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Railways of Liddesdale: developing the routes south from Hawick
Railways of Liddesdale – Developing the routes south from Hawick
The railway reached Hawick from Edinburgh at the end of 1849, but 12 years would elapse before Hawick was connected directly to England by rail.
1852 saw plans lodged with the Board of Trade for a Hawick-Langholm-Carlisle railway, but nothing came of them.[1]
The next proposal followed in 1853 with the promotion of the Border Counties Railway from Hexham ‘passing up the valley of the North Tyne by Wark, Redesmouth, the Hareshaw Iron Works, Bellingham, Falstone and Keilder, thence by a natural pass in the Cheviot Hills, by Hobkirk and Bedrule, to a junction with the Hawick branch of the North British Railway near Belses’.[2] This route would pass through the bleak terrain of upper Liddesdale and would surely have required some tunnelling under the hills. But it would have been little use to the inhabitants of Newcastleton. As well as linking with the central Border towns, and making lime and coal available more cheaply there, the line would open up a district considered to be rich with valuable ore and coals, including the Plashetts coalfield, and would make it worthwhile to reopen the Hareshaw Iron Works near Bellingham which had closed due to lack of cheap transport.[3]
By February 1856, the contracts had been let for constructing the Border Counties as far as The Belling but the first stage, Hexham to Chollerford, did not open until 5th April 1858.[4]
Meanwhile, the 3-year long debate about which route should link Hawick with Carlisle had begun. The most obvious route would have been to follow what is now the A7 road through Langholm. It would have tapped the biggest population ( Langholm parish had 2990 people in 1851 compared to Liddesdale’s 2130)[5]. With fewer high viaducts and no tunnels the Langholm line would have been cheaper to build ( £355,000 compared to £495,000 for Liddesdale)[6], cheaper to operate ( easier gradients and at summit level at Mosspaul 150 feet lower than Whitrope), and would have generated more local traffic. Both lines would have served the Canonbie coalfield which was expected to be a major source of freight traffic.
The impetus to build a rail link between Hawick and Carlisle seems to have come from a ‘committee of inhabitants of Hawick’, who, in September 1855, sought the assistance of the North British Railway’s board of directors for the scheme which would link the North British system to the west of England. Although the board was in favour of the scheme, which would enhance the value of their Hawick and Kelso railways, their financial circumstances prevented them from putting any money into it. They were, however, willing, to co-operate with the promoters of any bona fide plan to compete the link to Carlisle[7] .
A month later, a special meeting of the North British shareholders was called to try to secure the NB’s commitment of £125,000 towards the new railway, via Langholm, Canonbie and Longtown, which would give access not just to the railways running south from Carlisle, but also to the new deep water harbour and dock being constructed at Silloth Bay, and with a link to the Dumfriesshire railways at Gretna. Although the NB was anxious to avoid any possibility that the Caledonian Railway might encroach into the area with their proposal to build a branch line from Gretna to Canonbie, no money was forthcoming. [8]
On 26 January 1856, the Caledonian Mercury notes that the proposed Carlisle-Hawick railway had been brought to the attention of the Caledonian Railway who had offered to work it, but only if the Langholm route was chosen. Part of the Caledonian’s intention was prevent traffic from Hawick and Kelso reaching Newcastle via the North Eastern Railway. This article also questions the value of the North British trying to reach the ‘worst port of the Solway’ ( i.e. Silloth) when Annan might be preferred, and it raised the question of competition between the east coast and west coast groups of companies.[9] By promoting a railway from Hawick to Carlisle, the North British could be seen as encroaching on the territory of the west coast companies, and this may have been the root cause of the lengthy dispute over who should build and operate the Hawick-Carlisle railway.
