North British Railway Study Group Journal
Newsletter until No. 18)

Issue 7 (February 1980)

The locomotive duplicate list. [7-8] (numbered 1 and 2).
In common with many other companies the :N.B.R. adopted the system of adding the letter A as a sutfix to the running number to denote engines on the duplicate list, the letter being placed under the number on both the number plate and on the front bufter beam. 'l'he first engines so done, in 1873, were No. 113, a Hawthorn 0-4-0 passenger engine of' 1847 inherited trom the Edinburgh, Perth & Dundee Railway and No. 255, a similar but even older engine from the same manufacturer supplied to the Edinburgh & Glasgow Railway. 'I'here were two engines which carried the number 321; firstly a 2-2-2 well-tank built at St. Margarets in 1856 and put on the duplicate list in 1874 but withdrawn the following year, and secondly a Wheatley 0-6-0 saddle tank buiit at Cowlairs in 1874 and duplicated in 1887. 'l'he number 312, however, had both an A and a B suffix, 312A being the famous "Cab" engine inherited from the E.&G. Rly but which had originated on the Caledonian & Dumbartonshire Junction Rly as an example of the Adam's patent locomotive-and-coach built in 18?0 by Neilson & Co. With the passage of time this system of denoting engines on the duplicate list became untidy and in 1895 it was decided to adopt a new system. The eight engines put on the duplicate list in that year (Nos. 211-18, outside framed 2-2-2s by Beyer Peacock for the E.& G. Rly) were renumbered 801-8, and the seventy four engines still in existance on the A list were renumbered 809-882, though not in any special order. In 1896 a further nine engines were added and six more in both 1897 and 1899 by which time the highest number in use was 903..
By 1899, however, the numbers required for engines on the capital list, in spite of filling vacant numbers lower down, were approaching the eight hundreds. Plans for the completion of the order for Holmes ' 0-6-0s (later L.N.E. class J36 ), a further six engines of the 729 class (D31) and 40 0-6-0 tanks (J83) to be built in 1900/1 would require running numbers up to 834, and so it was decided in 1901 that the entire duplicate list should be renumbered by the addition of 200 to the existing number so Nos 801-903 became Nos 1001-1103. 'l'hirteen engines numbered in the 800s had, however, been scrapped in tbe meantime and there is no evidence to show that a further 18 engines were ever actually rentunbered in the 1000s. After 1901, there:fore, all engines put on the duplicate list were numbered in the 1000s. While the numbers in the 800s were never used. for more than one engine, it was the practice between 1901 and 1910 to re-use lower numbers as these became vacant; thereafter it seems the idea was abandoned and numbers were allocated in continuous order. Between 1903 and 1922 a total of' 451 engines were put on the duplicate list, but about ten of these appear to have been scrapped before actually being renumbered. One engine, acquired in 1915, was put directly onto the duplicate list and in 1923 the North British handed over to the L.N.E.R. a total of 1074 steam engines, of which those on the capital list were numbered oetween 1 and 926 and those on the duplicate list (200 engines) between 1011 and 1471.
While it was the usual practice to transfer an engine to the duplicate list when it had been written off in the accountants' books, there were some glaring exceptions to this rule in the case of the 0-4-0 saddle tanks (later class Y9). Eighteen of these engines, varying between 5 and 18 years old, were put on the duplicate list between 1896 and 1899 to clear certain numbers on the capital list. Eleven of these now vacant numbers were subsequently filled by newer engines of exactly the same class, and in one case the replacement Y9 was scrapped by British Railways before the one which had been put on the duplicate list to free the number.
Most engines' on the duplicate list had the pre-Wheatley type of number plate which was cast brass with raised polished letters and numerals against a black background. Some numbered below 1122, however, had the Drummond type in which the letters and numerals were cut out and filled with black wax, thus reversing the contrast. In both cases the lettering was simple in outline but the numerals were heavily serifed. C.J.B.S.
Further details on the renumbering of N.B. engines can be found in Locomotl.ves of the North British Railway 1846-1882, published by the Stephenson Locomotive Society.

Issue 9 (September 1980)

Graham Dick. Leith Central station. 5 + drawing (side elevation)
Opened July 1903. Closed 1952. Train services, mainly suburban, but included the 13.20 train to Glasgow which included a Pullman car. Drawing of signal box on a separate page.

Issue 29 (January 1987)

Unrebuilt C class 0-6-0 No. 747 climbs to Forth Bridge from Jamestown Viaduct with unfitted freight. R.D. Stephen. front cover
See also A.G. Dunbar. The 'Puffer pipes'

Issue 30 (January 1987)

A.J. Mullay. The railway vrace to Edinburgh, 1901 – the N.B.R. participation. 3-6.
In association with the Midland Railway: Carlisle to Edinburgh time cut to 126 minutes on 1 July 1901.

A.A. Maclean. The mystery of 462. 7-10
Dining car No. 462 may  have been an ex-GNR vehicle. GNR No. 2970 was sold to the NBR in 1914 for £3682, but required to be modified by the removal of the Pullman gangway and Buckeye couplinng. It was used on the Glasgow to Leeds service. GNR No. 2996 was sent north in December 1923 and was initially used on the Aberdeen to King's Cross sleeping car seervice. Asks what dining car was used with the Lossiemouth sleeping car.

A.W. Miller. Drummond and the "Abbotsfords". 11-20.
476 class: Drummond inside-cylinder 4-4-0 developed for handling heavy Midland trains over the Waverley route from Carlisle to Edinburgh.

A.A. Maclean. Wagon number plates. 21

F.G. Voisey. A mishap at Wark. 21-3
16 October 1889: collision between 06.15 passenger train from Newcastle to Riccarton and a locomotive of a freight from Glasgow performing shunting. Major General C.S. Hutchinson reported on 11 November 1889 and attibuted the cause to lax working.

G.A. Davidson. The Sentinel railcars and the green and cream livery. 24
Refers to Rex Stedman of the Leeds Model Company who produced lithographs of the Sentinel railcars and appears to have the colour accurately. The model is short of one bay of windows and has the North Eastern Area No. 233; but worked in Scotland as No. 35 Nettle. Worked on Stirling Alloa; Alva services.

A.G. Dunbar. The 'puffer pipes'. 25
The photograph on the cover of the last issue of the Group Journal is extremely interesting from one point of view - the small escape of steam from the front of the cylinders. Now please do not dash off a letter to the Editor pointing out that I am wrong that could usually be the caae , as in this instance it will be correct. Most of the Holmes engines were fitted with what were called by the staff, 'Puffer pipes' fitted to each end of the cylinders, the sole purpose being, as far as one could gather, to allow trapped water to escape when the engine was standing. Of course cylinder relief cocks were fitted, operated by the footplate staff, but the pipes referred to served the purpose of allowing a puff of steam to escape while working, and the photograph in question shows this up very well. Latterly they were standard fittings, even on 0-6-2Ts built as late as 1922, but none were fitted to Reid engines such as J35 and J37 etc. which managed to get along quite well without them.
Most fitters when engaged on piston and valve ex~ination, would remove these pipes and, since they were made of steel, would have them burned out by placing them on the smithy fire. They quite often were stopped up with carbonised oil, and fire was the best method for removal. There was, perhaps, a mistaken idea that carbonisation due to oil might be a superheater steam problem, which of course it was toa great degree, but it was also present in saturated engines though not to the same extent. I often wonder how many man hours were spent removing carbon from pistons, valves, etc. during the periodical time of examination. This cleaning, added to the fitting of new piston and valve rings plus new slide valves, consumed a great deal of time and energy by the staff concerned.
I can honestly say that in my experience the puffer pipes did little to reduce the effects of carbonisation, and, in fact, I formed the idea that they were a foible of Holmes, much. like Edward Fletcher's exhaust cocks on the North Eastern Railway, so aptly described by Ahrons, that more or less did the same job. At no time, to my knowledge, did anyone from the holy of holies, the drawing office, condescend to explain how or why these pipes were fitted, and of course, as was customary with those people, probably considered that the members of the, to them, hoi poloi had no business to know. As indicated above saturated steam engines suffered less from the effects of carbonisation than those of the superheated variety, where it was a perpetual nuisance, not that the problem did not receive attention. One method adopted, which was of questionable value, was fitting what was termed anti-carbonisers. These were fittings where the oil feed pipes to both valves and pistons passed through what was termed the 'anti-carboniser' , this being usually fitted on the side of the smokebox, and consisted of a box type affair where the oil pipes from the lubricator entered one side and left the other after the oil was emulsified by means of a steam jet taken from the saturated side of the superheater header, thus utilising boiler wet steam instead of the superheated variety. At Balornock shed, C.R. 4-4-0s Nos. 82 and 83 were so fitted, but whether they deposited less carbon than took place on engines Nos. 76/7,93/4/5 is open to question since by outward appearance they were all more or less alike.
My own ideas on the subject were simple. Since the oil feed pipes passed through the ash that landed on the smokebox bottom, it was possible that this affected the emulsified oil, but it was only a guess and not proven in any way. Reverting to the subject of whether the 'puffer pipes' fulfilled the function they were intended and alleged to do, then this must likewise remain a subject for guesswork.

A.A. Maclean. Rolling stock arrangements for the Volunteer Review which took place on Thursday 25th August, 1881. 26
Working circular fior event in Holyrood Park: carriages borrowed from other railways, notably North Eastern Railway and instructions for examination at either Carlisle or Berwick.

