North British Railway Study Group Journal
Newsletter until No. 18)
KEY to all Journal Issue Numbers




































































































100 101 102 103 104 105 106 107 108 109 110 111 112 113 114


116 117 118 119
120 121 122 123 124 125 126 127 128


130 131 132





137 138 139
140 141 142 143 144

Issue 1 (July 1978)

The Inaugural Meeting was held at The North British Hotel in Edinburgh on 11 March 1978 and was attended by fifteen people. The first three or four issues were solely concerned with the routines involved in establishing a new group and are only of interest to those studying the Group per se. The first journal to contain information about the Railway is Number 4. An article on the Journal in Number 100 gives an excellent thorough of the first hundred Issues

Issue 4 (February/March1979)

Sharp engines on the Devon Valley line. 2
Photograph of Dollar station  taken on 1 May 1969 reproducedd in John Thomas's NBR Volume 1 and on page 26 of C. Hamilton Ellis's North British Railway. Concludes must have been 2-4-0 No. 231. Also questions identity of locomotives at  Alloa in North British Album page 171

Request for information. 2

NBR petrol shunter
Rich Heard requested information about petrol shunter based at Kelso following a request in the N.E. Express newsletter of the North Eastern Railway Association. After the Grouping the shunter was tested in the LNER North Eastern Area

Hawick station. 3
Rodney Spratling requested information about Hawick station in the 1930s: alos North Berwich station at same period.

Wheatlley "Longbacks". 3
So-called from long domeless boilers. Built at St. Margarets from scrap in 1868-9. Cites SLS publication pp. 70-1. Table lists original and final numbers

56 1127
58 1129
59 1130
131 1155
134 1156
135 1157
154 1027
155 1159

Issue 5 (July 1979)

Lynden Butcher. East Fife Crentral Railway, 1898-1965. 4
Goods sttaions at Kennoway, Montrave, Largoward and Lochty. Normally worked by J35, J36 and N15.Worst accident: train ran out of control into Lochty and piled up on Cupar to Crail road.

W.J. Carter. Longniddry - Haddington. 5
Memories of 1920s

The Forth and Clyde Junction Railway. 7
Incorporated 4 August 1853
Opened to passenger traffic 26 May 1854
Leased to NBR for 50 years: 1 August 1875
Closed to passenger traffic 29 September 1934
Closed to freight traffic 3 October 1959
Length 30 miles 23 chains

Issue 6 (October 1979)

Most contributions lack page numbers

R. Kitching. The North British Railway Class A 0-6-2T LNER N14/N15. The Cowlairs pilots – producing a model. 1-6.
N14 differed in having a shorter cab, larger bunker and Westinghouse brake. Describes construction of Norrie Blackburn Models kit,

Ken  Wildey. The wee 18 inchers of the N.B.
Footplate work on J36 based at Carlisle

Bill Peacock. The Border Union Railway – the years of change.
How the Caledonian and LNWR hoped to stsarve the line of traffiv, how the Midland Railway revived its fortunes, and how the line remained a financial drain on the NBR.

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 Locomotives of the North British Railway 1846-1882, published by the Stephenson Locomotive Society.

Issue 8 (May 1980)

Two 4-4-0 (at least one with a name) climbing Cowlairs Incline?. front cover
No caption

Richard Heard. The North British Railway as a prototype for modellers. 3-6.
Bibliography including journal articles; sources of photographs and map.

C.J.B. Sanderson. Locomotive head lamp codes. 8-10

John Evans. The Invergarry and Fort Augustus Railway. 11-15
Promoted in 1896; opened 27 July 1903. Over engineered. Operated by Highland Railway for four years, sending loocomotives via Perth and Crianlarich; then operated by NBR and absorbed by NBR in 1914. Closed to passengers in December 1933 and to all traffic in 1946.

Ray Kitching. Livery details for Reid B and S class locomotives (LNER J37). 16-19.??

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 10 (December 1980)

This Issue was printed commercially and is unpaginated: the items are recorded in sequential order, but!!

No. 9405 Glen Spean at Eastfield c1926. front cover
In LNER green livery: a note following the Editorial rrecords that D11 No. 6383 and D30 N. 9500 Black Duncan were also present

Rodney Spratling. The Devon Valley Railway—Rumbling Bridge, a suitable prototype for modelling.
Photograph of station c1920, map, plan, 2 tables. Timetable 1948/9. Locomotives 19948-55. No, 72009 Clan Stewart and a V2 worked over the line..

W. Norrie Munro. Reminiscences of a railway clerk.
Began work on 25 March 1935 on LNER and spent his whole working life on former NBR portion. He started at Rosslyn Castlle on the Penicuik branch. At Rosslyn Castle the major traffic was explosives inward from Nobel at Stevenson aand outward to Woolwich Arsenal and Cornish slate mines. Felt overboots had to be worn within the gunpowder vans. Gunpowder was carried in barrels; other explosives in special boxes. Next part.

Harry Jack. Aerial photographs.

Ray Kitching.. North British Railway goods locomotive livery 1914-1923

C.J.B. Sanderson. Locomotive head lamp codes.

C.J.B. Sanderson. Peaked roof 10-ton grain hopper wagons.

A.A. MacLean. The model
Peter Westwater Westkit.

Issue 11 (July/August 1981)

Page numbers very indistinct on many  pages of pdf file

Rumbling Bridge station viewed from north. front cover
1952 photograph by C.J.B. Sanderson

A.W. Miller. "Plus ca change". 3
Round about the summer of 1952, I was in a party isiting Polmadie M.P.D. And what, you may ask, was an N.B.R. partisan doing in the enemy citadel? Actually, I was there primarilly to see the new B.R. Clan. locomotrve , and anyway was it not nearly 29 years after the N.B.R. had ceased to exist and nearly 4 since the railways had been amalgamated 1nto one big happy family? Byegones must surely be byegones by now. Having inspected the Clan I wandered down to the coaling plant to watch the activity there. It was a three road Mitchel plant, and a Duchess had just come off the No. 1 road, where the best of the coal which was to be had at the time was dispensed. This was followed by a Black 5 which was coaled in the middle road, which dispensed some sort of medium grade coal. When this had moved off, a K3 started its way up to the middle road, but was turned back by the man in charge of the coaler and was. directed up the No. 3 road, which held the mixture of dross and slack served up to goods engines and steam shunters. I asked the chargehand why he had changed the road, since the K3 was a mixed traffic engine in the same category as the Black 5. "I ken that fine" was the reply, "but he is only an N.B. man".

