North British Railway Study Group Journal Nos. 40-59
Key to all Journal Issue numbers

Issue 40 (July 1990)

Scot with Midland Railay clerstory stock. front cover
Probably No. 400 The Dougal Cratur

John A. Smith. Index to the Journal to Journal 37. 4-19
KPJ on 3 May 2017 found this gem and will launch it into cyberspace in due course

A.A. Maclean. N.B.R. stores vans. 19-22
Built from 1893 onwards. Refers to Scottish Record Office files. Photograph of  No. 090779 in British Railways period. See also Marshall Shaw  in Issue 41 p. 41

Aberdeen service. 23.
Diagram of block train hauled by an Atlantic from Locomotive Mag Volume 12 page 109. See also Issue 41 p. 32.

A.G. Dunbar. N.B.R. engines repaired by North British Locomotive Co. 24
To assist recovery from WW1 in 1920: table based on Hydepark Cost Book

[J.M. Craig] Ile Inspector. North British footplate days. 25-8.
Jimmie Dobson originated in Tillicoultry where he started work in 1899, but moved to Cowlairs in 1901. In 1906 he was snowbound at Steele Road. In Falkirk Tunnel a rail displaced off another train pierced the cab narrowly missing Dobson. When driving A3 Spearmint in November 1939 he was seriously injured as the train was leaving Polmont by an open carriage door on another train. Working on Glen class on excurssions to Fort William, Fort Augustus and on Stores Train which took him all over NBR system. Also broken axle on driving wheel of Director class and complete failure of motion on another. Photograph of stores train at Earlson with J class No. 409 The Pirate taken by Driver Dobson. See also Issue 43 p. 4

J.F. McEwan. Random jottings. 29-30
Zone class tickets in Edinburgh in 1906. Dispute with Falkirk Burgh engineer over crossing Wallace Street to access Dalderse Goods Yard in June 1899, partly as recorded in Falkirk Herald; Zamorski notes on Wheatley 0-6-0 locomotives

George Robin. Aberfoyle branch memories. 31-4
Saturday passenger workings in 1951 from Glasgow via Lennoxtown

The North British abroad. 34
Photograph of NBR 0-6-0 No. 176 at Bergnette  (Berguette) on 3 October 1918: see also Issue 41 page 19

Issue 41 (July 1990)

Euan Cameron. The Beyer, Peacock locomotives of the Edinburgh and Glasgow Railway. 4-18.

Ile Inspector. The North British abroad. 19
Corrects caption to photograph stating correct location Berguette and notes that former ROD locomotive became LNER No. 9176 and BR 65217. Also includes photograph of LNWR 0-6-0 as ROD No. 3408 with St. Margeret's driver Billy Haughan during WW1..

Ken Wildey. Unusual trips. 20
Locomotive workings from Carlisle Canal

Alan Cliff. Edinburgh & the North British in the Sixties. 21-2
Mehodist Minister in 1960s Edinburgh