At their half yearly meeting in September 1856, the North British were saying that their plan to build a line to Carlisle was not intended as a competing line, but to serve the district through which it would pass. The Hawick line had hitherto been the heaviest drag on their system, and there was reason to hope that they would be relieved of that drag when the new line was completed. However, they were still not willing to put any money into it.[10]
Notice of the incorporation of a company - the Carlisle, Liddisdale [sic] and Hawick - to construct a railway by the Liddesdale route from Hawick to Floriston (on the Caledonian Railway a few miles north of Carlisle), was published in November 1856 . There would be branch lines to Langholm, to Gretna and to the Port Carlisle Railway near Kirkandrews-on-Eden. A longer branch would run from Riccarton Burn head to join the Border Counties Railway at The Belling. Provision was also to be made for working traffic onto the Caledonian Railway so that trains could reach Carlisle station unimpeded.[11]
And a few days later the Caledonian Railway published a counter proposal for a Hawick-Carlisle Railway via Langholm. The Border Counties directors were willing to consider joint action with the Liddesdale promoters, but, feeling that the proposed Liddesdale line offered such severe gradients on the climb to Whitrope from both directions, they suggested an alternative – that the steep section from Castleton to Hawick be abandoned, and the Liddesdale line be carried up the valley to join the Border Counties extension near the Note o’ the Gate, which would reach Hawick by way of Rule Water. Neither of these plans resulted in action, as the Carlisle, Liddesdale & Hawick withdrew its plans from parliament. [12]
Conversely, Although the North British directors were fully in favour of a line south from Hawick that would ‘enable the thriving counties of Roxburgh, Selkirk, and Mid Lothian to interchange their produce with Lancashire, and the western counties of Scotland', they could not support a company that would hand over all its traffic to the Caledonian Railway. [13]
5th November 1857 was the occasion for a meeting in Langholm to promote the Carlisle, Langholm and Hawick Railway, which had the backing of the Duke of Buccleuch. The line would provide the shortest route between Hawick and the Canonbie coal pit. There were adverse comments about the value of the Plashetts coalfield, and much laughter at the expense of the (non existent) ‘great commercial and manufacturing interests of New Castletown’, the ‘very large and extensive agricultural interests of Copshawholm’ and the ‘glittering description that was held out to us last year of the vast mineral wealth of Liddesdale’. The Caledonian Railway would work the line, and were prepared to make it ‘a free and open highway to all traffic’.[14]
Another meeting followed on 12th December 1857 at Hawick where it was emphasised that Canonbie Coalfield was vastly superior to that at Plashetts, and the Langholm line had far fewer sharp curves, shallower cuttings, lower embankments, fewer high viaducts. To illustrated how much better was the Langholm route, statistics were given of the number of horses employed in agriculture on the two routes –152 pairs on the Langholm route but only 42 pairs in Liddesdale .[15]
By the beginning of 1858 it was clear that local opinion favoured the Langholm route, and the strength of support in favour of the two routes can perhaps be judged by statistics published in the Caledonian Mercury (16 January, 1858) which show how much the construction of the line, by either route, would be dependent on the support of either the North British or the Caledonian Railway. The Langholm route attracted £73,780 from local inhabitants and businessmen with £125,000 from the Caledonian Railway and £73,500 from railway contractors – total £272,280 for a line that was expected to cost £355,000 to build. Langholm ( £16,580) and Hawick (£19, 960) overwhelmingly gave their financial support to the Langholm route, as did the Duke of Buccleuch ( £25,000). The Liddesdale route was promised only £25,920 from local businessmen and residents (the biggest contribution being £5620 from Liddesdale itself, with only £3000 from Sir James Graham of Netherby). Added to this were £348,510 from the directors and shareholder of the North British Railway, and £30,000 from the Carlisle & Silloth Bay Railway. Totalling £404,430 for a railway line estimated to cost £495,000 to build.[16]
By April 1858, the two Hawick and Carlisle railway proposals were being scrutinised by a Parliamentary Committee.
The main reasons given in favour of the Liddesdale route were
Parliament passed the bill for the Langholm line and rejected the Liddesdale line, but then the Langholm line was rejected by the House of Lords on a legal technicality.[18]
In August 1858, the North British offered to build the line jointly with the Caledonian, by either route, so long as the line was managed and run jointly.[19]
At meeting of the shareholder of the Carlisle, Langholm & Hawick Railway, held on 30th August 1858, it was argued that unless the North British monopoly over Hawick traffic could be broken, the cost of delivering coal to Hawick from Plashetts would remain high.[20]
On 4th September 1858, the North British held its half yearly meeting when it was emphasised that the case for extending the line south from Hawick depended on successful establishment of through traffic, but they were still willing to enter into an agreement with the Caledonian to construct and work the line.[21]
On 7th September 1858, there was a meeting of delegates from the local committees in the south of Scotland, who were promoting the Liddesdale line. It was resolved to apply to all interested railway companies, landowners and others, requesting them to unite in obtaining the appointment of a Royal Commission to resolve the dispute about what route the railway should take.[22]
Towards the end of 1858, a series of large public meetings was held in the main Border towns – Hawick ( Nov 3 and Dec 13), Kelso ( Nov 12), Edinburgh (Nov 15), Galashiels (Nov 19) and Carlisle (2 Dec). Arguments for both Langholm and Liddesdale schemes were aired.[23] At one of these meetings the ‘rising and busy manufacturing town’ of Langholm was compared with the ‘wretched village’ of Newcastleton, and the population of Eskdale was said to be 4500 more than double the 2100 of Liddesdale.[24]
The Jedburgh meeting on 30th November resulted in a counter proposal to the Liddesdale line – a combination of the Langholm route plus an extension of the Border Counties to Jedburgh with a branch forking off at West Fodderlee to Denholm and Hawick and a spur from Denholm to Hassendean. This would give much shorter distances from Newcastle, Hexham and the Border Counties stations to most places in the Borders. [25]
For all the hot air expended during those autumn meetings, what finally brought the railway into being was the fact that the North British company put its money behind the scheme. On 18 January 1859, the Border Union (North British) Railway Bill began its passage through Parliament, along with its rival the Carlisle, Langholm and Hawick Railway Bill[26] .