Bill Lynn. The saturated 4-4-2 tanks (Class M) of the NBR (L.N.E.R. Class C15).  4-5
The drivers had to stand as the side tanks intruded into the cab and the front sanders were worked off the Westinghouse pump, but were liable to fail. The resar sanders were gravity driven. Built by the Yorkshire Engine Co. and known a s Yorkies. Spiral springs on driving wheels.

[Photographs: Class M]. 6
No. 25 at North Berwick; No. 134 on long suburban train at Portobello East Junction; No. 141 on long suburban train at Portobello East Junction. Additional information from John Smith Index in Issue No. 40

John Evans. The Aberfoyle branch & Blane Valley Railway. 8-18

Rich Heard. Grain hoppers in 4mm scale — some ideas for the modeller: some variations based upon the "Westykits" L.S.W. grain van kit. 19. 19-20

Stuart Rankin. A visit to Riccarton Junction. 22-3
In April 1980  when station platform remained intact

C.J.B. Sanderson. N.B.R. turntable locations & diameters. 24-6

Norrie Munro. Reminiscences of a railway clerk. 27-8
Series began in Issue 10. A note on the Railway Clearing House then an account of work at Newtongrange opened in 1908 to serve a coal mining village to house workers at  Lady Victoria pit who travelled in large numbers on idle Saturdays. Much of the output from the Lady Victoria went to the Portobello power station

Book Reviews. 29-

The railways of Fife. William Scott Bruce. Perth: Melven Press. Reviewed by G.A. Lyall. 29-30
The title "The Railways of Fife" is a real attraction to an N.B.R. enthusiast as here, in one volume, we can hope to discover how the "Kingdom" was served by rail and by the N.B.R.! The title page recounts that the book is a study of railway development in Fife and the adjoining counties of Perth, Kinross and Clackmannan. All these areas are covered in considerable detail as also are the railway connections south of the Firth of Forth serving the various connections used from time to time to "bridge" the Forth, including the Edinburgh, Leith and Granton Railway which served the Granton-Burntisland Ferry, which is itself covered in some detail with descriptions of both harbour 'facilities and the ferry vessels themselves. The Firth of Tay; especially in the Dundee area is given a fair degree of coverage as are the Tay Ferries and the Forth and Tay Bridges. Certainly all of these contribute to a study of the Fife railway network.
On reading "Sources and Bibliography" on page 244 it might be thought that everything that can be said about the Fife railway network has already appeared in print. This may be so but it does not mean that a single volume covering the area is superfluous; indeed to be able to read 'the story of developments in one continuous work is an advantage. It has to be admitted, however, that the attempt to contain such a complicated history on that of Fife in one volume has resulted in many aspects being handled in rather a summary manner.
The first section of' the book deals with early developments and is very complete, describing, as it does, the railway system in pre - and early N.B.R. days and the latter part of the book gives quite good coverage of B.R. activities, including the dates of closure of certain routes and stations. What is sadly lacking however is information about the working of the whole system in the high days of the N.B.R. and even in L.N.E.R. days. The choice of photographs too is disappointing. Instead of quite so many photographs of modern trains, which are available elsewhere, it would have been of more general interest to have'included photographs of an Atlantic, a Scott .and a Glen as well as a Holmes 4-4-0, all of which were popular classes commonly to be found in Fife. Perhaps of the two illustrations of Class C one might have sufficed along with one of an S class; similarly instead of two photographs of 0-6-2Ts one· might have been replaced by a photo of a 4-4-2T at (say) St. Andrews.
The maps are interesting and provide useful diagrams of track layouts; Map No. 1 is the only one which does not have a north point and in this case the southern extremity of the system is shown at the top of the page! What seems to be an error was noted on page 58 which deals wi:h the S.C.R, fares between Perth and Edinburgh in August 1848 and quotes from an internal report published in 1964! Perhaps 1864 or even earlier would have been more accurate. In spite of these criticisms the book is a useful record of the coming of the railways to Fife and how they expanded to ,provide an adequate transport system during the second half of the nineteenth . century; as I have said it is the lack of information jibout the working of the network from 1900 to the second World War wbich is unfortunate from the point of view of the student of the N.B.R. and which detracts from the value of the book to him.

The railway navvies. Terry Coleman. Penguin. Reviewed by K.J. Fairweather. 30-
The epitaph on Sir Christopher Wren's tomb in St Pauls' "Si monumentum requiris, circumspice" — "if you seek his monument, look around" :might equally apply to the railway navvies who, in the years from 1830 to 1900, radically altered the face of Britain and the British countryside, achieving by their own, unaided exertions feats of public works which were not to be equalled until the "motorway boom" of the 1960s when of course virtually all the work was done by machinery.
Although the nineteenth century is commonly regarded as the age of the industrial revolution when machines came increasingly, into their own .i.t comes as quite a surprise to learn that the railways, in many ways the embodiment ot the spirit of the age, were constructed almost totally by pick and shovel. The men who achieved what, even by today's standards, are quite stupendous engineering feats (read the Chapters on the Woodhead tunnels and the Settle and Carlisle line) have been well served indeed by Terry Coleman whose book, based principally on contemporary newspaper reports and tbe proceedings of a Commons Commission which met 1846 to consider abuses on the railway works of the period , (particularly Woodbeadl) gives a vivid and fascinating account of their life and times from the dawn of the railway age with the Stockton and Darlington Railway in 1822 to 1900 when, with the completion of the Great Central route to London from Sheffield, the age of railway construction came to a virtual end and the navvies dispersed.
Even in an age when life was held cheap the lives of the navvies were almost unbelievably hazardous as there was.little or no safety legislation and the contractors, with one or two honourable exceptions, were more concerned with profit than with the well-being of their men; moreover the contractors in addition to taking few, if any, precautious to guard their men against injuries at work often took great advantage ,of them, both by the "truck" system of payment of wages and by the sale to them of high priced beer — indeed some of them made more profit in these ways than they did from the works themselves!
Unusually, for a "general" book of this nature" Scotland is not overlooked , indeed some of the liveliest tales of riots and "randies" arise from the construction of the Waverley Route and the associated battles between the Scottish and Irish labourers working on the contract. Anyone wanting a "human" picture of the Development of our railway network as opposed to the activities of the "Wheeler-Dealers" such as Hodgson should ensure that a copy of the book finds a place on his bookshelves.