Alistair F. Nisbet. From Leuchars Junction to Dundee Tay Bridge. 23-8

Letters. 29-32
P.A.T. Collar noted that during World War Two a lot of interesting operational details pertinent to our railways went un-recorded. Apart from feats of haulage there were sightings of locomotives far from their usual haunts. Herewith a few notes of the latter which stem from the article on the Gresley Mikado's in the Journal No.39, which may be of interest.
A number of writers have perpetuated the statement that when the 2-8-2s were withdrawn from Scotland in the autumn of 1941 they were 'rnothballed' at Doncaster while a decision was made as to their future. In the case of Cock o' The North this situation is definitely suspect. Circa 1975, through my then employment situation, I met a gentleman who told me that at that time he was pursuing an Apprenticeship at Stratford Works. He recalled that late in 1941 he was called upon to attend to a tender hot-box on this particular locomotive. Later in conversation with Bob Todd - a long time member of both the Stephenson Locomotive Society and the RC.T.S., he recalled seeing this locomotive traversing the North London line at that time. These two observations made by people unknown to each other are almost certainly related and it seems probable that this particular representative of the class made at least one revenue earning journey to London after its arrival at Doncaster.
A further interesting and personal observation was passed on to me by another R.C.T.S. member known to both our Secretary and myself. He told me that towards the middle of the war he was at Neasden Shed one winter's evening when out of the gloom arrived Windsor Lad to take coal from the coaling plant. To this day he has never been able to find out how this particular locomotive came to be there. The only plausible explanation I can offer is that it had been at Doncaster for overhaul or repair and was used to fulfill a duty whilst awaiting dispatch north. Pre-war Doncaster used to do this regularly, the locomotives being serviced before their return at Top Shed. For a locomotive of this type to appear at Neasden was not just unusual, it was unheard of
Editor was somewhat puzzled by the last sentence concerning the appearance of A3 Pacific locomotives at Neasden, so he contacted Eddie Johnson, who is the author of Locomotives of the Great Central and an authority on the G.C. main line between Manchester and Marylebone. He confirmed that A3 Pacifies regularly worked the line before and during the war although he did not know where Windsor Lad was normally allocated. Upon Johnson's suggestion, he contacted Chris Hawkins, who also confirmed Eddie Johnson's comment. This locomotive was allocated to Haymarket shed in 1947, and if this had been the same during the war, then the appearance of a Scottish Area Pacific on the former Great Central lines was unusual but certainly not unknown.
A further statement perpetuated by a number of writers concerns the Gresley Silver A4s and the fact that they are reputed to have been painted black early the war. Whilst this statement may be true of those class members at Top Shed it did not apply to the fourth member of the quartet based at Gateshead. I am sure other Group members will be able to confirm this, for my part I can say that I saw Silver King still in silver livery as late as early November 1944. On the day in question, a Saturday, it worked the normal Gateshead diagram commencing with the departure for Carlisle at 06.20.
For North British enthusiasts there is another interesting observation concerning a 'Glen', while I cannot in this case confirm its authenticity I understand that in 1944 a member of this class was seen as far south as York.
John McGregor of East Kilbride takes me to task about an error in Issue 39, page 10 "The West Highland Line" when I inserted 'modem technology' instead of modern Inverlochy'.
He submits a selection of copies of telegrams of late July 1894 which illustrate what a rush it was to have the West Highland ready for opening that August. These extracts are by courtesy of the Scottish Record Office, West Register House, Edinburgh-
McDougall (NBR Goods Manager) to Conacher (NBR General Manager) 27 July. 'There are over 400 wagons ashes under load for West Highland Rly. Waiting your further instructions.'
'Loading has been stopped at all points'
Forman (Engineer) to Conacher 27 July 'Lucas & Aird (Contractors) report supply of ashes stopped.
Said to be by your orders.
Unless supply resumed immediately road will not be ready for Inspector on Thursday'.
Conacher to Forman 27 July
'Granger (Lucas & Aird's Engineer) asked me to reduce number of engines to five and loading of ashes has been reduced accordingly, and there are over 400 wagons now ready to go forward and you may have them if you want'.
McDougall to Conacher 30 July
'We delivered 142 wagons of ashes to the West Highland Rly. yesterday at their request have arranged to give them 100 wagons per day for the rest of the week'.
Forman to Conacher 31 July
'Blue (Lucas & Aird's Engineer) telegraphs Granger, wires me.
Can you possibly send 72 trucks ashes daily instead of 36.
To do this I want another loco.
Will you arrange'
Jim Page sent two photographs and requests assistance from members to pinpoint the locations. The first is a copy of an old picture postcard and comments that the type of structure used by the N.B.R. in such locations as St Fort and West Newport.He points out the gable just visible in the top right hand corner which might help identify the station. The second photograph shows Class G.9 No.9475 sometime in the 1930. He draws attention to the N.B.R. practice of laying wooden boarding as a platform surface, known examples being found at East Newport in North Fife.In the mid 1950s the boards were covered in an asphalt substance, which didn't wear well. He concludes with words of praise to Sandy Maclean and John Smith for the Journal Index, as indeed do several others, finding it useful. Replies to the locations care of this address.
Iain Rice was intrigued by the Aberfoyle Branch notes in Issue 40. He requests George Robin (or anyone) to come up with the relevant track plan. I have frequently found that this request is made after an article on a particular location stirs someone into action, and although photographs are extremely useful, they sometimes fail to show everything. I would appeal to anyone who supports these views to submit plans and details, particularly concerning the smaller stations and branch lines, for inclusion at a later date.
Marshall Shaw (page 31) writes at length about several items from recent Issues of the Journal, as follows:
'STORES TRAIN. My thanks to Sandy Maclean for an erudite article in response to mine in Journal 39, which answers many of the queries I had about original drawing references and where these can be viewed. I am. however, a little confused as to the reference to Stores Van No. 2., which I note was accorded the passenger Brake Van Fleet No.296, but which is subsequently referred to in the article as '239'. I was also puzzled as to the reference to 'vestibules' at the sliding-door end of these three vehicles. As there was no suggestion or reference to there being a linking corridor connection on the drawings viewed. I had assumed that the purpose of the end door was to facilitate end loading in bays at the Depot, and that these would be locked whilst "on the road" to prevent accidental opening and accidents. All off-loading would be carried out at the various ports of call through the side doors onto the platforms.
The suggestion that the first vehicle may have been intended as a postal vehicle is interesting, but as the N.B.R. had at least two (maybe more) vehicles specially built for this purpose running concurrently, I hardly feel that more would be required, especially as the designs were considerably different. Their use as newspaper vans would similarly be superfluous as a number of Passenger Brake Vans had been converted specifically for this purpose, and were so marked. As the original drawings viewed showed passen- ger type wheels, tie rods, long pattern buffers and screw couplings, one would assume that the vehicles were vacuum braked as well and hand-braked. but not having seen the relevant underframe drawings, I am unable to confirm this. I also wonder why safety coupling chains were fitted at this late stage while these were being phased out on passenger stock. Any further informa- tion would be gratefully appreciated.
Foreign Service (page 32) The photograph of locomotive 176 in wartime service in France or Belgium during the First World War was very interesting, and shows the engine after it was rebuilt in July 1913. Designed by Matthew Holmes, it was built at Cowlairs Works in April 1890, rebuilt in 1913 and, together with 24 sister engines of the class (N.B.R. Class C, later L.N.E.R. Class J.36) it was requisitioned by the Railway Operating Division (R.O.D.) of the War Department in October 1917, and was returned to N.B.R. service in May 1919, when it received a major overhaul to make good war damage and alterations. In commemoration of its service, it was named French after the General of that name. Other locomotives were similarly accorded commemorative names (see article "Class C Locomotives in France 1914-1918" by our late member Alan G.Dunbar in Journal 14, page 12 for full details). It became L.N.E.R. No.9176 in 1923, later 5217 in 1946 and 65217 on nationalisation in 1948, where it was classed as B.E. Class 2F, Route availability RA3., eventually being withdrawn from service in October 1962, after some72 years of hard work. They certainly built them to last at Cowlairs!
Brake Third Carriage. The photograph of the Bogie Brake Third on page 23 is of a vestibule three compartment corridor vehicle to Diagram 77 (1920 book) built during the Reid era at Cowlairs c1906. It had steel solebars and seating for 18 Third Class passengers and was built to G.A Drawing 689C. It originally became L.N.E.R Diagram 294B after modification, but the full history of No. 3414 (originallyN.B.R 414) is not known to the writer. I have been told that the location of the photograph -(my copy is Real Photographs Co. No.L2038, now issued by Ian Allan Ltd) is Queen Street Station, Glasgow, date not known.
Aberdeen Service The thumbnail sketches of carriages following the "Atlantic" locomotive depict carriages built specifically for the Aberdeen Block Trains, mainly in 1906/7 and are (left to right) Diag.72 Bogie Third Corridor, Diag.70 Bogie Composite Corridor, Diag.72 Third, Diag.71 Bogie Corridor Full Brake, Diag.70 Third, Diag.72 Composite and Diag.71 Brake. In later years, these carriages became more widely dispersed over the N.B.R and L.N.E.R. system. but remained mainly in the Southern Scottish Area of operations.