To avoid problems with the Caledonian Railway, the Border Union gained access to Carlisle independently of the Caledonian, by crossing the Caledonian line on a bridge, joining the Carlisle & Silloth Bay Railway at what later became known as Canal Junction, and running into their Canal station on the Wigton Road. Access to Carlisle Citadel Station achieved by leasing the Silloth line which had running powers into Citadel Station and using the Caledonian’s short sharply curved ‘Port Carlisle’ branch that from Canal Junction to join the Caledonian line near Carlisle Castle.[27]
By late March, the Parliamentary Committee reported on the Border Union (North British) Railways Bill. The Caledonian Railway , the Duke of Buccleuch and several other individuals all objected on the grounds that the Langholm route would serve the district better, the Duke pointed out that the Liddesdale scheme was based upon the prospective advantage of opening up the Plashetts coalfield when the Border Counties Railway was unable financially to extend its line northwards to Hawick. The Glasgow & South Western Railway objected because the Liddesdale route would be more costly to build than the Langholm route, and the North British use of Carlisle Citadel station and the Caledonian’s Port Carlisle branch would be prejudicial to their interests. There was an objection also to the new line reaching Carlisle over the tracks of the Caledonian railway.[28]
Despite the objections, the North British scheme received Royal assent on 21st July 1859.[29] Meanwhile, in March, the Border Counties had announced a new bill to extend their line up through Tynedale to join the North British at Riccarton, and it too was passed.[30] And so came into being a railway system that would allow North British access to Newcastle, Carlisle and the west coast port of Silloth, and would provide transport of both the Canonbie and Plashetts coalfields. Langholm, though, was consigned to the end of a twisty and steeply graded 7 mile branch line.
Construction of the Border Union Railway began on 7th September 1859 when the first sod was ceremoniously cut at Hardie’s Hill just opposite Lynnwood House, Hawick.[31]
Andrew Bethune
The railway reached Hawick from Edinburgh at the end of 1849, but 12 years would elapse before Hawick was connected directly to England by rail.
1852 saw plans lodged with the Board of Trade for a Hawick-Langholm-Carlisle railway, but nothing came of them.[1]
The next proposal followed in 1853 with the promotion of the Border Counties Railway from Hexham ‘passing up the valley of the North Tyne by Wark, Redesmouth, the Hareshaw Iron Works, Bellingham, Falstone and Keilder, thence by a natural pass in the Cheviot Hills, by Hobkirk and Bedrule, to a junction with the Hawick branch of the North British Railway near Belses’.[2] This route would pass through the bleak terrain of upper Liddesdale and would surely have required some tunnelling under the hills. But it would have been little use to the inhabitants of Newcastleton. As well as linking with the central Border towns, and making lime and coal available more cheaply there, the line would open up a district considered to be rich with valuable ore and coals, including the Plashetts coalfield, and would make it worthwhile to reopen the Hareshaw Iron Works near Bellingham which had closed due to lack of cheap transport.[3]
By February 1856, the contracts had been let for constructing the Border Counties as far as The Belling but the first stage, Hexham to Chollerford, did not open until 5th April 1858.[4]
Meanwhile, the 3-year long debate about which route should link Hawick with Carlisle had begun. The most obvious route would have been to follow what is now the A7 road through Langholm. It would have tapped the biggest population ( Langholm parish had 2990 people in 1851 compared to Liddesdale’s 2130)[5]. With fewer high viaducts and no tunnels the Langholm line would have been cheaper to build ( £355,000 compared to £495,000 for Liddesdale)[6], cheaper to operate ( easier gradients and at summit level at Mosspaul 150 feet lower than Whitrope), and would have generated more local traffic. Both lines would have served the Canonbie coalfield which was expected to be a major source of freight traffic.
