Liddesdale History - Recently Updated Pages

Building the Liddesdale railways 1859-1862

AndrewBethune — Wed, 21 Oct 2009 11:49:25 CDT

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:

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

Exp = Express
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

Waverley Route Train Timetable September 1968 to January 1969

AndrewBethune — Mon, 19 Oct 2009 06:29:50 CDT

Southbound Monday - Saturday											Sun
	P	PW	A	P	W			SC	SC		SC
				MF	Sat	Sat	MF	MF	Sat	Sat	Sun
Edinburgh		0706	0930	1455	1500	1754	1754	2155	2155	2245	2155
Hawick	0641	0847	1046	1628	1629	1930	1933	2327	2327	2358	2327
Stobs		0856		1637	1638	1940				0007
Shankend		0901		1644	1645	1948				0014
Riccarton	0709	0914		1655	1658	2000	2000			0025
Steele Road		0920		1701	1704
Newcastleton	0721	0927	1116	1708	1711	2011	2011			0037
Kershope Foot	0726	0932		1713	1716
Penton	0734	0940		1721	1724
Longtown	0745	0950		1731	1734	2032	2032
Carlisle	0802	1007	1148	1748	1749	2049	2049	0029	0029		0029
London St Pancras			1912					0801 Tue-Sat	0830 Sun		0801 Mon

Northbound Monday - Saturday									Sun
	SC	W				P			SC
			MF	Sat		MF	MF	Sat
London St Pancras	2115 N								2115 N
Carlisle	0444	0920	1300	1300	1700	1813	1944	1944	0446
Longtown		0937	1316	1316		1832	2000	2000
Penton		0949		1328		1844
Kershope Foot		0957	1334	1336		1852
Newcastleton	0517	1003	1340	1342	1733	1858	2021	2021
Steele Road		1012	1349	1351
Riccarton		1020	1357	1559		1916	2035	2035
Shankend		1032	1408	1410		1927
Stobs		1039	1415	1417		1933
Hawick	0549	1046	1422	1458	1803	1940	2055	2055	0550
Edinburgh	0712	1213	1546	1546	1923		2216	2218	0714

Notes – This was the final timetable operating on the southern half of the Waverley Route. The line closed on Monday 6th January 1969. The last train of all was the 2155 departure on Sunday 5th January from Edinburgh Waverley to London St Pancras which made an unscheduled stop at Newcastleton in the early hours of 6th January.

MF - Monday to Friday.
Sat – Saturdays only.
Sun – Sundays only.
Tue-Sat – Tuesday to Saturday morning.
N – previous evening.
P – calls at Parkhouse Halt.
SC – Sleeping Car London - Edinburgh.
W – calls at Whitrope.

Source: Passenger Timetable 6 May 1968 to 4 May 1969 London Midland. Table 135. Page 525.

Links to other Liddesdale sites

AndrewBethune — Sun, 11 Oct 2009 14:39:52 CDT

VisitNewcastleton

The Reiver Trail

The Clan Armstrong

Waverley Route Heritage Association

Liddesdale Heritage Association

Newcastleton Traditional Music Festival

Copshaw Clatter

Copshaw Clatter

AndrewBethune — Sun, 11 Oct 2009 14:37:21 CDT

The Copshaw Clatter is Newcastleton's monthly community newsletter. Started in 1983 by Annie Charters, it has flourished under the guidance of several editors by providing news, current events, advertising, opinion and articles on a whole range of subjects of interest to the people of Liddesdale, their far flung friends and families. Over the years there have been many contributions on historical subjects and reminiscences.

http://www.copshawclatter.co.uk/

Waverley Route Train Timetable October 1947

AndrewBethune — Tue, 21 Apr 2009 09:25:36 CDT

Northbound timetable October 1947

Southbound Timetable October 1947

Waverley Route Timetable October 6th 1947
An edited version of the above scan showing all trains between Hawick and Riddings. Other trains operated north of Hawick, and some Langholm – Carlisle trains operated south of Riddings.
Source: LNER passenger services October 6th 1947 until further notice. Table 167. [London: London & North Eastern Railway, 1947]

Southbound services

		Mondays - Saturdays
Miles		A			RC	SO	C		D		MWS	E		Sun	Sun
0	Edinburgh Waverley			06.20	10.10		12.00	14.35		17.53	19.02	21.55	22.15	21.55	22.15
52.75	Hawick	06.15		08.41	11.42	12.30	13.29	16.13	16.30	19.28	21.20	23.21	23.55	23.21	23.55
56.75	Stobs	06.25		08.51		12.39		16.22	16.41		21.30
59.75	Shankend	B		08.59		12.47		16.31	18.49		21.38
65.75	RiccartonJunction	06.45	07.07	09.17		13.00		16.45	17.01		21.48
69.5	Steele Road			09.23		13.06		16.51
74.0	Newcastleton		07.19	09.32		13.13		17.00		20.09
77.0	Kershope Foot		07.25	09.38		13.19		17.07
81.5	Penton		07.34	09.47		13.26		17.16
84.75	Riddings		07.41	09.54		13.32		17.23
86.25	Scotch Dyke		07.47	09.59		13.37		17.29
88.5	Longtown		07.53	10.05		13.43		17.38		20.27
98.25	Carlisle		08.10	10.22	12.49	13.58	14.35	17.54		20.41		00.26	01.05	00.26	01.05
408.75	London St Pancras				21.10							08.30		08.30

A – To Newcastle arr 09.11 B - Calls at 06.33 when required to take up on informing the Station Master at Stobs before 17.00 the day previous to travel C – Buffet Car D- To Newcastle arr 20.02 E – Limited sleeping car accommodation. Does not convey Sleeping Car passengers from Edinburgh Waverley to London St Pancras. Arrives London 08.20 on Sunday Mornings SO- Saturdays only RC – Restaurant car MWS – Mondays, Wednesdays and Saturdays only