Steam supreme. R.D. Stephen. Truro: Bradford Barton. Reviewed by Rich Heard. 31
One of a series issued by this publishing house, "Steam Supreme" is a neat little volume of 150 pages in a soft cover. The book is subtitled "recollections of Scottish railways in the 1920's", and this phrase adequately describes both the aims and the contents therein. Stephen has divided his work into two major sections dealing with his memories of pre- and post-grouping, and within this format he~s covered not only the N.B.R. but also the C.R., H.R., G.N.S.R., and the G & S.W.R. and also' the effect of the grouping on the inter-relationships between them, although the aim is not to present a learned or pretentious thesis about the economics or development of the railways, but to relate in very human terms the changes which took place during this dynamic era.
This eminently readable book is illustrated with 32 black and white photographs of fine quality, and in the text reference is also made to both of Stephen's photograph collections also published by Bradford Barton. If these three books are read together the amount of information which can be gleaned is truly remarkable, and rather belies the·idea that the book is merely a set of recollections. In fact, "Steam Supreme" is filled with information which is not only lascinating for the prototype researcher but is aiso useful for anyone wishing to model this period. Essentially, this book is an enthusiast's record of his own enthusiasm, and as such is prescribed reading for anybody sharing an interest in the N.B.R. particularly, and Scottish railways in general.

Border Country branch line album. Neil Caplan. Ian Allan. 130pp. Reviewed by C.J.B. Sanderson. 31-2
This is similar in style and size to the album-type of picture book which has become so popular in recent years with a four page semi-historical introduction followed by 124 pages of photos of various sizes and an outline map within tbe covers. The area covered lies between the East and West Coast Main Lines and from the old Newcastle & Carlisle Railway, with its branches to Alston and Allendale, northwards to a line extending eastwards from Carstairs, through Dolphinton to Lauder and Reston. Thus both Caledonian and North Eastern branches are included though the bulk of the lines are ex-N.B. The little independent North Sunderland Railway, from Chathill on the E.C.M.L. is omitted altogether. The author has drawn from the work of a lot of lesser known photographers and most of the photos are post-1948. Only a small proportion have I seen in print before.
The section on each branch opens with a few historical notes, none of which I have been able, through presaure of time to complete this review, to check, followed by a selection of photos, mainly of stations and nearly all with trains, in geographical order up the branch. In several instances the author expresses regret at the poor coverage of some of the branches by the photographers of by-gone days, Which presumably meana that he feels he hasn't found sufficient material for certain areas.This would appear to be the case for, while he bas been able to give a very wide coverage to some branches from the collections of the photographers who have given him support, there are perhaps too many instances of the pictorial history of other branches being made up by the inclusion of vews which are virtually the same though taken a decade later This practice, together with the inclusion of several photos which I feel are totally irrelevant to the subject (1948 floods on the E.C.M.L., engines at Carstairs and shots on Beattock Bank) suggest that it has not been easy to fill the required number of pages. As the author has included some of his own photos (which, unfortunately, do not reproduce nearly so well as those of his contributors) of the mid-1960s era, one would have expected him to have had a few spares which he could have inserted to prevent near-duplication and help to keep to the branch line subject. Having said that, however, I must admit that I think the book has achieved its declared aim of helping to recapture a railway scene now lost for ever.
There are quite a few errors in captioning, including the describing of trains going in the wrong direction. In a group such as ours I should perhaps draw attention to the fact that it was from Hexham to Newcastle (not Carlisle) that the N. B. were granted running powers over the North Eastern' (page 6) that both the N.B. ·and the N.E. extended their respective branches on the south side of the Tweed to form an end-on connection with one another between Kelso and Sprouston (page 30), that the "typical .N.B. carriages with their running boards" seen at St Boswells are, in fact, North Eastern clerestories (page 71) and that the Wheatley 2-4-0 at Peebles is actually a Drummond 4-4-0 which later became L.N.E.R. class D28 (page 89). And if it wasn' t for the photographic evidence shown on page 41, I would have ridiculed any report of an LMS "Jubilee" ever having worked on the Jedburgh branch!
This book covers not only my own "patch", but also a whole area that I know pretty well. Its pages bring back many happy memories of hours of lineside photography, of evening "work" in a certain signal box and of illicit footplate trips; for these reasons.alone I must include it on my bookshelves. To the many of you who claim to have an interest in the N.B. in the vicinity of Riccarton, Reedsmouth, Rothbury or Riddings it should bring pleasure too, so buy it.

Issue 12 (December 1981)

Pagination in this Issue is complex in that each article is alloted a page number and this is followed by numbers for pages within that item.

