Waverley Route
Waverley Route | |||
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Heavy rail | |||
System | National Rail | ||
History | |||
Opened | 1849, 2015 | ||
Closed | 1969 | ||
Technical | |||
Line length | 98+1⁄4 mi (158.1 km) | ||
Track gauge | 4 ft 8+1⁄2 in (1,435 mm) | ||
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The Waverley Route was a railway line that ran south from
The line was closed in 1969, as a result of the
History
Origins
Edinburgh and Dalkeith Railway
The North British Railway (NBR) was established on 4 July 1844 when Parliamentary authorisation was given for the construction of a 57-mile-30-chain (92.3 km) line from Edinburgh to Berwick-upon-Tweed with a 4-mile-50-chain (7.4 km) branch to Haddington.[3] The company's chairman and founder was John Learmonth, the chairman of the Edinburgh and Glasgow Railway,[4] whose ambition it was to enclose the triangle of land between Edinburgh, Berwick and Carlisle with NBR rails.[5] Carlisle was a key railway centre where a cross-border link with the Lancaster and Carlisle Railway could be established.[6][7]
The NBR's Edinburgh-Berwick line was to be the starting point for the route which would run diagonally across the
In the state in which it was acquired, the E&DR was of little use to the NBR as it had been operated as a horse-drawn tramway for the previous thirteen years, was built to a 4 ft 6 in gauge and was in a dilapidated state in terms of both infrastructure and rolling stock.[12] Nevertheless, the concern brought with it a number of advantages: its proprietors had developed an efficient coal-marketing organisation which would greatly benefit its new owners, it consolidated the NBR's position in Edinburgh while also barring the rival Caledonian Railway from the Lothian Coalfields, and, perhaps most importantly, the E&DR pointed in the direction of Carlisle.[12] Parliamentary authorisation for the line's acquisition was obtained on 21 July 1845 with the passing of the North British Railway (Edinburgh & Dalkeith Purchase) Act, which allowed the NBR to lay a spur from its Edinburgh-Berwick line near Portobello to the E&DR at Niddrie, thereby allowing NBR services to run directly from North Bridge station to Dalhousie.[12]
Edinburgh and Hawick Railway
Even before the NBR had obtained its
The line would first be extended to
Border Union Railway
Despite the manifest lack of traffic potential over the barren moorlands separating Hawick and Carlisle, reaching the
Notwithstanding this support, Hodgson sought to build bridges with the Caledonian by offering, on 4 September 1858, to construct a joint line between Hawick and Carlisle.[27] The line would be built in two equal parts by the companies which would be responsible for its management; free interchange of traffic would be allowed on the NBR lines north and west of Hawick and on the lines south and west of the Caledonian main line.[27] The proposal gained no traction with the Caledonian, leading the NBR to publish details of its proposed scheme, to be known as the Border Union Railway, on 17 December 1858.[27] The line would cost £450,000, of which £337,500 would be raised by shares and the remainder by a loan.[28] Authorisation was given on 21 July 1859 when the Border Union (North British) Railway Act provided for the construction of a 43-mile (69 km) long line to Carlisle.[29][20] The main line opened throughout to passengers on 1 July 1862.[30][31][32] A celebration was held on 1 August when a special train ran from Edinburgh and a dinner was held in the carriage shed at Carlisle for around 700 guests.[33] The Waverley Route was not however complete until the final section on the branch from Canonbie to Langholm opened on 18 April 1864 after completion of a 12-arch viaduct over Tarras Water.[34][35]
Comprised within the Border Union Railway Act were powers allowing the NBR to cross the Caledonian Railway's main line and join the
Topography and construction
At 98+1⁄4 miles (158.1 km), the alignment chosen for the Waverley Route was considerably longer than the direct route as the crow flies between Edinburgh and Carlisle, around 74 miles (119 km).[41] However, the course was chosen to navigate a careful path around the formidable natural barriers south of Edinburgh in the form of the Southern Uplands and the summits at Whitrope (1,006 feet or 307 metres) and Falahill (880 feet or 270 metres).[42] Although advantage was taken of the easy conditions offered by the numerous river valleys, these two areas of high ground had to be tackled head-on, and gave rise to the line's reputation as the toughest main line in Britain due to its constant curves and continuous steep gradients.[41][43] The climb to Whitrope was more challenging than that to the summit of the West Coast line at Beattock due to its curvature.[44]