John A. Smith. Farewell to Copelawhill. 27
Scottish Railway Museum

Letters. 27-

James F. McEwan
Re Journal 26: date of closure of branch to Balloch Pier: postponed until 29 September 1986.
Re Journal 23: Arrol-Johnston experimental vehicles of 1904  fitted with three-cylinder engines and charabanc bodies for North British Railway. After working on route between Aberlady and North Berwick were used on service fron Fort William to North Ballachulish. They were temperamental to operate.

A.W. Miller, 28-9
See Journal 29: the term "coach" was never used by the NBR: "carriage" always used. Carriage No. 57 had etched coat of arms on lavatory windows. "SMOKING" was also etched on the glass of appropriate compartments. Blue labels were also used to indicate smoking comoartments.

Issue 35 (September 1988 [June 1988])

J.F. McEwan. A signalman's memories. Part 2. 3-6.
Uncle worked at Dalmuir signal box and obsserved Edinburgh & Glasgow Railway and Caledonian Railway trains operating to Balloch and to Helensburgh. Later worked at Arrochar.

G.W.H. Sewell. Ttraffic facilities and movements on the Border Counties line. 9-11

R.W. Lynn. Border Counties signalling diagrams. 12-13.

A.A. Maclean. North British Railway coaching stock history. Part 2. 14-17.

The epistles of Peggy via J. Dixon. 18-19
Facsimile of Railway Magazine article.

J. Bruce Murray. Warehose and coal drops at Cupar station. 20-

A.G. Dunbar. Open bars. 23.
Slipper blocks on slide bars on classes J36 and N15 and difficulty of maintenance

By East Coast Route to South Africa! Courtesy J. A. Smith. 24
Advertisement from 1904 for fares to Southampton from Aberdeen, Dundeed and Edinburgh via London: on Fridays through coach provided from Aberdeen

The Glasgow Mechanic's Institution trip over the E. & G., 1862 courtesy Alllan R. Cameron. 25-7.
Transcript of account which was published in Practical Mechanic and Engineer's Magazine in 1862 on pp. 410-11. The journey is the main focus: being hauled up to Cowlairs in sections and then train assembled to be hauled by Playfair and Brindley. The views towards the Ochills and the Highlands are noted. Stops were made to inspect the Redburn and Almond Viaducts. Just short of Falkirk station the locomotives were detached to take on supplies of coke and water. Notes some of the museums, Botanic Gardens, etc which might have been visited and a dinner (served at 15.00) for the organizers.

30 puzzle corner - answers

Letters to the editor. 30

34 group notes

Issue 36 (December 1988: {November}

A.W. Miller. Further speculation about Dugald Drummond. 15-
Considers whether Drummond fitted steam-jacketed cylinders to Abbotsford class; the drawings supplied to the Royal Scottish Museum for the construction of a scale model. The drawings submitted by Drummond to the Engineer and his later (Caledonian Railway) contribution to Proceedings of the Institution of Civil Engineersfor feedwater heating, discarded pumps, and were not sorry to see them go, especially the crosshead driven ones, according to Ahrons. It was as much a question of maintenance costs as reliability. Hydraulic ram action at high speeds could result in pressures as high as 3500 pounds per square inch, in consequence there were many bursts of pumps and pipe connections. Drummond himself is reported to have stated that inconvenience and maintenance costs were the reasons for his changing over. Drummond never tried feedwater heating while with the Caledonian, and what consideration caused him to take it up again on the L.S.W.R. is a matter for speculation, but it is worth noting that on the L.S.W.R. he used steam driven, not crosshead driven, pumps.
In J.F. McEwan's series of articles in The Locomotive on the locomotives of the Caledonian Railway, he says "It is probably not so well known out of Glasgow that Drummond was not happy at Cowlairs during the seven years he was there". Nor apparently, contrary to Hamilton Ellis' version, was he all that popular with the men. Towards the end of his time at Cowlairs, there is no doubt that his relations with the Directors were not tranquil, and he must have been mindful of the fact that all of his predecessors as Locomotive Superintendent of the N.B.R. itself (i.e. excluding the absorbed companies.) had either been sacked or asked to resign. He even contrived to be in such bad odour with the powers that be on the L.S.W.R. that, following the unexpected death of R.J. Billinton, Drummond applied for the post on the L.B.S.C.R., which would have been something of a comedown. However the Brighton board considered him unsuitable on account of his antagonistic manner and uncertain temper. It was also said that he was too well known at Brighton, having worked there. There is another thing about Drummond's career that I find puzzling. Between the collapse of the Australian venture and his going to the L.S.W.R., the post of Locomotive Superintendent on the Caledonian Railway fell vacant twice. Notwithstanding the eulogies and expressions of regret which had accompanied his leaving of that company, I have never seen it reported that he was offered his job back.

Some N.B.R. paddle steamers; photographs courtesy J.F. McEwan. 19
Lucy Ashton, Dandy Didnont, Waverley

Issue 47 (March 1992)

James F. McEwan: an obituary. 3

G.W.M. Sewell. Reid's inspection saloon. 4-5
49ft underframe built in 1909/10. Fitted with vacuum and Westinghouse brake. Armchairs in observation area. Gas lighting and cooking. Withdrawn in 1945. 

Andrew Hajducki. Luffness Golf Platform. 6.
Situated between Aberlady and Gullane and opened on 1 September 1903. Private halt only available to members of New Luffness Golf Club. Photograph.

Arnold Tortorella. Goods to Berlin. 7-9

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.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 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 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. 18-

Jim Greenhill. Nominally North British? 24

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

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

Issue No. 62 (March 1996)

Comment. Obituary - Robin Barr. 4-7
Died suddenly on 27 December 1995. Mate on preserved PS Waverley. Model railway constructor.

A.A. Maclean. Bogie composite invalid saloon, Diagram 152.  4-7.

Tom Mann. Waverley Station wrkings Part I, 8-16

G.W.  Hewit. Boats and trains. 16-17.
Experiments conducted on the Forth & Clyde, under John Macneill, on locomotive haulage of barges, starting on 21 August 1839. Speeds of 17 mile/h were attained and it was possible to tow several vessels.. The  locomotive used was Monkland & Kirkintilloch Railway Victoria

[Class J 4-40 No. 425 Kettledrummie facing K class No. 493 Glen Gau c1925]. 17
Photograph at unknown location

John McGregor. The Banavie Branch. 18-19

Alan Simpson. Coal mining statistics (East & Mid Lothian 1920).  20-2

Alan Simpson. Braeside Halt. 22
On Corstorphine branch

Bill Inglis-Taylor. 7mm News. 23-5

George Heathcote. The Scotland Street Tunnel. 26.
Memories of walking through the tunnel in the late 1930s. The tunnel was built on a gradient of 1 in 27 and ran from a terminus known as Canal Street near Waverley down to Granton. The line was worked by a combination of gravity and rope haulage. It opened in 1847, but closed in 1868 being replaced by lines via Abbeyhill, Leith Walk and Bonnington. For a time it was used for mushroom growing.

Letters. 27

Issue No. 63 (June 1996)

From the Chairman I Comment.

Bill Rear. Edinburgh to Berwick in 1847. 4-6
Timetable for September 1847 reproduced. Includes fares and  trains on Haddington and "Hawick" [Dalkeith] branches 

G.W. Hewit. The first locomotives on the North British Railway. 7-13
On Thursday l8 June 1846, four engines coupled together drew a train of twelve carriages out of North Bridge Station, the station that in later years would be called Waverley, taking the guests of the North British Railway Company on a trip to mark the opening of their railway linking Berwick and Edinburgh. However it would take more than a year before the Newcastle & Berwick Railway completed the link from Newcastle to Tweedmouth that, apart from the then unbridged Tyne and Tweed, marked the completion of the East Coast main line between Edinburgh and London'. The first train was followed by another of twenty two carriages hauled by five locomotives. Both stopped at Dunbar where the first train picked up a further twel ve carriages. The two trains then travelled on to Berwick-upon-Tweed and then back to Dunbar where the 700 guests of the Company dined in the heat of that summers day. Thus the North British Railway opened for business and from this humble beginning it grew to be the largest railway company in Scotland and, by 1923 when it was merged into the London & North Eastern Railway, it dominated the Borders, Lothian and Fife, reached into the West Highlands and spanned the two large East coast estuaries.
Many newspapers marked this significant step in the railway system of Great Britain with detailed reports, however none mentioned anything about the locomotives themselves. To find out about them, we must look elsewhere. The discovery in the Newcastle upon Tyne Library by our esteemed secretary, Mr W Marshall Shaw, of a pack of drawings depicting the last engine of the NBRs first batch of engines, No. 26, and the discovery of the notes that go with them, gives us a new insight into these locomotives.
On 21 August 1844, the NBR Board of Directors was advised by their engineer, John Millar of the noted Scottish railway consultants of Grainger and Millar, of an offer for twenty-six locomotives from the Newcastle-upon-Tyne company of R&W Hawthorn to be the motive power for the opening of the line. Grainger and Millar had been the engineering advisors to a number of Scottish railway compa- nies, although the two partners, Thomas Grainger and John Millar, always worked on separate projects. Millar was the engineer on, amongst others, the Edinburgh & Northern and the Edinburgh & Glasgow Railways both of whom had orders either accepted or recently fulfilled by Hawthorns" Millar probably chose this manufacturer rather any of the myriad of Scottish companies as the size of the order was beyond the capacity of these more local concerns. The offer was for an 0-4-2 type of engine which was or would be in service with both the other lines by whom he was retained however the E&GR engines were of an earlier design. Hawthorns quoted a fixed price of £1,650 for each locomotive and tender, a low price because of the depressed state of the economy at this time. It was to be paid in four equal tranches of £10,725 and the first payment was made on the 4 April 1845 and this payment appeared in the half yearly shareholders report in 31 July 1845. The Directors sanctioned another payment equal to the first on 27 August 1845 and another was paid on the 4 February 1846. However after then, the increasingly perilous state of the NBR's financial position meant that payments became smaller and more sporadic. The ordering of more R&W Hawthorn engines also confuses the payment schedules but obviously the problems compounded and, by 11 May 1846, a list of shareholders included Robert Hawthorn, Engineer, Newcastle. He had 70 Shares numbered 691-760 and valued at £875. The acceptance of shares in lieu of payments became a feature of the financial dealings that both R&W Hawthorns and Hawthorns of Leith were to have with the Scottish railway companies, whether this was a sound business practice is open to question.
Unfortunately, a fire at the Hawthorns works in 1852 resulted in the loss of some of the records up to this point. This, combined with the practice of swapping engines ordered by one company to another with a higher priority, means that it is virtually impossible now to reconstruct the early deliveries with accuracy.
The NBR order was for sixteen passenger engines and ten goods engines, the passenger engines having 5ft and the similar goods engines having 4ft 6in diameter coupled wheels. These sizes are broadly confirmed by the Cowlairs 1867 list although by this time several of both types had been substantially rebuilt. One reconstructed Hawthorn list shows the following orders for the NBR:

Works Nos. Date of Order By Whom For Whom Type
382-387 14/8/1844 J Millar NBR Passenger
397-402 14/8/1844 J Millar NBR Passenger
405-409 14/8/1844 J Millar NBR Passenger
410-418 14/8/1844 J Millar NBR Goods
566-567 7/10/46 J Millar NBR Passenger

Works numbers 382-387 were completed well before the NBR needed them and, in a period where there was a great demand for locomotives, they were reallocated to a number ofcompanies. Of the next batch, works number 400 was sent to a railway contractor. This engine may have been the one referred to in the NBR Minute Book by a note dated l Oth February 1846 stating that"As to the engine wanted at Berwick, instructions were given to desire Messrs Hawthorn & Co. to forward a Locomotive as soon as possible to Berwick'.
Works number 402 and 406 were sent to other railway companies making works numbers 397 to 399,401,405,407 and 408 as the most likely identities of the first seven NBR engines. Works numbers 409 to 418 are assumed to have been assigned to the goods engines and the Newcastle drawing shows the works number 418 on NBR No. 26 which may serve to confirm this analysis. However a note on the Hawthorn Order book records thattwo engines of this batch, 416 and 417, were sent to the E&GR and two new locomotives built to replace them. These are marked in the list as works numbers 513 and 5143 . No 418 is also noted as being redirected, it may have been replaced by No 510. Some sources claim that two 0-4-2's that were originally destined for the Midland Railway went to the NBR
However, in all tills substituting one engine for another, there is a mass of evidence showing that this happened before the engine was manufactured and erected rather than than after. Although the orders for NBR and ENR 0-4-2 engines, which had different specifications, were mixed, NBR specification engines went to the NBR and ENR engines went to the ENR. TIle table gives the delivery and replacement dates along with a the renumberings which the engines underwent. The works numbers listed are a best guess for the reasons listed above.

RN delivered renumberings WN replacment date
1 1844 397 1870
2 1844 398 1871
3 1844 399 1870
4 1845 401 1870
5 1846 405 1870
6 1846 407 1871
7 1846 408 1868
8 1846 409 1873
9 1846 497 1871
10 1846 498 1871
11 1846 499 1871
12 1846 500 1871
13 1846 501 1873
14 1846 502 1870
15 1846 503 1871
16 1846 510? 1872
17 1845 410 2/1869
18 1845 411 1872
19 1845 19A (1l882) 412 1890
20 1845 413 8/1856a
21 1845 21A (1885) 843 (1895) 1043b 414 1899
22 1845 415 2/1857c
23 1845 23A (1875) 513 1880
24 1845 514 1881
25 1845 566 1871
26 1845 567 1872

a Sold to Jas. Gow for £550.
b Allocated but not carried.
c Sold to the Hull & Holderness Railway, later became NER No. 416.
At the Half Yearly Directors' Meeting on 17th February 1846, the Chairman, John Leannouth, reported that "The Locomotive engines, Carriages and Other plant are in an ad- vanced state of preparation. Several of the former are already delivered and a large number of Carriages are ready to be so." The Evening Courant newspaper reported in May 1845 that the first engine had been delivered and the balance of the engines would arrive in this and the following year although newspa- per may have been mistaken into thinking that the engine seen was the first as the other engines delivered up to this date were at work on the E&GR. At least five" of the first engines delivered to the NBR were hired out to the E&GR who had a severe shortage of locomotives and had been censured by a Judge the year before for their lack of engines
In July 1857, Hurst wrote to the Locomotive Committee listing "the Nos. of such engines I think could be best spared in the meantime and most profitably replaced by others better adapted to the work at which they are currently employed." The Hawthorn engines he listed were (all had 14 inch cylinders and cost £1650):

Engine No. Condition Approx. Value
1 middling £850
2 middling £900
4 middling £850
6 middling £900
9 middling £900
11 middling £900
13 low £800
21 good £1100
24 low £750
25 good £1150
26 fair £1000

Although the Locomotive Committee agreed to recommend to the Board of Directors the replacement of all these engines at the earliest opportunity, no record of the Board's reaction to the list survives and there is little correlation to the numbers listed and the subsequent fate of the locomotives5.
Even by the early 1850s, the design defects of these engines were causing problems in the operation of the railway and some were sent outto contractors to be repaired as the NBR' s small workshop at St Margarets was swamped. NBR Nos. 8, 10 and 12 went to R Stephensons & Co. for heavy repairs, so heavy that they are marked as rebuilds in the Cowlairs 1867 list and returned to service in December 1855, November 1855 and February 1856 respectively. NBR Nos. 21 and 26 were sent to the GNR at Doncaster in 1855 and Nos. 18 and 23 went to R&W Hawthoms for similar services, both returning to traffic in October 1855.
As will be explained in the technical section, extensive rebuilding of these locomotives was needed to give these engines an economic life. Details of all the known rebuilds of these locomotives is given in the following (all were at  St Margarets unless stated otherwise):
No. 10 rebuilt with new boiler by R. Stephenson & Co. in 1855
No. 7 rebuilt as an 0-4-2T in February 1856 but appears in the 1867 Cowlairs list with no indication that it was a tank engine, however this is not the only engine that we know is a tank and is not marked in this list.
No. 12 rebuilt as 2-2-2 wheelbase 7ft 6in + 7ft 6in by R. Stephenson & Co. in February 1856 
No. 15 rebuilt as 2-2-2 with 3ft 6in, 5ft 6in, 3ft 6in wheels. wheelbase 7ft 5in + 7ft 8in, and 14 x 21in cylinders in 1856
No. 24 converted to coal burning. in March 1856 
No. 5 rebuilt with 7ft 2in + 7ft 2in wheelbase in 1858
No. 24 rebuilt as 2-2-2 with 3ft 7in, 5ft 6in, 3ft 7in wheels. wheelbase 7ft 5in + 7ft 5in, cylinders 14½ x 21in in 1859 or June 1858
Nos, 17, 18 and 19 possibly rebuilt with 5ft driving wheels. (No. 19 with a wheelbase 7' 1" + 7' 1")
No. 23 rebuilt with 5ft driving wheels. in 1865
No. 24 re4built with 14½ x 21in cylinders and new boiler in January 1868
Nos. 19 in December 1868 and 21 in May 1869 rebuilt as 0-6-0 saddle tanks. at Cowlairs
In February 1869, NBR No. 17 which was completely stripped down at Cowlairs and many parts of it were used in what was regarded by the NBR as a new engine. It emerged as an 0-6-0 tender locomotive with 4ft 6in coupled wheels, 16½' x 24 in cylinders and a Wheatley boiler. In this guise it lasted until December 1914 having been renumbered 17a in 1890, 818 in 1895 and 1018 in 1901.
Cylinders and Valves
'The size ofthe pistons have been coy red before, the pistons had two cast iron rings for packing whi h wer adju table by a movable wedge that could force the rings into a tight fit to th cylinder.
111e valves were mounted between the cylinder and were actuated from eccentrics on the leading driving wheel axle. The valve, at least on BR No. 26 as depicted in the Newcastle drawings, were Hawthorn parent expansion type. TIle builders plate confirms this, saying "Hawthorn Patent Expansion Valve 1843 (9691/ 7 April 1843). D K Clark is critical of this design, saying "The experience of this valve on the North British Railway where it has been extensively employed, has shown that the lower valve, always in motion, generally wore itself out of contact with the upper, to the extent of 1/16 inch the course of a year or two, which was certainly sufficient to neutralise any attempt at economical expansion working. In but one locomotive on that railway, a 6-foot wheel express, under the care of a first class driver, the valves remained in tolerably good order for three years, at the end of which period they had parted about 1/32:n inch," In 1848, the E&GR bought six 2-2-2s from Hawthorn which were fitted with this design of valves and Paton, the Locomotive Superintendent, reported that they were heavy on coke and he replaced the motion and valves with a link motion as soon as possible.
By the end of 1873 all of these engines that had not been rebuilt had been sold or scrapped. Their short lives reflected their aim to be modern at the time, but pushed the design to its limits. In that light they gave good service, their bad name stemmed more from the inabiliity of the NBR board to appoint, respect and fund competent Locomotive Superintendents than their inherent faults.
I would like to thank both Marshall Shaw and Dr Ewan Cameron for their comments on the draft of this docwnent, however the opinions are my own. I am also indebted to Mr D Martin of the Kirkitilloch Library for the access to the McEwan Collection and permission to use the photograph of No. 17.
The Minutes of the Board of Directors of the NBR
The Minutes of theLocomotive Committee of the NBR
List of Locamotives, Cowlairs 1867
The Locomotives of the North British Railway E Craven
The Locomotives of the Edinburgh & Glasgow Railway E Craven
The Locomotives of the Edinburgh, Perth & Dundee Railway E Craven
The R&W Hawthorn Order Book (Two Versions)
The Papers of J F McEwan
Engineer and Machinists Assistant Scott 1844
Railway Machinery D K CIark 1850
Locomotives of the Great Northern Railway VoL 1N Groves RCTS
Reports to the Board of Trade on the Accidents on the Railways
The Newcastle to Berwick link was opened for traffic on 1 July 1847, the High bevel Bridge over the Tyne at Newcastle began operating on 15 August 1849 and the Royal Border Bridge over the Tweed at Berwick opened to freight passage on 20 July 1850 and for passenger traffic on 29 August 1851.
There is sometimes confusion between R&W Hawthorn at Newcastle and Hawthorns of Leith: the E&NR once paid the wrong company! The Leith based company, Hawthorns of Leith, was set up in 1846 by R&W Hawthorns of Newcastle to erect locomotives from parts supplied by the Newcastle facility. The company was, until the mid 1850s, a wholly owned subsidiary of R & W Hawthorns, All references to Hawthorns in this article refer to the Newcastle-upon-Tyne factory.
The NBR eventually took these engines into it's inventory when the E&GR and the NBR amalgamated in 1865. In the E&GR they were called "Tregold" and "Panbour" respectively, being numbered '27 and 28 in 1849 when numbering was adopted on the E&GR. They became NBR Nos. 257 and 258.
NBR Nos. 1-4 and No. 7_
Also on this list was NBR No. 55, the Crampton locomotive. Marked as in "good" condition and worth £1,000 out of the £2,800 paid for her only seven years before, she survived, albeit heavily rebuilt on four occasions, until 1901.
The diameter over the ranges was 3ft 2in, the diameter at the contact of the rail was 3ft which may account for the different diameters in various records. The Cowlairs l867 list gives 3ft.
Bury engines amongst others had a lever that only gave a 5:1 magnification which resulted in a wider valve. These wider valves gave a better performance in relieving the excess pressure than the Hawthorn design.
At this time there were two types of feed pump in common usage, the short action pumps were driven by eccentrics on the axles, the long action pumps being driven from the crosshead.
The Patent was No. 9691 and dated 7 April 1843

