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Building the Liddesdale railways 1859-1862
Cutting the first sod
Work on constructing the railways through Liddesdale started within a few weeks of the Act of Parliament being passed, and it was marked by a ceremony of ‘cutting the first sod’. This took place on 7th September 1859 on Hardie’s Hill, just opposite Lynnwood House on the southern outskirts of Hawick.
It was a momentous occasion for the town of Hawick. A special train arrived from Edinburgh bringing the directors and many shareholders of the North British Railway as well as a military band (the 16th Lancers). Everyone who had a connection with the railway scheme, and many other interested well wishers turned up – members of the local committees who had promoted the line; directors and officials of neighbouring railways; officials of the North British Railway, its chairman Richard Hodgson and his wife; the engineers, contractors and navvies who would build the line; the magistrates and Town Council of Hawick; the Hawick Instrumental Band; the superindendent of police. Most of the townspeople of Hawick came to the ceremony too and all the shops closed for part of the day. A procession started from Hawick railway station at 12 noon and included four navvies carrying a wheelbarrow shoulder high and another carrying the ceremonial spade. It was Mrs Hodgson who took the spade and turned over the first sod, in the centre of which had been placed a bouquet of flowers. She then placed the spadeful of earth in the barrow and wheeled it to a specially marked out enclosure to the accompaniment of cannon fire. Afterwards there were speeches, prayers, a dinner for the dignitaries and more speeches and toasts. Even the Duke of Buccleuch, who had opposed the Liddesdale railway was present, and Mr Hodgson very tactfully acknowledged that the Duke’s opposition had simply been due to his belief that the Langholm route would have been better. He also reminded everyone that completing the railway from Hawick to Carlisle was inextricably linked to the North British’s scheme to reach Hexham, Morpeth and the mouth of the Tyne via the Border Counties and Wansbeck railways.[1]
The contracts
The route of the new railway from Hawick to Carlisle was divided in to a series of contracts which were let out to building companies to construct.[2] Contracts were as follows:
Separate contracts covered the Border counties line from Riccarton down towards Bellingham, and the Canonbie Colliery , Langholm and Gretna branches. The Gretna – Longtown branch (3 miles 1 furlong) which was completed at an early stage (about July 1860) and used to bring in construction materials for the contractors at Longtown. The Langholm branch, north of Canonbie, was subject of a later contract.
Work on the line
The newspapers give occasional glimpses of progress on the Border Union. The winter of 1859/60 was a particularly bad one which held back the work on the line.[3] Richard Hodgson, chairman of the North British, gave an optimistic report of progress[4] but a resident of Hawick wrote to the paper stating that, in fact, progress was poor – none of the heavy cuttings was complete, no preparations had been made for Stobs Station, nor was the tunnel ‘well forward’ as scarcely half the shafts had been sunk, and only 60 yards had been cut.[5] The Border Counties section, however, seems to have suffered fewer problems. A report in the Newcastle Courant speaks of the work having ‘progressed without the slightest interruption’.[6] Even intense frost had only partially retarded the mason work, for quarrying and dressing stones had been going on as if it had been the height of summer.
There were two instances of contractor’s failing to complete contracts.