From
The first sod on the Border Union Railway was turned at Hawick on 22 July 1859, a day after the line had received Parliamentary approval.[36] Construction works were to last two years and ten months; the task was made all the more difficult by the Caledonian Railway's delaying tactics in Parliament, which meant that the main works could only begin as winter was approaching.[36] The heavy construction work took place in difficult weather – three frightful winters and two wet summers – in desolate country miles from public roads, which required teams of horses to bring materials across the moors and hillsides to the remote work sites.[48] Life on the moorland was hard for the railway navvies and it was difficult to hire and keep men in the very wet conditions which at times prevented any progress.[49] When the NBR's directors toured the Hawick-Hermitage section in January 1862, a number of defects were found, including a collapsed wall at the north end of Teviot viaduct due to shoddy specifications, a succession of landslips which required the directors to proceed in a ballast wagon, and a stark lack of progress at Stobs.[50] On two of the construction contracts, the NBR's chief engineer had to take over from the contractors, whose equipment was sequestrated and sold.[51]
By September 1861, the southern section of the line was ready for traffic; but none could be carried, as the Caledonian Railway had failed to lay the connection with its newly constructed
Naming and branches
The Waverley Route between England and Scotland, The Waverley is the most interesting and attractive, and is the only Route which enables the Tourist to visit
Abbotsford) and St Boswells (for Dryburgh Abbey)
North British Railway advertisement, Black's Where Shall We Go (1877)[54]
The name "Waverley Route" first appeared in NBR minute books towards the end of 1862, and headed the first timetable of Hawick-Carlisle services.
On the same day that the Carlisle extension was opened, services also began on the
The Waverley Route spawned a series of branches serving the towns and villages in the
Early years
The completion of the Border Union Railway was an unwelcome development for the West Coast partnership set up by the
In the face of these difficulties, the initial results of the Waverley Route were disappointing; this led to heated discussions at NBR board meetings.
The financial picture changed with the decision of the Midland Railway to construct the
A through service between
Closure
Background
Throughout its lifetime, the Waverley Route only achieved moderate success.
As a result, right from the first year of its existence, there were calls from within the NBR to close the line; it was considered a millstone by its successive operators.
After railway nationalisation in 1948, the need for two lines between Edinburgh and Carlisle was inevitably questioned.[94] The Caledonian's main line provided a faster connection, and could be operated as a branch off the West Coast line.[94] With passenger receipts inconsequential, the line relied on its goods traffic: coal was brought in and out of the Tweed town mills and Cheviot wool brought from local farms.[54][94] Once new road transport techniques allowed farmers to move their sheep to market in one move and merchants to shift coal from pit to boilerhouse without using the railway, an impending sense of doom could be felt for the line.[95]
Proposal tabled
In March 1963, the
The Beeching report was received with dismay in the Borders, as although many were not surprised to see the Langholm branch slated for closure, the loss of the whole Waverley line came as a shock, particularly as even more rural-based routes such as the
The election of
Final decision
Barbara Castle's intention to discontinue passenger services on the Waverley Route was opposed by Willie Ross and