Bruce Murray. North British Railway Locomotives Nos. 17-26. 14-15
Diagrams drawn by Bruce Murray in April 1996 to show how Nos. 17 to 26 appeared when built in 1846 by R. & W. Hawthorn of Newcastle: side, front & rear elevations and plan

Bill Rear. Waverley to Marshall Meadows. 16.
Schematic side-strips showing gradient profiles and track layouts following a style adopted by LMS and presumably applied by new Scottish Region

The Locomotive. Centenary of the Edinburgh· Berwick Line, N.B.R.
Locomotive Mag., 15 August 1946.

Archie Noble. Working on the railroad. 18-19.
Originally published in Borders Family History Society Magazine: deaths and injuries endured by workforce engaged on constructing the Galashiels section of Borders main line

LNER Scottish Area Main Line Passenger Engine Workings 1947

Tom Mann. Waverley Station workings Part Il. 24

G.W.M. Sewell. Observations on the design of North British coaches, Part 12A.

Book Review. 32
Don Martin. The Monkland & Kirkintilloch and associated railways. Strathkelvin District Libraries and Museums. 1995. 132 pp.
As remarked in another recently published book on Scottish Railways, Sassenachs and others will look in vain for the Monklands area on any normal map of Scotland, yet this large, extensive industrial area occupies the greater part of the Scottish Central belt between Glasgow and Edinburgh, lying north of the M.8 Motorway and south of the Forth & Clyde Canal. It was an area rich in minerals: Coal, Canoel Coal, Iron Ore, Fireclay and Limestone, and the extraction, processing and transporting of these materials was to prove a lucrative source of traffic for the Monklands Railway and subsequently the North British Railway and its successors. But while the railways form the basis of this book, the author has conducted extensive research into all aspects of the area and the industries it supported, and gives a detailed, lucid and comprehensive account of its development, from the early days of horse drawn tramways, through the boom years of the Industrial Revolution and the subsequent decline in latter years, the inevitable machinations of the politics of building and extending the railway, and the social, economic and hwnanitarian side of things.
Originally worked by horse power, the Monkland & Kirkintilloch Railway was one of the earliest of Scottish Railways, the first to operate successfully by using the steam locomotive, and the first to design its own locomotives, which were built by a Glasgow firm, Murdoch & Aitken, the first Scottish built locomotives. The M.& K.R. worked closely with its neighbours, the Slanannan and the Ballochney Railways, eventually amalgamating with them in 1848, the combined company being knownas the Monklands Railway. In 1865, the Monkland Railway amalgamated briefly with its neighbour, the Edinburgh & Glasgow Railway only months before the combined railways became part of the North British Railway and contributing some 130 locomotives, of 'many types in various conditions of repair, to the enlarged N.B.R.
The author, Don Martin, has spent many years painstakingly researching every aspect of these lines and published a small booklet on the subject as long ago as 1976, since when considerably more information has cone to light and is now presented in the book under review. The fact that some 271 reference sources are quoted indicates the depth of research carried out.
Understandably, there is a paucity of photographs of the early days of the development of the Monkland Railway, although four locomotives are depicted, albeit in N.B.R. days, but the reviewer would have preferred to have seen the likes of an Ordnance Survey map used in preference to the sketch maps featured, to define the areas geographically. These reservations apart, the reviewer has no hesitation in recorrunending this work to all who are interested in Scottish Railways development and history, and in particular those that became an integral part of the North British Railway. And at this price, well worth adding to your library shelf, for future reference, particularly as it is hoped to publish shortly, in your Joumal, full details of the locomotive stock of the Monklands Railway. W.M.S.

Modern Transport. Edinburgh as a Railway Centre (1938)

Gordon Hewit. How Long .... ? 38-9.

Issue No. 65 (December 1996)

The Devon Valley Railway. 4
This railway was authorised in 1858 to connect the Tillycoultry station of the Stirling and Dunfermline Railway with the Fife and Kinross Railway at Hopefield.
The first sod of the railway was cut by Mrs. Adam of Blairadam on Saturday 4th August 1860 in a field to the south of Rumbling Bridge. The weather was claimed to be fine and about 1400 spectators viewed the event. The first portion (Kinross to Rumbling Bridge) opened on 1 May 1863 with W.P. Adam of Blairadam presiding, and the line ultimately amalgamated with the North British Railway from 1 January 1875.
It was noted in the LNER Magazine for January 1928 that the parents of Miss E. McLellan, the crossing keeper were the first to occupy the cottage at Tullibole Level Crossing, between Balado and Crook of Devon, her mother being the first crossing keeper. A sister had charge of the gates for a year after her mother died,  but since then, Miss McLellan had been in charge. She had at that time held the post for some 48 years and claimed to be the longest serving member of the staff of the Devon Valley Railway still employed on the line .

Celebrities and the Union Canal. 4.
The Union Canal was originally independent, opening to traffic in 1822, and in time amalgamated with the Edinburgh & Glasgow Railway before passing into North British Railway control in 1865. During its construction, one of many Irish labourers employed was a Mr. William Burke, who latterly became the principal partner of the erstwhile flourishing firm of Messrs Burke and Hare, whose ferocious murders and ghoulish bodysnatching trade startled the country until the rather sudden demise of the former in 1829.
In later years, the canal was responsible for the demise of George Meikle Kemp, the designer of the 180 feet high Scott Monument. Kemp, described by some as a young 'country joiner' and a 'self taught architect' is believed to have lost his footing in a' fog when returning from a visit to a building contractor on 6 March 1844, slipped in and was drowned.

Alan Dunbar and Sandy Maclean. Problems with the Halbeath and Townhill Tramways. 5-6.
Railway or tramway projected in 1781 and opened in 1783 to connect Halbeath Colliery with Inverkeithing Harbour. Owned by the English brothers Lloyd who resided in Amsterdam. It was originally laid with timber, but this was replaced by iron rails in about 1811. In 1841 a junction was made at Guttergates for a branch to Townhill Collieries. In 1845 agreement had to be reached with the Edinburgh and Perth Railway for a crossing of the two lines, but eventually expensive litigation ensued. Coal ceased to be shipped at Inverkeithing in 1867..

Slamannan Railway lines. 6
Authorised in 1835 to construct a railway from Arbuckle on the Ballochney Railway to Causewayend on the Union Canal. The 4ft 6in gauge line opened on 5 August 1840. It was converted to standard gauge in 1847 and eventually became a part of the Edinburgh & Glasgow Railway.

Motive power depot layouts (1951). 7
Polmont: plan.

SIgnalling plan - Corstorphine. 8

Signalling aspects. 9
Photographs with extended captuons of NBR slotting mechanism for dual controlled arms, and of NBR version of Stevens Mechanical Ground Signal.

Polmont engine shed  buildings. 10.
Three photographs from 1962/3..

Sandy Maclean. Polmont engine shed  (1915-1964). 11-15
Only accessible by rail; not by road and on foot from the Union Canal.. Locomotive water did not come from the canal, but from the local authority at Buckieburn. Lists locomotive typoes allocated there and the location of  sub-depots at Kinneil near Bo'ness (the main one) and at Falkirk Grahamstown, Falkirk High and Causewayend.