Northbound services

		Mondays to Saturdays												Sun
Miles		G		MF	SO	B. MF	B.SO		RC	C	SX	E	SO	F
	London St Pancras	21.00							08.55					21.00
0	Carlisle	04.53	09.05	13.20	13.20			15.30	16.38		18.07	19.00	19.33	04.53
9.75	Longtown		09.24	13.36	13.36			15,47			18.30	19.16	19.49
12	Scotch Dyke		09.30					15.52					19.55
14	Riddings		09.36	13.45	13.45			15.58			18.39		20.00
16.75	Penton		09.42					16.05					20.08
21.15	Kershope Foot		09.51		13.57			16.14			18.53		20.19
24.15	Newcastleton	05.25	09.59	14.00	14.03			16.20			19.00	19.36	20.27
28.75	Steele Road		10.11					16.31					20.40
32.5	Riccarton Junction		10.23			13.49	13.52	16.41		19.03		D	20.51
38.5	Shankend		10.36			14.00	14.06	16.54		19.14			21.04
41.5	Stobs		10.42			14.09	14.15	17.00		19.20			21.10
45.5	Hawick	06.03	10.49	14.38	14,41	14.16	14.21	17.07	17.46	19.27		20.14	21.17	06.03
98.25	Edinburgh Waverley	07.38	12.25	16.10	16.13			19.08	19.17			21.46		07.38

A – Limited Sleeping Car accommodation. Does not convey Sleeping Car passengers from London St Pancras to Edinburgh Waverley B – From Newcastle dep 11.20 C – From Newcastle dep 16.30 D – calls at 19.56 on Thursdays and Saturdays E – Buffet car F – Saturday evening from London G – Sunday to Friday evenings from London Buffet car SX – Mondays to Fridays only SO – Saturdays only RC- Restaurant Car

Railways of Liddesdale: developing the routes south from Hawick

AndrewBethune — Tue, 21 Apr 2009 09:23:22 CDT

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

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

History of Liddesdale and Newcastleton in the Scottish Borders

AndrewBethune — Wed, 29 Oct 2008 17:32:16 CDT

Liddesdale is a valley in the Scottish Borders with a long and fascinating history.

Its main village, Newcastleton, known locally as Copshawholm, is 20 miles south of Hawick and 23 miles north of Carlisle.

Liddesdale is more or less synonymous with the parish of Castleton.

Newcastleton Congregational Church spire.
c 1972. Copyright: Andrew Bethune

This site brings together people who are interested in the area's history, whether they are current residents, lived there in the past, or their families come from Liddesdale.

It's a bit of an experiment, but my plan is to start by incorporating some of the articles which I have written over the past 20 years or so for the Copshaw Clatter ( a monthly community newsletter published in Newcastleton).

In the 1970s I wrote a history of Newcastleton Congregational Church which appeared in instalments in The Messenger. I have been updated and expanding this history, and will be adding it to the website when time allows.

There are pages on Liddesdale maps and transport.

In parallel with this site, I am running a blog where I shall post updates, and where anyone interested may ask questions or comment on the history of Liddesdale. It can be found at
http://liddesdalehistory.blogspot.com

Please get in touch if you'd like to contribute to this site.

Links to some other Liddesdale sites:

Waverley Route Heritage Association

Visit Newcastleton

Local History Online — for books, news, resources, information, courses and local history contacts. Also a calendar of events and local history books for sale online.

Liddesdale railway photographs

AndrewBethune — Tue, 28 Oct 2008 17:19:26 CDT

	The Scudd leaving Newcastleton 1968. Copyright: A J Bethune	Andrew Bethune and David Bruce setting off to walk from Newcastleton to Hawick over the old Waverley Route. 1969 Copyrith: A J Bethune
18.58 from Newcastleton to Hawick c 1966 Copyright: A J Bethune	Local goods train in Newcastleton yard. c 1966 Copyright: A J Bethune	Demolition train half a mile north of Newcastleton. c1969 Copyright: A J Bethune
Last steam working over Waverley Route, November 1967, departing from Newcastleton. Copyright: A J Bethune	Southbound London train ( 13.50 from Newcastleton) on 31st August 1968 Copyright: A J Bethune	Liddel Viaduct in 1969 during tracklifting. Copyright: A J Bethune

Links to history sites

AndrewBethune — Tue, 26 Aug 2008 03:59:26 CDT

www.local-history.co.uk
Local History Online — for books, news, resources, information, courses and local history contacts. Also a calendar of events and local history books for sale online.

http://www.oldroadsofscotland.com/index.html
Provides an overview of the history of roads and tracks in Scotland, particularly southern Scotland. Its focus at present is on identifying the course taken by roads and tracks in different historical periods but it is hoped eventually to provide some analysis as to the reasons a route developed and the factors that influenced the course it took. Further sections are planned on roads in different time periods as well as a history of legislation relating to roads and traffic. Includes some material relevant to Liddesdale

http://www.nls.uk/maps/atlas/blaeu/page.cfm?id=106
Link to the National Library of Scotland's digital version of Timothy Pont's map Lidalia vel Lidisdalia, published 1654 in the Blaeu Atlas of Scotland.

Railways of Liddesdale: proposals in the 1830s and 1840s

AndrewBethune — Thu, 07 Aug 2008 05:19:59 CDT

Railways of Liddesdale - Part 1 – Two early proposals

The opening of the Border Counties and Border Union Railways through Liddesdale in 1862 was the culmination of some 30 years of planning. The most important factor governing which railways were built through the south of Scotland was undoubtedly the need to connect Scotland’s main cities, Edinburgh and Glasgow, with England.

In the 1830s, long distance railways were a completely novel idea, and at first no-one had any idea how much traffic would develop. Perhaps there would only be enough traffic for one cross border line.[1] But, if so, what route could possibly serve Glasgow, Edinburgh, Carlisle and Newcastle adequately? In trying to answer this question, fourteen separate cross-border railways (plus a few minor variations) were proposed between 1833 and 1845 and a list of them, together with an account of how the railway network developed, can be found in CJA Robertson’s book The origins of the Scottish railway system 1722-1833 ( Edinburgh: John Donald, 1983 pp 270-272).[2]

Up to the 1830s, what railways existed were purely local lines, many concerned with transporting coal or industrial or agricultural products products (e.g. the Kilmarnock & Troon opened 1808, Edinburgh & Dalkeith opened 1832).[3] Towards the end of the 1830s, however, links began to be established between some of the principal Scottish towns so that by 1842 Edinburgh was connected to Glasgow by rail, and from there a line ran south west to Paisley, Kilmarnock and Ayr.[4] In the north of England, Newcastle & Carlisle opened in 1838[5] and the Maryport & Carlisle in 1845[6]. But as yet no railways ran north/south linking Scotland with England.