The Waverley Route's fate was decided at a meeting of the MCEP on 21 May chaired by Peter Shore, Secretary of State for Economic Affairs, and attended by Willie Ross, Marsh, Tom Urwin, Ray Gunter, Dick Taverne and Ernest Fernyhough.[125] Two supporters of the line – Antony Crosland and Lord Brown of Machrihanish – were absent.[126] After hearing arguments on both sides, Shore summarised the committee's opinion in favour of closure throughout "as quickly as possible", noting that the effect on the movement of freight traffic would be minimal and that inconvenience for some passengers was an inevitable consequence of any closure.[127] Following the meeting, Ross escalated the matter to the Prime Minister, Harold Wilson, begging him "to look at the cumulative consequences of our course of action on our standing in Scotland".[128] Marsh countered with a memorandum which stated that closure would affect "only about 200 regular travellers [...], of whom all but 30 would be adequately catered for by alternative bus services", and that the subsidy required to continue the passenger service would run into more than several million pounds per year.[129] He was supported by Peter Shore, who sent a separate memorandum referring to the Central Borders study and its lack of support for the line.[129] The Prime Minister replied to Ross on 5 June indicating that he saw no reason to reopen the MCEP's decision.[130] An official statement by Richard Marsh in the House of Commons on 15 July 1968 confirmed the Waverley Route's demise.[131] A petition against closure, with 11,678 signatures presented to the Prime Minister in December 1968 by a Hawick housewife, Madge Elliot, accompanied by David Steel and the Earl of Dalkeith, MP for Edinburgh North, was to no avail.[132] The line closed on Monday 6 January 1969,[133] one of 37 lines closed by Marsh during his 18-month term of office.[134] It was the largest railway closure in the United Kingdom until the closure of the Great Central Main Line a few months later.[135]
The demise of the Waverley Route contrasts with the outcome of the proposal to close the
Last trains
Saturday 4 January 1969 was the last busy day of operations on the line; British Rail ran a special train entitled Farewell to the Waverley Route hauled by Class 47 D1974 and carrying 411 passengers in nine coaches.[139][140] The train, which rail campaigners had urged supporters to boycott, was stopped at Millerhill shortly after leaving Edinburgh while four policemen and three bomb-disposal experts boarded it.[140][139][141] An anonymous telephone call had been made to the police that a bomb was on board, but nothing was found.[140][139][141] Arriving late in Hawick, the train was met by hundreds of placard-bearing protestors and large numbers of policemen.[140] The crowds were led by a group carrying a black coffin bearing a wreath and the words "Waverley Line, Born 1848, Killed 1969".[140] Madge Elliot, a local housewife who had spearheaded the campaign to save the line, was warned by police not carry out her plan to hold a sit-in with protestors on the permanent way, and instead she distributed leaflets edged with the words "It's quicker by hearse".[140] Meanwhile, the last freight trains to traverse the line came through: the 8:30 am Carlisle-Millerhill (4S42) and the 9:55 am Bathgate-Kings Norton empty car flats (3M45), which were respectively hauled by Type 3 and 4 diesels.[140] The day also saw a second special – an 11-coach train from Newcastle worked by Deltic D9002 The King's Own Yorkshire Light Infantry, and the last through goods services.[139] The last southbound stopping service from Hawick left at 11:58 pm for Newcastleton.[140]
Sunday morning saw the last northbound train to traverse the Carlisle-Hawick section, a service from Leeds chartered by the Railway Correspondence and Travel Society and hauled by Deltic D9007 Pinza[142][140] The train called at Riccarton Junction for a photographic stop but passengers in search of souvenirs came away disappointed as buildings had been entirely stripped as the station had been reduced to an unstaffed halt.[140] Upon departure, D9007 stalled on the rising 1 in 68 climb and it was discovered that a section of track had been thickly coated with grease.[140]
The final passenger train was the evening sleeper train which departed Edinburgh Waverley for St Pancras at 9:56 pm with
Freight services to Hawick continued until 25 April 1969, while the Longtown-Harker section survived until August 1970 to service the Ministry of Defence munitions depot.[146] The last section to close was the line from Millerhill junction to the National Coal Board's Butlerfield washery south of Newtongrange in June 1972.[147] The line to Millerhill junction remained open to serve the marshalling yard and diesel depot at Millerhill, as well as to give access to the freight-only Edinburgh South Suburban lines.[148][149] Two days after closure, on Wednesday 8 January, British Rail symbolically lifted a section of track at Riddings Junction in the presence of reporters and photographers.[150][151]
Aftermath
An attempt to reopen part of the line by the Border Union Railway Company (BUR), a private concern in which
Tracklifting was complete by late 1972.