Polmont depot memories. 15.
Joseph Allison, Chief Clerk at Polmont retired in 1962. He started work at Bo'ness Junction (Manuel) and moved to Polmont in 1916.

Polmont locomotives. 16
Photographs of Y9 No, 68104 with J88 No. 68359; J37 No. 64551 (with original NBR safety valves, and No. 68104 with depot tool van proceeding at speed to derailment.

The North British Railway and the Great War. 17-19
The East Coast was considered vulnerable to invasion and an armoured train patrolled it and on occasion the Firth of Clyde. Staff on the armoured train andon railway telegraph systems were members of the Railway Staff Corps so that should they have to encounter the enemy they would be regarded as soldiers. Traffic was extensive to the many training centres located on the NBR system. Navl traffic was heavy especially from Rosyth and from Port Edgar on the southern shore of the Firth of Forth.  Between 21ay 1917 and 30 April 1919 naval leave specials between Tturso and Euston traversed the NBR route between Perth and Carlisle which required double-heading on the Waverley route.Very heavy naval leave traffic was conveyed in December 1918 when the entire Grand Fleet was granted twelve days leave. The NBR Ambulance Train transgressed certain military requirements. Hammocks rather than fixed beds, and it was not acceptable for travel over the South Eastern & Chatham to Dover. It spent most of its time operating between Port Edgar and Wemyss Bay.

Burntisland works and locomotive shed. 20.

Richard Hollingworth. Burntisland and communications. 21-24
Burntisland developed as the ferry terminal for steamer services to Granton. The first railway proposal envisaged a line to Dunfermline using existing wagonways, but agreement with the Burgh  could not be obtained, but the Edinburgh and Northern Railway was more successful in obtaining an Act for lines to Perth and to Tayport. A locomotive roundhouse was constructed at Burntisland and some locomotives were built there.Edinburgh, Perth & Dundee Railway, Brief notes on Driver Peter Isles who was attracted from the Dundee & Arbroath Railway to serve at Burntisland. He was the last to cross the old Tay Bridge (and survive) and drove the first northbound train over the Forth Bridge. On 14 April 1914 ther was a serious collision between an express freight train being shunted and a sleeper express. Coal exports were shifted to Methil and the locomotive depot was diminished in importance due to the opening of a new depot at Thornton Junction.

Burntisland railway photo album. 25
Station at Burntisland Pier; facade of impressive Burntiisland passenger station; cast iron urinal in dock area.

The East of Fife Railway (1965). 26
Photographs of Kilconquhar (platform, barow and signal box); St. Monance and Anstruther

A.G. Dunbar. A note on the East of Fife Railway. 27
The section from Leven to Anstruther was authorised in 1861 and reached St Andrews in 1887. It was closed in 1966.

A North British personality. 28
Driver George Wilkie of Burntisland lived to be 100: he was interviewed fot the British Railways Magazine by The Chiel, presumably Norman McKillop. He had driven Drummond 0-6-0 No. 555 and remembered Driver Mitchell and Fireman John Marshall, lost in the Tay Bridge disatster and Sir Thomas Bouch coming off the ferry on 28 December 1879.

Sandy Maclean. NBR close coupled stock proposals. 29-30
In 1912 consideration was given to the intoduction of close coupled sets for branch lines and bogie, six-wheel and four wheel configurations were considered. The compartment widths were generous compared with those actually emplyed on Great Nortern and Great Eastern rolling stock. Gas lighting waas proposed. The proposals remained unfulfilled.

'the new gas light' (from the Railway Times, 24 May 1879). 30
Pintsch system using oil gas developed as a by-product of shale oil processing and employed by the Metropolitan and Great Eastern Railways.

Coaching cavalcade. 31
Page missing from scanned copy

Wagon photo-call, 32
Polmont Depot Tool Van DE971516 converted from TKL 31724 in 1946; square NBR tar tank wagon operated by Scottish Tar Distillers in Polmont Yard; Scottish Fish Meal Marketing Co. steel open wagon registered by LMS, but on Roughcastle branch.

Sandy Maclean. Goods wagon miscellany. 33-36
Vehicle type requirements: coal could require end, side or hopper dsicharge or combinations of these. Coke demanded high capacity. Some loads demanded ventilation, refrigeration or protection from mishandling. Statistics of vehicle types. Operating restrictions included adequate braking. Goods marshalling yards. Wagon workshops and agreement with private wagon builders, such as Hurst Nelson, to repair wagons after WW1. . Couplings and buffers. Spring buffers mandatory from 1911/14. Axleboxes and springs. Liveries. Quatrefoil illiteracy mark. Wagon diagram books.North British followed a loose-leaf format.  Southern Scottish Area (LNER) Wagon Diagram Book. In 1936 Hollerith Punch Card system introduced

North British Variorem (2). 37-8

"Old Hurnpty". 37
No. 444: 0-6-0ST built as an 0-6-0 tender engine in 1873and convertedvto saddle tank in 1889. New boiler in 1897. Renumbered as 1271 in 1915 an withdrawn in October 1921. Based at Dunfermline.

An LNER Exhibition. 37
At Wsaverley on Sunday 1 July 1928. Complete Flying Scotsman and Queen of Scots trains exhibited. Funds raised for Edinburgh Royal Infirmary. J. Calder, General Manager Scotland presided at opening.

Sleeper treatment plants. 37
Creosoting performed at Ladybank, Granton and Bo'ness. LNER closed Granton and Ladybank in 1928, and concentrated activity at Bo'ness.

The North British route to Euston. 37
Opened to Berwick on 22 June 1848. Travel to London involved departure for Berwick at 21.00; overnight travel by coach to Newcastle (by Union via Alnwick or Quicksilver via Wooler);  Entrainment at Newcastle at 07.30 and eventual arrival at Euston at 19.45. 

Ode to the dear departed "Dandy". 38
Poem  of 1914 lamenting end of Dandy car on Port Carlisle branch

Charleston and Dunfermline Railway  (The Charleston Private Railway). 38
The Charleston Railway and Harbour Act of 1859 was designed to authorise the Charleston Harbour and Railway Company to acquire and purchase the Charleston Railway and Harbour. The authorised share capital was to be in 7200 shares of £10 each, and Schedule B of the Act noted the following items of rolling stock: 4 locomotives and 1 tender; 2 passenger carriages; 223 coal wagons; 2 coal trucks; 35 goods wagons; 1 covered van.
The history of the Charleston Railway is shrouded in mystery and very little of their original documentation seems to. have survived. Unless these are in private hands, or obscure collections, it is improbable that much more will come to light. One other source may be the local Fife (or even the Edinburgh) press for the area, but this could be the only surviving source available although it would indeed be a labour of love for any researcher, bearing in m ind that the newspapers of the time did not carry headlines as they do today

The horse box. 38
An item in the Accounts of the Edinburgh and Northern Railway notes that the cost of the upkeep for the horse at Granton for a period of six months was £40, but the man who looked after the horse only received the sum of £27 for the same period. Was it really preferable to be a horse on the Edinburgh and Northern?

Sunday service. 38
In the Caledonian and Dumbartonshire Junction Railway Minutes for 1851, it is mentioned that the "coach and light tank engine is authorised to run on Sunday mornings to convey worshippers only from the Vale of Leven to the Episcopal Church at Dumbarton." One is left to wonder just how a 'worshipper' was determined.

Privilege travel no more. 38
When William Paton, the former Locomotive Superintendent of the Edinburgh and Glasgow Railway retired, he was granted a pension of £170 per annum and a free pass over the system, the latter normally a privilege granted only to Directors. When the North British took over the line in 1865, one of their first actions was to cancel Mr. Paton's free pass - rather mean to say the least.

The tail lamp (miscellaneous photographs). 39
The photographs and captions are out of synch (but are listed in photograph order): LNER wagon plate : Doncaster 724985 (caption records that 700000 series normally allocated to former North British Railway vehicles); No. 46222 Princess Alice at former North British depot; N2 0-6-2T No. 4739 entering St. Boswells with two Gresley vehicles: brake thiird and composite lavatory non-gangwayed coaches;  three compartment brake third originally 1651, then LNER 31651 at Craigentinny Sidings in 1930s.

Issue No. 66 (March 1997)


Never On Sundays. 4
At the half yearly meetings of the Edinburgh, Perth and Dundee Railway, (among other railways) for many years either a Mr. Blackadder or a Mr. Heriot (or both) fulminated against the running of Sunday trains. They even got the length of moving that the E.P.D.R. Company's Officers should not work on Sundays "in order to be fit to attend to the Company's business on Monday". Nothing appears to have been said, however, about the lower ranks not working on the Sabbath!

Serendipity. 4
A note in the North British Railway Minute Books for 19 January 1849 notes that W.H. Playfair was paid £414 for the designing and superintending the layout of West Princes Street Gardens. This is the area between the Haymarket and Mound Tunnels, through which ran the double track main line of the Edinburgh and Glasgow Railway, the site of which the Princes Street Proprietors wished to conceal as far as possible. William Henry Playfair was one of the most notable architects of the period, and at one time produced a design covering the construction of an extension of the new town from the east end of Princes Street down to Leith in 1814. Unfortunately, Edinburgh was then almost bankrupt, and the scheme was moribund. Playfair went on the design (inter alia) the neo-classical Royal Institution (1826) and National Gallery of Scotland (1859), both of which nestle at the foot of the Mound, the latter straddling the Mound Tunnels and dominating the western skyline above Waverley Station .