Iain Rice. Kit review.  32-4

Issue 43 (April 1991)

A.W. Miller. W. Marshall Shaw. 3
Obituary of Archie Miller who lived in East Kilbride. Died in January 1991. Retired solicitor. Founder member of Study Group and drew up its Constitution. Native of Kirkcaldy. 4mm model railway.

The 'Ile Inspector'. 4-8
James Dobson, Driver, Eastfield.
The article North British footplate days was not written by 'Ile Inspector', but by J[ack].M. Craig who was a friend of Jimmy Dobson. David Dobson was the son of Jimmy and was a driver at Eastfield, then Running Foreman and latterly an Inspector in Glasgow,

Issue 46 (December 1991)

Alan Simpson. The Kirkcaldy & District Railway: an overlooked line. 7-11
The only intermediate station was at Auchtertool. Line opened iin 1896 and closed completely in 1960.

G.W.M. Sewell.  Some early North British brake vans. 12-17.
Design went back to Wheatley (without any form of heating) and was modified by Drummond, Holmes and Reid.. Contains diagrams and photograph of ones used on Kipps Incline.

Bill Lynn. Goods train alterations, Border Counties Section. 1918. 18-19
From 22 July 1918: actual timetable.

Alan Simpson. N.B.R. trader's wagon register. 20-1
Lists held in Scottish National Archives in manuscript form only partially transcribed: cover from 1885

David Goodwin. Model kit review. 22-3
Parkside Dundas four-plank open wagon with side doors

Book reviews.  23-4

Scottish steam album. Brian Morrison. OPC/Haynes. Reviewed by Arnold Tortorella.
271 black & white photographs

Early railways of the Lothians. M.J. Worling. Midlothian District Libraries. 64 pp, Reviewed by Bill Rear.
Well received.

Bob Read. How the N.B.R. was still remembered. 24
North British names recycled by British Railways on steam, diesel and electric locomotives

4-4-0T No. 1429. 28 upper
See letter in 81 page 29 which relates to No. 1427!