Dundee shed on 26 August 1933 (R.A. Read). front cover
See also note

W.J.B. Sanderson. Locomotive classification. 6/1-6/9.
In its very early days the North British used such terms as "passenger", "goods", "tank" and even "coalll to describe its engines, but for the most of its life locomotive classification was by wheel-type and degree. For many years the Working Timetable gave the individual engine numbers under the various class headings and I have tabuated the details from the October 1896 issue (and added the totals in brackets) as follows:-
18-inch cylinder Goods Engines (Main Line). (Total 133)
0-6-0T built by Dubs & Co.,1877 (4)
(Acquired from the Glasgow, Bothwell, Hamilton & Coatbridge Rly in 1878).
Drummond 0-6-0s of 1876/77, later LNER class J32. (32)
Holmes 0-6-0s built from 1888 onwards, later J36. (97)
(Note: a total of 168 of these engines were built up to 1900. This became the nost numerous class of all N.B. designs comprising nearly one-sixth of the total Capital stock)
First Class 6-wheeled Coupled Engines. (Total 284)
17-inch 0-6-0 built by R. & W. Hawthorn in 1848 (1)
(Originally ordered as a goods engine for the Hawick line with 18-inch cylinders and 4' - 3" wheels, this engine had been rebuilt in 1869 and 1882 to give it both smaller cylinders and smaller (4'-1") wheels. One of a class of eight, it lasted until 1910).
Wheatley 16-inch 0-6-0s of 1867-73. (18)
Wheatley 16-inch 0-6-0Ts. (20)
(1889-93 rebuilds of the above tender engines).
Wheatley 16-inch 0-6-0ST with 4ft 1in wheels of 1866/67. (3)
Edinburghy 16-inch 0-6-0ST with 4ft 3in wheels of 1870-73, later J85. (10)
Wheatley 16-inch 0-6-0ST with 5ft 0in wheels of 1870-73, later J81 & J86.(7)
(There was a total of seventeen of these passenqer saddle-tanks; seven are shown as being first Class, one as second and nine as Third Class).
Wheatley 17-inch 0-6-0s of 1867-73, later J31. (88)
Drummond 17-inch 0-6-0s of 1879-83, later J34. (101)
Holmes 17-inch 0-6-0s of 1883-87, later J33. (36)
Second Class 6-wheeled Coupled Engines. (Total 8)
Only eisht engine numbers were quoted under this classification. Six, already on the Duplicate List, were outside-framed and dated. from 1869/70 and one of these was a saddle tank which had a sister engine designated Third Class. Of the two engines still on the Capital. List, one was a Hurst "standardl" goods engine of 1860-67 which was non-standard in that it was the only one of its class to have smaller (4' -0") wheels and the other was one of Wheatley's passenger saddle tanks of 1870.
Third Class 6-Wheeled Coupled Engines. (Total 80)
The bulk of the engines in this classifiication were the survivors of Hurst's "standardl" Goods engines of which sixty-two had been built between 1860 and 1867, most of them being subsequently rebuilt with larger cylinders. Also included were eight outside-framed domeless boiler engines which had been turned out from St Margarets works in 1863/69 (though the main N.B. workshops untiI the amalgamation with the Edinburgh & Glasgow Rly in 1865, only 31 engines were ever built at St Margarets) and. two outside-framed engines which had been acquired from the Edinburgh, Perth & Dundee Rly; One of these had been built in that company's workshops at Burntisland in 1863 and the other by Neilson & Co in 1861 There wer e also the nine Wheatley passenger saddle tanks which had not been classified as either first or Second. Class and several miscellaneous inside and outside-framed 0-6-0s arid 0-6-0STs of 1867-71 vintage and having either 15- or 16-inch cylinders.
First Class 4-wheeled Coupled Engines. (Total 93)
Outside-framed 2-4-0s of 1862. (5)
("349 claas" acquired from the Edinburgh & Glasgow Rly and rebuilt with 17-inch cylinders in 11888/89. Sister engines which had not yet been rebuilt were classified 'l'hircl Class).
Wheatley 2-4-0s of 1869. (2)
(Nos. 141 and 164 which had both been rebuilt in 1890 and which had previously been termed. Second Class).
See also 13 page 10 for notes by A.W. Miller

Cover picture: Dundee shed roster. R.A. Read. 11
Cover photograph taken on 26 August 1933 shows Pacific No. 2566 Ladas which had worked the 13.09 Edinburgh on which Dr Read had travelled, No. 2567 Sir Visto was also present. There was an NBR Atlantic, D49 No.266 Forfarshire, K2 No. 4696 and C16 No. 9466. No. 307, another D49 passed with thirteen GNS coaches carrying fishergirls to Grimsby following the herring fleet.

Bill Lynn. The superheated 4-4-2 tank engines of the North British Railway. 12/1-3
Works numbers (all built North British Locomotive Co.), costs, works numbers,, liveries, working locations

Norrie Munro. Reminiscences of a railway clerk. 13-14
Still pre=1939 work at Leith Central Station in the Duke Street booking office at the Easter Road end, There was great coompetition for parcels traffic through their cartage (horse-drawn) agents: Cowan & Co. in the case of the LNER and Mutter Howie for the LMS. Customers placed cards lettered LMS or LNER in their windos.: see Archie Miller in Issue 17. George Mathers MP for Leith, later Lord Mathers, and formerly a railway clerk used the Duke Street entrance and could bost that he could travel from there to the Palace of Westminster under cover all the way. Freight to and from Orkney and Shetland shipped via Leith was also handled at Leith Central. He was moved to Dalkeith for the summer season, a much quieter location, but pipes used for oil exploration at D'Arcy were unloaded here and required the police to be informed when a lorry load was due to leave due to the narrow streets.