Well Played, Sir! 4
The Edinburgh Suburban and South Side Junction Railway Company passes through the playing fields of George Watsons College at Myreside in Edinburgh in a deep cutting, and although no doubt many celebrated tries have been scored at the higher elevation by famous players over the years, probably none can equate with the 'touch down' of a humble L.N.E.R. engine driver some years back. As his goods train was travelling downhill on a breezy Saturday afternoon, a high kick sent the ball hurtling over the edge of the rocky cutting and it finally bounced among the coals on the low sided tender of a passing goods locomotive. Accurately timing his effort, and with startling precision, the driver pounced and gained possession. The groundsman, no doubt, searched high and low for the ball, but --- well the youthful son of an engine driver is reputed to have become a good drop-kicker.

The Kirkcaldy Harbour Branch. 5-12
Incorporated as part of the Edinburgh & Northern Railway but not constructed until about 1849/50. It was sharply curved and steeply (about 1 in 20) graded. Horse ttraction was used at first, but between 1850 and 1903 rope haulage was used. Steam classes employed included Class G 0-4-0ST (LNER Y9); Class F 0-6-0T (LNER J88) and former GER class J69. Two Y9 locomotives ended up in the harbour: one in the 1900s and No. 68311 on 12 November 1954. Several private sidings led off the branch including one to an electricity generating station and a flour mill. Includes map and plans.

"Coachmaker John". 13
John Learmouth: first chairman of Edinbugh & Berwick Railway and manipulator of supply of coaches to it and other Edinburgh-based railways.

St. Boswells locomotive shed diagram. 14

Spotlight On St Boswells. 15-16
Railway opened to Newton St. Boswells in 1849; and closed as part of Beeching/Wilson demolition of transport links to the Borders

C. Hamilton Ellis. The North British Railway in the Pre-Group era. 25
From Rly Mag., 1940 (January Issue).

North Queensferry Tunnel, 26
Based on articvle in LNER Magazine 1927.

A fatal big bang. 26
On 1 September 1882 No. 465, a Drummond 0-6-0 leaving Dunbar southwards suffered a boiler exposion in which both enginemen were killed. Major Generl C.S. Hutchinson could not find the casue

Early North British Railway carriages: the physical factors. W.E. Boyd. 27
Passengers were spared travel in open trucks, or in fourth class.

The first railway across the Border (or was it?), 28
Was Berwick a separate entity, or a part of Scotland when the railway reached it from Edinburgh

Roof lamp barrow (2 wheel): SSA Barrow Diagram 10. 29

Kipps 1896. 30
Plan of locomotive depot and repair shops; also wagon repair shop

The Port Carlisle Railway: some retrospective views. 31.
From Rly Mag., 1943:, 89:  reminiscences by Edwin S. Towill and George F. Tomlinson

Captain of the booking hall. 32
Captain William Donaldson, Crimean War veteran who lost a leg during the battle of Balaclava, was employed at Waverley as Cab Traffic Regulator. His nickname was Captain Pin.

North British Railway War Relief Fund. 32
Fund established during WW1 to relieve hardship caused by death or injury inflicted during active service.

Coaching days memories. 32
Alexander McNab of Cupar in Fefe was awarded a silver medallion by the Directors of the Edinburgh and Northern Railway in recognition of his coaching services between Newport and Pettycur, near Kinghorn where ferries across the Tay and Forth operated.

Signalling - the first fixed types, 33-4.
Based on D.K. Clark's Railway engineering [presumably Railway machinry] and E.D. Chattaway Railways: their capital and dividends (Ottley 445).

Early North British Railway mechanical signals (1866). 35
Illustrations taken from the North British Railway Rule Book of 1866.

The North British Railway's clerestory controversy. 36-7.
In 1905 the General Manager, W.F. Jackson, and Locomotive Superintendent, W.P. Reid, discussed introducing clerestory coaches (diagram of proposal reproduced). Reid considered greater expense, difficulty of keeping watertight and greater weight.

Railways of Central Fife - map (1946). 38

Leiters Page

Burntisland an communications

St. Margarets - 1946. 66/40.
"A totally evocative portrait of the old roundhouse: vacuum braked and steam heat fitted  J83 0-6-0T; Y9 0-4-0ST No. 10094 (with J72 chimney and "Kipps" on front buffer beam) and steam brake fitted J83. Running foreman with homburg,

Issue Number 68 (September 1997)

Four coupled tender engines. 4
Photographs of 0-4-2 No. 247 which based on a William Simpson & Co. locomotive of 1851 supplied to the Stirling & Dunfermline Railway and claimed to be rebuilt in 1866 and 1875 with a Cowlairs work-plate dated 1873; and 0-4-0 No. 1011 which eventually became LNER stock.

67611. Thhe  Milngavie branch. 5-9.

The Devon Valley Railway. 9.

10 ton empty cask wagon. 11
Diagram (side & end elevations)

G.W.M. Sewell. A fatal accident at Rothbury, February 1897. 13-15.
Accident on 13 February 1897 involving a return excursion from Newcastle worked by the NBR from Scotsgap by 4-4-0T driven by William Burrow, some of the coaches derailed on the approach to Rothbury which led to three deaths and ten serious injuries. Excessive speed may have been involved.

Issue No. 77 (Summer 2000)

0-6-0 No..415  on up local in Princes Street Gardens. front cover

D. Yuill. North British Railway steamers Part 3 - Firth of Clyde Sections. 3-8.
Full fleet list. In the 1930s the LNER had doubts about mainta8ining its fleet and entered into negotiations with the LMS which came to nothing. In both WW1 and WW2 there were losses to vessesl.

Alan Simpson. Clackmannanshirc Pits in 1920. 9-10.
The Alloa Coal Co. had collieries in Alloa, Tillicoultry and Clackmannan and at Bannockburn in Stirlingshire: all except the loast were served by the NBR. Home Office statistics for numbers employed below and above ground. Gradient profiles for approach railways.

Cecil J. Allen. British locomotive practice and performance. Railway Magazine - January 1923. 11-15.
Performance by superheated Atlantics southbound from Aberdeen to Edinburgh with a heavy load and on the Waverley Route to Carlisle.

Alan Simpson. Single Lines on the North British Railway.n 16-18.
List of single line routes divided by Divisions and then by name of line and then by extent of sigle line (e.g. Anstruther to St. Andrews) isssued by the General Mansager's Office on 24 May 1909. No further data, such as mileage recorded)

G.W.M. Sewell. The N.B.R. steam motor carriage. 19-22
Proposal by Reid in 1906: it would have been veryb similar to the unsatisfactory Great North of Scotland car which incorporated an Andrew Barclay engine

Alan Simpson and Roger Pedrick. The Alva branch line: a Clackmannanshire branch line. 22-6.
Local line promoted in Alva by textile manufacturers (who used water power from local Ochill glen). Act obtained on 22 July 1861. Route began at Cambus Junction. Taken over by Edinburgh & Glasgow Railway in 1864. Traffic on line included that from Glenochil Distillery, latterly a yeast factory, and from Glenochil Colliery, both in Menstrie. No mention of closure factory in Menstrie (visited by KPJ in 1946, probably all traffic was brought by road: but passsenger traffic still in hands of Sentinel railcar).#

Alan Simpson. From Ladybank Junction to Perth. 27-8.
Alva branch: gradient profile and Working Timetable June 1900.

Two Alloa Coal Company wagons. 29.
Photographs of six plank wagons with side and end doors: one with dumb buffers; the other with spring: latter lettered Bannockburn and Wallsend Navigation.

Parcel waybill from Dalmeny Station 1916. 30

Richard Davidson. Early Scottish outside frame mineral wagons.  31-9.
General arrangement drawings for 7-ton wagons operated by the North British and Caledonian Railways in the 1860s: intended to construct model wagons.

Bracket Signal at Fort William 1938. 40

Issue No. 78 (Autumn 2000)

0-4-4T No. 355 with wagon of locomotive coal in Edinburgh Waverley beneathy Calton Jail in early LNER period. front cover

North British Railway 0-6·0 No. l. 2

D. Yuill. North British Railway steamers Part 4 - Loch Lomond Section. 3-6.
Photographs include PS The Queen shown ice-bound on Loch Lomond. PS Balmaha and PS Empress are also shown in normal conditions

Alan Simpson. The 1902 Railway Year Book - North British Railway. 7-10

From the L.N.E.R. Magazine for January 1919 (page 53). 11
Forth Goods Station Newcastle, Yard master Rayfield. 535 sidings (23 miles)

William Paton Reid. 11
Who was Who: born 8 September 1854; died 2 February 1932. Residence: Carsaig, 6 Wykeham Road, Scotstounhill, Glasgow

D.M.E. Lindsay. Two items of North British Railway interest. 11
Working on: stations of Scutland showing opening and closing dares and company that opened them; opening dates of routes and stations; closing dates of routes and stations; and eventually hope to produce a route by route list showing stations and sidings with opening and closing dates.
Fourth class on the Edinburgh & Glasgow Railway
It appears that The Edinburgh & Glasgow Railway was among the first of the Railway companies to offer four class- es of travel to its passengers albeit the fourth class was only offered on the all stations trains.
An extract from a Murray's Timetable of April 1845 shows that three trains each way between Edinburgh and Glasgow offered 'fourth class accommodation'. These three trains left Edinburgh at 07.00, 13.30 and 17.00 and arrived at Glasgow at 09.30. 16.15 and 19.15 respectively, having stopped at Gogar, Ratho, Winchburgh. Linlithgow, Polrnont, Falkirk, Castlecary, Croy, Kirkintilloch (Lenzie) Bishopbriggs.
I have no doubt other intermediate stations were also called ut but my recollections of the 'Murrays timetable was that they covered main stations only and suburban stations with a frequent service served by various routes were shown under the station name and not on a route basis. i.e. Hayrnarket. The timings of the trains from Glasgow tu Edinburgh were identical to those shown from Edinburgh with same timings. Of interest was the fact that the 13.30 train was also shown as a goods train which explains why it took longer to reach the respective terminus's .. Unfortunately the article does not say when the fourth class was abandoned. Perhaps some one out there has this information and could advise the group. Source Railway Magazine.