Of all the schemes detailed by Robertson, only two affected Liddesdale. Both were examples of central routes that attempted to serve both east and west coast.

One, promoted by the Newcastle & Carlisle Railway and by Newcastle Town Council in 1838, and revived in 1843, with John Blackmore as its engineer, would have linked Hexham and Edinburgh by way of Kielder, the Note o’ the Gate, Rule Water, Melrose, Galashiels and Edinburgh with a branch from Gala to Glasgow.[7] This route was examined closely, along with 7 other routes, in 1841 by the Smith-Barlow Commission.[8] It was a serious contender because its mileage between Newcastle and Edinburgh ( 115.95 miles) was slightly less than the East Coast route via Berwick ( 116.53 miles). But this was more than cancelled out by the two ranges of hills it had to cross and the cost of a long tunnel (5390 yards) under the Note o’ the Gate . The southern end of this route would eventually be built, as part of the Border Counties Railway, linking Hexham with Riccarton.

A second proposal in 1843 ( the 'Central Union'), again supported by the Newcastle & Carlisle Railway, would have branched off their line at Gilsland, run through Liddesdale to Hawick, Galashiels and Edinburgh.[9] The line would be 90 miles long with the aim of connecting ‘the metropolis with the capital of Scotland, by a central direction’. This plan did have some logic to it. Edinburgh and Glasgow are both west of Carlisle. Gilsland, 40 miles west of Newcastle, the furthest north point of the Newcastle & Carlisle line, and by sending a line off towards Scotland from there, the directors were hoping, not just to convey any Newcastle- Edinburgh –Glasgow traffic, but also to tap traffic coming north via the proposed Lancaster & Carlisle railway which was due for completion ‘within the present year’.[10] The promoters ‘claimed for their scheme the certainty of an advantageous route’ and ‘an ample return’ for their investors. But it also suffered from the problem of getting through and over the Border hills.

In the end, the Caledonian Railway’s Carlisle-Lockerbie-Carstairs-Edinburgh/Glasgow line was the first cross-Border line to open (1848), providing effective links from Edinburgh and Glasgow to the west coast of England, with a link to Newcastle via Hexham.[11] Completion of the Royal Border Bridge over the Tweed on 29 August 1850 meant that trains could run through from Edinburgh to Newcastle via the east coast line.[12] Two months later the Glasgow-Dumfries-Carlisle route opened. [13]

But by then there was a fourth railway with potential as a cross Border route: the North British Railway had reached Hawick from Edinburgh in October 1849.[14]

Andrew Bethune

[1] C J A Robertson. The origins of the Scottish railway system 1722-1844. Edinburgh: John Donald, 1983. p267.

[2] Ibid, p266-304 ‘The battle for the Border’

[3] Thomas, J. A regional history of the railways of Great Britain. Vol. 6. Scotland the lowlands and the Borders. Newton Abbot: David & Charles, 1971. p260, 272.

[4] Ibid. p 258, 260, 267

[5] A brief history of the Newcastle & Carlisle Railway. Available at: http://www.strps.org.uk/str/history/newcastleandcarlislerlyhistory.htm [accessed 3 August 2008]

[6] Opened in stages 1840-45. See Oxford companion to British railway history from 1603 to the 1990s; ed by J Simmons and G Biddle. Oxford: OUP, 1997. p316. According to a report in the Newcastle Courant, 31 January, 1845, p4 ‘by 1st February the whole of the line, it is expected, will be ready for passengers’.

[7] Robertson, op cit. p271

[8] Commission on railway communication between London, Dublin, Edinburgh and Glasgow. Parliamentary report. 1841 (132) XXV. Cited by Robertson, op cit. p279

[9] Robertson, op cit. p271

[10] The Derby Mercury, 20 March 1844, p4.

[11] Thomas, J. A regional history of the railways of Great Britain. Vol. 6. Scotland the Lowlands and the Borders. Newton Abbot: David & Charles, 1971. p263

[12] Thomas.,J The North British Railway. Vol 1. Newton Abbot: David & Charles, 1969. p239

[13] Thomas, J. A regional history of the railways of Great Britain. Vol. 6. Scotland the lowlands and the Borders. Newton Abbot: David & Charles, 1971. p260-261

[14] Opened October 28, 1849. Caledonian Mercury, November 1, 1849, page 4.

Liddesdale flood of 1846

AndrewBethune — Sun, 13 Apr 2008 10:13:51 CDT

Liddesdale Flood of 1846

On the pavement at the corner of Douglas Square and South Hermitage Street there is a stone commemorating a flood which affected Liddesdale many years ago. Recently I was asked for some details of this event which caused devastation, not just in Liddesdale, but over a huge area of Cumberland and the Borders. The cause of the floods was a gigantic thunderstorm which began on the evening of Wednesday 29th July 1846 and continued all night.

The newspaper reports of the time describe flooding in Carlisle, Canonbie, Hawick and Kelso, and Berwickshire, but unfortunately the papers that I have had access to don’t mention Newcastleton.

The Carlisle Journal’s description of the storm was borrowed by the Caledonian Mercury [1] and gives a vivid impression of what happened:

Wednesday evening closed with an unwonted gloom at an early hour. The sky was murky – the air still and heavy. The skies were occasionally lit up by gleams of electric light, and it was soon evident that a fearful storm was about to burst upon us. The expectation was fulfilled. Each successive flash of fire became more vivid, and the distant rumbling of thunder waxed deeper and deeper till brattle followed brattle like the discharge of heavy artillery above the town. The storm was of long duration; commencing soon after seven o’clock , it continued with but short intermissions till near four o’clock on Thursday morning.

The storm was evidently moving slowly north east, reaching Hawick a couple of hours later. There, the horizon started to become overcast between 7 and 8pm, the torrential rain started between 8 and 9pm and continued without a break for almost three hours. Shortly after midnight the Slitrig burst its banks, pouring through Silver Street and down into the Sandbed where it was about 5 feet deep. Several bridges were swept away and a 12 foot deep hole scooped out of the road at the Mill Port[2] .

