Waverley Line
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The Waverley Line (also known as the Waverley Route or Borders Railway ) is a railway line in Scotland . It runs from Edinburgh through the Scottish Borders to Carlisle in the north of England . The route was built between 1849 and 1862 by the North British Railway . It was named after Sir Walter Scott's novel Waverley . From 1921 it was operated by the London and North Eastern Railway , from 1948 by British Railways . In the wake of the extensive line closures during the restructuring of the British rail network known as the Beeching Ax in the 1960s, the line was closed despite considerable public protests.
In 2006 the Scottish Parliament decided to rebuild the northern section of the route from Edinburgh to Tweedbank , a suburb of Galashiels , for passenger transport. Construction work on the new Borders Railway began in November 2012. In February 2015, the construction companies involved laid the last tracks. Passenger traffic began on September 6, 2015, and Queen Elizabeth II officially opened the route on September 9.
history
The Edinburgh and Dalkeith Railway
The later Waverley Line was created in several stages. The trigger for the construction of the first section was the connection of Edinburgh to the coal fields of Lothian to the south . Especially in winter, the delivery of coal for the Scottish capital's growing needs was threatened by the poor roads. The first plans were made as early as 1817. Those interested, including the Duke of Buccleuch and the Marquess of Lothian , both owners of large coal fields, reached a parliamentary resolution in 1826 to build the Edinburgh and Dalkeith Railway . The line was built as a horse-drawn tram from Edinburgh St Leonards to the terminus at Dalhousie, south of what would later become the Hardengreen Junction junction, and was built in the 1372 mm (4 feet and 6 inches) gauge, which was common in Scotland at the time . The first section between St Leonards and Craighall was opened on July 4, 1831, the entire line to Dalhousie (initially referred to as South Esk) in October of the same year. Initially only intended for transporting coal from the mines south of Edinburgh, passenger traffic was started a year later. In the same year the Marquess of Lothian, whose coal mines were partly further south, financed an extension of the route to his pits in Arniston, south of Gorebridge , including a large cast iron viaduct over the South Esk at the site of today's Lothianbridge Viaduct . In 1838 the company opened a branch line to Dalkeith , the Duke of Buccleuch in turn financed an extension from Dalkeith to his coal mines east of the town. In the same year the line at Niddrie was given a branch line to the port of Leith .
The railway company was popularly nicknamed The Innocent Railway because allegedly no passenger was injured or even killed during its entire operation. However, the nickname was undeserved: accidents that resulted in deaths and injuries repeatedly happened on the comparatively simply built routes that were operated without any noteworthy safety equipment.
From Edinburgh to Hawick
At first the government in London considered a single railway line between Scotland and England to be sufficient and in 1841 passed a decision to this effect. It approved the route of today's West Coast Main Line , which was opened north of Carlisle but only in 1847 by the Caledonian Railway .
Despite the decision of 1841 which received North British Railway (NBR) permission to build a route along the North Sea coast between Edinburgh and the Scottish border at Berwick-upon-Tweed , in 1845 it was with this section of today's East Coast Main Line , the first Open railway line between Scotland and England. John Learmont, the founder of the NBR, was already pursuing plans to build a route network through the Borders to Carlisle. In order to avoid too much attention from the competition, he founded the Edinburgh and Hawick Railway Company , which was granted the right to build a railway between Edinburgh and Hawick by a parliamentary resolution in 1845 . The company ceded this right to NBR before construction began. This also took over the Edinburgh and Dalkeith Railway and converted it to standard gauge . In 1849 the NBR opened the entire route between Edinburgh and Hawick. All passenger trains on the Waverley Line have since operated to Edinburgh Waverley Station . The previous terminus at Edinburgh St Leonards was then only used as a freight yard.
Extension to Carlisle
As early as 1845, the NBR had carried out route surveys for an extension from Hawick to the south, a corresponding application for a permit failed in 1846 due to an objection by the Caledonian Railway . This feared competition to their own connection between Glasgow and Carlisle, at the same time they pursued plans of their own to build a line to Hawick. In 1859 the NBR was finally able to implement its plans, on July 21, 1859 the Border Union (North British) Railway Act received the Royal Assent . Three years later, on July 1, 1862, the company opened the section from Hawick to Carlisle, creating a continuous connection between Edinburgh and Carlisle. The extension, initially called the Border Union Railway , ran through sparsely populated areas and proved to be structurally complex. Several viaducts, deep cuts and the Whitrope Tunnel, which is over a kilometer long, were necessary to cross the mountainous area of the Scottish Borders .
In Riccarton Junction , the company put on a hub station far away from all settlements, at which the Waverley Line received a branch line to Hexham on the route from Carlisle to Newcastle upon Tyne . The NBR took this route, known as the Border Counties Railway , into operation with high expectations , which was also supposed to make coal deposits just south of the Anglo-Scottish border near Plashetts usable for the Borders' textile industry. For this reason, it had also turned down the alternative and structurally simpler route from Hawick to Carlisle via Langholm, which was then the only larger town between the two cities. However, expectations were disappointed. The expected through traffic between the Borders and Newcastle was largely absent due to a lack of demand and the coal from western Northumberland turned out to be unsuitable for the purposes of the textile industry in Hawick and Galashiels.
Passage line to the south
The railway line, which was expanded to two tracks from the start, has been referred to by the NBR as the Waverley Line or Waverley Route since it started operating, as it ran through the scenic area in which Walter Scott had his novel Waverley set . The NBR had to struggle with considerable economic problems on the route in the first few years, as they could not offer through trains to the south. The London and North Western Railway , which in Carlisle at the time had the monopoly for traffic towards London, worked with the Caledonian Railway and refused to take over continuous trains from the NBR. At the end of the 1860s, the management bodies of the NBR even discussed discontinuation or sale at times. It was only with the opening of the Settle – Carlisle railway in 1875 that through traffic on the Waverley Line increased noticeably, as there was now an alternative route to the West Coast Main Line. Through trains ran from London St Pancras on the Midland Main Line of the Midland Railway and the Settle-Carlisle Line to Edinburgh Waverley . Due to the difficult route, the trains could neither compete with the trains on the west coast nor the east coast route in terms of travel time. NBR and Midland therefore rely on the attractive landscape and particularly comfortable cars for marketing their Scotland trains. For decades, the express trains on the Waverley Line therefore carried Pullman cars .
Shortly after its commissioning, the Waverley Line received various branch lines, such as the line to Jedburgh and Kelso that branched in Roxburgh in 1851 and the line to Selkirk that passed Abbotsford , the residence of Walter Scott, in 1856 . In addition to through trains and suburban traffic from Edinburgh, the main focus of the route was freight traffic. In addition to through traffic with coal and steel products, the loading of cattle and sheep was particularly profitable . The textile industry in the Borders, especially in Galashiels and Hawick, used the route to purchase raw products and coal and to transport their goods. It has experienced a real boom since the line was completed, with four spinning mills and 17 wool weaving mills in Galashiels in 1882 . Companies like Pringle of Scotland used the Waverley Line for their transports. In addition, the Waverley Line served the mining area south of Edinburgh around Dalkeith and Newtongrange , which was opened up by various connecting and branch lines. Around 1920 the Waverley Line and its branches reached the height of their importance. This year 274,442 tickets were sold in Galashiels, 127,845 tickets and 268,780 head of cattle were settled in Hawick.
During the two world wars, the route was heavily used by military traffic. The British Army had a large depot at Longtown and a training camp at Stobs, which at times also served as a prisoner of war camp . South of St Boswells, a large munitions factory was built in Charlesfield during World War II , and a new stop was set up for workers' traffic.
With the Grouping Act of 1921, the 120 private railway companies that had existed until then were merged into four large companies. The North British Railway merged with the newly founded London and North Eastern Railway (LNER). The time of private railways in Great Britain initially ended in 1948. The four large companies were united with the Transport Act 1947 to form the new state-owned British Railways (BR). Between the wars, the “Big Four” shut down individual routes that were in poor demand or that previously ran in parallel for reasons of competition. Along the Waverley Line, only the short Lauder Light Railway , which only reopened in 1901, lost its passenger service in 1932; freight traffic continued until 1958.
Shortly after nationalization, the Waverley Line experienced its greatest strain. After storm damage, the East Coast Main Line had to be closed for over three months in the spring of 1948, all traffic between London and Edinburgh was therefore diverted between Berwick-upon-Tweed and Edinburgh via Kelso and from St Boswells via the Waverley Line, including the Flying Scotsman driving without stopping . The LNER-Class A4 steam locomotives used in front of these trains covered the longest train journeys ever to be hauled by steam locomotives in the British Isles without stopping. The flood damage of 1948 also fell victim to the St Boswells branch of the Berwickshire Railway to Duns , the damaged section between Greenlaw and Duns was not rebuilt; the remaining sections only remained in operation for freight traffic. In 1956 BR ended passenger traffic on the line to Hexham that branched off at Riccarton Junction, and two years later also freight traffic. The route was soon dismantled and a section was later flooded by the Kielder Water reservoir, which was created in the 1970s .
Shutdown
British Railways experienced a crisis in the late 1950s. While BR had made a profit in 1952, the annual loss in 1961 was a good £ 86.9 million . Richard Beeching , the new BR chairman, was given the task of drawing up plans to restructure the UK rail network. In March 1963 he submitted his corresponding report, which provided above all for the discontinuation of unprofitable routes. The Waverley Line was high on the relevant lists, Beeching described it as the most lossy route in the British railway system and proposed its complete discontinuation. The shifting of traffic to the streets had contributed in particular to this. In 1954, 80% of the once profitable cattle transport had been switched to the road and disappeared completely in 1963. The Beeching Ax initially fell victim to all branches of the Waverley Line that had existed until then after 1963. The line to Selkirk had already been closed to passenger traffic in 1951 and was closed in 1964. Also in 1964, passenger traffic on the branch lines to Kelso and Tweedmouth and Langholm ended; Freight traffic to Langholm lasted until 1967, to Kelso until 1968. Before that, the route from Galashiels via Peebles to Hardengreen Junction had been discontinued in 1962 after the briefly used diesel multiple units had been withdrawn after complaints from local bus operators and the number of passengers then fell. On the Waverley Line, on the other hand, transit goods traffic rose briefly from 1962 after British Railways had built new marshalling yards in Carlisle and Millerhill near Edinburgh in the late 1950s . The decline in freight traffic, especially in the mining industry , soon led to overcapacities and a significant decrease in traffic on the Waverley Line.