0-6-0 with 10-ton brake van No. 166. 28 lower
See letter in 81 page 29 which notes that 0-6-0 was a Holmes 17-inch Goods

Issue 47 (March 1992)

 Reid's inspection saloon. front cover

James F. McEwan [Obituary]. 3
Death of Jim McEwan on 8 December 1991. He passed away peacefully in his chair that Sunday and we in the North British Railway Study Group have lost a good friend and a man who contributed considerably to our knowledge of the Railway. Jim had worked with  a firm of Steel Stockholders in Coatbridge for many yeas. His knowledge about the railways of Scotland and Ireland and the output of the Scottish locomotive works was encyclopedic, and if you were a true enthusiast there were no lengths that Jim would not go to give you assistance in research and information. There are no books on Scottish Railways worth reading that do not have grateful acknowledgement to Jim McEwan. In fact one such book was dedicated to him.
He was one of the gradually diminishing band who could remember precisely the liveries of them old pre-grouping companies. He was always welcome amongst the Management of the.railway installations and workshops, and had many friends over many years amongst professional railwaymen.When Jim McEwan put something on paper, then you could accept it as gospel. His one great contribution to the written word was the series he did for The Locomotive which gave the detailed history of the Locomotives of the Caledonian Ry. These articles are like gold and many people regret that they have missed out one or two issues.
He was a contemporary of Alan Dunbar, John Thomas and David Smith and our own Tom Lindsay, who knew Jim before the war.
Jim was not only a father, but a grandfather and a great grandfather. He had been a widower for several yearn. He had a lifetime interest in that great Glasgow Institution the Boy's Brigade and had been for many years a Captain in that Organlsation. A lot of younger people in the various Societies and Groups have good reason to be thankful for the help so freely given. There was a considerable turnout from the Caledonian Railway Society and the North British Railway Study Group, to pay their last respects to a man who is mourned and will be greatly missed. Our respects and condolences go out to his family. John A. Smith.

G.W.M. Sewell.  Reid's inspection saloon. 4-5.
See front cover for illustration. Built in 1909/10 on 49 ft coach frame with gas lighting and cooking.

Andrew Hajducki. Luffness Golf Platform. 6
Gullane branch

Arnold Tortorella. Goods to Berlin. 7-9.
In 1884 Keddie, Gordon & Co., a Galashiels tweed manufacturer despatched a bale of tweed to Berlin via Grimsby. The shipping agent, John Sutcliffe & Son refused to accept the bale for onward transhipment as it had been damaged in transit and returned it to Galashiels for repair. It was then sent to the customer in Berlin. Oppenheimer & Grabowsky who refused to accept it due to ther delay. Keddie, Gordon & Co. sought recompence from the railway company, but had to take their case to.appeal as the North British one the first case.

Jim Binnie. North British Railway locomotive headlamp codes. 9-16.
Clearly illustrated by diagrams. Arrangements as from 1 March 1898; from 2 March 1914; and from 2 October 1922. Arrangements for North Eastern Railway locomotives working over NBR; and for working over West Highland line and the Mallaig Extension in hours of darkness.

Euan Cameron. Early brake vans. 17

G.W.M. Sewell. Livestock traffic on the N.B.R. 18-25.
Page 18 appears to be missing from pdf copy (mentioned in contents listing) but most of diagrams are present. One of the diagrams shows cattle wagon modified to carry army horses for troopers: officers' horses were conveyed in horseboxes.

Issue 48 (June 1992)

Alan Simpson. The Francis Colliery branch. 3-5.

Stewart J. Clinton. North Queensferry Goods Station. 6.

G.W.M. Sewell. Early brake vans: comment, correction & caution. 7
Refers back to contribution from Euan Cameron and to article by Sewell

Norrie Monro. British Army Mobilisation, 16th August 1914. 8-15.
North British official documents: Special Traffic Notices and timetables covering both routes to England with trains off Highland Railway via GNoS from Inverness and even Dingwall

G.W.M. Sewell. North British horse boxes. 16-19
Includes diagrams and photograph of one vehicle damaged in an accident

Alan Simpson. The railway signal at Kirkcaldy Harbour. 20
See also front cover photograph

W. Marshal! Shaw. Midland Scottish Joint Stock Carriage 1879 to 1898. 21-4
Much of information from R.E. Lacy and G. Dow Midland Railway carriages. Wild Swan, 1988.

John A. McGregor. Crossings on the West Highland. 24-6.
Booked crossing points on the long single track line at Ardlui, Criamlarich and Spean Bridge

John A. McGregor. Lucas & Aird Pug at Fort William, 26
In the final stage of constructing the West Highland 27 contrsactor's locomotives were in use

Staffing Levels at NBR sbeds. 1909. 27.
Drivers, firemen and cleaners: most at Eastfield; then St. Margarets.

Letters received. 27-8

Marshall Shaw, Group Archivist listed documents donated by Alan Simpson

Issue 49 (September 1992)

Alan Simpson. The Scottish floorcloth and linoleum industry. 4-12
Michael Nairn founded the industry in Kirkcaldy in 1828 basing it on heavy canvas used for sailcloth and tarpaulins. Linoleum was first produced in England in 1863 by Frederick Walton, but when his patent expired Nairn & Co. took up production. The North  British Railway built special six-wheel wagons for transporting floorcloth. There were also special linseen oil tank wagons. . Nairns became sufficiently large to generate its own electricity at a power station in Sinclairtown and the coal was brought in by rail. Barry Ostlere & Shepherd, Nairn's main competitor also built its own power station. 

Norrie Monro. Further notes on military traffic over North British lines. 13-14
Official instructions relating to mobilization in August 1914. WW1.