How the flood affected Newcastleton does not feature in the Edinburgh newspapers, but John Byers tells the story in his book Liddesdale: historical and descriptive[3] His information is based on some letters which were then in the possession of Mr Wilson ( which Mr Wilson would that have been, and what has become of the letters?). John Byers also refers to stories which were still being talked about in the village a hundred years after the event. The Liddel rose to an unprecedented height and water poured down the main street. Houses on the Waterside were worst affected, as indeed they are today.

One of the letters, read: The last Wednesday night, 29th July, there was a tremendous thunder, fire and rain, and the water rose to a height unknown ever before this hundred years. I cannot describe the desolation in Liddesdale and downward the country. All the Watergate land is ravaged, while fields, whether corn, or potatoes or grass, whether cut or uncut, are nearly destroyed. The loss in this parish in house, roads and waterbanks is estimated at 5 or 6000 £. The Whitrope Bar house is all gone, and the burn running on the very spot where the house stood. The Leahaugh holm is completely destroyed; dykes and the banks are gone, and a part of the cottage is broken down and a part of the cottage is broken down. Redheugh holm is completely ravaged. Many bridges on the road to Hawick are clean run away, and many [travellers] come down the top of the Rig[4]. Most of our furniture was floating in the water. Mr Black[5] came wading up nearly the middle urging us to flee to his house for shelter, but owing to the crying of the Bairns and other causes it was not practicable. I will set up a stone of remembrance while I live that we had not lost our lives.

John Byers does not say who wrote this letter. And if anyone can shed any light on when the ‘stone of remembrance’ was set up, and who set it up, I would be most interested to hear.

The Caledonian Mercury[6] tells us that the Liddel came down in great force, spreading destruction on the fine holm on the English side near Newton [i.e. near Riddings] and a great number of cattle and sheep were washed away. The inhabitants of a cottage ‘betwixt the Esk and the Liddel’ near Canonbie had to escape through the roof of their house. Only one fatality was reported. A group of men were returning to Canonbie on horseback from the Langholm Commonriding. In the darkness they failed to notice that the Byre Burn bridge had been swept away and all five of them plunged into the river. Sadly one of the men failed to make it to the bank. This tragedy could perhaps have been avoided if the warning given by some earlier travellers had been heeded. They had reported the collapse of the bridge to a local inn, but no-one had done anything about it.[7]

Finally, the Edinburgh Evening Courant[8] includes a curious reference to a coal mine flooded by water ‘forced back from the Liddle in consequence of the turnpike bridge being choked up’. Which bridge and which coal mine? Coal was mined at the Byre Burn, but that could scarcely have been affected by water from the Liddel. The most likely location is at Penton Mill, just upstream from Penton Bridge, where a group of coal seams varying in thickness from 18 to 29 inches were mined[9]. Andrew Bethune

[1] Caledonian Mercury, August 3, 1846, page 3

[2] Hawick News-Letter for August 1846 as quoted in the Transactions of the Hawick Archaeological Society, 1946, pages 48-51

[3] Byers, John. Liddesdale:historical and descriptive. Galashiels: J McQueen & Son, 1952. Page 158.

[4] The Ninestane Rig.

[5] Rev John Black, minister of the Townfoot Kirk ( Newcastleton United Secession Church)

[6] Caledonian Mercury, August 6, 1846, page 3.

[7] Caledonian Mercury, August 6, 1846, page 3

[8] Edinburgh Evening Courant, August 3, 1846, page 3.

[9] J B W Day. Geology of the country around Bewcastle. London: HMSO, 1970, pages 223-225 and 265

Railway Tickets from Liddesdale

AndrewBethune — Mon, 07 Apr 2008 03:32:38 CDT

My grandfather was a great collector of railway tickets, and I have inherited his collection and continued adding to it. This page shows some examples from the Waverley Route, mostly from the 1950s and 1960s.

Bibliography

AndrewBethune — Tue, 01 Apr 2008 08:54:55 CDT

In this page I shall be giving information about books and other source material that give information about Liddesdale and its history.

NewcastletonTownfoot Kirk : Origins of the Congregation

AndrewBethune — Thu, 20 Mar 2008 10:22:46 CDT

The beginnings The congregation which later became known as Newcastleton United Presbyterian Church and ultimately Newcastleton Congregational Church was founded in 1751 by a group of Liddesdale people who were unhappy with the ordination of Mr Simon Haliburton as minister of Castleton Parish Church, following the death in 1749 of the Rev William Armstrong.[1] The settlement of Simon Haliburton as minister of Castleton was delayed in 1750 in consequence of its being opposed by Lord Minto. The Presbytery of Langholm on 3rd July 1750 found 'they could not take the opposition under consideration unless for some matter of life or doctrine, and that as to Haliburton's using notes when he preached, there was no law of the Church against that, and that it was practised by several ministers of the best character.' [2] A date for his ordination was fixed but the Presbytery arrived to find the church keyhole filled with stones.[3] For this disturbance, three men – John and William Cowan, and William Armstrong and a woman – Isabella Waugh – were arrested and for a short time jailed in Edinburgh.[4] Haliburton was eventually ordained on 23rd January 1751[5], and by September 1751 the Liddesdale protesters had organised themselves into a congregation of seceders. To understand the background to these events, it is necessary to travel back to 1560. In that year was published one of the Scottish reformed church’s founding documents, The First Book of Discipline which says that ‘it appertains to the people, and to every several congregation, to elect their minister’.[6] This right was removed entirely by an Act of Parliament in 1712 which reintroduced ‘patronage’ to the Church of Scotland. This meant that choice of a parish minister no longer lay with the members of the congregation, nor even with the kirk session, but became the prerogative of the local landowners or ‘patrons’. After some years of increasing discontent, with many disputed ministerial appointments, a petition was presented to the General Assembly in 1732 and signed by church members from all over the country. It complained that the Act would ‘wound and subvert Christ’s church’ and ‘shut the gospel door of entering the Lord’s house’. The following year four ministers were deposed from the Kirk for opposing the Act. They were soon joined by other ministers and congregations, organising themselves as the Associate Synod, in effect a Presbyterian church separate from the Church of Scotland. These early seceders were united in their assent to the Kirk’s main doctrinal statement - the Westminster Confession. But they divided into two camps over the relationship between church and state as expressed by the Burgess Oath. Those who opposed taking the oath withdrew from the Associate Synod, founded the General Associate Synod and acquire the nicknamed of Antiburghers. The Associate Synod was usually referred to as the Burgher Synod and its people the Burghers.[7] No-one in Castleton parish was required to take the Burgess oath, but the nearest secession churches were the Antiburgher congregations at Midlem (near Selkirk) and Gateshaw (Morebattle)[8]. Some of the Liddesdale folk began travelling to worship in those places. The distance was inconvenient, so in September 1751 a request was made to the Antiburgher Synod for ‘occasional supply of sermon’ for Liddesdale. This resulted in an Antiburgher preacher visiting Liddesdale on the third Sunday of October 1751, with a fast being held on the Wednesday following.[9] The Liddesdale seceders evidently had no objection to the Burgess Oath. Their next attempt to obtain a preacher was addressed to the Burgher Synod on June 6, 1753 who arranged to send a preacher.[10] The first meeting under the auspices of the Burghers took place on Snaberley Brae near Leahaugh, where it is reported that ‘there was a great assemblage of people and a good collection’. This event marks the start of the Liddesdale Associate or Burgher Congregation.[11]