The publication of Beeching's report led to vehement public criticism. In the Borders on both sides of the Anglo-Scottish border, he was initially not taken seriously, the local newspaper in Hawick saw nothing more than a recommendation that is so unworkable. In contrast, in the Highlands , for example, an intensive public campaign, supported by local authorities, quickly began to preserve the Kyle of Lochalsh Line and the Far North Line . The preservation of the Waverley Line was initially only vehemently discussed internally between the Scottish Office and the Ministry of Transport in London. Above all, the planning department of the Scottish Office saw the route as essential for the future economic development of the Borders and was committed to maintaining it. The Ministry of Transport under Barbara Castle rejected this with the argument of the high burden for the taxpayer and saw no serious disadvantages in a closure - the road traffic is completely sufficient for the economy and the population. In the by-election to the House of Commons , which became necessary in the Borders in 1965 after the death of the previous Conservative MP Charles Donaldson , the liberal candidate David Steel addressed the impending closure and won the election. This brought the route back into public awareness. In the following years, Steel, together with the Conservative MP for Edinburgh, the Earl of Dalkeith , vehemently advocated the preservation of the route.
The planned shutdown was delayed by internal government discussions. After long resistance, Scotland Minister Willie Ross finally accepted the plans of the Ministry of Transport in May 1966, even if plans to maintain at least the section from Edinburgh to Hawick were still being discussed in his own ministry. On August 17, 1966, BR informed the public with notices at all stations that the Waverley Line was to be closed on January 2, 1967. Over 500 objections were raised against it and the planned shutdown was vehemently criticized at public hearings, some of which were attended by several hundred. However, the number of officially raised objections remained well below those on other threatened routes. The objections also criticized the fact that BR had neglected the route for years. The decision to discontinue was ultimately transferred back to the Ministry of Transport and the original shutdown date could not be kept. Alternative scenarios were compared again, such as the alternative setting of the connection from the Carstairs junction on the WCML east of Glasgow to Edinburgh and the management of all West Coast trains to Edinburgh via the Waverley Line. The connection via Carstairs was ultimately judged to be cheaper. Although the distance to be covered between Carlisle and Edinburgh is a little longer, it is not slower due to its favorable alignment and reduces the length of the route to be maintained, as the Edinburgh trains have a much longer section of their route on the one for the trains to Glasgow to Carstairs cover the required distance. The 158 kilometers of the Waverley Line were compared to only 60 kilometers of the connection from Carstairs to Edinburgh. The additional passenger traffic on the Borders was assessed as not being profitable compared to the savings in maintenance costs for the infrastructure.
The Transport Act 1968 , initiated by Minister of Transport Barbara Castle, made it possible for the first time to maintain deficit rail lines due to their importance for services of general interest . The law came too late for the Waverley Line, Castle itself saw the annual losses estimated at £ 700,000 as too great.
The relevant internal government vote on the closure finally took place in the Ministerial Committee on Environmental Planning . Under the direction of Peter Shore with representatives from the Scotland, Transport, Economics and Treasury Ministry, the majority of the committee saw in its meeting on May 21, 1968 the advantages of maintaining the Waverley Line for the development of the Borders as inadequate compared to the ones that would have to be spent on it Costs. Prime Minister Harold Wilson supported this vote. This failed further attempts by Scotland Minister Ross and the planning department of the Scottish Office to get the line at least as far as Hawick. On July 15, 1968, the new Minister of Transport Richard Marsh ordered the line to be closed on January 6, 1969. The originally planned number of nine additional bus connections from Hawick to Edinburgh was increased to eleven, which the residents of the Borders did not find an adequate replacement.
A vehement protest against the closure of the route arose in the Borders, which all local MPs supported cross-party. A study commissioned by David Steel questioned the official figures on passengers and losses and assessed a connection between Edinburgh and Hawick as economically viable under certain conditions. Just before Christmas 1968, protesters delivered over 11,000 collected signatures at 10 Downing Street . There were heated debates in parliament, both several times in the lower house (last there on December 18, 1968) and in the upper house . There, on November 14, 1968, the preservation of the Waverley Line was debated for several hours, advocated primarily by the first Life Peeress from Hawick , Baroness Elliot of Harwood . Protesters tried to petition Queen Elizabeth II at Balmoral Castle to keep the route. All the protests were unsuccessful. The last talks about possible scenarios for the preservation were held in early January 1969.
On the evening of January 5, 1969, the night train to London St Pancras was the last train on the Waverley Line to leave Edinburgh Waverley Station . The public protests resulted in BR sending a single locomotive ahead of the last train for safety reasons. Several hundred protesters had gathered in Hawick and loaded a cardboard coffin with the inscription "Waverley Line - born 1848 killed 1969" onto the train as express goods addressed to the Minister of Transport. In Newcastleton , the line had been blocked by demonstrators who blocked the gates across the tracks at an older-style level crossing , attached bang caps and held a sit-in on the tracks . The police temporarily arrested the local pastor, who had been campaigning vehemently for years to maintain the route. He was only released again through the mediation of David Steel, who was on the train. The train reached Carlisle two hours late.
Dismantling the route
The dismantling of the tracks between Hawick and Longtown began immediately, BR demonstratively had a first track yoke at Riddings built on January 8, 1969 . North of Hawick, the line initially remained open to freight traffic, which still served the Lady Victoria Colliery coal mine in Newtongrange and a mineral oil company in St Boswells. The section south of Newtongrange was closed on April 28, 1969. In 1970 the remaining southern section from Carlisle to Longtown lost its freight traffic. On the northern section, the short section from the colliery to Newtongrange station was closed in December 1971, the remaining section from Newtongrange to the Millerhill marshalling yard finally on June 28, 1972. The few years old Millerhill marshalling yard near Edinburgh was half closed again in 1969 , the rest of the operation ceased in 1983.
In 1969 a consortium called the Border Union Railway Company tried to take over the route from BR. The consortium, with the participation of railway journalist Bob Symes , was also able to secure the support of David Steel. The line was to be operated in part only as a single track, in passenger traffic a regular service with diesel railcars between Edinburgh and Hawick was planned. Additional stops were also planned for this. In freight transport, the timber transport from the wooded Southern Uplands south of Hawick, which was barely operated by BR in the years before the closure, was supposed to enable cost-covering operation. The Forestry Commission for Northern England had signaled their interest in this. The negotiations finally failed in 1970 because of BR's financial demands and the Border Union Railway's business plan , which did not convince all potential donors .
The last tracks on the line were finally dismantled by the end of 1972, most of the larger structures remained unused. Within the villages, the route was often converted into footpaths and cycle paths. Some station buildings have been preserved, such as the Melrose Railway Station, now a listed building . To the north of Carlisle, a short section of the line at Harker is served as a siding from the Kingmoor marshalling yard.
Among the line closures of the Beeching era, the Waverley Line is one of the most momentous. With the Borders, it left an entire region without any rail connection. The local population was therefore often aware of the route and initiatives to rebuild the entire route or parts of it were started time and again. Even after the reconstruction has begun, the shutdown will be remembered. For the 45th anniversary of the protests, former participants gathered for a dinner in Newcastleton in January 2014.
reconstruction
Shortly after the vehemently criticized shutdown, calls for reconstruction were raised again and again, especially since the bus connections offered as replacement had significantly longer travel times, which even lagged behind the steam trains at the opening time. In the 1990s, the Borders Transport Futures company tried to reactivate the southern section of Carlisle, primarily with the aim of transporting timber from the Kielder Forest , the largest English forest area. This failed because of the falling wood prices at the time. In 1999, the Campaign for Borders Rail (CBR) was founded in the Borders , which in the following years developed extensive public relations and lobbying activities for reconstruction. In the same year the new Scottish regional government commissioned a feasibility study , which had a positive result. In the following years, the demand for reconstruction met with a positive public response, not least thanks to intensive press work by the CBR, which doubted the cautious estimates of the official studies as too pessimistic.
Borders Railway
In June 2006 the Scottish Parliament finally decided with an overwhelming majority of 114 to 1 votes to rebuild it as a Borders Railway between Edinburgh and Tweedbank near Galashiels. The cost of rebuilding the line and refurbishing the remaining structures has been estimated at around £ 155 million . In 2002, as part of the Edinburgh Crossrail project, passenger traffic had already started on the section from Edinburgh to Newcraighall, which was previously only used for freight traffic.
Initially, the opening was announced for 2011, but the start of construction was delayed due to various problems. Various politicians criticized the planning as an expensive prestige project that only brought a real improvement in traffic technology to a small part of the Borders. Finally, the then Scottish Transport Minister Stewart Stevenson broke ground in Galashiels in March 2010 .
The Scottish government had originally planned a purely private construction of the route. In tendering procedures are not enough buyers found. The procedure was therefore canceled and Network Rail took on the reconstruction contract in 2011, with the participation of private subcontractors . The main contractor was the construction company BAM Nuttall . The projected cost had now risen significantly and was estimated at around £ 295 million. In 2012, costs of up to £ 350 million were feared, but Network Rail announced in spring 2015 that a budget of £ 294 million would not have been exceeded. In addition to high standards of environmental protection - in Bowshank tunnel had bats made his home - were due to additional cost mining damage occurred in the former coal mining areas south of Edinburgh. The purchase and demolition of some of the houses built on the route, the excavation of a garbage dump built in an incision and the construction of a new tunnel under the A720 south of Edinburgh, which has now been built, were other cost factors. The replacement of all previously existing level crossings with bridges or underpasses was also time-consuming. The line was not electrified for cost reasons, but it is structurally designed in such a way that subsequent electrification is possible without additional effort, for example with regard to the clearance profile .