Cut off from Edinburgh to the north and Carlisle to the south, those without a car had no option but to travel by bus.[168] The additional bus services laid on by Eastern Scottish as a condition of closure were more frequent than the Waverley Route's trains, but the journey time was 50% longer.[168] The Galashiels-Edinburgh X95 service took 75 minutes in 2006 to travel the distance, this journey time increasing to 86 minutes northbound in 2010 and May 2011 as a result of timetable changes.[169] This compares unfavourably with the last Waverley Route timetable in 1968–1969, according to which the slowest train took 65 minutes over the same distance, whereas the fastest managed the journey in 42 minutes.[169]
Infrastructure and services
Passenger services
The initial service between Edinburgh and Carlisle consisted of four trains each way daily: an
By July 1914, the first departure from Edinburgh was a through service to Carlisle at 6:15 am.[173] The service called at all of the line's 31 stations, including Abbeyhill, Piershill and Portobello, and took 275 minutes to traverse the 98+1⁄4 miles (158.1 km), with 16 minutes spent waiting at Galashiels, St Boswells and Hawick.[173] The first arrival of the day in Carlisle via the Waverley Route was however a 6:00 am service from Hawick which arrived at 8:18 am after a 15-minute stand at Riccarton Junction to connect with the 6:40 am service to Newcastle.[174] Three daily corridor restaurant car expresses ran to St Pancras, of which one had through coaches for Bristol.[175] Carlisle was reached after a non-stop 131-minute run at an average speed of 45 miles per hour (72 km/h).[175] A fast arrival in Carlisle was essential as the corridor coaches were allowed a maximum of 8¼ hours for the next 409 miles (658 km) to St Pancras.[175] In total, there were nine through trains to Carlisle on weekdays (ten on Saturdays) including a 10:00 pm sleeper to St Pancras and a 10:15 pm night train to Euston; during the high summer season, an additional sleeper ran non-stop to Carlisle.[175][176] A very similar service was provided in the opposite direction from Carlisle, with the fastest service being the 12:45 pm express from Carlisle which had departed St Pancras at 4:50 am and took 135 minutes for its non-stop run to Edinburgh.[175] The sleepers ran on Sundays, a day on which there were otherwise no services on the line save for a morning and afternoon trains in both directions between Hawick and Edinburgh.[177]
In 1927, the
Service levels declined substantially after the
The last timetable for the Waverley Route from 6 May 1968 showed one train each way to and from St Pancras, one to and from Carlisle with through coaches for St Pancras, three to and from Carlisle and two to and from Hawick, with two extra services on Saturday.[181] The fastest service was the 4:44 am from Carlisle which arrived in Edinburgh at 7:12 am with stops at Newcastleton, Hawick, St Boswells, Melrose and Galashiels.[181] The slowest service was the next train which departed Carlisle at 9:20 am and arrived in Edinburgh at 12:13 pm with stops at all 14 intermediate stations before Galashiels.[181]
Goods traffic
Freight played a secondary role to passenger traffic for the majority of the Waverley Route's history.
Motive power and sheds
A large number of
From 1907, most principal services were worked by the
The Waverley Route had a small number of minor
Major structures and earthworks
The Waverley Route, and particularly the section between Dalhousie and Hawick,
The 1,206-yard-long (1,103 m) Whitrope Tunnel was the route's most significant engineering work and was bored through a combination of old red sandstone conglomerate resting on clay slate, stratified sandstone and beds of shale intermixed with bands of limestone and sandstone.[36][215] The Waverley Route's only other significant tunnel was the 249-yard-long (228 m) Bowland Tunnel which traversed the 'bow' of Gala Water by Bowshank.[214]
The line boasted a large number of intermediate stations – 28 in total after 1908 – which were evenly-spaced with no more than 6 miles (9.7 km) separating any two stations.
Post-closure
Edinburgh Crossrail
Passenger services were reintroduced on the freight-only section between Portobello Junction and Millerhill on 3 June 2002, when stations were opened at
Newcraighall was the terminus for services to and from Fife,[225] a half-hourly train to Dunblane via Waverley and Haymarket having initially been provided before services were extended to Kirkcaldy and Cowdenbeath.[149] Reintroduction of passenger services was a success and provided a psychological boost for campaigners seeking the reopening of the Waverley Route.[149][226]
Borders Railway
In June 2006, the Waverley Railway (Scotland) Act was passed by the Scottish Parliament by 114 votes to 1.[227] The Act authorised the construction of 31 miles (50 km) of new track from Newcraighall to Tweedbank via Galashiels.[227][228] The Scottish Executive provided £115 million towards the £151 million estimated cost of the project.[229]
Preparatory works were formally initiated in March 2007 at a site in Galashiels by the Deputy First Minister, Nicol Stephen.[230] It was envisaged that the main construction works would commence in 2011 and services would begin running in 2013.[231][232] However, problems in the tendering procedure resulted its cancellation in 2011 with the project being handed over to Network Rail at a revised cost of £295 million.[233][234][235][236] Works were initiated in November 2012 with BAM Nuttall appointed the following month as the main contractor.[237][238]
Tracklaying was completed in February 2015 and services commenced on 6 September 2015.[239] Reopening the line as far as Carlisle has not been ruled out by the Scottish Government,[240] although campaigners have raised doubts over the infrastructure capability of the new line amid concerns that it may make future expansion difficult.[241]
Railway preservation societies
Waverley Route Heritage Association
By 2002, the voluntary Waverley Route Heritage Association (WRHA) had obtained a lease from Forest Enterprise and laid a short section of track at Whitrope Siding, south of Hawick.[242][243][244] The Association's intention is to create a heritage railway between Whitrope and Riccarton which is generally aimed at the tourist market.[242][244]
A heritage centre and two-coach platform has been constructed on the site of Whitrope Siding,
On 18 July 2010, the heritage centre was officially opened by the local
Friends of Riccarton Junction
In 1997, the Friends of Riccarton Junction, a railway preservation society, was set up with the objective of restoring as much as possible of Riccarton Junction station.[250] A lease was taken from the Forestry Commission of the former generator house, a platform and the surrounding area.[250][255] A small museum was set up in the generator house, more than 300 yards (270 m) of track at the station was laid and the station house and platform with its red telephone box were restored.[255][256] Open days were held in August 2004 and October 2005.[257][258] Following disputes with the WRHA and financial difficulties in 2005/2006,[259][250] the society folded in 2006 after internal disputes surfaced at an annual general meeting.[255][260]
One of the founding members of the Friends of Riccarton Junction was subsequently involved in carrying out restoration works to Melrose station in 2010.[261]
References
Notes
- ^ Network Rail Timetable, May 2015
- ^ "Borders Railway". Transport Scotland. Retrieved 17 March 2015.