The firm of Davidson and Oughterson, of Longtown, went bankrupt. They had entered into a contract with the Border Union Railway company for building part of the line. The bad winter of 1959/60 held them up, but then a serious flood in June 1860 washed away the foundations of their viaduct works on the Eden, Esk, Lyne and Liddle rivers. Another flood in October 1860 brought further losses, and the company found itself “unable to meet their engagements or carry out the contract”. The railway company was anxious to keep the work going, and recognising that the bankrupts’ financial difficulties had resulted from unforeseen weather conditions rather than mismanagement, proposed taking over the construction itself and employing the bankrupts to supervise the work.[7]
The Hermitage contract also had to be re-let (at an advance of £3000), also due to bad weather conditions hindering the work.[8] On the Border Counties section, a contract had to be revised upwards by £13,000 because of a rise in the cost of wages.[9]
March 1861 saw a strike of 860 building trade workers in Edinburgh. Some of these men obtained work on the Border Union Railway in bridge and viaduct construction. But this had the effect of reducing wages from 30 shillings (£1.50) to 28 shillings (£1.40) a week.[10] But later in the year, wages seem to have gone up again, and it was reported that Peebles was suffering a scarcity of masons due to the good wages on the Border Union - £2 a week with 6 month contract guaranteed. [11]
An illustration of how dangerous railway construction work could be comes in a report that several men buried alive when a tunnel on the Border Union collapse. This proved to be a hoax, circulated by some navvies who had been dismissed from the service of the company.[12] But there were fatalities during the construction. Walter Sharp lost his life at Whitrope Tunnel while oiling the shaft of an engine while it was in motion, a practice that was expressly forbidden by his employer. Sharp’s leg was caught between the spokes of a flywheel and severed above the knee. Later it was necessary to amputate even more of the damaged leg, but Sharp failed to survive the haemorrhaging. [13]
Thomas Cudicot ( age 20) was killed when a heavy iron girder fell on him during construction of the Thistle Viaduct over the Esk at Scotsdike14] and Thomas Ridley was swept away by flood water while inspecting a culvert where the new line crossed the Flash Burn.[15]
1861 census
We are fortunate that the 1861 census coincided with the building of the Liddesdale railway. The population of Castleton parish rose from 2130 in 1851 to 3688 in 1861 before subsiding back to 2202 in 1871.[16] This was due entirely to the influx of railway construction workers. Most of these incoming workers lived in temporary wooden houses close to the railway at Dawston Burn (19 huts), Caddron Burn (5), Riccarton(5), Burnmouth (8). Ovenshank (3), Clarkleap (9), Sandholm (15), Cleughhead (6) and Phaup Knowe (4).
The biggest concentration was at Whitrope where 70 huts accommodated workers who were excavating the tunnel and digging out the huge cutting through the Nine Stane Rig (68 feet deep and 960 yards long). [17] Most of these huts had only two rooms. Typically each hut would be occupied by a married couple and their children plus up to a dozen lodgers.
In addition many railway workers were lodging with local families, and some of the better paid professionals were renting houses for themselves and their families. For example, a 6-room house in Douglas Square was occupied by Thomas D Ridley, a contractor of public works employing 280 workmen. With him were his wife, three sons (aged 6, 3 and 1) and a domestic servant. [18]And the 7-room Free Kirk Manse was the home of Sheriton Holmes, a civil engineer, with his wife and domestic servant.[19] This arrangement, no doubt to the financial advantage of the church, was possible because their minister, Thomas Bruce, a probationer, single and in lodgings with Margaret Murray, the postmistress.[20]
Because the census returns give age, occupation, and place of birth of each person, it is possible to gain an impression of who the incomers were. The idea that most railway navvies were Irish is borne out to an extent. Of the 1500 extra people in Castleton parish in 1861, 510 were born in Ireland, in other words about a third of the railway workforce. The rest originated from all parts of Scotland, England and Wales. With some families, their mobility is shown by the places of birth of the children. Anne Edward, a 32-year old widow living in a 2-roomed railway hut at Cleughhead was born in Ireland, but her children aged 7, 4 and 1 were born in Port Carlisle, Cambridgeshire and Northumberland respectively.[21] This suggests that perhaps her husband been employed on railway building schemes in those places.