A.G. Dunbar. A look back at the North British Railway, 16.
Most railway enthusiate possess treasured notebooks that go back many years ana I am no exception. My notebook was started around 1913 and was written in a very schoolboyish hand indeed. It contains much which is of great interest now and what is particularly valuable is that my notes were dated which gives me a good guide to the actual time and place that they were taken. Most ot the N.B.R. notes lrere taken at Maryhill, Glasgow where my parents house in 1913 ovex-looked both the West Highland line and the line to Glasgow Docks and thus a good deal of varied traffic was seen from the:house. The father of one of my boyhood friends was a yard foreman at Maryhill (a "marshalman" as they were termed then) and due to this the pair of us had a. good deal of freedom to wander around the yard where we were looked on by tbe men as harmless lunatics. At Maryhill East Junction the Kelvin Valley brancb, once a separate company, left for Kilsyth where a fair amount of goods and passenger traffic eminated at tbat time only later to banish under the onslaught of road traffic and tbe motor car, Moat of the passenger trains on tile branch. were run by engines from Parkhead Shed, mostly 0-4-4 tanks with the odd 4-4-2T turning up from time to time. Goods traffic was handled by 0-6-0s of Drummond and Holmes design; it was only seldom that a lordly class B,or S (Reid superbeater engines) deign to waste time on such a brancb but later of course in L.N.E.R. days they were not so fussy. The yard "pilots" as tbey were termed were Nos 741/822/624/l7 tbe latter being a 0-4-0ST which was used for shunting the Dossholm paper woxks brancb and the East Yard in the afternoons. It should be kept in mind tbat at the period of whicb I write. 12 hour shifts were quite common and it was only in 1919 that the 8 hour day was introduced.
Mentioning tbe Reid superbeater engines reminds me tbat when they appeared in 1914 I saw Nos 8,13 and 44 running their trials; No 8 was painted at tbat time in shop grey and later reappaared painted black with yellow lining. Although I have seen unconfirmed reports tbat they were at first painted in passenger livery I certainly do not recollect ever seeing,them as painted in any other livery than the then standard goods livery adopted by th.e N.B.R. Nos 8 and 13 were shedded at Eastfield when they were first introduced into traffic and their principal turn was the Sighthill Yard to Aberdeen tbrougb goods wbich was a lodging turn; the initial allocation of tbe engines was to drivers Bruce and Farrell until they moved up to another link. See also letter from A.W. Miller
Whilst the location of our bouse and my access to the yard gave me plenty of opportunity for engine spotting the. two higblights of the day took place at about 7.30 a.m. and 4.30 p.m. each day when the light engines that had worked the workers' trains to Singer works ran to and trom Eastfield. At that period the Singer vorks employed between 5000 and 6000 workers, many of whom were brought from all parts of Glasgow. Working these "Singer" trains was a favourite "running in" turn for engines fresh from Cowlairs works and as I was doing a newspaper round in the mornings at that time it can. be taken for granted that at 7.30 a.m. I was always on hand to see three or four ligbt engines coupled togetber returned light to the sbed baVing left their trains at Singer for tbe return at nigbt. The stock used on these trains was ol.d Asbbury 4 or 6 wheelers with half- back seats; tbese all badly needed a coat of paint but in tbose days anything was considered good enougb for tbe Hoy Polloi! This use of engines fresb from the works meant that many engines were seen on these turns whose bome location was far from Glasgow and tbis afforded an unrivalled opportunity to "spot" many engines which otberwise would never have ventured to Singer. Around tbis time too an engine was out-shedded at Milngavie where tbe regular driver was a worthy known as "minty Jimmy"; his real name was James Minto! The big moment of bis day was running the 7.40 a.m. from Milngavie to Queen Street (High Level) Station including a non-stop run from Maryhill to Cowlairs.
In 1916 being 14 years of age I left school and went· to work as a store-boy in tbe Cowlairs General Stores. The head of tbe stores department at tbat time was a Mr J.J. Smith whose principal assistant was· a man called Storrie wbom·everyone detested for his overbearing ways and, with hindsight, I rather feel that his tenure today would be rather short indeed. My sojourn there, although only ot one yearls duration introduced me to the Erecting Shop and tbe Works Yard where dead engines were to be found in profusion; I often think that if "Massa" Storrie bad known of some ot my activities there my time on the N.B.R. would not have lasted even a year.
By 1917 some of the well known favourite engines bad .vanisbed and we heard tbat tbey had gone to France; about the same time a strange sight was seen - a number of Frencb 2-8-0s, partially dismantled being hauled to tbe docks for shipment to France.
One of tbe most interestlog workings in those days concerned No 856, an Eastfield 0-6-0, which commenced work on a Sunday afternoon runnlog ligbt to Whiteloch to shunt cattle at Merklands Wharf and. from there to eitber Bellgrove or Falkirk for the cattle sales. During tbe week it was used on a 6.30 a.m. conditional turn and in the afternoon it usually ran to Milngavie to uplift traffic from tbe paper mill tbere and to· collect empty coal wagons from the wayside stations. Tbe Reid "superheater" 0-6-0 No 44 was used quite a lot in tbe daytime on what was called the Baton coal train which ran to Baton Colliery in the Bathgate area to uplift locomotive coal for sheds in tbe west of Scotland and in fact tuere is a photograph of her in a 1917 Railway Magazine taken at Westfield on tbis working.
No 18, an 0-6-0 was at Stobcross shed where it was known as tbe "Stobcross Scud", the latter being a name used quite a lot in Scotland to designate an engine that ran about ita local area often conveying only a couple of vans; notwitbstanding this however many such "scuds" did a lot of work witbal.
The West Highland passenger trains .were worked exclusively by Glens Spean, Nevis, Orcby, Croe, Beasdale, Douglas, Roy and Sloy aided by members of the "Intermediate" class which did most of the fisb train working; these latter trains at that period were known as "clutch M.T." or "clutch return". tbe work "clutch" being tbe train telegraph code name. One amusing story arose about the fish trains. Driver McLean and Fireman McKillop were going to Fort William with empty vans and to air the vans the doors on either side were left open. Going round the foot of Ban Doran McKillop saw a herd of deer coming down the hill. He informed the driver and suggested that they ought to stop but McLean said that he would only slow down as the deer knew about the van doors and would jump through them and out the other side which they duly did before vaviishing over Rannoch Moor. Like Falstaff with his "rogues in Buckram suits" the more often McKillop told the tale the more tbe herd grew in size until one vrondered if any deer at all were left on the hillside. I certainly don't ask you to accept. this story as gospel - I certainly didn't as r knew McKillop well and he and the truth were often poles apart!
One more story to finisb - the early morning goods from Glasgow to Fort William changed over with men working the reverse turn from Fort. William to Glasgow at Ardlui and one morning Driver Howieson, his mate the guard and a learner guard were sitting in the station at Ardlui wrlting for the up tra:tn. The learnor was gazing at tue line curving a way up the "Falloch" as it was called when he asked Howieson.what would happen if he was in the van in a train going up should the coupling break and he could not stop the train running back downhilll. Houieeon replied briefly"as you go through Ardlui throw out a note telling them what kind of flowers you'd like at your Funeral"; posterity will never mow what the guard said but no doubt it made him think of the advisability of becoming a porter or somettdng less dangerous.

"The Scotsman" Newspaper Vans. 16/3. diagram (side elevation)
Sket:ch prepared by H.N. Heathcote. Body size 30 feet long;  7ft 6in wide (9'0" over duckets)  Six wheels. N.B.R.1921 Diagram 26.

William M. Shaw. After you've gone away. 23-4.
Words of old song prompted contribution on the need to ensure that when you die instructions are left for widow, children and other concerning one's treasured possessions which may be of use to someone else: writer had been sorting out records of A.G. Thomas who had published literature on the liveries of private owners' wagons: now housed with Historical Model Railwway Society

Issue 13 (May 1982)

Class D (0-6-0T) No. 804. front cover
Nelson, Reid & Co. official photograph: WN 5742/1900

A.W. Miller. North British miscellany. 9-
Article in Modern Railways 1981 November Issue Brian Perren noted the higher speeds attainable by HST between Berwick and Aberdeen which sent him to examine Nock's Speed records on Britain's railways and his the Railway Race to the North which in part made reference to a Sunday Post feature of 20 August 1933 when Driver Joe McGrregor, then living in retirement in Glasgow, had driven No. 293 between Edinburgh and Dundee over the sharp reverse curves between Kinghorn and Kirkcaldy. Driver Charlie Spalding worked the train forward to Aberdeen. Notes that the workers on the night shift at the engineering works north of Kirkcaldy used to cheer the train on (which they had seen three miles away by its red hot cinders
Locomotive classification.
Some evidence that system inntroduced in 1913 had earlier origins; General Arrangement drawings for the rebuilding of Holmes 18-inch goods refers to them as class H and the Holmes.General Arrangement drawings for the rebuilding of Drummond' 4-4-0s refer to Class D. Miller also refers to the General Arrangement drawing for the Drummond 2-2-2 but notes the absence of aany feeedwater heating apparatus. 
Painting 19½ goods
Works photograph of No. 8 in works grey shows lining of type normally applied to green passenger locomotives. Purdom in Locomotive Mag., 1940, 46

Norrie Munro. Reminiscences of a railway clerk. 18
Moved to Joppa in late 1930s: used to see Coronation passing at high speed and searchlights practicing for war.