The impetus to build a rail link between Hawick and Carlisle seems to have come from a ‘committee of inhabitants of Hawick’, who, in September 1855, sought the assistance of the North British Railway’s board of directors for the scheme which would link the North British system to the west of England. Although the board was in favour of the scheme, which would enhance the value of their Hawick and Kelso railways, their financial circumstances prevented them from putting any money into it. They were, however, willing, to co-operate with the promoters of any bona fide plan to compete the link to Carlisle[7] .
A month later, a special meeting of the North British shareholders was called to try to secure the NB’s commitment of £125,000 towards the new railway, via Langholm, Canonbie and Longtown, which would give access not just to the railways running south from Carlisle, but also to the new deep water harbour and dock being constructed at Silloth Bay, and with a link to the Dumfriesshire railways at Gretna. Although the NB was anxious to avoid any possibility that the Caledonian Railway might encroach into the area with their proposal to build a branch line from Gretna to Canonbie, no money was forthcoming. [8]
On 26 January 1856, the Caledonian Mercury notes that the proposed Carlisle-Hawick railway had been brought to the attention of the Caledonian Railway who had offered to work it, but only if the Langholm route was chosen. Part of the Caledonian’s intention was prevent traffic from Hawick and Kelso reaching Newcastle via the North Eastern Railway. This article also questions the value of the North British trying to reach the ‘worst port of the Solway’ ( i.e. Silloth) when Annan might be preferred, and it raised the question of competition between the east coast and west coast groups of companies.[9] By promoting a railway from Hawick to Carlisle, the North British could be seen as encroaching on the territory of the west coast companies, and this may have been the root cause of the lengthy dispute over who should build and operate the Hawick-Carlisle railway.
At their half yearly meeting in September 1856, the North British were saying that their plan to build a line to Carlisle was not intended as a competing line, but to serve the district through which it would pass. The Hawick line had hitherto been the heaviest drag on their system, and there was reason to hope that they would be relieved of that drag when the new line was completed. However, they were still not willing to put any money into it.[10]
Notice of the incorporation of a company - the Carlisle, Liddisdale [sic] and Hawick - to construct a railway by the Liddesdale route from Hawick to Floriston (on the Caledonian Railway a few miles north of Carlisle), was published in November 1856 . There would be branch lines to Langholm, to Gretna and to the Port Carlisle Railway near Kirkandrews-on-Eden. A longer branch would run from Riccarton Burn head to join the Border Counties Railway at The Belling. Provision was also to be made for working traffic onto the Caledonian Railway so that trains could reach Carlisle station unimpeded.[11]
And a few days later the Caledonian Railway published a counter proposal for a Hawick-Carlisle Railway via Langholm. The Border Counties directors were willing to consider joint action with the Liddesdale promoters, but, feeling that the proposed Liddesdale line offered such severe gradients on the climb to Whitrope from both directions, they suggested an alternative – that the steep section from Castleton to Hawick be abandoned, and the Liddesdale line be carried up the valley to join the Border Counties extension near the Note o’ the Gate, which would reach Hawick by way of Rule Water. Neither of these plans resulted in action, as the Carlisle, Liddesdale & Hawick withdrew its plans from parliament. [12]
Conversely, Although the North British directors were fully in favour of a line south from Hawick that would ‘enable the thriving counties of Roxburgh, Selkirk, and Mid Lothian to interchange their produce with Lancashire, and the western counties of Scotland', they could not support a company that would hand over all its traffic to the Caledonian Railway. [13]
5th November 1857 was the occasion for a meeting in Langholm to promote the Carlisle, Langholm and Hawick Railway, which had the backing of the Duke of Buccleuch. The line would provide the shortest route between Hawick and the Canonbie coal pit. There were adverse comments about the value of the Plashetts coalfield, and much laughter at the expense of the (non existent) ‘great commercial and manufacturing interests of New Castletown’, the ‘very large and extensive agricultural interests of Copshawholm’ and the ‘glittering description that was held out to us last year of the vast mineral wealth of Liddesdale’. The Caledonian Railway would work the line, and were prepared to make it ‘a free and open highway to all traffic’.[14]