The range of trades and professions required to build a railway is shown very clearly by the census returns. Most of the workforce were described simply as ‘labourers’, but there are civil engineers, mechanical engineers, contractors, sub contractors, inspectors, carpenters, quarrymen, stone cutters, masons, tunnel miners, brick makers, timekeepers, gaffers, overseers, foremen, platelayers. Vast number of horses were needed for moving earth, rocks, equipment and stores, so we find horse keepers, blacksmiths, grooms, saddlers. And this huge army of workers required all the service of contemporary life, such as grocers (at the Dawston Burn and Whitrope Tunnel huts), shoe makers and a seamstress (at Whitrope). [22]
Railway navvies have had a reputation for unruly behaviour - hence the two railway police lodging at Whitropefoot)[23] and the ‘missionary’ living in one of the huts at the Tunnel.[24] The newspapers bear this out to some extent with reports of a riot at the Turf Hotel, Shankend involving the police, a navvie who had committed an earlier disturbance at Stirling, his wife, and a group of workmates.[25] Two police officers were injured and had to abandon their attempt to arrest the man Penton was the scene of another disturbance, on Saturday, July 20, 1861. [26]This was the night of the fortnightly pay and several fights broke out in the Bridge Inn. John Donelly was killed, and another navvy, William Flanaghan, was apprehended by the police. The railway opened in several stages, as work was completed and inspected by the Board of Trade.
Preparations for opening
In September 1861, the Newcastle Courant[27] carried a lengthy article about the imminent opening of the line, with lavish descriptions of the countryside it would pass through. Longtown is described as ‘the centre of Eskdale’, a statement which probably did not meet with the approval of Langholm people, who would have to wait almost another three years from the railway to reach their town. Newcastleton, the first station in Scotland was ‘a remotely situated, but very neatly laid out, little town’.
The 14 miles from Carlisle to Scotsdike was ready to open in early October 1861, but the Board of Trade Inspector, Captain Tyler, refused to sanction it until the Caledonian Railway committed itself to double-tracking the connecting line between Canal Junction and their main line.[28] Goods and mineral traffic started on October 12, 1961, with passenger trains following on October 28. Sadly, Sir James Graham of Netherby, who had championed the building of the Liddesdale railway, died a few days earlier, on October 25. He was buried at Arthuret Church, close to the newly opened railway. [29]
Scotsdike to Newcastleton opened on March 1,1862 [30] and the line from Newcastleton up to Riccarton received its approval from the Board of Trade in mid May and opening on Jun 2, 1962. [31]
By this time the Border Counties line was complete (though it did not officially open until July 1, 1862), and the North British Railway could boast that ‘there is now a complete route from Hexham to Carlisle, Gretna and Silloth by this new railway’ albeit a rather roundabout route compared with the direct line via Haltwhistle. [32]
All that now remained was completion between Riccarton and Hawick. It was inspected on June 21, 1862, and goods traffic was allowed to begin from June 24 with ‘composite carriages for passengers’ attached. Regular passenger services would start on July 1, 1862. [33]
The new timetable was publicised on June 24, and started to appear in the newspapers immediately, with the line described as the ‘Waverley Route’. There would be 4 trains a day each way between Edinburgh and Carlisle, two fast and two slow, with an extra train each way between Hawick and Edinburgh. Three trains ran daily from Riccarton to Hexham . And connections were advertised from Aberdeen, Perth, Dundee, Granton and Kelso in Scotland, to Newcastle, Liverpool , Leeds, Manchester and London in England.[34]
Waverley Route and Border Counties Timetable July 1862
as advertised in Caledonian Mercury June 28, 1862, p.5
Exp = Express
Parl = Parliamentary train
Andrew Bethune, 2009
Work on constructing the railways through Liddesdale started within a few weeks of the Act of Parliament being passed, and it was marked by a ceremony of ‘cutting the first sod’. This took place on 7th September 1859 on Hardie’s Hill, just opposite Lynnwood House on the southern outskirts of Hawick.