- ^ Thomas (1969), p. 21.
- ^ Thomas (1969), p. 14.
- ^ Thomas (1969), pp. 23, 84–85.
- ^ a b c d Awdry (1990), p. 129.
- ^ Thomas & Paterson (1984), p. 103.
- ^ Thomas (1969), p. 23.
- ^ Thomas (1969), pp. 23–24.
- ^ Robertson (2003), p. 64.
- ^ a b Awdry (1990), p. 128.
- ^ a b c d e f Thomas (1969), p. 24.
- ^ Caplan (1985), p. 8.
- ^ a b c d e Ross (2014), p. 23.
- ^ Mullay (2006a), pp. 55–56.
- ^ Ross (2014), p. 24.
- ^ Awdry (1990), pp. 128–129.
- ^ Thomas (1969), p. 37.
- ^ a b c d Thomas (1969), p. 41.
- ^ a b c d e f Thomas & Paterson (1984), p. 104.
- ^ a b Thomas (1969), pp. 84–85.
- ^ a b c Thomas (1969), p. 85.
- ^ Ross (2014), pp. 41–42.
- ^ Ross (2014), p. 40.
- ^ a b Thomas (1969), p. 87.
- ^ Thomas (1969), pp. 87–88.
- ^ a b c Thomas (1969), p. 88.
- ^ Ross (2014), p. 44.
- ^ Awdry (1990), pp. 118–119.
- ^ a b Awdry (1990), p. 119.
- ^ a b c d e f Thomas (1981), p. 60.
- ^ Ross (2014), p. 55.
- ^ a b c d e Ross (2014), p. 56.
- ^ Ross (2014), p. 61.
- ^ McCartney (1991), p. 12.
- ^ a b c d Thomas (1969), p. 89.
- ^ White (1984), p. 20.
- ^ a b Thomas & Paterson (1984), p. 105.
- ^ Thomas (1969), pp. 89, 199.
- ^ White (1984), p. 12.
- ^ a b c Caplan (1985), p. 10.
- ^ Caplan (1985), pp. 10–12.
- ^ a b c d Thomas (1981), p. 62.
- ^ Nock & Cross (1982), p. 155.
- ^ a b c d e Caplan (1985), p. 12.
- ^ "Maps & Gradients | Waverley Route Heritage Association". Wrha.org.uk. Retrieved 3 May 2015.
- ^ "Image of gradients on route" (JPG). Wrha2.files.wordpress.com. Retrieved 3 May 2015.
- ^ Thomas (1969), pp. 89, 92.
- ^ a b c d e f Thomas (1969), p. 92.
- ^ Thomas (1969), pp. 93–94.
- ^ a b c Thomas (1969), p. 94.
- ^ Thomas (1969), pp. 94–95.
- ^ a b c Thomas (1969), p. 95.
- ^ a b c d e Caplan (1985), p. 5.
- ^ a b c d e f g Thomas (1969), p. 96.
- ^ Mullay (2006a), p. 56.
- ^ "The Drummond D27 & D28 (NBR Class M) 'Abbotsford' 4-4-0 Locomotives". The LNER Encyclopedia. Retrieved 25 May 2015.
- ^ Nock & Cross (1982), p. 144.
- ^ a b c Awdry (1990), p. 118.
- ^ a b c d Caplan (1985), p. 9.
- ^ Thomas (1981), pp. 61–62.
- ^ Awdry (1990), p. 117.
- ^ Awdry (1990), p. 140.