G.W. Heathcote. Riccarton Junction. 25
Two visiots by car: one in 1968 from Limekilnedge over winding forestry road from Whiterope; one in 1979 from Saughtree station over railway remains to desolation of Riccarton

Issue  14 (August 1982)

Tom Mann. Lochend Junction signal box. 5-11
On Abbeyhill Piershill loop line and controlled junction to Leith Central. Includes elevations (side and rear), plans, routes served and signal diagrams

Alan G. Dunbar. The North British Railway 0-6-0 locomotives serving in France 1914-1918. 12
All left for France in October/November 1917 and returned brtween April and July 1919, Lists names bestowed on them: notes that Rheims became Reims. All were repaired before repaired at Cpwlairs before entering service,

East Coast Joint Stock carriages. 13-14
Material extracted from Great Northern locomotive engineers by F.A.S. Brown

Locomotive sightings in 1925. T.M. Findlater. 15-17
The late Findlater's notebooks were in the posession of Alan G. Dunbar. They were written in pencil: some of the entries are in red pencils, but the reason for this is not known. The numbers are quoted in LNER prefix (9 or 10) form and by LNER class. The lists are for Eastfield, Kipps and Parkhead  sheds on 21 March 1925; Dundee, Thornton, Polmont and Perth on 4 July 1925. See also letter from Peter Pountext in Issue 17 who questions authorship

Alan G. Dunbar. Some notes on the Stirling and Dunfermline Railay. 20-1

Norrie Munro. Reminiscences of a railway clerk. 26
Life as a spare between 1938 and 1940. Home station was Gorgie. Used for football specials both for Hearts at Tynecastle and for rugby at Murrayfield: crowds of 40,000 at Tynecastle and 80,000 at Murrayfield. Livestock markets at Chesser Avenue. Cattle sidings also used to entrain troops from Redford Barracks. First assignment outwith Edinburgh was at Haddington

Issue  15 (December 1982)

Francis G. Voisey. An accident at Linlithgow. 7-9.
On 2 March 1886 collision between 18.00 Edinburgh to Glasgow stopping train and Bo'ness to Portobello freght train which had been shunted off onto the "wrong"  line to allow Larbert to Edinbugh mail  to overtake. The accident report by Major F.A. Marindin is gleaned for the composition of the trains involved. Driver Fairlie of the stopping train was guilty of passing a  signal at danger.

A.W. Miller. Names — official and unofficial. 10-12
Spelling of name given to Holmes 18-inch goods No. 676: was it Reims or Rheims? Refers to Dunbar's Fifty years with Scottish steam and use of the term pilot to include a locomotive used for shunting as well as in sense of an assisting engine where the NBR required the pilot to be inside the train engine

N.B.R. tunnels. Ian Currie. 21-2
Refers to tunnel on Penicuik branch at Gorebridge: see also letter from Willie Munro in Issue 16

David Blevins. Notebook. .24-6.
R.Y. Pickering & Co. of Wishaw records: wagons supplied (illustrated): two 10 ton anthracite wagon supplied to North British Anthrsacite Co. of Glasgow numbered 32 (illustrated) and 33 (order of 8 October 1903); John Davidson 10 ton wagons ordered 26 November 1903 lettered No. 2 with tinplate to return to Douglas Colliery on Muirkirk branch (see also subsequent letter); 6 October 1903 10 ton wagon for James Dick of Blairgowrie  with tinplate to return to Blantyre Colliery & registered with Caledonian Railway; 9 November 1904 Hugh McGuire of St. Leonards Station Edinburgh bought a second-hand 8-ton ex-Wishaw Coal Co.; 8 September 1909 Pumpherston Oil Co. Ltd. bought two steel underframe cylindrical tank wagons registered with NBR No. 120 illustrated; Ellis & McHardy, Coal Merchants of Aberdeen (order of 2 September 1909) bought two wagons (No. 21 in photograph) registered with NBR,

George N. Heathcote. Scotland Street Tunnel. 29-30
The Edinburgh, Leith & Granton Railway was built to link the city centre with Granton for the ferry to Burntisland. The easier stretches from Canonmills to Trinity and Trinity to Granton were opened in August 1842 and February 1846 respectively, but Scotland Street Tunnel did not open until May 1847 following inspection by Captain Coddrington. There was a 1 in 27 gradient in the tunnel  Heathcote returned to the Tunnel in Issue 62 page 26 and Sandy Maclean in Issue 69 page 28

Ile Inspector. The Gifford goods. 41-3
Description of working thhe Gifford goods, including the use of a NER J24 class 0-6-0. Illustrations: Gifford goods at Joppa on 12 August  1938; Will Henderson: "Duke of Gifford". See also letter in Issue 16 page 10

Issue  16 (April 1983)

No. 258 Glen Roy. front cover
In North British bronze green livery with crest on tender

A.G. Ellis [obituary].  5
George Ellis was a professional engineer and a native of Milngavie. For a time he worked for the North British Locomotive Co., but got out in time.

ILE Inspector. N.B.R. pilots. 8-9; 15
The term pilot engine was clearly defined towards the end othe Working Timetables. The term could apply to shunting duties, goods or pasenger, or to assisting engines at the front or the rear of passenger or freight trains when maximum loads for different classes of locomotive were also specified. Some duties had specific names: the Pullman pilot assisted through trains to the Midland railway from Waverley to the summit at Falahill. On some sections of the East Coast route there were standing pilots ready to take over from ailing locomotives on long through workings: these were stationed at Darlington and Doncaster, but not in Scotland. Illustrations (page 15) No. 9607 on Lanky Pilot on trip working to Carlisle Upperby; No. 9420 The Abbot as pilot to No. 9870 Bon Accord leaving Aberdeen in 1928; No. 9768 piloting No. 329 on 16.00 Leeds express at Cowlairs in 1932

The Gifford goods. Edward Jeffries. 10
Line from Humble to Gifford damaged by floods on 12 August 1948 and never reopened. Also recounts how he travelled with The Duke in Spring 1948

Private owner wagons. David Blevins. 10
Refers to wagons built for John Davidson by Pickering: argues that wagons were bought not hired.