It was a momentous occasion for the town of Hawick. A special train arrived from Edinburgh bringing the directors and many shareholders of the North British Railway as well as a military band (the 16th Lancers). Everyone who had a connection with the railway scheme, and many other interested well wishers turned up – members of the local committees who had promoted the line; directors and officials of neighbouring railways; officials of the North British Railway, its chairman Richard Hodgson and his wife; the engineers, contractors and navvies who would build the line; the magistrates and Town Council of Hawick; the Hawick Instrumental Band; the superindendent of police. Most of the townspeople of Hawick came to the ceremony too and all the shops closed for part of the day. A procession started from Hawick railway station at 12 noon and included four navvies carrying a wheelbarrow shoulder high and another carrying the ceremonial spade. It was Mrs Hodgson who took the spade and turned over the first sod, in the centre of which had been placed a bouquet of flowers. She then placed the spadeful of earth in the barrow and wheeled it to a specially marked out enclosure to the accompaniment of cannon fire. Afterwards there were speeches, prayers, a dinner for the dignitaries and more speeches and toasts. Even the Duke of Buccleuch, who had opposed the Liddesdale railway was present, and Mr Hodgson very tactfully acknowledged that the Duke’s opposition had simply been due to his belief that the Langholm route would have been better. He also reminded everyone that completing the railway from Hawick to Carlisle was inextricably linked to the North British’s scheme to reach Hexham, Morpeth and the mouth of the Tyne via the Border Counties and Wansbeck railways.[1]
The contracts
The route of the new railway from Hawick to Carlisle was divided in to a series of contracts which were let out to building companies to construct.[2] Contracts were as follows:
| Name of contract | Length (miles, furlongs) | From | To | Engineering works |
| Hawick | 6, 4 | Hawick | Shankend | Teviot, Slitrig and Stobs Viaducts. Hardie’s Hill and Acreknowe cuttings. Whitlaw embankment |
| Whitrope | 4,5 | Shankend | Whitrope Burn | Shankend Viaduct,Whitrope Tunnel |
| Riccarton | 3,2 | Whitrope Burn | Caddell Sike | Limekilnedge cutting |
| Hermitage | 6,6 | Caddell Sike | Newcastleton Level Crossing | Hermitage Viaduct Sandholm embankment |
| Newcastleton | 3,0 | Newcastleton Level Crossing | Kershope Burn | Liddel Viaduct |
| Penton | 6,6 | Kershope Burn | Riddings Farm House | Penton cutting |
| Netherby | 4,5 | Riddings Farm House | Longtown Bridge End | Thistle Viaduct Diversion of River Liddel at Moat Watch |
| Carlisle | 8,4 | Longtown Bridge End | Port Carlisle Railway at Canal Junction | Esk, Lyne and Eden Viaducts |
Separate contracts covered the Border counties line from Riccarton down towards Bellingham, and the Canonbie Colliery , Langholm and Gretna branches. The Gretna – Longtown branch (3 miles 1 furlong) which was completed at an early stage (about July 1860) and used to bring in construction materials for the contractors at Longtown. The Langholm branch, north of Canonbie, was subject of a later contract.
Work on the line
The newspapers give occasional glimpses of progress on the Border Union. The winter of 1859/60 was a particularly bad one which held back the work on the line.[3] Richard Hodgson, chairman of the North British, gave an optimistic report of progress[4] but a resident of Hawick wrote to the paper stating that, in fact, progress was poor – none of the heavy cuttings was complete, no preparations had been made for Stobs Station, nor was the tunnel ‘well forward’ as scarcely half the shafts had been sunk, and only 60 yards had been cut.[5] The Border Counties section, however, seems to have suffered fewer problems. A report in the Newcastle Courant speaks of the work having ‘progressed without the slightest interruption’.[6] Even intense frost had only partially retarded the mason work, for quarrying and dressing stones had been going on as if it had been the height of summer.
There were two instances of contractor’s failing to complete contracts.