Another meeting followed on 12th December 1857 at Hawick where it was emphasised that Canonbie Coalfield was vastly superior to that at Plashetts, and the Langholm line had far fewer sharp curves, shallower cuttings, lower embankments, fewer high viaducts. To illustrated how much better was the Langholm route, statistics were given of the number of horses employed in agriculture on the two routes –152 pairs on the Langholm route but only 42 pairs in Liddesdale .[15]
By the beginning of 1858 it was clear that local opinion favoured the Langholm route, and the strength of support in favour of the two routes can perhaps be judged by statistics published in the Caledonian Mercury (16 January, 1858) which show how much the construction of the line, by either route, would be dependent on the support of either the North British or the Caledonian Railway. The Langholm route attracted £73,780 from local inhabitants and businessmen with £125,000 from the Caledonian Railway and £73,500 from railway contractors – total £272,280 for a line that was expected to cost £355,000 to build. Langholm ( £16,580) and Hawick (£19, 960) overwhelmingly gave their financial support to the Langholm route, as did the Duke of Buccleuch ( £25,000). The Liddesdale route was promised only £25,920 from local businessmen and residents (the biggest contribution being £5620 from Liddesdale itself, with only £3000 from Sir James Graham of Netherby). Added to this were £348,510 from the directors and shareholder of the North British Railway, and £30,000 from the Carlisle & Silloth Bay Railway. Totalling £404,430 for a railway line estimated to cost £495,000 to build.[16]
By April 1858, the two Hawick and Carlisle railway proposals were being scrutinised by a Parliamentary Committee.
The main reasons given in favour of the Liddesdale route were
- it opened up the Plashetts coal field
- if it was not built, the Border Counties Railway would never be extended to Hawick
- if the Caledonian Railway were allowed to open up the Langholm line, it would be impossible to run it as a through line, and even running powers for the North British would not answer to the purpose.
- Caledonian access to Hawick would damage the North British
- the Liddesdale district’s agriculture was more improvable than Eskdale’s
- it would lead to establishment of new cattle markets and enable fat sheep and cattle of Roxburghshire to be brought to towns on the Newcastle & Carlisle Railway
- the Liddesdale line was the only one that could work as a through line
- the grain trade would be enhanced by increased competition if the Borders had a link to Newcastle.[17]
Parliament passed the bill for the Langholm line and rejected the Liddesdale line, but then the Langholm line was rejected by the House of Lords on a legal technicality.[18]
In August 1858, the North British offered to build the line jointly with the Caledonian, by either route, so long as the line was managed and run jointly.[19]
At meeting of the shareholder of the Carlisle, Langholm & Hawick Railway, held on 30th August 1858, it was argued that unless the North British monopoly over Hawick traffic could be broken, the cost of delivering coal to Hawick from Plashetts would remain high.[20]
On 4th September 1858, the North British held its half yearly meeting when it was emphasised that the case for extending the line south from Hawick depended on successful establishment of through traffic, but they were still willing to enter into an agreement with the Caledonian to construct and work the line.[21]
On 7th September 1858, there was a meeting of delegates from the local committees in the south of Scotland, who were promoting the Liddesdale line. It was resolved to apply to all interested railway companies, landowners and others, requesting them to unite in obtaining the appointment of a Royal Commission to resolve the dispute about what route the railway should take.[22]
Towards the end of 1858, a series of large public meetings was held in the main Border towns – Hawick ( Nov 3 and Dec 13), Kelso ( Nov 12), Edinburgh (Nov 15), Galashiels (Nov 19) and Carlisle (2 Dec). Arguments for both Langholm and Liddesdale schemes were aired.[23] At one of these meetings the ‘rising and busy manufacturing town’ of Langholm was compared with the ‘wretched village’ of Newcastleton, and the population of Eskdale was said to be 4500 more than double the 2100 of Liddesdale.[24]
The Jedburgh meeting on 30th November resulted in a counter proposal to the Liddesdale line – a combination of the Langholm route plus an extension of the Border Counties to Jedburgh with a branch forking off at West Fodderlee to Denholm and Hawick and a spur from Denholm to Hassendean. This would give much shorter distances from Newcastle, Hexham and the Border Counties stations to most places in the Borders. [25]
For all the hot air expended during those autumn meetings, what finally brought the railway into being was the fact that the North British company put its money behind the scheme. On 18 January 1859, the Border Union (North British) Railway Bill began its passage through Parliament, along with its rival the Carlisle, Langholm and Hawick Railway Bill[26] .