[1] Small, Robert. History of the congregations of the United Presbyterian Church. Edinbrugh, 1904. Vol 2. p 452.

[2] Langholm Presbytery Minutes. July 3, 1750.

[3] Tait, James. Two centuries of Border church life. p316.

[4] Scots Magazine, 1750, p549; Scots Magazine 1751, p51; Caledonian Mercury, Dec 3, 1750; Edinburgh Evening Courant, Dec 3, 1750

[5] Small. op cit. Vol 2, p 452.

[6] First Book of Discipline. Fourth head. 1560. Available at: http://www.swrb.com/newslett/actualNLs/bod_ch03.htm#SEC04 [accessed December 27, 2007]

[7] Dictionary of Scottish church history and theology; ed. Nigel M de S Cameron. Edinburgh: T&T Clark, 1993. p 36-37.

[8] Small. op cit. Vol 2. p 453

[9] Associate Presbytery ( Antiburgher) minutes. CH3/111/1. p283.

[10] Tait. Op cit. p319.

[11] Snadden, James. The book of Liddesdale. Manuscript. National Library of Scotland MS 949-53. Vol 4, p 219.

Churches of Newcastleton and Liddesdale

AndrewBethune — Thu, 20 Mar 2008 10:20:42 CDT

The Townfoot Kirk was built in 1803-4 for a Secession congregation that had started off half a century earlier. It was the first church to be built in the new village of Newcastleton. Its quirky and checkered history starts with its first minister, the Rev James Fletcher, who resigned over an accusatiuon of heresy.

A history of the church and its Evangelical Union/Congregational offshoot will appear on this page in due course.

Photograph of the church taken about 1970 by Andrew Bethune.

Newcastleton in 1825

AndrewBethune — Tue, 18 Mar 2008 17:44:02 CDT

Newcastleton in 1825

An extract from :
Pigot & Co’s New Commercial Directory of Scotland 1825/26
(page 643)

Castletown is a newly built village, in the parish of the same name, in the county of Roxburgh, situate 20 miles south from Hawick, and 26 from Jedburgh. It is at present but a small village, and the inhabitants possess no manufacturing pursuits. The parish is extensive being upwards of 18 miles in length, and 14 in breadth, and occupies that district anciently called Liddisdale, from the river Liddel, which runs through it from north-east to south-west. The banks of the river are covered with natural wood and extensive plantations, which afford an infinite variety of the most picturesque scenery. The romantic cascade, and natural stone bridge, that once crossed the river Blackburn, are still to be seen in this district, and in this parish are the ruins of no less than five churches, and many others of castles and fortified places. In this village are two subscription libraries, also a friendly society; and here are three hiring days, well attended, to transact business, and principally to engage domestic servants. The first day is in April, the second early in May, and the third in November.

Letters are conveyed to Langholm three times a week.

Places of Worship Established Church – Rev. A. Barton, minister
United Secession – Rev John Law, minister

Gentry, &c. Blacklock, John, esq. of Leehaugh
Elliot John, esq. of Redheugh
Elliot Jno. esq. (of Binks) Burnsmouth
Elliot John, esq of Whithaugh
Oliver Wm. esq. of Dinlabyre

Tradesmen, &c.

Corn Mills Bickerton Mill, James Armstrong
Whithaugh Mill, Wm. Armstrong

Shopkeepers, Traders, &c. Armstrong Walter. Linen & woollen draper, and wholesale spirit dealer
Crozer William, mason
Dodd William, flesher
Douglas John, joiner and cabinet maker
Elliot Wm, boot & shoe maker
Fletcher Alexander, tailor
Fisher Alex, schoolmaster of the parochial school
Hall Thos. Linen & woollen draper and spirit dealer
Hardie John, boot & shoe maker
Haughton John, watch and clock maker
Jardine James, public house
Kerr Robert, tailor
Kyle Jane, public house
Lauder Adam, slater
Mitchelhill Thomas, public house
Murray Jn, linen & woollen draper
Murray Robert, baker
Nichol John, boot & shoe maker
Nichol John, mason
Nichol Thomas, cooper
Oliver John, tailor
Purdon Archibald, mason
Scott Alex, grover & meal dealer
Scott Andw. Boot & shoe maker
Scott Archibald, wright
Scott Thomas, Crown Inn
Scott Thomas, wright
Scott Walter, public house
Scott Walter, wright
Smith John, public house
Storry Thomas, blacksmith
Temple Robert, surgeon
Turnbull Adam, tailor
Turnbull John, grocer and spirit dealer

Carriers Hawick, Geo. Thorburn, on Wednesday, and returns on Thursday
Long Newton, William Beattie, on Tuesday, and returns same day

Notes -

The commentary given below is a re-working of an article which I originally wrote for issue number 8 of the Copshaw Clatter (February 1984).