The firm of Davidson and Oughterson, of Longtown, went bankrupt. They had entered into a contract with the Border Union Railway company for building part of the line. The bad winter of 1959/60 held them up, but then a serious flood in June 1860 washed away the foundations of their viaduct works on the Eden, Esk, Lyne and Liddle rivers. Another flood in October 1860 brought further losses, and the company found itself “unable to meet their engagements or carry out the contract”. The railway company was anxious to keep the work going, and recognising that the bankrupts’ financial difficulties had resulted from unforeseen weather conditions rather than mismanagement, proposed taking over the construction itself and employing the bankrupts to supervise the work.[7]
The Hermitage contract also had to be re-let (at an advance of £3000), also due to bad weather conditions hindering the work.[8] On the Border Counties section, a contract had to be revised upwards by £13,000 because of a rise in the cost of wages.[9]
March 1861 saw a strike of 860 building trade workers in Edinburgh. Some of these men obtained work on the Border Union Railway in bridge and viaduct construction. But this had the effect of reducing wages from 30 shillings (£1.50) to 28 shillings (£1.40) a week.[10] But later in the year, wages seem to have gone up again, and it was reported that Peebles was suffering a scarcity of masons due to the good wages on the Border Union - £2 a week with 6 month contract guaranteed. [11]
An illustration of how dangerous railway construction work could be comes in a report that several men buried alive when a tunnel on the Border Union collapse. This proved to be a hoax, circulated by some navvies who had been dismissed from the service of the company.[12] But there were fatalities during the construction. Walter Sharp lost his life at Whitrope Tunnel while oiling the shaft of an engine while it was in motion, a practice that was expressly forbidden by his employer. Sharp’s leg was caught between the spokes of a flywheel and severed above the knee. Later it was necessary to amputate even more of the damaged leg, but Sharp failed to survive the haemorrhaging. [13]
Thomas Cudicot ( age 20) was killed when a heavy iron girder fell on him during construction of the Thistle Viaduct over the Esk at Scotsdike14] and Thomas Ridley was swept away by flood water while inspecting a culvert where the new line crossed the Flash Burn.[15]
1861 census
We are fortunate that the 1861 census coincided with the building of the Liddesdale railway. The population of Castleton parish rose from 2130 in 1851 to 3688 in 1861 before subsiding back to 2202 in 1871.[16] This was due entirely to the influx of railway construction workers. Most of these incoming workers lived in temporary wooden houses close to the railway at Dawston Burn (19 huts), Caddron Burn (5), Riccarton(5), Burnmouth (8). Ovenshank (3), Clarkleap (9), Sandholm (15), Cleughhead (6) and Phaup Knowe (4).
The biggest concentration was at Whitrope where 70 huts accommodated workers who were excavating the tunnel and digging out the huge cutting through the Nine Stane Rig (68 feet deep and 960 yards long). [17] Most of these huts had only two rooms. Typically each hut would be occupied by a married couple and their children plus up to a dozen lodgers.
In addition many railway workers were lodging with local families, and some of the better paid professionals were renting houses for themselves and their families. For example, a 6-room house in Douglas Square was occupied by Thomas D Ridley, a contractor of public works employing 280 workmen. With him were his wife, three sons (aged 6, 3 and 1) and a domestic servant. [18]And the 7-room Free Kirk Manse was the home of Sheriton Holmes, a civil engineer, with his wife and domestic servant.[19] This arrangement, no doubt to the financial advantage of the church, was possible because their minister, Thomas Bruce, a probationer, single and in lodgings with Margaret Murray, the postmistress.[20]
Because the census returns give age, occupation, and place of birth of each person, it is possible to gain an impression of who the incomers were. The idea that most railway navvies were Irish is borne out to an extent. Of the 1500 extra people in Castleton parish in 1861, 510 were born in Ireland, in other words about a third of the railway workforce. The rest originated from all parts of Scotland, England and Wales. With some families, their mobility is shown by the places of birth of the children. Anne Edward, a 32-year old widow living in a 2-roomed railway hut at Cleughhead was born in Ireland, but her children aged 7, 4 and 1 were born in Port Carlisle, Cambridgeshire and Northumberland respectively.[21] This suggests that perhaps her husband been employed on railway building schemes in those places.