In November 2012, Network Rail began the first work on clearing vegetation. Fifty years after the Beeching report that led to the shutdown was published, reconstruction work began in March 2013. With the installation of the bridge girders for the longest new bridge to be built on the line at Eskbank, the work reached its first important milestone in early March 2014.
With a length of 56 km, the Borders Railway is the longest line to date that has been rebuilt in Great Britain after the Beeching Ax and taken into operation for regular passenger traffic. It is the largest Scottish railway construction project in over 100 years. The Borders Railway mainly uses the old route, only at Shawfair the route has been redesigned slightly differently. South of the previous terminus, Newcraighall, access points have been set up in Shawfair, Eskbank, Newtongrange, Gorebridge, Stow, Galashiels and Tweedbank. In contrast to the earlier route, the Borders Railway is only partially double-tracked. It has three encounter sections, each three to six kilometers long, one at Shawfair and two between Gorebridge and Galashiels. The abandonment of longer double-track sections or the complete double-track expansion has been criticized several times, especially by the CBR, as short-sighted planning. The criticism was sparked primarily by the limited options for special trains and the expansion of the services offered according to the schedule, which is difficult when there is high demand.
In total, around 200,000 people in Midlothian and the Borders have a rail connection with the route . In addition to the faster access to Edinburgh, diverse positive effects on the local economy are expected, for example through the settlement of companies or increasing tourism. In the real estate industry, increasing demand for apartments is forecast. However, there are also fears of rising rents and property prices. The liberal-market Institute of Economic Affairs vehemently criticized the reconstruction as a useless waste of money, which was rejected by representatives of the rail industry and transport scientists with reference to the positive effects of earlier route reopenings for passenger traffic.
In April 2014, the Scottish Prime Minister Alex Salmond announced the rebuilding of the entire route to Carlisle, and a corresponding feasibility study should be commissioned after the successful reopening of the section to Tweedbank. The announcement received a positive response from the Scottish Borders Council . Supporters of the reconstruction pointed out, however, that the old route has not yet been secured in terms of planning and that re-commissioning is partially endangered by planned construction projects.
Halfway through the construction work in May 2014, the Scottish Transport Minister Keith Brown announced the opening of the line for September 2015. At the end of October 2014, the line had already been re-railed to Gorebridge. On February 12, 2015, the last new rails of the line were laid at the new line end point in Tweedbank in the presence of Keith Brown. In June 2015, after the construction company handed over the completed route to Scotrail, the trial operation and training of the train drivers began . Passenger traffic began on September 6, 2015. The route was officially opened on September 9th by Queen Elizabeth II .
Like the rest of Scottish rail passenger transport, the Borders Railway is operated by ScotRail . The Scotrail franchise was taken over in April 2015 by Abellio , a subsidiary of the Dutch state railway Nederlandse Spoorwegen .
The project Borders Railway was on 6 November 2016 the British Association of Travel Writers Award (British Guild of Travel Writers) as the best tourism project in the UK.
Withrope Heritage Center
To the south of Hawick there have been several attempts to bring parts of the line back into operation, especially for timber transport. Railway enthusiasts organized in the Waverley Route Heritage Association finally founded the Border Union Railway , which began laying tracks south of the Withrope Tunnel in the Withrope Siding area in 2005. The aim was to establish a museum railway company on a short stretch of the route.
In 2012, the Withrope Heritage Center finally went into operation for the first time. In addition to an exhibition on the history of the route in old railroad cars, diesel locomotives can be operated on a section of the route about one kilometer south of the Withrope Tunnel.
Route description
course
Of the three main lines across the Scottish-English border, which were originally built to consist of two tracks, the Waverley Line has the most difficult route. It runs through the hill country of the Scottish Borders , so its alignment is more difficult than on the West Coast Main Line (WCML) and the East Coast Main Line (ECML). The other two stretches on the WCML at Beattock and the ECML at Penmanshiel also each have a longer incline in each direction, but the Waverley Line had two longer inclines in each direction and also had the narrowest curve radii. The maximum permissible speed was 70 mph (approx. 112 km / h), in the many corners of the route, often only significantly lower speeds were allowed. The climbs from Newcastleton and Hawick to Whitrope Summit and from Galashiels and Hardengreen Junction to Falahill Summit were a particular challenge for the locomotive crew in the days of steam operation. On both sections, heavy express and freight trains were each supported by push locomotives.
From Edinburgh, the Waverley Line runs east together with the ECML. It separates from it after a few miles at Portobello to the south and crosses the North Esk and South Esk , the two headwaters of the Esk (Forth) . South of Newtongrange , it initially follows the northern bank of Gore Water , a tributary of the South Esk, rising steadily to the watershed at Falahill Summit in a largely uninhabited part of the Southern Uplands . From Fountainhall the route descends again following the clearly cut valley of the Gala Water , a tributary of the Tweed up to its confluence with the Tweed at Galashiels . She crossed the Gala Water several times and shortened one of the narrow river meanders through the Bowshank Tunnel . East of Galashiels, the route crosses the Tweed and follows it eastwards on the south bank to St Boswells . After Melrose the route turns south again. Running through predominantly agricultural area, it reaches the Teviot valley north of Hawick . South of Hawick, the route follows the valley of Slitrig Water , a small tributary of the Teviot, again with a steep incline to Withrope Summit. This part of the Borders is very sparsely populated and the route between Hawick and Carlisle did not serve any larger towns with the exception of Newcastleton with around 750 residents and Longtown with a good 2000 residents. South of Withrope Summit, the route winds its way through Liddesdale, the valley of Liddel Water near Hermitage Castle, down to Newcastleton. It follows, now with a significantly lower gradient, the Liddel Water, which forms the border between Scotland and England from Kershopefoot, on its south bank in a south-westerly direction up to its confluence with the Border Esk near Longtown, and from there south towards Carlisle turn.
Railway stations and operating points
Edinburgh Waverley
With the takeover and re-gauging of the Edinburgh and Dalkeith Railway , the NBR led the trains of the Waverley Line from 1849 to their Edinburgh station, which was opened in 1846 for the first section of the ECML to Berwick. The station with the name North Bridge was already at the current location, adjacent were the station of the Edinburgh and Glasgow Railway for traffic to Glasgow and Canal Street station for trains to Leith. After taking over the other companies, the NBR merged all three stations in 1866 and gave the new station its current name. The station was extensively rebuilt and expanded between 1892 and 1900, and the NBR-operated North British Hotel (now the Balmoral Hotel ) with its striking clock tower, the station's landmark, was built.
Portobello
The seaside resort of Portobello , now a district of Edinburgh, received a train station in 1846, which was served by the ECML and Waverley Line trains. The Waverley Line branches off from the ECML southeast of the station at Portobello East Junction . The station was closed to passenger traffic on September 7, 1964.
Brunstane
Brunstane station opened on June 3, 2002, when the northernmost section of the Waverley Line to Newcraighall was reopened for passenger traffic as part of the Edinburgh Crossrail project . It has a side platform, the line is electrified in this area, as it is also used as an access to the Millerhill marshalling yard for ECML trains. From 1847 to 1859 a station called Joppa already existed at the current location , which was then closed in favor of a stop at the ECML that was more conveniently located in this district.
Niddrie
At Niddrie Junction , today's route of the Waverley Line meets the original route from Edinburgh St Leonards, opened in 1831, which was only used for freight traffic after the takeover by the NBR. In this area was the Niddrie station, which was closed in 1847. In 1864, the NBR opened a new train station for Niddrie, which was a little south of the old one, but in 1869 it again lost passenger traffic. Until 1950 it was used as a freight yard.
Newcraighall
The station opened on June 3, 2002 just south of the Niddrie station, which was closed in 1950. It has a side platform and was used as the end point for the half-hourly trains to and from Edinburgh Waverley until the line to Tweedbank was opened.
Millerhill
British Railways began building a new marshalling yard for Edinburgh in 1958 . The Millerhill marshalling yard , which was built in two-way operation with two drainage mountains , was fully commissioned on May 20, 1963 and replaced several outdated marshalling yards and freight yards. The Waverley Line ran midway between the two parts of the station. Millerhill also received a depot for diesel locomotives. With the ECML, the station was connected by a new line from its south end to the east in the direction of Musselburgh . The decline in mining traffic led to the first partial closures of track systems as early as 1969, and the drainage mountain leading to the south was abandoned. In 1983, BR also closed the north-facing part of the station. Only a part of the track system east of the Waverley Line is still used for local freight trains, as is the depot. With the electrification of ECML, the access routes to Millerhill also received contact wire in the early 1990s.
To the south of the marshalling yard was the small Millerhill station, opened in 1847, which served passenger traffic until 1955 and local freight traffic until 1965. A short branch line to Glencorse branched off to the south in Millerhill Junction , the rest of which was used as a connection to a coal mine until a few years ago. In the northern area of the marshalling yard itself was the small Cairney station until 1846 .
Shawfair
The reconstruction of the Waverley Line as a Borders Railway took place in the area of the marshalling yard, slightly different from the original route. South of the marshalling yard, the old route is blocked by the Edinburgh motorway ring. The new route therefore runs a few hundred meters west of the old route and the marshalling yard until it meets the original route again at Sherriffhall. It crosses the new Shawfair housing estate , which was built on an old colliery site and has a new access point with two side platforms.
Sheriff Hall
The station was built in 1832 with the Edinburgh and Dalkeith Railway just north of the Glenesk Viaduct. It was closed in 1846; its exact location near the small settlement of Sherriffhall is no longer known.
Glenesk Junction
Directly south of the Glenesk Railway Viaduct , the short branch line to Dalkeith , opened in 1831 and which had already lost its passenger service in 1942, branched off at Glenesk Junction until 1964 . In the area of the junction was the small station Glenesk until 1886 , south of it until 1849 an access point called Lasswade Road . No details are known about either. Until 1923 there was also a connection to the Glenesk Colliery , a hard coal mine , at the junction .