North British Railway  Desirable factory sites. 12
Pictorial advertising poster signed J. Calder; thus post 1918

Alan Macfarlane. We want insulated fish vans!!. 13-14.
London Fish Traders Association request in 1923 for fish off West West Highland line  

Alan Macfarlane. Fish workings. 15
Fish from Berwick (salmon) during BR period; from Eyemouth and from Mallaig for London fish market: complaints about quality from Northb British and LNER periods.

Traffic control at Bumtisland  - Scottish Region. 16-17.
From Railway Magazine January 1952: includes a  map.

Alan Simpson. The North British Railway and the Union Canal. 18-19.
Acquired in 1865; gradual decline in traffic. Closure of link to Forth & Clyde Canal in Falkirk in 1933. Water used by distilleries in Linlithgow and in Edinburgh; and by North British Rubber Co. and at St. Margarets engine shed where fish caused problems

Alan Simpson. The Bennochy Road level crossing. 22-3.

Miscellaneous short items. 24-36

David M.E. Lindsay. Changing signalbox names. 24
Brunstane Park Junction opened in 1815 but bcame Niddrie North in 1925. Corstorphine Junction became Saughton Junction when the Corstorphine branch opened; and Bridgeton station became Chryston in 1907.

A. Simpson. A mixed bag or a selection of traders wagons. 24

Alan Simpson. Traffic on the Inverbervie branch. 24
Train to Birnie Road siding once per week

Alan Simpson. The Directors of the NBR 1913. 27-8.
An interesting example of social and economic history in the era before WW1. is encountered in the list of directors of the N B R in the account for of the year ended 31 st December 1913, The list of directors of Scotland's largest railway company, and also one of the largest businesses ever controlled from Scotland was as follows. William Whitelaw; Earl of Dalkeith; Henry Torrance Anstruther; Charles Carlow; Alexander Bruce Gilroy; Alexander Reith Grey; John Howard; John Inglis, LLD; Andrew Kirkwood McCosh; Henry Maciver; Sir John M Stirling Maxwell, Bart LLD; Alexander Simpson; Harry George Younger. The business background of many is given briefly

W. Rhind Brown, South Leith old passenger station. 28
Notes from Railway Mag., of May 1930 based on LNER Magazine for March 1930: George Findlay noted that South Leith was originally served by horse-drawn trains on Dalkeith Railway which opened in 1831.

A. Simpson. Memorial in Auchtertool Parish Church. 28.
Johnn Grieve killed on railway on 20 February 1907: memorial window

Ghost trains of the West Highlands. Railway Magazine January 1938. 29
02.15 from Glasgow Sighthill to Fort William carried freight and newspapers. Corresponding 00.32 from Callendar to Oban was a mixed train.

Pertinent paragraphs. Railway Magazine January 1923. End of the North British dispute. 29
With Ministry of Transport on dividend psayments

Alan Simpson. Loch-A-Vuie Platform. 29
Between  Glenfinnan and Lochailort: LNER Working Timetable 1947 instructions

A. Simpson. The Black Devon Viaduct. 33
On former N.B.R. route from Kincardine Junction to Dunfermline (The Stirling & Dunfennline Railway). The route is now abandoned, but the solum of the track bed still exists and on 2 January 1995, he inspected one of the main structures: an impressive stone structure of four semi-circular arches which took the railway across the valley of the river Black Devon (a tributary of the Firth of Forth).

Alan Simpson. Charlestown Branch: notes of a railway ramble in January 1995. 33
Sunday, 29 January 1995 The branch to the Charlestown leaves the Dunfermline to Kincardine line at Elbowend Junction. At this point, there is a ground frame and a colour light signal. The track of the Charlestown branch was still in place, but it was noted that there had not apparently been any traffic for some time, as the rails were rusted. However, at least the track bed was tidy and free of vegetation. The branch, which is a single track, runs due south, bordered on both sides by fields. It shortly afterwards enters a shallow cutting and then bends to the right (westwards) with check rails on the western set of rails. The line crosses the A985 Rosyrh Kincardine road to on a single span girder bridge. There is also, a bit farther on, a semi-circular brick arch bridge on which the line crosses over a now abandoned road. The branch now heads in a westerly direction parallel to the A985 road (although a short distance back from it) and comes to a level crossing, with white painted wooden gates and a red 'target' It then continues west, under a farm access bridge and over another gated level crossing. It then comes to a bridge taking the minor pub- lic road to Charlestown across the railway and then heads south again, through a cutting. Once through this views of the River Forth and the pier of Crombie Royal Naval Armaments Depot can be seen on the right-hand side. The line then curves eastwards and comes to a set of trailing points. At this location a track set back westwards to serve at the Crornbie base. The "main line" continues eastwards for a short distance until it terminates at a buffer stop fashioned out of old rails. The only reason he suspected that the Charlestown branch is retained is for strategic purposes, to serve the Armaments Base.

The new Locomotive Superintendent ot the North British Railway. Railway Magazine - Bill Lynn. 33
[KPJ: presumably Volume 14 or 15]. In the last issue of the RAILWAY MAGAZINE we chronicled the appointment of Mr. W.P. Reid as Locomotive Superintendent of the North British Railway. We are now enabled to publish his portrait, with some additional information of his career.
Mr. Reid is a Glasgow man. and has risen from the ranks. During his apprenticeship he attended Science and Art Classes. and gained First Class certificates in most of the subjects. He began his railway career at Cowlairs Works in May, 1879. where his conduct and abilities soon attracted the attention of the late Mr. Matthew Holmes. then Locomotive Superintendent of the North British Ra.lway, who promoted him to be Charge of the Locomotive Depot at Balloch in 1883. Further promotion followed. viz., to Dunfermline in 1889, to Dundee in 1891, and to the St. Margarets Sheds at Edinburgh on May l st., 1900. Mr. Reid was now in charge of the second largest depot on the North British Railway. and when the Directors considered it advisable to appoint an Outdoor Assistant Locomotive Superintendent. the merits of Mr. Reid immediately caused their choice to fall upon him. Frank, energetic. and capable, he is popular with the staff. It may be stated that Mr. Reid is the youngest of six brothers who have all risen to responsible positions. One of the brothers. Mr. G. W. Reid, was for ten years Chief Locomotive Superintendent of the Natal Government Railways. South Africa, and during the Boer war rendered valuable assistance to the military authorities in connection with the Locomotive Department. for which he received the thanks of Lord. Kitchener.

Alan Simpson. Lines in the Tayport area. 37-9
Map shows the former railw ay from Wormit past Tentsmuir to Leuchars Junction: it carried commuter traffic until the openinng of the Tay Road Bridge.

Issue Number 79 (Winter 1999)

Roger Pedrick. History of the local railways: first train ferry in the world. 3-4.
Thomas Bouch vessels on Granton to Burntisland route. Rewritten from article in Dunfermline Press.

Bill Rear. The West Highland Line: Eastfield engine diagrams September 1962. 5-12.

Issue No. 82 (Winter 2001)

Guard Bridge Paper Company open wagon. front cover
Supplied in 1896 by Hurst Nelson

Circular 1448 – Carluke traffic. 3
Printed circular issued by General Goods Manager's Office in Glasgow on 4 February 1889 noting that Carluke Castlehill on the branch from Morningside would open

Donald Cattanach. Fast train to Crail. Part 2. 4-11.

Circular P2772 – Demurrage & siding rent, February 1909. 11
Printed circular issued by General Goods Manager's Office in Glasgow on 12 March 1910; signed W. Andrews, Chief Goods Manager (submitted by Ian Currie)

John McGregor. The politics of railway promotion in the Scottish Highlands. Items from the construction of the West Highland. The West Highland Mallaig Extension. 12-

D. Yuill. Carrying coals to Leith and Granton. 21-5.

John B. Rowley. Locomotives by Hawthorn's of Leith. 26-7.

Alan Simpson. Leven Dock Siding. 27-30.

Alan Simpson. Two snippets on the Lauder Light Railway. 30
Bradshaw's Railway Manual, Shareholders Guide & Directory (1912) - Lauder Light Railway: listed Directors (Harry G. Young and Robert Dickson), Secretary (C.F. Umphersston); Auditors; Solicitors; Office; capital, length of line and opening date (2 July 10-1).
The Railway Magazine - February 1951. branch from Fountainhall to Lauder re-opened for freight traffic on 2 November 1950: closed since bridge over Gala Water damaged by floods on 12 August 1948.

Matters arising from previous Journals. 30-1

Seven bells from Silloth (Newsletter, 1999 January). Charles Meacher
Reminiscence of Bill, a cleaner at Silloth shed who swung off engine boiler by tarzan swing on electric lighting duct which plunged engine shed and harbour lights into darkness. Also threw paraffin into firebox which led to severe burns, but after period in Cumberland Infirmary he was able to join Royal Marines.

The Devon Valley line. David Lindsay.