A.A.  MacLean. Rolling stock arrangements for the Volunteer Review, which took place on Thursday 25th August 1881. 15
In Holyrood Park, Edinburgh

A. Noble. Locomotives of the North British Railway – a classification system. 16-20.
NBR Study Group classification which is more detailed than that adopted by LNER

[Linseed oil tank wagon owned by Michael Nairn & Co. and built by Hurst Nelson & Co.]. 20

David Stirling. A Monkland survival. 21-3.
These single lines were worked by block instruments but without tablets or tokens.

A. Noble. 7mm wagon kit review. 23
Of NBR dumb buffer 6 ton coal wagon, 10 ton timber truck and small hopper wagon; supplied by George Dawson of Majestic Models of Braunstone. Main criticism hopper too wide and white metal couplings weak. See also Issue 50 page 39

A.A.  MacLean. North British Railway gas tank wagons. 24
All of the twin tank variety.

Ed. Nichol. Early days on the Montrose & Bervie branch. 25-7.

Issue 50 (December 1992)

D30 No. 62423 Dugald Dalgetty at Humshaugh on passenger train in 1950s (colour). front cover

Alan Simpson. The East Neuk of Fife Line. 4-17.
Formed from independent railways which were gradually acquired by the NBR. The St. Andrews Railway opened on 1 July 1852 and connected St,. Andrews to the Edinburgh Perth & Dundee Railway (which worked the line) at Leuchars, The EPDR was acquired by the NBR on 29 Jly 1862. The line was absorbed into the NBR on 1 August 1877. The Leven Railway connected Leven with Thornton. It opened on 3 July 1854 and was worked by the EDPR. The East Fife Railway extended the railway to Kilconquhar on 8 July 1857. On 22 July 1861 the lines amalgamated. and became known as the Leven & East Fife Railway. Anstruther was reached on 1 September 1863. The line merged with the NBR on 1 August 1877. The Anstruther & St. Andrews Railway opened to Crail and Boarhills in September 1883 and through to St. Andrews on 1 August 1877. It was not absorbed into the NBR until 1897.

G.W.M. Sewell. Observations on the design of North British coaches. 18-23
Part 1: the four-wheel era. Three diagrams (side & end elevations & plans) depicting contractor-supplied third class of 1867; Drummond first class of 1877 and Holmes design tghird of 1888

John M. Hammond. The trials, travels and travsails of Wartime service. Longtown signalbox in World War II. Part III. 24-8.
Engine failure as recorded by the signalmen R. Graham, F. Blythe and D. Stewart in the Occurrence Book. Notes that Vince Parker was the Shed Foreman at Canal. Locomotives were mainly LNER (K3, D49, A1), but also WD 2-8-0 and LMS 8F 2-8-0

A.A. Maclean. North British Railway locomotive list - 1920. 29-31.

Hurst Nelson & Co. Ltd. 31
Advertisement which includes illustration of NBR bogie first class passenger coach. Not dated

Euan Cameron. The Abbotsfords and their stepchildren. 32-6
In the last letter which  Cameron was privileged to receive from James F. McEwan, discussing some of these points, there was an interesting piece of hearsay. McEwan wrote on 23 August 1991: "Your comment about the NBR 574 class brought to mind a remark made hy an uncle to the effect that when the Coast Bogies [=the Drummond CR Class 80 4-4-0s] were being designed at St Rollox a Cowlairs drawing was used as a basis and this could wel! have been the same one of the tender version of the three Helensburgh 4-4-0T. " The CR 80 Class was described fully in The Engineer for 13 April 1888. Comparison of the CR "Coast Bogies" with the "Museum" drawing does reveal some very obvious differences: the Caledonian engine had 5' '9" wheels, and its 18" x 26t" cvlmders were inclined at 1 in 10 rather than horizontal. Its boiler was smaller by an inch each off the diameter and barrel length than the type used on the NBR 17" cylinder classes. However, there were similaritics too: the wheelbase of 6 '6" + 6''7" + 8'0" was identical to that of the "Museum" 4-4-0 and the 494 Class tanks; the firebox was the same length at 5' '5". The smokebox at 2' 10½" long inside was nearly identical. In this respect at least Drumrnond had not forgotten the idea of the smaller 4-4-0. It seems quite reasonable then to trace the ancestry not only of the Holmes 574 Class, hut also of the CR "Coast Bogies" and their descendants the LSWR KlO Class, back to these Cowlairs drafts of c.1880 It is ironic, though, that the model in the Royal Museum of Sotland, such a splendid relic of the otherwise extinct Drummond N.B.R. designs should 1n fact depict a locomotive class which was never built at all in full size.

Norrie Monro. Origins of the North British Railway. 37-8
A chronology listing the companies which formed, or were absorbed by the NBR

Letters received. 39.
Allan R. Cameron had written about colour used on cover and hoped that it would revert to NBR bronze green. Also criticised clarity of lettering used on maps. George Dawson of Majestic Models had written about 7mm wagon kits  noting that brass had replaced white metal for the couplings and further observations on the kits.