Eskbank & Dalkeith
The station was opened in 1849 under the name Gallowshall and renamed Eskbank a year later . After the branch line to Dalkeith was closed to passenger traffic, it was named Eskbank & Dalkeith in 1942 . It had two side platforms and remained in operation until the Waverley Line closed in 1969. There was no freight yard, but Hardengreen Junction , a few hundred meters further south, had the appropriate facilities. The new Eskbank station, which has been used for passenger traffic since September 2015, is a few hundred meters further south.
Hardengreen Junction
Since 1855, the line to Peebles branched off at Hardengreen Junction to the south . It was discontinued in 1962 for passenger traffic, a short remaining route in 1967 also for freight traffic. Between 1870 and 1934, another route to the east, the so-called Macmerry Branch , branched off between 1870 and 1934 and connected the Waverley Line with the coal mines east of Dalkeith. Hardengreen never received facilities for passenger traffic, but was used as a freight station until 1968. Until 1962, locomotives were also stationed there, mainly used for local freight traffic and pushing operations on the Waverley Line to Falahill.
Eskbank
A little south of Hardengreen Junction and within walking distance of a nearby hospital is the new Eskbank station, which has been given a side platform on the only single-track route in this area. In addition, a large P + R area was created.
Dalhousie
Dalhousie Station, named after Dalhousie Castle , about two kilometers south , was located directly at the west end of the Lothianbridge Viaduct and was opened in 1832. As an access point for passenger traffic, it lost its function in 1908 in favor of the new, more conveniently located station in Newtongrange, but remained in operation for freight traffic until 1964.
Newton grange
On August 1, 1908, the NBR opened the new station of the Newtongrange miners' settlement north of the flyover of the A7 . It received no freight transport facilities, but the old Dalhousie station remained in operation. South of the station, the Lady Victoria Colliery , which is now used as the Scottish Mining Museum , was given a siding. With the closure of the Waverley Line, Newtongrange station, which had been an unoccupied stop since 1960, also lost its passenger traffic. A new stopping point with a side platform was built south of the A7 bridge and has been used by passenger traffic again since September 2015. In addition to a P + R space, there will be access to the Scottish Mining Museum.
Gorebridge
Gorebridge Station was opened in 1847 along with the extension to Hawick. Until 1872 the spelling was Gore Bridge . In addition to two side platforms for passenger traffic, the station also had freight transport facilities, which were closed on December 28, 1964. In 1967 the station was converted into an unoccupied stop and closed along with the line in 1969. The station building was preserved and is a listed building. At the old location, Network Rail built a new stop with a side platform, supplemented by a P + R area.
Fushiebridge
Initially written to Fushie Bridge until 1877 , the small settlement's station was built along with the line. Around 1875 a rail connection to Vogrie Colliery was built , which was dismantled when the mine was finally closed in 1938. Passenger traffic lasted until October 4, 1943, but the station remained in operation for workers' traffic to a nearby textile factory, as did freight traffic, which was finally discontinued in 1959. The two side platforms had already been dismantled by 1964 at the latest. In the absence of sufficient passenger potential, no new stop was set up when the route was rebuilt.
Tynehead
Tynehead Station, located in a cut, opened in 1848. He had two side platforms and a goods shed. The station was closed for freight traffic on December 28, 1964 and converted into an unoccupied stop in 1967. The stop for passenger traffic remained in operation until the line was closed. The station building above the cut is now used for residential purposes. As in Fushiebridge, there was also insufficient demand in Tynehead to bring the station back into operation.
Falahill
Falahill is the highest point on the Waverley Line at 268 meters above sea level between Edinburgh and Galashiels. Falahill had a few sidings for the pushing locomotives required for heavy freight trains from both directions. A water tower was available to supply the locomotives.
Heriot
The small town of Heriot received its train station in 1848. The two side platforms were in an unusual design for the Waverley Line to the north (towards Edinburgh) and south (towards Galashiels) of a level crossing, the freight transport facilities and the station building were north of the level crossing. From 1967, Heriot was an unoccupied stop and was closed along with the Waverley Line in 1969. In the course of the reconstruction of the line, no access point was provided in Heriot, despite corresponding local demands.
Fountainhall
The station, opened in 1848 under the name Burn House , was named Fountainhall as early as 1849 . From 1901 the route of the Lauder Light Railway to Lauder branched off here . The short branch line lost its passenger traffic in 1932, but remained in operation for freight traffic until 1958. During this time the station was called Fountainhall Junction . In the following years, the tracks that were no longer needed disappeared and from 1967 Fountainhall was only an unoccupied stop. The station, which was closed in 1969, was not taken into account when the line was rebuilt, the station building serves as a residential building.
Stow
The town of Stow, which has around 430 inhabitants, was given a train station with two side platforms in 1848. It lost its freight traffic in 1964 and was operated as an unoccupied stop from 1967. Contrary to the initial plans, Stow was given a stop at the Borders Railway in 2015, analogous to the earlier version with two side platforms at the old location. The station building has been preserved and is used for residential purposes.
Bowland
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South of the Bowshank Tunnel was Bowland Station, which after opening on May 1, 1848 was the end of the line for a short time until the Torwoodlee Tunnel was completed shortly before Galashiels. From 1849 to 1862 the small station was called Bowland Bridge . Passenger traffic ended on December 7, 1953, and goods traffic continued until March 23, 1964. A new breakpoint in the course of the reconstruction was not planned.
Galashiels
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The town of Galashiels , which was characterized by the textile industry , especially by the production of tweed , got its station when the last section of the line to Hawick went into operation on February 20, 1849. In the same year, a first locomotive shed was built here. With the completion of the branch lines to Selkirk and Peebles, which were opened in 1856 and 1864, the station was expanded further. Finally, three platform tracks were available for passenger traffic, two of which were covered by a small station hall . The hall was dismantled in the 1940s. Galashiels also owned a large freight yard, through which the local textile factories obtained raw materials, especially coal, and shipped their products. The station remained in operation until the closure of the Waverley Line. The representative Victorian station building was demolished in 1971 and the area of the station was used by businesses.
Due to the development since then, the old station area can no longer be used. With a few exceptions, however, the route of the line remained free from development and could be used for reconstruction. Only in the area of the former western entrance to the station has a building that has been built since then had to be demolished. On the other hand, a road that has now been built across the station area has already been led over a new bridge as a precaution. The new station for Galashiels was built about 300 meters northwest of the old train station. She received a side platform and several bus stops. Galashiels serves as a hub with local and regional bus transport. There was not enough space for a P + R facility. When planning the reconstruction, the responsible planners therefore decided to run the route to Tweedbank, about two kilometers east of Galashiels, where there was enough space for a large parking lot.
Tweed bench
Tweedbank was not built as a planned settlement until the 1970s and therefore did not have a train station on the old route. The new Borders Railway got its end point here. Since February 12, 2015, the two tracks have been on the station's new central platform. Compared to the other new stations, the platform is much longer in order to accommodate special trains. However, there is no possibility of bypassing, so that only railcars , push-pull trains or trains hauled by locomotives at both ends can be used. The limited possibilities for special trains to Tweedbank were heavily criticized by the CBR even before the start of operations.
Melrose
Melrose received its station when the line opened in February 1849. It was closed together with the line on January 6, 1969. The station building was preserved and is now a listed building. The track surface of the station was cleared, on it a bypass road for the place was created.
Newstead
Only a short time there was a station in Newstead, about two kilometers east of Melrose. The station, which opened together with the line in 1849, lost its passenger traffic again in October 1852. Freight traffic continued for a few years and was discontinued after 1859.
St Boswells
Opened on February 20, 1849 as Newtown Junction , the station was named Newtown St Boswells in 1863 and finally the name St Boswells in 1869, which was retained until 1969 . Since 1865, the route of the Berwickshire Railway branched off north of it at Ravenswood Junction in the direction of Berwick via Duns. South of St Boswells, at Kelso Junction, the line from Kelso , opened in 1851, flowed , which from Roxburgh was also used by the trains on the branch line to Jedburgh . The station therefore had two through tracks and two head platforms for passenger traffic. He also had facilities for freight traffic and a small railway depot, the locomotive shed of which is the only building still preserved.
Charlesfield stop
During the Second World War, a large munitions factory was built south of St Boswells near Charlesfield . The siding of the factory led to the railway line between St Boswells and Roxburgh, and a stop was opened for workers on the Waverley Line on August 10, 1942. After the war, the factory was closed and the area was used for business settlements. The stop remained in operation for public transport until June 1961.
Belses
Belses, which only consists of two farms and a few cottages, received a train station when the line opened in October 1849, until 1862 under the name New Belses . It was also used in freight traffic until 1964 and was converted into an unoccupied stop in March 1967. It remained in operation until the line was closed. The two little station houses on the side platforms were preserved and converted into weekend houses.
Hate dean
One year after the line opened, the small village of Hassendean received a train station in 1850, which was used for freight traffic until 1964. In 1967 it was converted into an unoccupied stop and served as such by passenger trains until the line was closed. The station building has been restored together with the pedestrian staircase and is used as a weekend home.
Hawick
Hawick Railway Station opened on October 29, 1849. Until 1862 it was north of the River Teviot , with the extension of the line to Carlisle, however, the station had to be abandoned for passenger traffic, as the line could not be extended from there. The station building was built a little south of the old train station, the two outer platforms for the route to Carlisle to the east of it, partly on a bridge over the Teviot. The area of the previous station remained in use as a freight station, further freight transport facilities extended east along the route towards Hassendean. Hawick received a small depot, which was closed in 1966. After the cessation of rail operations, the station facilities including the bridge over the Teviot were demolished and partially built on.