Today we are all familiar with the Phone Book and the Yellow Pages, which we use for finding current information about people and businesses. Directories have existed since the 18th century, and old directories can provide an important source of historical information about residents, businesses and local organisations of the past. Newcastleton features in directories published in 1825, 1837, 1860, 1866, 1878, 1882 and 1893.[1] The earliest of these is Pigot & Co’s New Commercial Directory of Scotland 1825/26 quoted above.

At less than 30 years old Newcastleton could still be referred to as a ‘new’ village. However, Pigot was a bit behind the times by calling our village ‘Castletown’. That was the usual spelling of the parish name till 1804 judging by references in the Kelso Mail. The earliest use of ‘Castleton’ I have come across is a Kelso Mail article about the Napoleonic invasion dated February 6, 1804.[2] The village was also called Castletown at first but ‘New Castleton’ (two words) starts to creep in to the Kelso Mail from 1803.[3] The modern spelling ‘Newcastleton’ makes a first appearance in the newspaper on May 2, 1808.[4]

Pigot mentions that ’the inhabitants possess no manufacturing pursuits’. Although the village was conceived as a weaving settlement, weaving on an industrial scale never developed and the village effectively became a small market town serving a wide rural area and picking up some passing trade from the Canonbie - Jedburgh turnpike road. However, Liddesdale did possess an industry in the 1820s – lime burning. The lime works at Larriston opened in June 1811 as a commercial venture[5] and were enlarged in 1820 to meet increased demand from farmers keen to improve the fertility of their land [6]. Also the Stobs Limery at the Limekilnedge, which had been in commercial production since the 1790s was flourishing at this time [7].

The natural bridge over the Blackburn collapsed in April 1810. It was 55 feet long 10 feet wide and 28 inches thick and stood 31 feet above the water level.[8]
The bridge is illustrated in the Border Magazine, 1931.[9]

The hiring fairs are the basis for the well-known song Copshawholm Fair and continued until the 1890s.[10]

Of the traders listed in the directory, William Crozer and John Nichol built the Holm Brig.[11]
Thomas Mitchelhill’s public house was the long defunct Black Bull at 45 North Hermitage Street[12] but Jane Kyle’s inn (The Grapes)[13] is thriving today. John Haughton has given his name to a street (Houghton Park); his sons John and Thomas founded the London & Liddesdale Benevolent Society.[14]

References:

Image of Natural Bridge on the Black Burn is from The Border Magazine, vol 36, 1931, page 75.

[1] Pigot & Co’s New Commercial Directory of Scotland for 1825-26; Pigot & Co’s National Commercial Directory of Scotland 1837; Slater’s Directory, 1852; Slater’s Royal National Commercial Directory 1860; Rutherford’s Southern Counties Register & Directory 1866; Slater’s Directory 1878; Slater’s Directory 1882; Slater’s Directory 1893
[2] Kelso Mail, 6 Feb 1804, p4
[3] Kelso Mail, 7 Jul 1803, p4
[4] Kelso Mail, 2 May 1808, p1
[5] Kelso Mail, 10 Jun 1811, p1
[6] Kelso Mail, 24 Aug 1820, p1
[7] Kelso Mail, 21 Sep 1826, p1 and 16 Jul, 1827, p1
[8] Groome, Francis. Ordnance Gazetteer of Scotland, 1882-84. Available at http://www.visionofbritain.org.uk/gaztext_page.jsp;jsessionid=D3055364C0196C359 [accessed Sep 7, 2007]
[9] Border Magazine, 36, 1931, p75
[10] Border Magazine, 1915, p59
[11] [check reference ? Byers, John . Liddesdale:histrorical and descriptive, 1952, page?]
[12] Slater’s Royal National Commercial Directory, 1860; Valuation Roll, 1869, Castleton parish
[13] Pigot & Co’s National Commercial Directory of Scotland 1837, p759
[14] [check reference: Border Magazine, 1934, p177-179?]

Transport, roads and railways of Liddesdale

AndrewBethune — Sun, 16 Mar 2008 10:54:56 CDT

Over the next few weeks I hope to add information to this page about the history and development of the road network in Liddesdale, specifically the Carlisle to Berwick post road, the turnpike and statute labour roads that were constructed in the 1790s and the early years of the 19th century, plus information about a few road schemes that came to naught.

Crime in 19th century Liddesdale

AndrewBethune — Thu, 13 Mar 2008 10:19:50 CDT

Crime in Liddesdale in the early 1800s

During the first year of Queen Victoria’s reign, Parliament passed an Act[1] enabling small debts to be more easily recovered in the Sheriff Courts. This established circuit courts in each county and to begin with Newcastleton was one of the four towns in Roxburghshire where this itinerating court was held. Hawick and Kelso each had Small Debts Court six times a year, Melrose four times, and Newcastleton three – on the first Wednesdays of April, August and December. Claims of up to £8s 3s 8d ( £8.18) could be brought before the Sheriff on these occasion, but as small debts don’t make news, the pages of the Kelso Mail are virtually devoid of references to the subject. The village’s first court was scheduled to take place on Wednesday 4th April 1838[2], but how often the court sat in Newcastleton and when it was was abandoned has not yet been discovered. The Sheriff had the discretion to alter the time or place of the court if, for example there wasn’t enough business to make it worthwhile.

The only court cases involving Liddesdale folk reported in the newspapers during the first four decades of the 19th century were criminal cases, either committed in Liddesdale or involving Liddesdale people. Housebreaking was the most frequent ( 6 cases between 1833 and 1838), assault (4 cases), desertion from the Militia (2) and poaching (2)[3]. Single cases were reported of highway robbery[4], forgery of bills[5], cheating at wrestling[6], and sheep-stealing[7]. A varied assortment indeed, but happily no cases of murder. It’s worth mentioning that many acts of lawbreaking must have been considered too trivial from inclusion in the paper which devoted most of its space to national and international news, and advertising. Over the forty years of this study, the proportions of local news rose considerably so that by the 1830s we find some cases described in great detail.

Mostly the offenders were tried at the Sheriff Court in Jedburgh, but the trial of ‘several gentlemen farmers’ convicted of killing game without a license in 1803 took place before the Justices of the Peace in the district of Castleton in the presence of the Procurator Fiscal.