Issue 51 (March 1993)

Andrew Hajduki. From Smeaton to Hardengreen. 4-9.

Bill Rear. Three North British journeys. 10; 11
Based on John Maxwell Dunn's Notebooks. Dunn's 1920 hholiday was spent in Scotland with his male friend Joe Shervington and they timed trains on which they travelled. On 4 August 1920 on 09.30 from Carlisle to Edinburgh hauled by Atlantic No. 901 St. Johnstoun; then onward to Dundee behind No. 874 Dunedin; and on 7 August on 09.33 from Dundee to Glasgow Queen Street on stopping train which ran via Dunfermline Lower and Forth Bridge hauled by Scott No. 423 Quentin Durward.

G.W.M. Sewell. Observations on the design of North British coaches. 12-18.
Six wheel stock was built under Drummond and Holmes. Includes diagrams (side and rear elevations and plans) of Holmes six wheelers with flexible central axles and Mansell wheels; some with corridors and lavatory accommodation; and the first class with luggage lockers and some of the third class with lavatories

Paul Rees. Memories of a country stationmaster. 19-22.
At Belses.

Edinburgh Waverley Station in 1925. 23
LNER Publicity Department plan with key,

A.A. Maclean. Norrth British floorcloth wagons. 24
Includes a side elevation diagram

Book review. 25
North British Railway in Northumnerland.  W.G.M. Sewell. Merlin Books

Issue 52 (June 1993)

W. Marshall Shaw. North British Railway wagon stock. 4-8
The NBR did not possess a Diagram Book but did produce individual sheets which are housed in the Scottish Record Office. The LNER was more organized and produced records for the Scottish Southern Area which in 1938 were transferred to Holerith punched cards. Tables enable conversions between the ststems to be made.

G.W.M. Sewell. Observations on the design of North British coaches. Part 3. Unusual vehicles. 9-15.
First British railway to use sleeping cars, albeit known as sleeping carriages as shown on drawings. The first was introduced in 1873 — the conversion at Cowlairs of an Ashbury's carriage. There was a lack of privacy and bedding was not provided. In 1885 Holmes introduced two sleeping carriages Nos, 471 and 472. They were conversions of Wheatley saloons and were evntually fitted with gas lighting and the Westinghouse brake. Holmes built three corpse vans which were more like four wheel goods stock, but with Mansell wheelsa and improved buffers and drawgear to enable operation on passenger trains. The prison van was intended for traffic to Peterhead and had spartan accomodation for the inmates and better seating for the warders. The three six-wheel Post Office tenders were fitted with apparatus for picking up and dropping off mail bags

Alan Simpson. Collieries in Fife, Kinross & Clackmannan in 1921. 16-17
Information (data) extracted from North British Railway publication List of goods stations, mineral weighing stations, also collieries, works & sidings.

Arnold Tortorella. Livstock to Newcastle. 18-21

Charlie Meacher. 'Nicknames'. 22

Scottish Industrial heritage Society, Innocents at work: a recording exercise on the former Edinburgh & Dalkeith Railway. 23-7.
Detailed field work on St. Leonards Tunnel, with Mason's marks on its walls and the Braid Burn skew cast iron girder bridge. Very full list of sources.

Letter received. 27
Alan Mackie on Frances Colliery branch

George R. Barbour, Esq., Scottish Records Office: an appreciation. Marshall Shaw. 28
Was due to retire in October 1993. Joined the SRO in the mid-1950s after National Service in the RAF, having qualified as a lawyer. Responsible for acquition, sorting and cataloguing railway records when they were ejected from Waterloo Place.

Issue 53 (September 1993)

Ed Nicoll. The North Queensferry branch. 7-8.
Dunfermline to North Queensferry.

G.W.M. Sewell. Observations on the design of North British coaches. Part 4: bogie coaches, standard stock. 9-

Issue 54 (December 1993)

David Stirling. Passengers on the East Fife Central line. 4.

Steve Daly. The police of the North British Railway and its constituents. 5-8

North British Railway Company. M No. 5152. 9-11
Notice to Station-masters, Inspectors, Engine-drivers, Guards, Signalmen and others. Raids by hostile aircraft—warning and lighting arrangements. Circular from W.F. Jackson, General Manager dated 9 March 1916. Cnncelled M 5065 of 15 June 1915. Facsimile

Euan Cameron. Thomaas Wheatley' 420 class 4-4-0s: notes and a drawing. 12-15.