Stobs Camp
The British Army opened a large training area at Stobs in 1903 . Since it was primarily intended for short-term summer training of the troops, it initially received only a few permanent buildings. For the supply, the NBR built a short connecting railway north of the Barns Viaduct with various shunting and siding. Platforms and loading ramps were also built on the sidings to transport the soldiers to and from them. The signal box at the junction was the largest of the entire route. A field railway opened up the camp site from the sidings. After the First World War, Stobs was used not only for training, but also as a prisoner of war camp for around 6,000 German prisoners of war. In the Second World War, only a few prisoners of war were housed in Stobs, but the army used Stobs extensively for training. During both wars, the supply was mainly via the Waverley Line. After the war ended, the camp was closed in 1959. In the same year British Railways also closed the connecting line.
Stobs
To the south of the Barns Viaduct was the Stobs station, which went into operation when the line opened in 1862. In addition to the two side platforms on the main line, he only had a few sidings. Like some other stations along the route, he only developed a few farms in this sparsely populated part of the Borders. In 1961, BR converted the station into an unoccupied stopping point and at the same time closed it to goods traffic. The stop was served by passenger trains until the line was closed. The station building is privately owned, the pedestrian bridge of the station has also been preserved.
Shanking
At the southern end of the Shankend Viaduct was the station of the same name, which also did not serve a village, but only served individual farms and cottages in the area. The station was opened together with the line in July 1862. In addition to the platforms on the line tracks, it had a bypass track and some storage and freight tracks. Push-pull locomotives for the ascent to Withrope Summit were attached to the trains partly in Hawick and partly in Shankend. In 1961 the station was converted into an unoccupied stop, and freight traffic continued until 1964. Passenger traffic remained until the line was closed.
Whitrope siding
In 1914, the NBR built sidings for pushing locomotives at the southern tunnel portal of the Whitrope Tunnel at the highest point of the route, where they could wait for their return journey in the direction of Shankend or Riccarton. Two small houses were built for the required signal box personnel and their families. Due to the location away from roads and larger towns, the railway workers and their families were dependent on the railway for supplies and school attendance. Whitrope Siding was therefore used as a stop for passenger trains when required. Entry and exit were via a short step ladder carried in the baggage car for this purpose. Withrope Siding was never listed as a stopping point in published timetables, but in the 1968 closure announcement for the Waverley Line. As early as 1967, Withrope was no longer served due to the closure of the sidings and the closure of the signal box, but remained officially in operation until the closure in 1969.
The Waverley Route Heritage Association has been operating museum railroading on a short, re-tracked section of the route in Whitrope since 2012.
Riccarton Junction
Riccarton Junction station was a specialty among the stations of the Waverley Line . This was created in 1862 far away from existing villages at the junction of the Border Counties Railway to Hexham . In order to be able to provide accommodation for the staff, the North British Railway created a village in which over 100 people lived. Until a provisional forest road was built in 1963, the place could only be reached by rail; all goods were supplied exclusively by train. As early as 1956, the line to Hexham had been closed to passenger traffic and Riccarton lost its function as a transfer station, but remained in operation until the Waverley Line was shut down. The place lost its livelihood and all remaining residents moved away. The empty buildings of the train station and the village were demolished in the following years. In 2004, as a souvenir, railway enthusiasts laid a few meters of track on one of the remaining platform edges and put up a sign.
Steele Road
Steele Road was laid out as a train station away from larger settlements and only served various farms in the area. The station was opened in 1862. In 1964 the service in freight traffic ended and from March 1967 Steele Road was only an unmanned stop. Between 1956 and the closure of the line there was a bus connection in the direction of Bellingham in Steele Road as a replacement for the disused line between Riccarton and Hexham.
Newcastleton
Newcastleton Station , the largest settlement on the Scottish section of the Waverley Line south of Hawick, opened on March 1, 1862, when the NBR temporarily put the first section of the line from Carlisle into operation. From July 1862, the trains ran continuously over the entire route. The station had two side platforms connected by a footbridge north of the level crossing on the road to Langholm. To the north of it were the freight transport facilities with a total of five side tracks and a few sidings. The station also had a crane for loading timber, which is the predominant factor in the volume of goods. In 1967, BR stopped the freight service, the passenger service ended with the total closure of the line in 1969. Newcastleton was the scene of the most violent protests against the closure of the Waverley Line, the last train was only able to continue its journey to Carlisle after a police operation and the mediation of the House of Commons David Steel. The entire railway system was demolished in the following years and partially built on. Only the house intended for the station master has been preserved.
Kershope Foot
Just south of the Scottish border was Kershope Foot Station, which opened in 1862. At first it was simply referred to as Kershope , in later years the spelling Kershopefoot was also in use. There were no larger settlements in the vicinity, the station only served the farms in the area and some residential buildings at the station. He owned freight transport facilities for timber transport, which were closed at the end of 1964. Two side platforms on the main tracks were used for passenger traffic. Two years before it was closed, the station was converted into an unoccupied stop in 1967.
Nook Pasture
The Nook Pasture station, opened in 1864, was only served by a train on Saturdays; it was last listed in the timetable in 1873. There were only a few farms nearby. The hold is believed to have been set up for John Foster, the owner of Nook, who was a major shareholder in the NBR at the time.
Penton
Penton station was opened along with the line in 1862; it was named after Penton House , a country estate nearby. Otherwise the station only served a few farms nearby. For their needs there were also facilities for freight traffic until October 1967. All traffic ended when the route was closed in 1969. The station buildings have been preserved and are used for residential purposes. Parts of the platforms and the loading of cattle are still there.
Riddings Junction
Riddings Junction was built as a branch station for the branch line to Langholm, which began operations a few months after the Waverley Line went into operation in May 1862. As with many other stations on the line, there were no significant settlements in the vicinity other than a few houses for the railway workers. For passenger traffic, the station had an island platform next to the house platform, so a total of three platform tracks. To the north of the platforms there were a couple of freight tracks. With the closure of the branch line to Langholm on June 15, 1964, Riddings Junction was also closed to all passenger traffic. A year later, the station was converted into an unoccupied junction, which was finally closed on January 2, 1967. The platforms were then dismantled, the station buildings have been preserved and are used for residential purposes.
Scotch Dyke
The name of this station, which was opened together with the line and was initially called Scotsdyke , is traced back to a defensive structure from the 16th century in this controversial border area between England and Scotland, known as the Debatable Lands . Apart from a few houses for railroad workers, there was no other settlement in Scotch Dyke. The station, equipped with two side platforms and a freight track, was closed to all traffic on May 2, 1949. Only the signal box remained in operation until 1954 with the function of a block post . The station building is used for residential purposes, the lettering "Speed and Comfort by Rail" was retained above the canopy.
Longtown
Longtown was - apart from the end point Carlisle - the largest town in the English section of the Waverley Line. The station was opened together with the line on October 29, 1861. Two days later, the NBR also began operating on the branch line from Longtown to Gretna . Above all, this should enable through traffic from the Waverley Line to the network of the Glasgow and South Western Railway . The station received two side platforms on the through tracks, plus some freight tracks and a two-tier locomotive shed for the trains on the branch line. This was closed in 1924. During the First World War, one of the most important ammunition factories was built in Gretna and the branch line was closed in favor of military needs for public transport. Shortly before the Second World War, the army built a large ammunition depot west of the station , which was accessed via a connecting railway. In 1963, the branch line was south of Gretna a connecting curve from the south that by the close of Waverley Line freight trains from the new, on the WCML served lying marshalling yard King Moor to Edinburgh Miller Hill. After the cessation of passenger traffic, the branch line for local freight traffic remained in operation, while the section of the main line south of Longholm was completely closed with the end of passenger traffic. Longtown station was closed to freight traffic on August 31, 1970, and BR still operated a private connection until 1973. The branch line continues to serve the connecting traffic to the ammunition depot until shortly before Longholm.
Lyneside
The station, known as West Linton until 1870 , was built along with the construction of the line. In 1870 it was named Lineside , a year later the current spelling was introduced. There were no significant developments in the immediate vicinity of the train station, only a few farms and cottages in the area were served. Due to the weak demand, the LNER closed the station on November 1, 1929 for passenger traffic. Freight traffic was served until October 5, 1964. The station building now serves as a residential building.
Harker
The Harker station was opened and closed several times for passenger traffic. Originally opened when the line opened in 1861, the LNER closed it on November 1, 1929 due to weak demand. Seven years later it went back into service after the city of Carlisle opened its municipal airfield nearby . When the war broke out, the Royal Air Force (RAF) took over the airfield as Kingstown, but two years later relocated the deployment of the bomber squadron stationed there due to a lack of expansion options. Accordingly, the passenger traffic, mainly serving the RAF members, ended in October 1941. On March 1, 1943 - after the RAF continued to use the site as a camp and flight school - it was resumed and maintained until the Waverley Line was shut down, but without being mentioned in public Timetables. With the reopening in 1943, the platforms were also moved to the south by about one train length. The station served the intensive freight traffic, mainly used by the RAF, until 1965. The station building is used for residential purposes, the signal box is used as a garden house.
Parkhouse stop
Only a few hundred meters south of Harker, the LNER opened the non-public parkhouse stop on July 7, 1941. It also served to connect the RAF Kingstown site and remained in operation until the line was closed in 1969.
Carlisle Citadel
The Carlisle Citadel station , now referred to as Carlisle by Network Rail , was built in 1847 as a joint station for Lancaster and Carlisle Railway and Caledonian Railway on what is now WCML. The New Tudor style entrance building was designed by the English architect and politician Sir William Tite . The NBR was in competition with these companies and led the trains of the Waverley Line after their opening first to the Carlisle Canal station , the terminus of the Carlisle and Silloth Bay Railway opened in 1854 and acquired by the NBR in 1862 . As early as 1864, the NBR reached an agreement to share the use of Carlisle Citadel, and since July 1, 1864, all NBR trains have ended there. The station has since been served by seven private railway companies. After grouping it was operated by the London, Midland and Scottish Railway , the LNER trains of the Waverley Line changed locomotives here. These continued to be stationed in the Carlisle Canal depot, which is a bit away from the station.