Punishments were quite varied, and it’s hard to see any pattern to them :
six weeks in the correction house of the county for an assault[8]
£6 fine or six weeks in jail for assault and obstructing an officer of the law
two weeks in prison and a £20 fine for assault with an extrafour weeks if the fine was not paid[9]
two months hard labour for the theft of a pocket book[10]
‘four months in Bridewell, hard labour’ and ‘to find caution to keep the peace for one year under penalty of £20, which failing, to be imprisoned other three months’ for a double assault’[11]

For severity of sentence the case of William Davidson ‘alias David Steel’ stands out from all the rest. A Newcastleton man, Davidson had previously spent two years in Dumfries jail. This time he had broken into a house, forcibly opened a chest from which he stole several shirts, ‘trowsers’. A watch and various other items. The sheriff sentenced him to transportation for seven years.[12]

At the other end of the spectrum we are left wondering what drove Helen Scott to break into the house of William Little, Newcastleton, on the night of February 26, 1833, ot steal two pairs of blankets and a silver watch. Was she a destitute handloom weaver fallen on hard times, a widow, or an unmarried mother desperate to keep her child warm and fed during the bitter winter months?[13]

Two indidents make Newcastleton sound like the Wild West, except that there was no gunfire.

The scene is Walter Armstrong’s shop about four o’clock one Saturday afternoon in November 1820. Mr Armstrong is a linen and woollen draper[14] and spirit dealer and he also sells hardware. At the back of the shop in the warehouse James Thomson ‘ woodforester to the Duke of Buccleuch at Sandholm’ is bending down to measure some iron. The Gilebraehead blacksmith, Tom Turnbull, is in the warehouse too. The door opens and in walks William Ward ostensibly to buy whisky. Ward is accompanied by Charles Grive. For no apparent reason Ward kicks Thomson on the head and left hand. Thomson cries out: ‘What do you mean by that?’ and a struggle ensues in which Ward strikes Thomson’s left elbow with a 5-stone hammer ( the blacksmith described it as a smith’s fore-hammer). This ferocious blow rendered Thomson;s fingers numb for 36 hours. By the time the constable had been called, Ward had followed Thomson to George Douglas’s shop[15] where the unfortunate Thomson was knocked unconscious by Ward.

In the Circuit Court of Justiciary, Jedburgh, Ward claimed that Thomson had ‘used him ill’ while Thomson averred that he had given ward no provocation whatever. After hearing the evidence of several witnesses, the Jury declared Ward guilty, though ‘not to the effusion of blood’ , and the judge sentenced the attacker to six weeks in jail.[16]

We would be left thinking that Thomson was the innocent victim of a brutal attack were it not for the fact that his name crops up twice more in the Kelso Mail.

Could it be the same James Thomson who on March 11, 1837, assaulted George Foster Armstrong, son of the Newlands gamekeeper[17], and was himself attacked eighteen months later by Archibald Scott a short way from the village?[18] It begins to sound as if Thomson was a troublemaker.

Armstrong’s shop features in the news again in December 1839 – an unsolved crime this time. ‘Some person or persons unknown’ entered by boring holes in the cellar door opposite the two securing bolts which were removed using a piece of crooked wire. From the cellar it was a simple matter to slip through a trap door into the shop itself. The valuable assortment of draperies and groceries lay virtually untouched ( only a few pieces of cloth were taken), and as the intruder wasn’t interrupted or alarmed during his ‘felonious search’ it was reckoned that money had been the object of his visit.[19]

Appendix -
Summary of crime cases relating to Liddesdale reported in Kelso Mail giving date on which report appeared in the Kelso Mail, and (if reported) names of defendents, the crime they were accused of, where the trial took place and what the punishment was.

Date of report in Kelso Mail	Accused	Crime	Where tried	Punishment
Apr 16 1803	Several gentlemen farmers	Killing game without license	By procurator Fiscal before JPs in district of Castleton
Jul 7, 1803	John Little, labourer, Newcastleton	Failed to enrol in Militia
Jul 13, 1820	William Elliot, Castleton	Failed to appear at Dumfries on June 15, 1820 for Militia training and exercise
April 26, 1821	William Ward	Assault on November 11, 1820		6 weeks in prison in the correction house of the county
Nov 18, 1827	Ninian Elliot	Forgery of bills
May 16, 1833	Helen Scott	Theft of blankets and a watch	Sheriff Court, Jedburgh	4 months in prison
Apr 7, 1836	------ Nichol	Cheating at wrestling
Apr 11, 1836	Robert Cairns, labourer and Robert Inglis, driver	Assault and obstructing officer of the law	Sheriff court, Jedburgh	£6 fine or 6 weeks in jail ( Cairns) 6 weeks in Bridewell ( Inglis)
Mar 23, 1836	Robert Dixon Fleming, a deserter	Highway robbery
Jul 28, 1836	William and Helen Mair	Theft of sheep skin in smearing house at Twislehope on June 6, 1836
Dec 14, 1838	William McKay, Newcastleton and Archibald Scott	Theft of pocket book and assault	Sheriff Court, Jedburgh	2 months in prison with hard labour (McKay) 3 weeks or 10 shilling fine (Scott)
Nov 16, 1839	William Nichol, carter	Assault at Mangerton Holm ( similar previous offence)	Sheriff Court, Jedburgh	4 months in Bridewell, hard labour and 1 year probation under penalty of £20 fine or 3 months in jail
Dec 9, 1839	unsolved	housebreaking
Jan 21, 1841	John Telfer	poaching	JP Court, Jedburgh	1 month in Bridewell, £10 surety and 12 month’ probation
Jan 23, 1841	William Telfer, herd	Sheep stealing	Hawick	Imprisoned in Jedburgh castle