W. Marshall Shaw. Midland & North British Joint coaching stock. 16-19

William E. Boyd. The Diver. 20-1

Issue No. 55 (June 1994)

John McGregor. The Glasgow & North Western Railway. 4-9
The planned railway started from a junction at Maryhill, with a branch from Milngavie, ran by Mugdock and Craigallian to Strathblane; thence croassed the Forth & Clyde Junction Railway near Drymen reaching Balmaha on a causeway and embankment yhen ran up the east side of Loch Lomond cutting a relatively straight route through bay and headland. At Inversnaid it began to climb thus easing the ascent through Glen Falloch. The proposed junction with the Callaner & Oban Railway was not at Crianlarich, but at Tyndrum. From there in followed what has become the A82 to Bridge of Orchy znd then along the southern shore of Loch Tulla and via the rivers Tulla and Ba across the western edge of Rannoch Moor to Kinghouse and through Glen Coe where avalanche shelters would have been required. Loch Leven was crossed at the Dog Ferry Narrows Fom here the shore of Loch Linnhe was to be followed to Fort Wiiliam. Initially, the railway was to round the back of the town, but the Burgh wished the railway to go along the shore. The railway would then have followed the southern edge of the Great Glen. including Loch Ness, to terminate in the Highland Railway station in Inverness. There was pressure to adopt the northern shore of Loch Ness, but the wole scheme failed to reach maturity, although parts were evident in the eventuual West Highland Railway

G.W.M. Sewell. Observations on the design of North British coaches. Part 5. Bogie coaches, West Highland and allied stock. 10-16
Includes both the original Holmes saloons and the Reid vehicles of 1911: regarded as a prestige line which required high qulaity rolling stock

Ed. Nicoll. Proposed economies on the West Highland Railway. 17-19
Long Section Tablets to enable some signal boxes to be closed for part of the day. Locations identified included Row, Spean  Bridge North, Banavie Junction and Fort Augustus. C.H. Stemp instigated these measures from 1911, and in 1921.

John McGregor. Lord Burton's journey over the nearly completed West Highland Railway, on 6th March 1894. 20-3.
Written by William Walters oof Burton-on-Trent describing Lord Burton's journey courtresy of the contractors Lucas and Aird wiith the latter in attendance

Ed. Nicoll. 1894 Inspection Reprt by the Board of Trade of the West Highland Railway. 23-8
Full report by F.A. Marindin

Book review.  28

The Haddington, Macmerry and Gifford branch lines. Andrew M. Hajducki. Oakwood Press. 248 pp. (OL 90). Reviewed by Bill Rear
Excellent quality of production: 'must' for any North British historian

Issue No. 56 (September 1994)

John McGregor. Notes on the construction of the West Highland Railway. 4-8.
Communications between the contractors, Forman and McCall, and the North British Railway including Conacher and  Mogg and Colonel Marindin, the Inspecting Officer for the Board of Trade

Nigel Digby. Some comments on N.B.R. locomotive livery from an outsider. 9-10.
Nigel Digby is an authority on the Midland & Great Northern Railway and had been requested to supply colour paintings of North British Railway locomotives for the British Railway Modeller. The MGNR like the NBR had an unusual livery (KPJ enjoyed the too brief vision of a Coast Hopper bus in MGNR livery, and the preserved Glen and they shared much in common: he has not seen the British Railway Modeller).  Nigel notes the difficulties of interpreting contemporary observers' remarks and the relatively limited range of materils used to paint locomotives prior to WW1. Digby observes that A.W. Miller's contributions to researches on NBR liveries are comparable with those of Alan Wells for the MGNR

W. Marshall Shaw. The first N.B.R. locomotives. 10
R. & W. Hawthorn engineering drawings for NBR 0-4-2 tender locomotive No. 26 supplird in 1846. Drawing held in Newcastle Central Library in the Local History  Colllection

G.W.M. Sewell. Observations on the design of North British coaches. Part 6. Chassis and running gear. 11-15

G.W. Hewit. Stone sleepers on the E&GR. 16.
Near Ratho (forming part of wall)

Ronald J. Cockburn. North British Railway peaked roof wagons. 16-19
Drawings (diagrams) of wagon No. 762607: 8 ton mineral wagon converted to refuse wagon (or lime or offal wagon)

Alan Simpson. Camping coaches & camping apartments in Scotland:- 1959. 20
Locations on former NBR and the other pre-grouping companies

Piershill Junction and other accidents July to September, 1929. Ministry of Transport Report. 21-5
Whole document reproduced: hence begins with fatality of guard at St. Margarets in Hertfordshire on 22  August 1929; followed by collision at Piershill Junction on 7 August 1929 between a light engine and a passenger train caused by the failure of the light engine to obey signals: Colonel E.P. Anderson reported. Charles Campbell reported on three accidants to staff, one of which was a fatality: all were on LNER lines in Scotland.

Letters. 25-6
John Rapley request for information on Thomas Bouch
Andrew Munro: Frances Collier branch: worked by J35, J36, J37 and J38: last slipped badly due to salt spray from Firth of Forth. J37 best suited due to lever reverse. Sometimes Colliery pug had to assist
East Neuk of Fife Line. Sometimes largest LNER engines worked as far as Leven including A3, A4, V2, B1, D49 and Stanier Class 5 

Issue No. 57 (December 1994)

R.W. Lynn and G.W.M. Sewell. Military logistics on the Northumberland branches. 4-9.
Ottersburn artillery ranges served via Reedsmouth

Euan Cameron. The Edinburgh - Glasgow brake trials of 1876. 10-17.
The trials were conducted under a committee chaired by Willam Cowan, Locomotive Superintendent of the Great North of Scotland Railway, and members: James Stirling, Locomotive Superintendent of the Glasgow & South Western Railway, J. Haswell chief locomotive assistannt  North Eastern Railway and W. Barton Wright, Locomotive Superintendent of the Lancashire & Yorkshire Railway. D.M. Yeomans represented the Smith simple non-automatic brake and George Westinghouse his air brake system

G.W.M. Sewell. Observations on the design of North British coaches. Part 7. Brakes. 18-24.