Fish workings. John McGregor

Issue No. 88 (Summer 2003)

Alan Simpson. Scottish railway wagon builders - 1908. 4.
Glasgow: P. & W. MacLellan Ltd
Wishaw: R.Y. Pickering & Co. Ltd.
Motherwell: Hurst Nelson & Co. Ltd.
                       Motherwell Wagon & Rolling Stock & Co. Ltd., Flemington

Allan Rodgers. The North British Railway and the industries of Kinghorn. 5-16
Pettycur harbour wass an important transport link prior to the railway with ferries to Leith which were liable to disruption by wind until steamboats came into service around 1820: early ferries included the Sir William, Wallace wrecked in 1825, the Earl of Kellie and the Thane of Fife which survived until about 1840. Stage coaches operated on improved roads. The Duke of Buccleugh improved the harbour at Burtisland and it and an improved road desplaced Pettycur. The Edinburgh & Northern Railway was incorporated on 31 July 1845 to build a railway from Burntisland to Perth via Kirkcaldy. The tunnel at Kinghorn is notable for the S curve at its centre where the two headings. R. & W. Hawthorn of Newcastle supplied sixteen locomotives, delivered to Pettycur from1847: four 2-2-2 passenger engines, ten 0-4-2 passenger engines and ten 0-6-0 goods engines. The main industries at Kinghorn were the Bottle Works at Pettycur, the Abden Ship Yard, and the Burntisland Oil Works (and Candle Works).

Douglas Yuill. Carrying coals to Leith and Granton - Part 6. 17-24.

Paul Smith. The North British Railway and the City of Newcastle upon Tyne. Part 2. 25-8.

John McGregor. Tulloch. 29-30 and front cover

Issue No. 93 (Autumn 2004)

Donald Cattanach. The Great Scotch Railway Strike 1890-91. Part 1. 3-13

Walter Chalmers. NBR locomotive maintenance and repair. Part 2. Shop repairs to frames, cylinders  & valves. 13-17.
Submmitted by Allan Rodgers: Reproduction of section from Macaulay Modern railway working: a practical treatise by engineering and administrative experts... London: Gresham, 1912-14.

A.G. Dunbar. Engines for Kitty. 19
Short article originally published in GNSR Association Mag., 1986, 23 (91). Unresolved puzzle as to why NBR and LNER were not serviced at Kittybrewster, but at CR/LMS Ferryhill where friction emerged over supplies of coal and water for NBR Atlantics especially when Charles Davidson was shed foreman

Grant Cullen. An NBR War Memorial - last relic of Kipps. 19-21.
Originally located at Kipps engine shed, but removed to Coatbridge Sunnyside station: the names of those who fell during WW1 are listed

S.R. Yates. Notes on Scottish locomotives and railway working, 1895-1910.  The North British Railway. Part 3. 22-6.
Presumably as Rly Mag., 1935, 76, 45

David Stirling. The railways of Thomas Bouch. 27
Edinburgh & Northern; Peebles, Levem, St. andrews, Leadburn, Linton & Dolphinton, Edinburgh, Loanhead & Roslin amd North British Arbroath & Montrose Railways were all engineered by him.

Roger Pedrick. History of the local railways - Part 8. Rail junction placed Thornton on the map.  27-9.
Originally published in Dunfermline Press: Thornton engine shed served the Fife coalfield: it was rebuilt in 1894 and 1933.

Alan Simpson. Methil  Power Station and its railway traffic. 29-30.
Work on construction began in 1962 and electriicity generation began in 1965. Fuel was coal slurry from local mines and was moved by train. The electricity was probabl;y used in local electric furnaces.

Roger Pedrick. Mr. James Calder, General Manager, North British Railway. 30-1.
From The Railway & Travel Monthly Magazine May 1918: Calder was born at Blackhill station on 15 June 1869 (son of station master). Joined North British Railway on 10 April 1883 at Peacock Cross station in Hamilton. He then was moved to Lennoxtown and Craigendoran stations before being transferred to the District Superintendent's office in Glasgow in August 1887 and then to General Manager's office on 22 June 1892 (copy states 1882).  Appointed Assistant to General Manager on 1 November 1903, and Assistant General Manager on 1 Januqary 1913 and General Manager from April 1918

Issue No. 100 (2007)

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

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

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

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

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

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

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

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

Issue No. 102 (2008)

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

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

John McGregor. Explosives, various. 20-2.

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

Issue No. 104 (March 2009)

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

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

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

Euan Cameron. Holmes " 574" class express engines. 9-13
Includes coloured elevations

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

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

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

Alan Brotchie. Fireman John Allan. 26

8 ton open goods wagon. 27

Allan Rodgers. A livery mystery 27

lain Chalmers. A tender story. 28

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

Kenneth G. WiIliamson. Fatality at Steele Road. 34

Jeff Hurst.. Longniddry 1953. 35

Letters page. 38

Biii Lynn. Driving on the NBR. 39

Then & now: Cupar. 40

Issue No. 105 (July 2009)

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

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

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

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

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

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

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

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

Mike Smith. . Kirkbank station. 28-31.

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

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

Then and now. Markinch station. rear cover

Issue No. 106 (September 2009)

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

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

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

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

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

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

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

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

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

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

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

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

Then and now. Aberdour station. rear cover

No. 107 (December 2009)

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

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

Sir Thomas Bouch. 8-9
Portrait from Dundee Courier

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

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

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

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

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

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

Dundee Tay Bridge. rear cover
Postcard view

Issue No. 108 (March 2010)

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

Signal boxes around Cowlairs. 10.

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

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

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

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

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

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

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

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

Then and now. Shettleston station. rear cover

Issue No. 109 (June 2010).

Drummond 0-4-4T No. 167 at Broughty Ferry station within period 1894 to 1900. front cover

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

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

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

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

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

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

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

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

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

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

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

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

Letters page. 38-9

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

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

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

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

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

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

Issue No. 110 (September 2010)

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

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

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

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

Kippen signal box. 15

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

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

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

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

Then and now. Ladybank station. rear cover

Issue No. 111 (December 2010)

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

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

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

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

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

Two Riccarton poems.... 35.

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

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

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

Issue No. 112 (March 2011)

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

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

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

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

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

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

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

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

Allan Rodgers. Ashbury composites: follow-up 35.

Issue Number 113 (September 2011)

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

Harry Knox. Granton accident 1953. 12-

Brian Farish. Gorgie tales:. 22

Issue Number 114 (December 2011)

Issue Number 115 (March 2012)

Issue Number 118 (March 2013)

Bill Lynn. Working on the North British.  3

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

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

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

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

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

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

Brian Farish. Après le deluge – part 1. 30-8.
East Coast floods of August 1948

Trevor Jones. Railways and the law  – part 2 39

Harry Knox. Collision at Lunan Bay 48-9.

Letters page 50

Loanhead station 52

Issue Number 119  (July 2013)

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

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

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

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

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

Euan Cameron. Wheatley's 2-4-0 passenger engines. 20-9.

Brian Farish. Après le deluge.– Part 2. 30-7.

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

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

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

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

No. 120 (November 2013)

Class D34 'Glen' No 9266 'Glen Falloch' at Dunbar in LNER days. The Glens are the subject of the article by Euan Cameron in this edition -

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"..

Alan Simpson. Kirkcaldy Harbour branch and its traffic – Part 1. 4-13.

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&GR’s 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 NBR’s short trains is seen extending under the North Bridge. To the north of the Joint Station train shed is the NBR’s 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 company’s 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 NBR’s “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 NBR’s 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.

Letters' 51

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”.

No. 121 (March 2014)

An Index to the Journals David King 3

Alan Simpson. Kirkcaldy Harbour branch and its traffic - part 2. 4-14

Euan Cameron. The 633 and 729 Class 4-4-0s. 15-24

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, 1963. 30-4.

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

The West Highland Railway, The West Highland Extension Mike Smith 50

Journal 109 cover Readers 51

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.

Armoured trains fpr the defence of the East Coast. 12
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.

No. 123 (November 2014)

Alan Simpson. The Burntisland Railway Accident of April 1914. 4

Euan Cameron. The 239 Class 0-4-4 tanks. 12-15

Donald Cattenach and Allan Rodgers. Waverley Station – a history – Part 3. 16-
Negotiations between the company and the city concerning the markets.
east end looking towards North Bridge: photograph by Alexander Inglis c1875

Douglas Yuill. Coal industry in East and Midlothian – Part 20 34

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 company’s 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. .

Routes and lines The Dundee & Arbroath Railway – follow-up Jim Page 49

Reminiscences The closure of the Silloth Branch – follow-up Alasdair Lauder and John



Craigentinny Carriage Sidings Journal Team

No. 124 (March 2015)

Harry Knox. A very near miss at East Fortune. 6-8.
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.

Euan Cameron. The Drummond 474  class 2-2-2s. 18-24

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.

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 Team 50
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
Trade unions

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 Æ̍e/k/me. 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.

Waverley taken from the roof of the City Chambers in 1885 soon after the suburban platforms were opened to passengers on 1 December 1884

p. 13

Lord High Commissioner’s procession in 1884 crossing North Bridge (showing Post Office hydraulic lift)

p. 20

west end of Waverley station from the Scott Monument, probably taken in the late 1880s

p. 21

roof of Waverley Market & gable end of old North British Station Hotel in mid-1880s

p. 22

east end of Waverley, probably taken around 1887-90*

p. 23

Ordnance Survey map 1895

p. 26

Plan of 1890 for developments at east eend of Waverley (not implemented)

p. 27

Maps (plans) of proposals made by Caledonian and North British Railways for railways in Edinburgh and in Leith 1890

p. 29

Beyer Peacock former Edinburgh & Glasgow Railway 0-4-2 No. 319 at west end of Waverley: umbrella roofs to platforms late 1880s

p. 30

view from above The Mound towards Calton Hill and North Bridge with Waverley in between

p. 32

Drummond 0-6-0T No. 297 at east end with Regent Arch behind

p. 33

* 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. 36-49.
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 Railway. 19-33
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.

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 S Wilson:
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 cover
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. 3-16.
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.
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
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 Minnis. 32
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. 33-6
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

Updated 3 August 2016