[1] Small Debt ( Scotland) Act 1837 (I Vic. Cap. 41.sec.26)
[2] Kelso Mail, October 30, 1837, p 1; Kelso Mail, March 15, 1838, p 1
[3] Kelso Mail, June 16, 1803 [page not noted]; Kelso Mail, January 21, 1841, p 3
[4] Kelso Mail, May 23, 1836, p 4
[5] Kelso Mail, April 7, 1836, p 4
[6] Kelso Mail, March 20, 1827, p1
[7] Kelso Mail, January 28, 1841, p 1; Kelso Mail, February 4, 1841, p 1
[8] Kelso Mail, April 26, 1826, p 4
[9] Kelso Mail, May 4, 1837, p 4
[10] Kelso Mail, December 14, 1838, p 4
[11] Kelso Mail, Novermber 16, 1839, p 4
[12] Kelso Mail, April 15, 1833, p 3
[13] Kelso Mail, May 16, 1833, p 4
[14] Pigot’s New Commercial Directory of Scotland for 1825-26, p 643
[15] John Douglas, joiner and cabinet maker is listed in Pigot’s Directory 1825-26, p643
[16] Kelso Mail, April 26, 1821, p 4
[17] Kelso Mail, May 4, 1837, p 4
[18] Kelso Mail, December 14, 1838, p 4
[19] Kelso Mail, December 9, 1939, p 4

Animal stories from 19th century Liddesdale

AndrewBethune — Wed, 12 Mar 2008 11:39:27 CDT

Animal Feats

Lunchtime reading a few years back was old issues of the Kelso Mail. The National Library of Scotland holds copies for 1802-1841, and as it was the only newspaper published in the Borders in those days I hoped it would contain information on Liddesdale. I was not disappointed. There were adverts for the Larriston Limeworks, sale and let of farms, the Liddesdale Turnpike Trust and Statute Labour Trust. Sometimes accidents were mentioned, and occasionally there would be a public celebration e.g. the young Duke of Buccleuch’s 14th birthday in 1820[1] when a bonfire was lit in Douglas Square). Plans were published for a new main road from Scotch Corner to Hawick via Newcastleton. And much more.

Four light-hearted articles caught my attention – all to do with animals.

The first concerned a Cheviot ewe belonging to John Elliot of Whithaugh. This animal ‘bred on the high and marshy lands of Tweedenside’ gave birth tp twelve lambs in three years.[2] They were ‘all alive and strong’. Was this a record?

A close second in this contest was another ewe seen by an anonymous ‘Jedburgh gentleman’. This ewe had 16 lambs in five years, all the lambs were alive, and what is more ‘she nursed but one lamb at a time, having only one teat’![3]

A curious incident, said to show the ‘sagacity of the dog’, took place a few months after this. Mr Kyle of Braidlie sold a white spotted fox-hound to a young gentleman who was about to emigrate to Australia. The dog and its new owner had boarded the Minerva at Leith Docks when the dog ‘leaped out of the hands of its keeper’. It was 3pm on Wednesday , February 27, 1822. By 5 o’clock next morning the dog had arrived at Braidlie, 70 miles away.[4] The Minerva finally sailed from Leith on March 10[5], but a gale blew her to Kirkcaldy where she had to be ‘neaped’ for a fortnight while her hold was bailed out[6]. By jumping ship the hound missed the stormy crossing of the Forth, but whether the delay allowed time for the emigrant to retrieve his animal we may never know.

And what about ‘Feline sympathy’ from the correspondent of the Dumfries Herald?

A goose having hatched a brood of young died before her progeny were come to maturity. No sooner was the parent gone, than a cat, assuming the maternal office, took the destitute goslings under her charge. Wherever they went, she accompanied them , watching their movements with every mark of care and concern. If at any time they made for the pond, she then evinced the utmost alarm, and did all in her power to dissuade then from entering an element which she apprehended must prove fatal to them; and then on one occasion while forcibly dragging one of then from the water, the poor gosling lost its head in eth struggle. The were usually kept in a box, beside their supposed parent. In the meantime puss gave birth to an offspring of her own, and it was then suspected that the goslings would, a second time, be left motherless; but not so, puss was determined to abide by her first love; for, consigning the care of her own offspring to her daughter, she continued to exercise the functions of the office which she had voluntarily assumed, till they had reached that period when they deemed themselves entitled to shake off the restraints of parental authority.[7]

This took place at The Flatt, a farm about 3 miles south of Newcastleton.

[1] Kelso Mail, December 4, 1820, p 4
[2] Kelso Mail, Aug 16, 1819, p4
[3] Kelso Mail, Jun 4, 1821, p4
[4] Kelso Mail, Mar 4, 1822, p4
[5] Edinburgh Advertiser, Mar 12, 1822, p168
[6] Edinburgh Advertiser, Mar 12, 1822, p161
[7] Kelso Mail December 9, 1839, p 4

Maps of Liddesdale

AndrewBethune — Wed, 12 Mar 2008 11:38:52 CDT

Ogilby's Carlisle - Berwick road map. 1675

Places of Worship	Established Church – Rev. A. Barton, minister United Secession – Rev John Law, minister
Gentry, &c.	Blacklock, John, esq. of Leehaugh Elliot John, esq. of Redheugh Elliot Jno. esq. (of Binks) Burnsmouth Elliot John, esq of Whithaugh Oliver Wm. esq. of Dinlabyre
Tradesmen, &c.
Corn Mills	Bickerton Mill, James Armstrong Whithaugh Mill, Wm. Armstrong
Shopkeepers, Traders, &c.	Armstrong Walter. Linen & woollen draper, and wholesale spirit dealer Crozer William, mason Dodd William, flesher Douglas John, joiner and cabinet maker Elliot Wm, boot & shoe maker Fletcher Alexander, tailor Fisher Alex, schoolmaster of the parochial school Hall Thos. Linen & woollen draper and spirit dealer Hardie John, boot & shoe maker Haughton John, watch and clock maker Jardine James, public house Kerr Robert, tailor Kyle Jane, public house Lauder Adam, slater Mitchelhill Thomas, public house Murray Jn, linen & woollen draper Murray Robert, baker Nichol John, boot & shoe maker Nichol John, mason Nichol Thomas, cooper Oliver John, tailor Purdon Archibald, mason Scott Alex, grover & meal dealer Scott Andw. Boot & shoe maker Scott Archibald, wright Scott Thomas, Crown Inn Scott Thomas, wright Scott Walter, public house Scott Walter, wright Smith John, public house Storry Thomas, blacksmith Temple Robert, surgeon Turnbull Adam, tailor Turnbull John, grocer and spirit dealer
Carriers	Hawick, Geo. Thorburn, on Wednesday, and returns on Thursday Long Newton, William Beattie, on Tuesday, and returns same day