Jim Greenhill. Nominally North British? 24
Personal reflections on his own surname and that of his Mother's maiden name Waldie noted on a wagon at Haymarket. Greenhill Junction is between Glagow Queen Street and Falkirk and linked to the Caledonian towards Larbert. The Caledonian had a Greenhilll station.

W. Martin Shaw. Enquiries. 25

Issue No. 58 (March 1995)

R.W. Lynn and G.W.M. Sewell. A serious accident on the  Northumberland Central. 4-9.
On 3 July 1875 a Rothbury to Morpeth mixed train hauled by an 0-6-0 became derailed near a culvert near Scotsgap due to a broken drawbar in one of the wagons which were ahead of the passenger coaches. There were four deaths and ten passengers were seriously injured. The inquest attempted to place blame on the guards for not suffiiciently inspecting the wagons, but Col. F.H. Rich who reported on 12 July did not support this and only recommened that wagons should be behind the passenger vehicles.

Martin Smith. The Waverley route in the 1950s. 10

G.W.M. Sewell. Observations on the design of North British coaches. Part 8. Bogies. 13-21.

Alan Cliff. A tale of two rule books. 22.

Francis Voisey. Two accidents. 23
Reports in The Times of 10 June 1876 of accident on 9 June when derailed wagons, due to a broken drawbar, led to them being struck by the  08.35 express from Edinburgh at Queensferry Junction. The Times of 25 September reported an accident which occurred early on 24 September when a freight was derailed due to a broken axle between Cockburnspath and Innerwick. Trains had to be diverted via Kelso.

Reviews. 23; 24
First four Issues of Archive reviewed and found to be "a high class journal which cotains a wealth of knowledge and information" and is "very well planned and thought-out".

Arthur Tortorella, Storage fascilities for the LNER. 24
On 15 July 1924 the LNER sought to  arrange accommodation at Paisley Canal goods sstation for the storage of old books and papers in pursuance of an agreement reached between the NBR and G&SWR (the latter made during its amalgamation Acts of 1865 and 1869)

Issue No. 59 (June 1995)

Alan Simpson. The West of Fife Section of the North British Railway. 4-14
The West of Fife Mineral Railway was incorporated on 14 July 1856 and served pits most of which closed in the 1920s and 1930s when coal mining was concentrated at larger collieries. Townhill, Muirheath and Rosebank Collieries closed. Lilliehall Junction. Branches to Gask and to Balmule

Cathel Kerr. Cowdenbeath to Perth. 15-18
Closed to cheapen the cost of an excessively expensive motorway (M90): greatly limited railway travel from Fife to Perth and the Highlands and subsequently ameliorated by redeveloping the railway from Kinross Junction to Perth

G.W.M. Sewell. Observations on the design of North British coaches. Part 9. Carriage trucks. 19-27
Four and six wheel vehicles to be capable of operating as part of passenger trains to convey private road carriages. End loading was an important feature and the need to provide chocking.

Letters received. 27-8
Alistair F. Nisbet abstract of train schedules on Lochty branch from Scottish Region Sectional Appendix and Working Time Tables for Class K train to operate only during daylight hours
Jim Greenhill. Post Office sorting tender in Fife. East of Fife Record 28 September 1888. Agreement had been reached with NBR which should accelerate delivery of letters in Fife
Jim Greenhill. Glasgow & South Western Railway fog signal detonater container
John Ropley. Carriage bogies. Cites Ross Winans as inventor of passenger car bogies (via Marshall) and Richard Boyse Osborne as instigator of such to British Isles (via Captain Simmons of the Railway Inspectorate and the Waterfiord & Limerick Rly (since overtaken by Grace's Guide!))

Book review. 32
British Railway Bridges and Viaducts. Martin Smith. Ian Allan Publishing. 176 pp.
Martin is to be congratulated on producing an excellent work covering an under-documented area. The bridges and viaducts are listed in chronological order, spanning the years 1825 (Gaunless Bridge, West Auckland, County Durham) to 1981 (Queen Elizabeth II Bridge - Newcastle Metro). Usefully there is also an alphabetic index.
In most cases each structure featured contains details of the design, cost and original ownership, together with key details regarding the type, materials and length. This is followed by a narrative containing much interesting detail and often giving other principal dimensions and statistics.
It is to be noted however that contrary to the claims on the dust-jacket there are no line drawings or plans of any of the structures featured.[The recommended work for modelling purposes therefore remains Bridges for Modellers by L.V. Wood. OPC 1985