- ^ Awdry (1990), p. 159.
- ^ a b c Thomas & Paterson (1984), p. 106.
- ^ a b Barnes (1969), p. 66.
- ^ Thomas & Paterson (1984), pp. 104–105.
- ^ a b Thomas (1969), p. 162.
- ^ Ross (2014), pp. 57–58.
- ^ Ross (2014), p. 58.
- ^ Thomas (1969), pp. 199–200.
- ^ Ross (2014), pp. 58, 60.
- ^ a b c Thomas (1969), p. 163.
- ^ a b Bairstow (1994), p. 23.
- ^ Williams (1988), p. 93.
- ^ Bairstow (1994), pp. 25–26.
- ^ Williams (1968), p. 186.
- ^ Reed (1996), p. 98.
- ^ a b Bairstow (1994), p. 26.
- ^ a b Williams (1968), p. 187.
- ^ Williams (1988), p. 95.
- ^ Reed (1996), pp. 98–99.
- ^ a b Thomas (1975), p. 108.
- ^ a b c d e Thomas & Paterson (1984), p. 107.
- ^ a b c Thomas (1981), p. 66.
- ^ Thomas & Paterson (1984), pp. 106–107.
- ^ Bairstow (1994), p. 46.
- ^ St John Thomas (1977), p. 141.
- ^ a b Thomas & Paterson (1984), p. 108.
- ^ Thomas & Paterson (1984), pp. 108–109.
- ^ a b Awdry (1990), p. 142.
- ^ Awdry (1990), pp. 117, 140.
- ^ Awdry (1990), pp. 131, 157.
- ^ a b c Mullay (2006a), p. 81.
- ^ Thomas (1981), pp. 65–66.
- ^ Spaven (2015), p. 24.
- ^ a b c Spaven (2015), p. 28.
- ^ Beeching (1963), part 1, p. 102.
- ^ Beeching (1963), part 2, map 9.
- ^ Spaven (2015), p. 29.
- ^ Spaven (2015), pp. 30–31.
- ^ a b Spaven (2015), p. 31.
- ^ Mullay (2006b), pp. 128–129.
- ^ Mullay (2006b), p. 130.
- ^ Spaven (2015), pp. 28–29.
- ^ a b c Spaven (2015), p. 32.
- ^ Faulkner & Austin (2012), pp. 37–38.
- ^ Spaven (2015), p. 42.
- ^ a b Spaven (2015), p. 45.
- ^ Spaven (2015), pp. 50, 52.
- ^ a b Mullay (2006b), p. 128.
- ^ Mullay (2006b), p. 129.
- ^ Spaven (2015), p. 53.
- ^ Spaven (2015), p. 55.
- ^ Spaven (2015), p. 67.
- ^ Joy (1973), p. 122.
- ^ a b Kichenside, G.M., ed. (September 1968). "Waverley route goes". Railway World. Vol. 29, no. 340. p. 388.
- ^ Spaven (2015), p. 59.
- ^ a b c Spaven (2015), p. 70.
- ^ Loft (2006), pp. 126–127.
- ^ Marsh (1978), pp. 122–123.
- ^ Loft (2006), p. 126.
- ^ Spaven (2015), pp. 70–71.
- ^ Spaven (2015), p. 71.
- ^ Spaven (2015), p. 75.
- ^ Spaven (2015), pp. 75–76.
- ^ Spaven (2015), p. 76.
- ^ Spaven (2015), pp. 76–77.
- ^ a b Spaven (2015), p. 77.
- ^ Spaven (2015), p. 78.
- ^ Spaven (2015), p. 79.
- ^ Peacock (1986), pp. 38–40.
- ^ a b Thomas & Paterson (1984), p. 109.
- ^ Gourvish (1986), p. 452.
- ^ Mullay (2006b), p. 131.
- ^ a b c Loft (2006), p. 127.
- ^ Engel (2009), p. 228.
- ^ Spaven (2015), p. 99.
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- ^ a b Thomas (1981), p. 56.
- ^ a b Spaven (2015), p. 112.
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- ^ a b c d e f g h i j k Cattle 1969, p. 171
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- ^ Darsley & Lovett (2013a), fig. 116.
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- ^ a b Wham (2004), p. 32.
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- ^ Darsley & Lovett (2013a), fig. 94.
- ^ a b "Disused Stations". Subterranea Britannica.
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- ^ "Full steam ahead for WRHA after arrival of locomotive". Hawick News. 10 September 2009. Retrieved 10 July 2015.
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