Other structures
The builders of the Waverley Line had to build complex bridges and tunnels in several places, some of which are still preserved today. One of the most striking buildings in the include Newbattle Viaduct (also called Newbattle Viaduct called) at Newton Grange and Shankend Viaduct south of Hawick, both as well as some more bridges and various station building under monument protection standing. Some bridges were demolished soon after the closure for traffic safety reasons. The remaining bridges are regularly checked and maintained. The Shankend Viaduct was renovated from 2008 to 2009.
The line has two longer tunnels, the Bowshank Tunnel north of Galashiels and the Whitrope Tunnel north of Riccarton Junction. Another short tunnel is just before Galashiels. In the course of the reconstruction of the line, the structures still existing in the old route, such as the Lothianbridge Viaduct, the Bowshank Tunnel and the Redbridge Viaduct, were renovated. Usually only one new track was laid on the originally double-track bridges in order to be able to maintain the pedestrian and bicycle connections established after 1969.
passenger traffic
1832 to 1969
Passenger traffic on the Edinburgh and Dalkeith Railway began on June 2, 1832. A haulage company initially offered three daily trips. In the first few years the railway company did not provide the transport itself, but issued licenses to independent hauliers. From 1836, however, it took over all traffic under its own management. In addition to the regular horse-drawn trams, private carriages could be rented around the clock. In 1838 there were forty passenger cars in operation, which that year carried almost 300,000 passengers. With the acquisition of the company by the NBR and the re-gauging, the horse business ended.
From 1849 on, passenger traffic played an important role on the route to Hawick, supported by the feeder function of the branch lines to Selkirk and Kelso. In addition to the connection to the cities of the Borders, the suburban traffic from the mining settlements in Lothian to Edinburgh was of certain importance. The completion of the entire line in 1862 led to increasing demand on the Waverley Line, but the lack of through trains beyond Carlisle limited it to local demand. Only after the completion of the suitable southern connecting lines did the Waverley Line become an important route for traffic between Scotland and England from 1876, even if its importance always lagged far behind the routes on the east and west coast. In the winter of 1895 three express trains ran between Carlisle and Edinburgh, one of which ran daily and carried sleeping and saloon cars from London St Pancras. The others drove only on weekdays, one of them had through cars from Kelso and Jedburgh to Edinburgh, which were attached to Galashiels. In local traffic, there were two continuous pairs of trains, other local trains on the northern and southern sections, six pairs of trains to Edinburgh and three to Carlisle. As was customary in Scotland at the time, the offer on Sundays was very limited, apart from the express train, only two pairs of trains ran between Hawick and Edinburgh.
In the spring of 1910 the offer was significantly expanded. A total of five pairs of express trains ran, which with one exception led through coaches to and from the south, in addition to London, Bristol was served. Via Edinburgh, a few through cars ran north to Dundee and Aberdeen . The local transport offer on working days had also been expanded, with most trains still only running on partial routes. Only the weak Sunday offer had not changed compared to 1895.
After the First World War, in which the supply of civil transport was drastically reduced, as in almost all nations involved in the war, demand only recovered gradually. In 1922, five pairs of express trains continued to run, the local transport services had been somewhat reduced compared to the pre-war period, and on Sundays only one express train ran between Carlisle and Edinburgh. New as a result of the grouping were more through trains from the branch lines, such as direct trains between Hawick and Newcastle upon Tyne via the line branching off in Riccarton Junction.
In the 1930s, the condition from the pre-war period was reached again. In 1938 there were only four express trains, including the “Thames-Forth Express” from London to Edinburgh, but significantly more local trains, with 14 pairs of trains on the last section between Gorebridge and Edinburgh. The Saturday offer had been significantly expanded and daily local transport was possible again.
After the Second World War, the British railways only gradually expanded their services. In 1947, in the last year of its independence before the merger to form British Railways, LNER continued to offer four express trains between Carlisle and Edinburgh with through coaches from London, Leeds and Sheffield , two of which are now on Sundays. In contrast, local traffic was significantly lower and, especially on Saturdays, significantly reduced compared to the pre-war period.
BR gradually concentrated the offer on the more important main routes and removed parallel services that had remained from the days of private companies. In spring 1961 there were therefore only two express trains left between Carlisle and Edinburgh, the "The Waverley" as a day train with dining car between London St Pancras and Edinburgh and a night train unofficially known as the "Night Midlander" on the same route, which also carried sleeping cars. Four pairs of local trains ran continuously, others on partial sections. There were a total of eleven local trains to Edinburgh on working days and eight to Carlisle. On Sundays, as for decades, there were no other trains south of Hawick apart from an express train. The Waverley Line kept its long-distance traffic until passenger traffic was discontinued in 1969. BR had already significantly reduced suburban traffic, especially south of Edinburgh, in the 1950s, a few remaining train pairs with train gaps that lasted for hours ensured that local commuter traffic began in the 1960s had largely migrated to the streets for bus transport or private cars. In the 1960s, the Waverley Line and its branches eventually became an increasingly popular destination for special trips for rail enthusiasts. The last regular train from Carlisle to Edinburgh was a special train hauled by a "Deltic" class 55 .
From 2015
The operating program of the Borders Railway between Edinburgh and Tweedbank consists of every half hour on weekdays, and trains run every hour in the evenings and on Sundays. During rush hour , some pairs of trains going to Fife are tied over the Forth Bridge and serve Edinburgh Haymarket station . The trains stop at all stations with the exception of Stow, Stow is only served with every second train outside of rush hour. The journey time is between 55 minutes and an hour, the estimated price for a return ticket as of 2014 should be between 15 and 16 pounds (approx. 18–20 euros).
Abellio, as the new operator of ScotRail , announced the regular use of steam-hauled trains on a total of eight scenic routes such as the Kyle of Lochalsh Line and the Far North Line after taking over the franchise in April 2015 . According to these plans, the new route to Tweedbank should also be regularly served by steam trains. From 10 September to 18 October 2015, a pair of trains hauled by the LNER class A4 locomotive 60009 “Union of South Africa” ran between Edinburgh and Tweedbank. Due to the lack of track capacity, individual regular passenger trains were canceled during the service hours of this train.
ScotRail originally expected around 650,000 passengers in the first year, but this forecast was exceeded by well over a million passengers. Various problems arose during ongoing operations, especially the punctuality of the line and a high proportion of train cancellations. Only about 43% of all trains reached the destination Tweedbank on time. Critics mentioned above all problems with the older class 158 railcars that were used, which were not up to the demanding route profile and especially the gradients at Falahill, and there were always route conflicts at the junction from the East Coast Main Line and delays due to the double-track being too short Encounter sections.
Freight transport
1831 to 1972
The Edinburgh and Dalkeith Railway was planned and built as a coal railway. Although passenger traffic soon gained in importance, the line was important for coal and steel traffic from its opening in 1831 to the cessation of freight traffic on the last section to Newtongrange in 1972. Above all, the removal from the mines in Lothian south of Edinburgh remained important during the existence of the Waverley Line, even if, with the closure of most of the mines, the volume steadily declined in the 1960s.
The rest of the freight traffic on the Waverley Line was determined on the one hand by the local freight volume in the Borders. The textile industry in Galashiels and Hawick received a considerable growth spurt from the connection to the rail network from 1849. The industry based on processing the local wool grew significantly from the mid-1850s. In the 1870s, the Borders owned over half of Scotland's spinning capacity and around 40% of its weaving capacity . Above all, Hawick developed into the center of the knitwear industry , while the borders were a focus of tweed production . The textile industry used the Waverley Line to purchase raw materials, especially coal, and to transport the finished goods.
Agriculture was another mainstay of the local freight traffic on the Waverley Line . In addition to the transport of cattle and cattle in particular - St Boswells and Hawick in particular had extensive cattle markets with a corresponding volume - the local farmers were mainly supplied with fertilizers and seeds . In addition, there was a smaller volume of wood transports. These transports, which are mainly operated in single-wagon traffic, were gradually shifted to the road, beginning before the Second World War. The transport of cattle had largely disappeared by the early 1950s. The Borders' textile industry also increasingly shifted its transports to the road. In the 1960s, a significant process of shrinking began in industry, which also had a negative impact on the volume of goods. Before 1965, BR closed most of the smaller freight stations that were originally served by local trains to Carlisle and Edinburgh, especially since the state railroad did not succeed in acquiring new freight to compensate for lost traffic. Above all, the increasing timber transport in the Borders as a result of the afforestation that began at the beginning of the 20th century was largely ignored by the railroad, despite the fundamental interest of the timber industry.
The other mainstay of the freight traffic on the Waverley Line was through traffic. Although the route was topographically more demanding than the other routes between Scotland and England, it still handled a significant proportion of through freight traffic. The installation of the two marshalling yards Millerhill and Kingmoor near Edinburgh and Carlisle caused a sharp increase in freight traffic on the Waverley Line at the end of the 1950s, which in the early 1960s was more important for through freight than for passenger traffic. The losses in single wagon traffic soon reduced this traffic, and according to the calculations of the Beeching report, the Waverley Line had the highest operating costs per mile driven by a freight train. The expansion of block train traffic pushed by Richard Beeching hardly had any effect on the Waverley Line. Only individual block trains with Ford cars from a factory near Liverpool to a distribution warehouse near Bathgate have operated the route in recent years.
After the cessation of passenger traffic, individual industrial connections were served north of Carlisle and south of Edinburgh until 1972, which were gradually closed along with the line. The goods traffic was only preserved south of Harker, where a short section of the line from the Kingmoor marshalling yard is served as a connecting railway. The branch line from Gretna to Longtown is used for military traffic until shortly before Longtown.
From 2015
The rebuilt section of the line is not initially intended for scheduled freight traffic. However, the line was built in such a way that freight traffic will be possible in the future.
Vehicle use
Until the early 1960s, the Waverley Line was operated exclusively by steam locomotives . British Railways did not use diesel vehicles on a large scale in Scotland until around 1957. On the Waverley Line, diesel multiple units were initially used on the branch line via Peebles from July 1956 - as the first scheduled diesel multiple unit service in Scotland at all - while the main line was still steam powered. It was not until around 1962 that the first diesel locomotives were gradually used in front of the trains of the Waverley Line, which displaced the last steam locomotives by the beginning of 1966. For the last three years up to the termination, diesel locomotives were used almost exclusively, railcars only served two pairs of trains between Edinburgh and Hawick or Eskbank.