To avoid problems with the Caledonian Railway, the Border Union gained access to Carlisle independently of the Caledonian, by crossing the Caledonian line on a bridge, joining the Carlisle & Silloth Bay Railway at what later became known as Canal Junction, and running into their Canal station on the Wigton Road. Access to Carlisle Citadel Station achieved by leasing the Silloth line which had running powers into Citadel Station and using the Caledonian’s short sharply curved ‘Port Carlisle’ branch that from Canal Junction to join the Caledonian line near Carlisle Castle.[27]
By late March, the Parliamentary Committee reported on the Border Union (North British) Railways Bill. The Caledonian Railway , the Duke of Buccleuch and several other individuals all objected on the grounds that the Langholm route would serve the district better, the Duke pointed out that the Liddesdale scheme was based upon the prospective advantage of opening up the Plashetts coalfield when the Border Counties Railway was unable financially to extend its line northwards to Hawick. The Glasgow & South Western Railway objected because the Liddesdale route would be more costly to build than the Langholm route, and the North British use of Carlisle Citadel station and the Caledonian’s Port Carlisle branch would be prejudicial to their interests. There was an objection also to the new line reaching Carlisle over the tracks of the Caledonian railway.[28]
Despite the objections, the North British scheme received Royal assent on 21st July 1859.[29] Meanwhile, in March, the Border Counties had announced a new bill to extend their line up through Tynedale to join the North British at Riccarton, and it too was passed.[30] And so came into being a railway system that would allow North British access to Newcastle, Carlisle and the west coast port of Silloth, and would provide transport of both the Canonbie and Plashetts coalfields. Langholm, though, was consigned to the end of a twisty and steeply graded 7 mile branch line.
Construction of the Border Union Railway began on 7th September 1859 when the first sod was ceremoniously cut at Hardie’s Hill just opposite Lynnwood House, Hawick.[31]
Andrew Bethune
[1] Caledonian Mercury, 6 December, 1852, p4
[2] The Morning Chronicle, 26 November, 1853, p2
[3] Newcastle Courant, 31 August 1855, p2
[4] Thomas, J. The North British Railway. Vol. 1. Newton Abbot: David& Charles, 1969. p99.
[5] General Registry Office, Edinburgh. Census 1951: report on the fifteenth census. Vol 1. Part 14. County of Dumfries. Table 3. Population of civil parishes at each census since 1801. General Registry Office, Edinburgh. Census 1951. Vol.1 Part 29. County of Roxburgh. Table 3. Population of civil parishes at each census since 1801.
[6] Caledonian Mercury, 16 January, 1858. p3
[7] Caledonian Mercury, 5 September, 1855, p3-4
[8]Caledonian Mercury, 11 October, 1855, p3
[9]Caledonian Mercury, 26 January, 1856, p4
[10] Newcastle Courant, 19 September, 1856, p.2
[11] Newcastle Courant, 14 November, 1856, p.4
[12] Newcastle Courant, 27 February, 1856. p.2
[13] Caledonian Mercury, 14 March, 1856, p.4
[14]Caledonian Mercury, 7 November, 1857, p.2
[15]Caledonian Mercury, 12 December, 1857. p.4
[16] Caledonian Mercury, 16 January, 1858, p3
[17] Caledonian Mercury, 1 September, 1858, p2-3
[18] Thomas, J. The North British railway. Vol. 1. Newton Abbot: David & Charles, 1969. p.87
[19] Caledonian Mercury, 30 August, 1858, p.3
[20] Caledonian Mercury, 1 September 1858, p2-3
[21] Caledonian Mercury, 6 September, 1858. p.3
[22] Caledonian Mercury, 8 September, 1858. p.3
[23] Caledonian Mercury, 4 November 1858, p4; 13 November 1858, p3; 16 November 1858, p4; 20 November 1858, p3; 3 December 1858, p.3; 15 December 1858, p.2;
[24] Caledonian Mercury, 1 December 1858, p.3
[25] Caledonian Mercury, 1 December 1858, p.3
[26] Daily News, 19 January, 1859. p.3
[27] Thomas, J. The North British railway. Vol. 1. Newton Abbot: David & Charles, 1969. p.88, 197; Thomas, J A regional history of the railways of Great Britain. Vol. 6. Scotland: the Lowlands and the Borders. Newton Abbot: David & Charles, 1971. p.103.
[28] Caledonian Mercury, 31 March 1859. p.3
[29] Thomas, J. The North British railway. Vol. 1. Newton Abbot: David & Charles, 1969. p.89
[30] Daily News, 28 March, 1859. p.1
[31] Caledonian Mercury, 8 September 1859, p.3
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