N.B.R. tunnels. Willie Munro. 10
Two tunnels at Gorebridge on Penicuik due to proximity of gunpowder mills: one of which known as the Tin Tunnel

Yeast traffic on the Waverley Route. Ile Inspector. 10
Memory of such vans labelled "Return empty to Alloa2"

N.B.R. wagon page. Marshall Shaw. 11
Three diagrams of low sided 8-ton open goods wagons

David Blevins. The Edinburgh and Glasgow line via Bathgate and Airdrie. 12-14.
Edinburgh and Bathgate Railway opened in 1849 and was worked by the Edinburgh & Glasgow Railway. This line was extended to Coatbridge in 1862 and linked up with the Monkland Railway. The North British completed the line to Glasgow (College) in 1871. The Glasgow City & District Railway extended the possibilities of the route and through coaches and sleeping cars were worked from Hyndland to London King's Cross. Includes a description of the line at the height of its industrial character with coazl trains, steel works and shale oil traffic. Includes a map of the line.

Mike Oliver. North British wagon stock livery. 16.
How light or da\r was the grey? Refers to Railway Modeller of 1955 (December) article by Sir Eric Hutchinson on NBR brake vans (medium grey); Hamilton Ellis The North British Railway and Peter Tatlow's Pictorial record of L.N.E.R. wagons. Also memories of retired railwaymen

Pete Wertwaterl Traffic notes. 17
Mallaig and Hawick. Statistics June and December for years 1913 to 1920: passenger numbers and receipts; goods; mineral and coal in tons; livestock (head); cash remitted

Sandy Maclean. Passenger carriage statistics at 31/12/1922. 18
Uniform and composite separate: ECJS; M&NBJS; bogie vestibuled; bogie non-vestibule; four & six-wheel

G. Norman Turnbull. Last train to Penicuik. 19
Reproduced from Peebleshire News and St. Ronan's Standard of 8 January 1982 described event of 8 September 1951 when both Polton and Penicuik branches closed to passengers: at that time the writer and his friend were still at school.

The A.G. Ellis Collection of photographs. 20

Owen Stone Co. Ltd..20
R.Y. Pickering & Co.: 12 wagons in August 1897 only six registered with NBR; remainder with L.&S.W.R. as firm also had a depot at Worpledon

Sandy Maclean. N.B.R. goods brake vans. 22.
Allocations of specific Numbers to locations on spcific dates in 1923: e.g. van No. 175 at Prestonpans

Reims or Rheims. 22
C class 0-6-0 (J36) No. 676. Inspector R. Storey of Thornton letter of 6 November 1965 had noted Reims when locomotive was passing Aberdour and thought it odd when comparing it with poem The Jackdaw of Rheims

[John Learmouth]. 22
Edinburgh Evening News 20 November 1982 noted his coach-building activity in Princes Street. Editor queried whether same man as chairman of E&GR

David Blevins. Wagon page. 23-5
12 November 1902: Innerleithen Co-operative Society two 10-ton wagons tinplates empty to Leven Colliery, Fife; 1 October 1903: Oakley Collieries Ltd: fifty 12-ton wagons; 20 November 1903: Wilsons and Clyde Coal Co. Ltd., Glasgow: 100 12-ton registered with Caledonian Railway; R.A. Thompso, Coal Merchant, Renfrew hired one new wagon (No. 5); 30 September 1909: John Watson Ltd., Hamilton: 200 wagons registered with NBR; 18 October 1909: J. Scott & Sons, Brechin hired one solid buffered wagon, but photograph shows wagon with spring buffers 

Alan Brown. The L.N.E.R. Clyde steamer service.  26-9
Reprinted from LNER Study Group Newsletter of June 1982. The NBR had started a service in May 1866 from Helensburgh to Dunoon, Rothesay and Ardrishaig for coach travel to Oban: this was in competition with Hutcheson's sailings from Glasgow, but this was unsuccessful due to the slowness of the railway journey.  In 1868-9 two ships lying idle at Burntisland were moved to the Clyde: Dandie Dinmont (ex East Coast ferry) and Carham (formerly worked across Solway from Silloth. A group of directors formed the North British Steam Packet Company to obviate the difficulties of a railway running shipping services. In 1879 the company obtained powers to build a new pier at Craigendoran. This opened in 1883 and new fast steamers (Guy Mannering and Jeannie Deans) were placed on the Rothesay run. These had red funnels with a black top and a white band separating them. They had single cylinder engines fed by haystack boilers. The LMS and LNER consideered rationalising the Clyde services, but failed to reach agreement. The LNER placed the fast paddle steamer Jeannie Deans into service in 1931 and in 1935 the diesel electric paddle craft Talisman entered service. With the exception of the Lucy Ashton the older vessels were withdrawn.

Francis E. Voisey. Accident at Camlachie. 30-2
On 11 November 1911 when four permanent way workers were killedd and another was seriously injured due to the failure to appoint a diligent look-out. Board of Trade Inspector Yorke was severe in his criticism of the failure to equip the look-out with proper warning equipment. .

Issue  17 (September 1983)

Crianlarich Upper July 1983, Ray Kitching. front cover

Archie Miller. Pick-up goods: a collection of odds and ends. 5-6.
Re tunnels in Issue 14? Note on Kinghorn Tunnel and how th headings in a 242 yar tunnel failed to meet which led to a svere reverse curve within the tunnel and a speed limit and posssibly in steam days on trains passing within the tunnel. In the 1930s whilst a Law apprentice the writer found a document in which the officials in Kinghorn agreed that the tunnel could be opened up. The tunnel was under Cryin' Hill. In Issue 12 Norrie Munro mentioned cards in potential customer's windows: in Glasgow the cards bore the initials of the pre-grouping companies: NB, CR or GSWR. Cowan did the carting for the LMS in Glasgow. Also query about photograph of NBR 2-4-0 built to William Hurst design and built either by Neilson or Dubs.