The range of trades and professions required to build a railway is shown very clearly by the census returns. Most of the workforce were described simply as ‘labourers’, but there are civil engineers, mechanical engineers, contractors, sub contractors, inspectors, carpenters, quarrymen, stone cutters, masons, tunnel miners, brick makers, timekeepers, gaffers, overseers, foremen, platelayers. Vast number of horses were needed for moving earth, rocks, equipment and stores, so we find horse keepers, blacksmiths, grooms, saddlers. And this huge army of workers required all the service of contemporary life, such as grocers (at the Dawston Burn and Whitrope Tunnel huts), shoe makers and a seamstress (at Whitrope). [22]
Railway navvies have had a reputation for unruly behaviour - hence the two railway police lodging at Whitropefoot)[23] and the ‘missionary’ living in one of the huts at the Tunnel.[24] The newspapers bear this out to some extent with reports of a riot at the Turf Hotel, Shankend involving the police, a navvie who had committed an earlier disturbance at Stirling, his wife, and a group of workmates.[25] Two police officers were injured and had to abandon their attempt to arrest the man Penton was the scene of another disturbance, on Saturday, July 20, 1861. [26]This was the night of the fortnightly pay and several fights broke out in the Bridge Inn. John Donelly was killed, and another navvy, William Flanaghan, was apprehended by the police. The railway opened in several stages, as work was completed and inspected by the Board of Trade.
Preparations for opening
In September 1861, the Newcastle Courant[27] carried a lengthy article about the imminent opening of the line, with lavish descriptions of the countryside it would pass through. Longtown is described as ‘the centre of Eskdale’, a statement which probably did not meet with the approval of Langholm people, who would have to wait almost another three years from the railway to reach their town. Newcastleton, the first station in Scotland was ‘a remotely situated, but very neatly laid out, little town’.
The 14 miles from Carlisle to Scotsdike was ready to open in early October 1861, but the Board of Trade Inspector, Captain Tyler, refused to sanction it until the Caledonian Railway committed itself to double-tracking the connecting line between Canal Junction and their main line.[28] Goods and mineral traffic started on October 12, 1961, with passenger trains following on October 28. Sadly, Sir James Graham of Netherby, who had championed the building of the Liddesdale railway, died a few days earlier, on October 25. He was buried at Arthuret Church, close to the newly opened railway. [29]
Scotsdike to Newcastleton opened on March 1,1862 [30] and the line from Newcastleton up to Riccarton received its approval from the Board of Trade in mid May and opening on Jun 2, 1962. [31]
By this time the Border Counties line was complete (though it did not officially open until July 1, 1862), and the North British Railway could boast that ‘there is now a complete route from Hexham to Carlisle, Gretna and Silloth by this new railway’ albeit a rather roundabout route compared with the direct line via Haltwhistle. [32]
All that now remained was completion between Riccarton and Hawick. It was inspected on June 21, 1862, and goods traffic was allowed to begin from June 24 with ‘composite carriages for passengers’ attached. Regular passenger services would start on July 1, 1862. [33]