Depots
At the time of steam operation the locomotives used on the Waverley route especially in goods Bahnbetriebswerke Carlisle Canal , Hawick and St. Margaret's Edinburgh stationed. In Hardengreen, Galashiels, St Boswells and Riccarton there were locomotive stations that were assigned to these depots.
In Carlisle, the NBR built its own Carlisle Canal station with a railway depot in 1856 . While the trains of the Waverley Line started at the Carlisle Citadel station, which is used as a shared station, from 1864 onwards , the depot in Canal was retained and until 1948 was solely responsible for locomotives from the southern end of the line. The shed in Canal closed in 1963. After nationalization, locomotives from the former LMS depot Carlisle Kingmoor were also used on the Waverley Line.
Since the start of operations there has been a small but independent depot in Hawick. Together with the assigned locomotive stations, around 30 locomotives were stationed there in 1923. In addition to train pairs between Hawick and Carlisle or Edinburgh, they mainly took over local freight traffic and the various branch lines of the Waverley Line. Hawick remained a pure steam locomotive depot until it was closed on January 3, 1966. The Hawick locomotive shed in Riccarton had already been closed in 1958 and the shed in St Boswells lost its function in 1959. It is the only engine shed to be preserved along the Waverley Line and is used commercially.
The northern section of the Waverley Line was mainly served by the locomotives of the large Edinburgh depot, St. Margarets . In addition, locomotives from the Haymarket depot were also used, especially before express trains . Along the Waverley Line, the locomotive stations in Galashiels and Hardengreen Junction were assigned to St. Margarets, both stations were closed in 1962. St. Margarets was closed on May 1, 1967, and the Meadowbank Stadium is now on the site . The diesel locomotives during the last few years before the line was closed were stationed in Haymarket and the Millerhill Diesel Depot, which opened in 1962 .
Traction vehicles
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After the grouping in 1923, the LNER initially continued to use the locomotives taken over from the North British Railway. With the procurement of new locomotives designed under the aegis of Sir Nigel Gresley , Chief Mechanical Engineer , these were gradually also used on the Waverley Line. In both passenger and freight transport, however, the NBR locomotives remained predominant until the Second World War. During almost the entire inter-war period, express train traffic was mainly used by the Atlantic locomotives of the NBR class H designed by William P. Reid , the chief engineer of the NBR, which had been classified as class C11 by the LNER. Its relatively short wheelbase, combined with a powerful boiler, made it an ideal locomotive for the Waverley Line. In addition, there were 2'B tender locomotives of various series, such as the newer LNER class D49 designed by Gresley , but also older ex-NBR series. NBR C couplers were mainly used in freight transport.
After the war, the older NBR locomotives gradually lost their areas of use. The express train services on the Waverley Line were mainly handled by the newer Gresley-Pacifics of the LNER class A3 , and occasionally also the streamlined LNER class A4 . At the beginning of the 1960s, locomotives of the BR standard class 7P ("Britannia") were also used. The Pacifics, which were designed for high speeds and flat stretches, were not well suited for the steep and winding route. A3 and the "Britannias", like the LNER Class A2 Pacifics procured by LNER after the Second World War , were also used in front of freight trains, although they were even less suitable for this purpose. The use of the "Britannias" on the Waverley Line ended after just a few years, as the locomotives showed increased damage to their wheel tires.
The remaining passenger trains were carried partly by the A3, partly by the multi-purpose locomotives of the LNER class B1 designed by Gresley's successor Edward Thompson . Before the trains to Edinburgh and Carlisle from Hawick, the BR standard class 4MT stationed there was used from the mid-1950s . They were part of the Hawick depot portfolio until 1965. In freight traffic between Edinburgh and Carlisle, in addition to the Thompson-B1, from 1936 until the last examples were taken out of service in 1966, the Prairie locomotives of the LNER class V2 were used, as well as the slightly smaller 1 ', also designed by Gresley. LNER class K3 C locomotives . After the closure of the former NBR Carlisle Canal depot , former LMS locomotives that were still stationed in Carlisle Kingmoor were also used on the Waverley Line, for example the LMS class 5 "Black Five" in front of freight trains . Until the 1960s, local freight traffic was the task of small, NBR locomotives with tender locomotives with a C wheel arrangement , such as the LNER classes J36 and J37 .
From the end of the 1950s, British Railways relied on the rapid procurement of railcars and diesel locomotives and procured large series, in some cases without prior testing. This led to a large number of different designs from different manufacturers, which only partially proved themselves. In the few years of diesel operation, around a dozen different diesel locomotives and multiple units were used on the Waverley Line, from the small locomotives of the later BR class 17, through the BR class 24 and the BR class 37 bis, which were characterized by high failure rates to the class 55 ("Deltic") intended primarily for express traffic on the East Coast Main Line , which carried a special train from Carlisle to Edinburgh on the last day of the route. The express trains were mainly carried by the BR class 45 and the BR class 46 ("Peak").
Since September 2015, modernized diesel multiple units of the British classes 158 and 170 “Turbostar” have been in service on the new Borders Railway .
Web links
- Borders Railway - 30 miles of new railway in the Scottish Borders official site for the reconstruction of the northern section of the Waverley Line
- Waverley Route Heritage Association: History of the Waverley Line (English)
- Edinburgh and Hawick Railway (English)
- BBC report on the closure of the track (English)
- The Waverley Route and Related Branch Lines. In: Disused Stations. Retrieved on December 29, 2014 (English, description of the stations).
literature
- Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route . Middleton Press, Midhurst 2010, ISBN 978-1-906008-85-7
- Roger Darsley, Dennis Lovett: Hawick to Galashiels. The Waverley Route . Middleton Press, Midhurst 2012, ISBN 978-1-908174-36-9
- Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route . Middleton Press, Midhurst 2013, ISBN 978-1-908174-52-9
- Alexander J. Mullay: Rails across the border: the story of Anglo-Scottish railways. Patrick Stephens Limited, Wellingborough 1990, ISBN 1-85260-186-8
- David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. Argyll Publishing, Glendaruel 2012, ISBN 978-1-908931-00-9
Individual evidence
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route . Historical background.
- ↑ a b c d e f g Waverley Route Heritage Association: A brief history of the Waverley Route , accessed July 13, 2014
- ^ John Thomas: A Regional History of the Railways of Great Britain. Volume 6 Scotland. The Lowlands and the Borders. David & Charles, Newton Abbot 1971, ISBN 0-7153-5408-6 , p. 232.
- ^ John Thomas: A Regional History of the Railways of Great Britain. Volume 6 Scotland. The Lowlands and the Borders. P. 235.
- ↑ www.railbrit.co.uk: Border Union Railway , accessed July 13, 2014
- ^ John Thomas: A Regional History of the Railways of Great Britain. Volume 6 Scotland. The Lowlands and the Borders. P. 103 f.
- ^ John Thomas: A Regional History of the Railways of Great Britain. Volume 6 Scotland. The Lowlands and the Borders. P. 95
- ^ A b John Thomas: A Regional History of the Railways of Great Britain. Volume 6 Scotland. The Lowlands and the Borders. P. 99
- ^ OS Nock: The British Steam Railway Locomotive, Volume 2, 1925-1965 , Ian Allan Ltd., London 1966, pp. 270-271.
- ^ Waverley Route Heritage Association: A travellogue over the Waverley Route , accessed July 13, 2014
- ^ Robin Jones: Beeching: The Inside Track. Burlington Press, Foxton 2012, ISBN 978-1-906167-68-4 , p. 39.
- ↑ a b c Robin Jones: Beeching: The Inside Track. P. 119.
- ↑ Alexander J. Mullay: Scottish Region: A History 1948–1973. Tempus, Stroud 2006, ISBN 0-7524-3686-4 , p. 80.
- ↑ a b Scotlands Places: Millerhill Marshalling Yard , accessed July 13, 2014
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 21.
- ↑ a b David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 23.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 25.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 41.
- ↑ a b David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 36.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 43.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P.56.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 65.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 71.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 75.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 87.
- ↑ It's Quicker By Hearse · The Tale of the Petitioning Housewife, Protesting the Schoolboy and the Campaign Trail Student Science Museum Group · National Railway Museum ( Memento of 29 November 2014 Internet Archive ), accessed on November 16, 2014
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 99.
- ↑ a b Stephen Brocklehurst, BBC News: What was Beeching's worst railway cut? March 27, 2013 , accessed November 16, 2014
- ↑ a b c d Robin McKie: Rolling hills of the Borders signal a transport revolution as rail line is reborn , The Guardian, April 4, 2015 , accessed April 23, 2015
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 109.
- ↑ a b c d The Guardian: Scottish Borders boost as line shut in 1960s moves step closer to reopening , November 5, 2012 , accessed July 13, 2014
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 134.
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 142.
