0-4-2 engines, designed by Hurst and built at St. Margarets. These had inside frames, 4 ft. 9 in. coupled wheels, 12 in. by 18 in. cylinders and domeless boilers. It is believed that two early Hawthorn 0-4-2 tender machines had also been converted to tanks for suburban service.
Of Nicholson's designs there were four capable 0-6-0 tender engines with inside frames, 16 in. by 24 in. inside cylinders and 5 ft. wheels, N.B.R. Nos. 145, 150, 159 and 160, built in 1861 and 1862, and also a small 0-4-0 mineral engine, No. 151, of 1860.
These engines and many others went to make up the locomotive stock of the enlarged North British. They came from innumerable builders in ones and twos, and provided a veritable Noah's Ark which it would take many articles to describe, even if details of all of them were still available. Suffice it to say that the maintenance of only a small proportion of them would have given a budding locomotive engineer a wealth of experience never to be gained in the present standardised age.
Don Matthews. The Kincardine Branch Part 3. 22-33
Passrenger and goods services. In 1897 the extension of the railway from Kincardine to Dunfermline was proposed and this coincided with trial borings for cooal on the Tulliallan Estate. The contract for the extension was awarded to McAlpine & Sons in March 1904. Parrt of the new line ran on an embankment that the public used as a promenade and near Longannet this was still tolerated by the NBR. The formal opening of the new line took place on 30 June 1906 and for public traffic on 2 July. The passenger service tended to be operated as two separate services: Alloa to Kincardine and Kincardine to Dunfermline, Passenger services ceased on 7 July 1930. Coal traffic to Kincardine and Longannet power stations: the latter opened in 1960 and closed in 2016 kept the whole line busy until it was decided to deliver coal to Longannet via Alloa rather than over the Forth Bridge. With the closure of Longannet power station the future of the line is once again under consideration. There are now electric passenger services to Alloa.
|2-4-0 No. 354 (former E&GR No. 104) as rebuilt by Drummond with Holmes safety valves||23|
|0-6-0 No. 1041 (originally No.188) at Kincardine on passenger train||24|
|Plan: Kincardine Junction||25|
|Plan: Kincardine station||25|
|1913 Ordnance Survey 25-inch map||27|
|proposed deviation at Kincardine||28|
|Plan: Kincardine station post extension to Dunfermline||29|
|New Kincardine station photograph||30|
|Site of Kincardine station viewed from Kincardine bridge 2019 colour image||32|
|Kincardine station house 2019 colour image||32|
|Site of Clackmannan station 2019 colour image||32|
|View from Kincardine bridge towards Longannet 2019 colour image||33|
|Hawkhill Farm bridge looking toards Kilbagie 2019 colour image||33|
|Black Devon bridge 2019 colour image||33|
|Detail of keystone inscription on Hawkhill Farm bridge 2019 colour image||33|
Jim Lindsay. Methil Docks: the engine sheds that never were. 34-40
The development of Methil as a coal exporting port owed much to Randolph Wemyss of the Wemyss Coal Company and its railways: the Wemyss & Buckhavrn Railway and the Wemyss Private Railway. Plans were drawn up for engine sheds in 1911 and in 1920, and not implemented: instead the LNER drew up plans in the 1930s and implemented them in 1933 for a new locomotive depot ar Thornton Junction. There are maps and plans of the docks and locations for engine sheds at the port.
Gordon Mackie. Fettykil, Leslie and Markinch. 41-4.
As a boy lived on a farm/market garden next the main line through Coaltown of Balgonie in Fife and his teens moved to Glenrothes near Leslie. He met W.J.V. Verdun Anderson, the famous photographer. Mackie has digitized his colour slides and aa selection is printed:
|B1 No. 61330 on freight from Fettykil Mill to Leslie Yard on 14 April 1966||41|
|J38 No. 65920 climbing to Leslie Yard on 8 July 1966||41|
|J38 No. 65921 hauling empties out of Fettykil yard on 31 October 1966||42|
|J38 No. 65914 on Leslie viaduct with Thornton breakdown crane on 2 November 1966||42|
|Thornton breakdown crane lifting derailed 21-ton coal wagons in Leslie yard||43|
|Clayton D8582 on last working out of Leslie on 6 October 1967||43|
|View from behind of Clayton D8582 on last working out of Leslie on 6 October 1967||44|
Closure of the Powderhall Branch. 45.
See Journal 135 page 38 et seq. Photographs: J37 No. 64624 on a Stephenson Locomotive Society rail tour at Easter Road Station looking west on 31 August 1963; Easter Road Station looking south east in 1955.
Closure of the Powderhall Branch. Andrew Boyd. 46-7
Photoograph and diagram (side & end elevations and plan) of NBR gas tank wagon No. 12 lettered Abbeyhill (from Peter Talow: LNER wagons. Volume 3. LNER Scottish Area; photograph A. Miller & Co. London Road Foundry coke wagon No. 14 from Hurst Nelson Collection ABN 206.
Andrew Hemming, Clydebank East. 48-9
Photographs: Stuart Sellar: 2-6-2T No. 67644 having arrived with passenger train on 2 September 1959; exterior from Whitecrook Street on same day; No. 67648 at departure end of platform
Yorkhill station. 50-1; rear cover
Illustrations: photograph of exterior of station probably taken long after closue from Ferry Road; map based on 1921 data. Staion opened on 15 March 1866 on what had been a freight line that was incorporated in the Glasgow City & District Railway. It was closed during part of WW1; reopened afterwards but was cosed on 1 April 1921. The station had served the A. & J. Inglis shipyard which had turned out the Royal yacht Alexandra in 1908 and later the Maid of the Loch and Waverley (1946). John Inglis was on the NBR Board and advocated the Atlantic type.
Updated 3 April 2019