The new timetable was publicised on June 24, and started to appear in the newspapers immediately, with the line described as the ‘Waverley Route’. There would be 4 trains a day each way between Edinburgh and Carlisle, two fast and two slow, with an extra train each way between Hawick and Edinburgh. Three trains ran daily from Riccarton to Hexham . And connections were advertised from Aberdeen, Perth, Dundee, Granton and Kelso in Scotland, to Newcastle, Liverpool , Leeds, Manchester and London in England.[34]
Waverley Route and Border Counties Timetable July 1862
as advertised in Caledonian Mercury June 28, 1862, p.5
| Mon-Sat | Sun | ||||||
| Classes | 1234 | 12 | 123 | 12 | 1234 | 124 | 123 |
| Parl | Exp | Fast | Parl | ||||
| Edinburgh | 06.40 | 09.45 | 12.00 | 16.00 | 18.35 | 06.15 | 16.30 |
| Galashiels | 08.14 | 10.14 | 13.34 | 16.59 | 20.04 | 07.52 | 18.07 |
| Hawick | 09.08 | 11.20 | 14.28 | 17.35 | 20.58 | 08.45 | 19.00 |
| Riccarton | 09.49 | 11.51 | 15.09 | 18.05 | 09.27 | 19.42 | |
| Hexham | 11.50 | 13.30 | 19.47 | ||||
| Carlisle | 11.16 | 12.48 | 16.36 | 19.03 | 10.51 | 21.06 | |
| Mon-Sat | Sun | ||||||
| Classes | 124 | 12 | 124 | 123 | 12 | 124 | 123 |
| Exp | Parl | Exp | |||||
| Carlisle | 06.35 | 08.15 | 13.30 | 18.20 | 06.00 | 16.00 | |
| Hexham | 07.40 | 13.10 | 17.30 | ||||
| Riccarton | 07.37 | 09.47 | 15.02 | 19.22 | 07.37 | 17.37 | |
| Hawick | 06.40 | 08.03 | 10.23 | 15.38 | 19.49 | 08.13 | 18.13 |
| Galashiels | 07.31 | 08.40 | 11.14 | 16.29 | 20.25 | 09.06 | 19.06 |
| Edinburgh | 09.07 | 09.38 | 12.50 | 18.02 | 21.23 | 10.44 | 20.44 |
Parl = Parliamentary train
Andrew Bethune, 2009
[1] Caledonian Mercury, September 9, 1859, p.3
[2] Caledonian Mercury, September 14, 1860, p.3
[3] Daily News, December 29, 1859, p.2
[4] Caledonian Mercury, March 23, 1960, p.4
[5] Caledonian Mercury, Mar 30, 1860, p.4
[6] Newcastle Courant, Jan 25, 1861, p.5
[7] Newcastle Courant, May 31 1861, p.5
[8] Daily News, August 14, 1861, p.2
[9] Newcastle Courant, Aug 16, 1861, p.2
[10] Caledonian Mercury, Mar 5, 1861, p.2
[11] Caledonian Mercury, Sep 7, 1861, p.2
[12] Liverpool Mercury, Aug 3, 1861, p.4
[13] Caledonian mercury, Oct 21, 1861, p.2).
[14] Newcastle Courant, Jul 19, 1861, p.5
[15] Newcastle Courant, Mar 14, 1862, p.5
[16] General Registry Office, Edinburgh. Census 1951. Vol 1. Part 29. County of Roxburgh
[17] Maxwell, Graham and Emma. 1861 census Castleton parish, Roxburghshire, Scotland: an indexed transcription. Lockerbie: Graham Maxwell Ancestry Research Services. 2005
[18] Maxwell. p.65
[19] Maxwell, p.58
[20] Maxwell, p.64
[21] Maxwell, p.31
[22] Maxwell, p.6, 37, 38
[23] Maxwell, p.49
[24] Maxwell, p.39
[25] Caledonian Mercury , Aug 6,1860, p.3
[26] Caledonian Mercury, Jul 25, 1861, p.2; Newcastle Courant, Jul 19, 1861, p.5
[27] Newcastle Courant, Sep 6, 1861, p.2
[28]Daily News, Oct 14, 1861, p.7
[29]Freeman’s Journal and Daily Commercial Advertiser, Nov 2, 1861, p.3
[30]Thomas, J. The North British Railway. Vol. 1. Newton Abbot: David & Charles. 1969. p.95
[31]Newcastle Courant, May 25, 1862, p.8).
[32]Newcastle Courant, May 25, 1862, p.8
[33]Caledonian Mercury, June 13, 1862, p.1, 2
[34]Caledonian Mercury June 28, 1862, p.5
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