- ^ Border Telegraph: Waverley protesters mark 45th anniversary , January 3, 2014 , accessed November 16, 2013
- ^ Campaign for Borders Rail: About CBR , accessed January 31, 2015
- ^ The Scotsman: Huge support for Borders rail service, February 13, 2002 , accessed July 13, 2014
- ^ BBC News: Borders railway link bill passed. June 14, 2006. Retrieved July 13, 2014
- ↑ BBC News: Waverley line assessment starts, March 27, 2007 , accessed July 13, 2014
- ↑ BBC News: Borders to Edinburgh rail link project gets under way , March 4, 2010 , accessed July 13, 2014
- ↑ BBC News: Borders rail link tender process scrapped , September 29, 2011 , accessed July 13, 2014
- ↑ BBC News: Bat flaps used to help clear Galashiels railway tunnel , September 5, 2013 , accessed July 13, 2014
- ^ The Scotsman: Borders railway completion date put back as cost of project soars , November 6, 2012 , accessed July 13, 2014
- ↑ a b c Borders Railway: Frequently asked questions ( Memento from February 14, 2015 in the Internet Archive ), accessed on April 2, 2015
- ↑ Bordersrailway.co.uk: History ( Memento March 15, 2014 in the Internet Archive ), accessed July 13, 2014
- ↑ Bordersrailway.co.uk: Reminder: Weekend road closure required for Borders Railway bridge installation , accessed July 13, 2014
- ↑ Bordersrailway.co.uk: Overview ( Memento of March 17, 2015 in the Internet Archive ), accessed on July 13, 2014
- ↑ Bordersrailway.co.uk: Maps and plans ( Memento March 15, 2014 in the Internet Archive ), accessed July 13, 2014
- ↑ a b The Scotsman: £ 350m Borders Railway nearly half complete , published on the 14 May 2014 , accessed on 13 July 2014
- ↑ a b rail.co.uk: Borders line Campaigner's fight broken political promises in Scotland. , January 27, 2014 , accessed April 27, 2015
- ↑ www.scotjobsnet.co.uk: The Re-opening of the Waverley Line-Economic and Employment Potential , accessed July 13, 2014
- ^ CKD Galbraith: Increasing Demand For Rental Properties As Borders Railway Construction Gathers Momentum , May 31, 2013 , accessed on April 27, 2015f
- ↑ BBC news: Borders railway decision 'insane', says Institute of Economic Affairs , November 21, 2013 , accessed April 27, 2015
- ↑ Edinburgh News: Alex Salmond may reopen Waverley rail link , April 25, 2014 , accessed July 13, 2014
- ↑ BBC News: Borders to Edinburgh railway: Carlisle extension would be wonderful April 24, 2014 , accessed July 13, 2014
- ↑ BBC News: Borders Railway: Council retains Carlisle rail goal February 26, 2014 , accessed July 13, 2014
- ↑ Bordersrailway Timeline ( Memento from November 3, 2014 in the Internet Archive )
- ^ The Scotsman: Track laying for new Borders railway completed. February 12, 2015 , accessed February 15, 2015
- ↑ BBC News: Borders Railway is handed over to Scotrail Alliance, June 12, 2015 , accessed July 13, 2015
- ↑ BBC News: Borders to Edinburgh railway: Track laying gets under way, October 9, 2014 , accessed November 9, 2014
- ^ The Scotsman: Queen officially opens Borders Railway , September 9, 2015 , accessed September 9, 2015
- ↑ Andrew Keddie: We'll put Borders on the map, vows Abellio rail chief , Border Telegraph, April 14, 2015 ( memento of July 14, 2015 in the Internet Archive ), accessed on April 23, 2015
- ↑ Roger Bray: Glitering Prizes , online at bgtw.org, November 7, 2016. Accessed November 7, 2016.
- ^ Waverley Route Heritage Association: Withrope Heritage Center , accessed December 22, 2014
- ↑ Waverley Route Heritage Association: Stocklist , accessed December 22, 2014
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. Geographical setting.
- ↑ Roger Darsley, Dennis Lovett: Hawick to Galashiels. The Waverley Route. Middleton Press, Midhurst 2012, Geographical Setting.
- ↑ Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route. Geographical setting.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 116.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 108.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 106.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 104.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 101.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 92.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 90.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 101.
- ↑ bordersrailway.co.uk: Shawfair ( February 6, 2015 memento in the Internet Archive ), accessed February 15, 2015
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 89.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 82.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 76.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 73.
- ↑ bordersrailway.co.uk: Eskbank ( memento February 6, 2015 in the Internet Archive ), accessed February 15, 2015
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 71.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 67.
- ↑ bordersrailway.co.uk: Newtongrange ( February 6, 2015 memento in the Internet Archive ), accessed February 15, 2015
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 52.
- ↑ bordersrailway.co.uk: Gorebridge ( February 6, 2015 memento in the Internet Archive ), accessed February 15, 2015
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 48.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 40.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 36.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 30.
- ↑ BBC News: Councilor calls for Borders railway halt at Heriot , accessed February 15, 2015
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 15.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 10.
- ↑ bordersrailway.co.uk: Stow ( memento February 6, 2015 in the Internet Archive ), accessed February 15, 2015
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 6.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route. P. 1.
- ^ Borders Railway: End of the line for Borders rail installation, Thursday, February 12, 2015 , accessed on February 15, 2015
- ↑ Roger Darsley, Dennis Lovett: Hawick to Galashiels. The Waverley Route. P. 65.
- ↑ Roger Darsley, Dennis Lovett: Hawick to Galashiels. The Waverley Route. P. 47.
- ↑ Roger Darsley, Dennis Lovett: Hawick to Galashiels. The Waverley Route. P. 42.
- ↑ Roger Darsley, Dennis Lovett: Hawick to Galashiels. The Waverley Route . P. 34.
- ↑ Roger Darsley, Dennis Lovett: Hawick to Galashiels. The Waverley Route. P. 26.
- ↑ Disused stations: Hawick (1st site) , accessed April 29, 2015
- ↑ Disused stations: Hawick (2nd site) , accessed April 29, 2015
- ↑ Disused Stations: Stobs Camp , accessed February 18, 2015
- ↑ Disused Stations: Stobs , accessed February 18, 2015
- ↑ Disused Stations: Shankend , accessed February 18, 2015
- ↑ Disused Stations: Whitrope Siding , accessed February 18, 2015
- ^ History of Riccarton Junction , accessed July 13, 2014
- ↑ Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route. P. 75.
- ↑ Disused Stations: Newcastleton , accessed February 22, 2015
- ↑ Disused Stations: Kershope Foot , accessed February 22, 2015
- ↑ Disused Stations: Nook Pasture , accessed February 22, 2015
- ↑ Disused Stations: Penton , accessed February 22, 2015
- ↑ Disused Stations: Riddings Junction , accessed February 22, 2015
- ↑ Disused Stations: Scotch Dyke , accessed February 22, 2015
- ↑ Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route. P. 30.
- ↑ Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route. P. 28.
- ↑ Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route. P. 25.
- ↑ Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route. P. 23.
- ↑ Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route. P. 1, 13.
- ↑ Listed Building - Entry . In: Historic Scotland .
- ↑ a b Entry on Shankend Viaduct in Canmore, the database of Historic Environment Scotland (English)
- ^ John Thomas: A Regional History of the Railways of Great Britain. Volume 6 Scotland. The Lowlands and the Borders. P. 234
- ^ John Thomas: A Regional History of the Railways of Great Britain. Volume 6 Scotland. The Lowlands and the Borders. P. 104
- ^ Bradshaw's General Railway and Steam Navigation Guide for Great Britain and Ireland. No. 749 (December 1895) . (Reprint: Middleton Press, Midhurst 2011, pp. 524f)
- ^ Bradshaw's General Railway and Steam Navigation Guide for Great Britain and Ireland. No. 921 (April 1910) . (Reprint: David & Charles, Newton Abbot 1968, p. 798f)
- ^ Bradshaw's General Railway and Steam Navigation Guide for Great Britain and Ireland. No. 1068 (July 1922) . (Reprint: David & Charles, Newton Abbot 1985, p. 780f)
- ^ Bradshaw's Railway, Shipping and Hotel Guide for Great Britain and Ireland. No. 1260 (July 1938). (Reprint: David & Charles, Newton Abbot 1969, Tab. 976, 977)
- ^ Bradshaw's Official Guide for Great Britain and Ireland. No. 1363 (March 1947). Blacklock, London / Manchester, Tab. 1026-1027, KBS: LNER 167.
- ^ Bradshaw's British Railways Official Guide. No. 1520 (April 1961) . Blacklock, London / Manchester, Tab. 1153–1156, KBS: Sc 23
- ↑ Scotrail: Train Times May 17 to December 12, 2015, Edinburgh-Newcraighall-Tweedbank ( May 1, 2015 memento in the Internet Archive ), accessed April 23, 2015
- ↑ transportscotland.gov.uk: Borders Railway ( memento of October 23, 2015 in the Internet Archive ), accessed on July 13, 2014
- ↑ Tim Pauling: Age of steam could be returning to Highland and north-east railways The Press and Journal, October 14, 2014 , accessed April 23, 2015
- ^ Steam trains ScotRail , accessed September 5, 2015
- ^ Border Telegraph: One year on - has the Borders Railway delivered? September 6, 2016 , accessed September 7, 2016
- ↑ a b BBC News: Borders Railway overcomes 'cluster' of problems , September 2, 2016 , accessed September 7, 2016
- ^ John Thomas: A Regional History of the Railways of Great Britain. Volume 6 Scotland. The Lowlands and the Borders . P. 230
- ^ Hawick and its place among the borders mill towns. Historic Scotland, ISBN 978-1-84917-011-6, p. 4 ( Memento of October 30, 2014 in the Internet Archive )
- ^ Hawick and its place among the borders mill towns. Historic Scotland, ISBN 978-1-84917-011-6, p. 9 ( Memento of October 30, 2014 in the Internet Archive )
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 31
- ↑ a b David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 32
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 270
- ↑ a b c d Robert Robotham: On the Waverley Route. Ian Allan, Shepperton 1995, p. 6, ISBN 0-7110-2414-6
- ↑ David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 123
- ↑ a b David Spaven: Waverley Route: the life, death and rebirth of the Borders Railway. P. 269.
- ↑ RailUK: Steam Locomotive Shed: Carlisle Canal , accessed on January 31, 2015
- ↑ Roger Darsley, Dennis Lovett: Carlisle to Hawick. The Waverley Route. P. 117.
- ↑ Roger Darsley, Dennis Lovett: Hawick to Galashiels. The Waverley Route. P.56.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route . P. 112.
- ↑ Roger Darsley, Dennis Lovett: Galashiels to Edinburgh. The Waverley Route . P. 98.
- ↑ a b Heritage Railway: From the archive: Waverley revival. February 21, 2011 ( memento from January 31, 2015 in the web archive archive.today ), accessed on January 31, 2015