Alan Brown. The L.N.E.R. Clyde steamer services. 7-8.
Reprinted from LNER Study Group Newsletter of June 1982. WW2 losses of the Waverley and the Marmion. The Talisman re-named HMS Arisocrat was a successful naval auxiliary. the Lucy Ashton provided a skeleton service to Greenock. The reconditioned Jeannie Deans and Talisman returned to service in the summer of 1946. Nationalisation led to th e closure of Craigendoran pier in 1972, but the Waverley was preserved and restored to the NBR livery. Map of LNER steamer sailings in 1938 and complete fleet list.  

The Ile Inspector. The N.B.R. whistle code. 9-10.
For many yrears included in N.B.R. General Appendix, but "published" as a separate book in 1921 under signature of James Calder, General Manager. It had 83 pages and a limp red cover. British Railways brought in its own "standard system" whih the older men found very irksome. The residents of Morningside were vociferous in their condemnation of the noise

Book reviews and news. 12

Border country railways. Bill Peacock
Waverley route reflections. Bill Peacock
Brief notes on booklets

David Blevins. Notebook. 13
Private owner wagons built by R.Y. Pickering:
7 January 1904: Alex Smail, Coal Merchant, Galashiels: photograph page 14
9 February 1904: Robert Taylor, Coal Merchant, Kelvinbridge Station: photograph page 14
30 September 1903: D.G. Allan & Co., Clydebank: 2 steel underframe wagons: photograph page 14
15 October 1903: C. Fulton & Co., Glasgow: photograph page 15
15 October 1903: James Scott, Ballinluig: photograph page 15 (dumb buffers)
15 October 1909: Carlton Coal Coy., Edinburgh: no photograph

Glenochil Distillery: former NBR end-door wagon lettered NE being tipped. (photograph). 15 (bottom)

Letters to the Editor. 18-

[Locomotive sightings by Alan Dunbar]. Peter Poundtext. 18
Dr. T.M.S. Findlater was a meticu;ulous recorder whose notes passed to John Rutherford and were still extant  then. This letter relates to Class C No. 786 lent to GNSR (seen at Kittybrewster in 1923) and locomotivres seen in Edinburgh for Scotland v England rugby match at Murrayfield on 21 March 1925.

Norrie Munro. Reminiscenses of a railway clerk. 20-1.
Unsocial hours  and shift work as a relief clerk at the Edinburgh Waverley booking office: the East Coast route window was onsidered the premier position; also the booking office at Granton for the Burntisland ferry. The ferry boat was the ex-Mersey ferry Snowdrop renamed Thane of Fife. Traffic could be heavy on fine summer Sundays. Duties at Granton included making up the pay-bill for the marine stafff and paying out wages to them and the railway staff. The former was complicated by their working a six day week, but the ferry operating on seven; thus the mate was paid as master when the master was off-duty and this applied to all grades: thus the leading stoker was paid as engineer when he fuctioned in this capacity

J.W. Greenhill. The Weir feed pump system. 21
Diagram (side & front elevations of NBR 4-4-0 so-fitted

Alan G. Dunbar.  Nicknames. 22
Raw yards near Kipps known as Siberia; the 17.15 shed turn at Parkhead was known as the Treacle; the Mary Queen of Scots as the Mary

C.P. Atkins. N.B.R. locomotive proposals. 24-5.
Proposed designs were mainly based around the Atlantic Belpaire boiler and included a 4-6-0, an 0-8-0 and a three-cylider 2-8-0 probably with derived valve gear. Atkins notes the apparent links between Gorton and Cowlairs in terms of design.

"Spareman". Unusual trips. 25.
No. 60507 Highland Chietain on trip working at Carlisle Canal

Journal Number 18 (December 1983)

Class J 4-4-0 No. 359 Dirk Hatterick on Lothian Coast Express at North Berwick c1913. front cover

Marshall Shaw. D&S Models N.B.R. 6 wheel fish van 4mm scale. 6-7

Ray Kitching. Royal connections: a glimpse at the royal career of two North British 4-4-0s. 9-12
On 4 March 1890 the Prince of Wales drove home the last rivet guided by the engineer William Arrol. The weather was bad: wind and rain and there was no crowd and no cheers as the event took place in the middle of the bridge. The Prince had been the guest of the Earl of Roseberry at Dalmeny House. The Royal train was driven by the Marchioness of Tweedale under the watchful eye of Driver James Aitken on Holmes 4-4-0 No. 602 which had highly burnished metalwork. The destination board above the smokebox stated ROYAL TRAIN in white letters shaded black on a red background. No. 602 was a member of the 592 class. No. 592 as displayed at the Edinburgh International Exhibition in 1886

[Holmes 7-ft 4-4-0 locomtives]. 13
top and middle: No. 602 with Prince of Wales feathers on leading splasher
lower: No. 594 with crown on leading splasher: see also letter in Issue 81 pages 29-30

David Blevins. Locomotive superintendents of the North British Railway and the liveries applied to the locomotives during their regimes. 28-31.
Replaced by material by same author in Journal No. 23 page 19 et seq

Journal Number 19 (April 1984)

Tom Mann. London Road signal box. 7
Near Abbeyhill, Edinburgh. Diagrams: side elevation and plan, signalling diagrams. See also Issue 27 page 12

A.R. Miller. The other divers. 13-17
Wheatley 4-4-0s

A.A. Maclean. Block trains of the North British Railway Company. 21-3
Introduced in the summer of 1906; designed by W.P. Reid. Vestibuled corridor trains for Glasgow and Edinburgh to Aberdeen services. Fitted with electric lighting and British Standard type gangways and pressed steel underframes with wooden bodies. Side elevations and plans. The passennger vehicles were 62 feet long and the luggage vans 52 feet

Jim Binnie. Brake van drawings. diagrams (side & end elevations, plans)
NBR Diagram 88; LNER  Diagram 36B: six-wheel with side duckets 18ft over headstocks
 Diagram 32B: with side duckets 18ft over headstocks

The last of the Dandies in England. 25-6
From Locomotive Mag., 1914 (May), 129-32 North British Railway horse-drawn Dandy cars on Port Carlisle branch,

P.T. Collar. Fact or fiction? 27-8. map
Talk given to the Ponteland Archaeological Society by a mining engineer entitled the Waldridge Extension and described a railway which served a small colliery at Kirkheaton linking it to Darras Hall station and operated between 1921 and 1929. It is  suggested that the colliery approched the NBR with a proposal to extend this line to the Border Counties Railway at Collerton or Collerford (Humshaugh)

Niall R. Ferguson. Roslin Mills Tunnel (Penicuik branch). 29
Corrugated iron tunnel adjacent to Rolsin Gunpowder Mill.