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{{Waverley Line}} {{Waverley Line}}


The '''Waverley Line''' is an abandoned ] railway line that ran south from ] through ] and the ] to ] in England. It was built by the ] Company, opening from Edinburgh to ] in 1849, and to Carlisle in 1862. It was named the ''Waverley'' Route after the ] by Sir ]. The '''Waverley Line''' is an abandoned ] railway line that ran south from ] through ] and the ] to the ] in England. It was built by the ] Company, opening from Edinburgh to ] in 1849, and to Carlisle in 1862. It was named the Waverley Route after the ] novel ]. The reconstruction of the Edinburgh-Galashiels-Tweedbank section is under way, and its re–opening is scheduled for June 2015.<ref>{{cite web|last=Dalton|first=Alastair|title=Borders railway completion date put back as cost of project soars|url=http://www.scotsman.com/news/transport/borders-railway-completion-date-put-back-as-cost-of-project-soars-1-2616155|publisher=The Scotsman|accessdate=30 March 2013}}</ref>

Reconstruction work of the Edinburgh-Galashiels-Tweedbank section is under way, and this part of the line is currently (2014) scheduled to reopen in June 2015.<ref>{{cite web|last=Dalton|first=Alastair|title=Borders railway completion date put back as cost of project soars|url=http://www.scotsman.com/news/transport/borders-railway-completion-date-put-back-as-cost-of-project-soars-1-2616155|publisher=The Scotsman|accessdate=30 March 2013}}</ref>


==Line characteristics== ==Line characteristics==
The route was famous for its significant gradients and bleak moorland terrain, which made it arguably the most difficult line in the UK for ] crews to work over. From ] the climb started on the city outskirts, continuing for several miles at 1 in 80 with a summit at ] loop. It then descended at a similar rate to ], ] and ] before reaching Hawick and ascending for {{convert|12|mi}} at 1 in 80 through Stobs and ] to Whitrope Summit, the highest point on the line. Following ], the line descended at an unbroken 1 in 75 for over {{convert|8|mi}} through ] and Steele Road to ], following which were easier gradients to Carlisle. The route is known for its large gradients and bleak moorland terrain, which made it difficult for British ] crews to work. From ] the ascent started at the city suburbia, continuing for several miles at 1 in 80 with a summit at the ] loop. Then it descended at a similar rate to ], ] and ] before reaching Hawick and ascending for {{convert|12|mi}} at 1 in 80 through Stobs and ] to Whitrope Summit, the highest point on the line. Following ], the line descended at an unbroken 1 in 75 for over {{convert|8|mi}} through ] and Steele Road to ], which is followed by easier gradients to Carlisle.


==Historic exploration== ==Historic exploration==
<!-- {{Overly detailed|date=March 2013|section=yes}} --><!--not appropriate. It is a railway line, and what it is used for, and how, is bang on-topic. -->
As the line was built by the ], it fell under the ] (LNER) at the ] in 1923. The two expresses from London had traditionally run via the ]'s ], and since the Midland became part of the ] (LMS) group, the daytime 'Waverley' express and overnight ] train were hauled by LMS ]s to Carlisle, then LNER locomotives to Edinburgh Waverley. As the line was built by the ], it fell under the ] (LNER) at the ] in 1923. The two expresses from London had traditionally run via the ]'s ], and since the Midland became part of the ] (LMS) group, the daytime 'Waverley' express and overnight ] train were hauled by LMS ]s to Carlisle, then LNER locomotives to Edinburgh Waverley.


The expresses were limited stop and in the 1950s covered the mileage from Carlisle to Edinburgh in roughly two-and-a-half hours. Motive power was usually a Gresley ] locomotive, a class unsuited to hill climbing. With large ] and three ], they were designed for long stretches at speeds above {{convert|80|mph|sigfig=2}} running on heavy expresses - the 'Waverley' express was typically eight coaches and the Waverley Route was {{convert|70|mph|sigfig=2}} maximum with many tight curves limited to much lower speed. On the climb from Newcastleton to Whitrope Summit the train would be down to {{convert|30|mph|sigfig=1}} by Steele Road, with the locomotive being worked flat out. The expresses were limited and in the 1950s covered the mileage from Carlisle to Edinburgh in roughly two-and-a-half hours. Motive power was usually a Gresley ] locomotive, a class unsuited to hill climbing. With large ] and three ], they were designed for long stretches at speed above {{convert|80|mph|sigfig=2}}, running on heavy expresses. The 'Waverley' express was typically eight coaches and the Waverley Route was {{convert|70|mph|sigfig=2}} maximum with many tight curves limited to much lower speed. On the climb from Newcastleton to Whitrope Summit, the train would be slowed to {{convert|30|mph|sigfig=1}} by Steele Road, with the locomotive working flat out.

⚫ Other ] services (usually three per day) were also operated by A3s, although ] ]s made regular appearances. There was a daily ] diagram between Edinburgh and Carlisle - an overnight fitted freight southbound, returning with the early morning parcels train. Thompson Pacifics appeared later on, just before the line was ] in a drive for efficiency. In addition there were also several local passenger workings between Galashiels and Edinburgh (some via the Peebles loop) and between Hawick and Carlisle. These tended to be hauled by B1s, although V1 2-6-2 tank engines made occasional appearances, as did D49 4-4-0s.

⚫ ]


⚫ Other ] services (usually three per day) were also worked by A3s, although ] ]s made regular appearances. There was also a daily ] diagram between Edinburgh and Carlisle - an overnight fitted freight southbound, returning with the early morning parcels train. Thompson Pacifics appeared later on, just before the line was ] in a drive for efficiency. In addition there were also several local passenger workings between Galashiels and Edinburgh (some via the Peebles loop) and between Hawick and Carlisle. These tended to be hauled by B1s, although V1 2-6-2 tank engines made occasional appearances, as did D49 4-4-0s.
⚫ ]
After the end of steam, a variety of diesels worked passenger trains, especially ] and ] Sulzer-engined diesels and even ] Claytons on local stoppers, and long-distance trains were often covered by ] Peaks. After the end of steam, a variety of diesels worked passenger trains, especially ] and ] Sulzer-engined diesels and even ] Claytons on local stoppers, and long-distance trains were often covered by ] Peaks.


Line 60: Line 59:


==Line closure and beyond== ==Line closure and beyond==
The line was included in those where passenger services were to be withdrawn in the ]. On 17 August 1966 British Railways gave formal notice to close the line from 2 January 1967, with closure notices posted at all stations on the line. As 508 official objections were lodged against the closure within the required 6 weeks of the closure notice being issued; a reprieve was announced and the situation was on hold pending review which resulted in a public hearing being held in Hawick on 16 and 17 November 1967. On 15 July 1968, the Minister for Transport, Richard Marsh, gave the final order that the line would close on Monday, 6 January 1969. A public outcry ensued and there followed a high-profile campaign to save the line; including a petition delivered to 10 Downing Street on 18 December 1968. This was unsuccessful in preventing the closure. The line was included in those where passenger services were to be withdrawn in the ]. On 17 August 1966 British Railways gave formal notice to close the line from 2 January 1967, with closure notices posted at all stations on the line. As 508 official objections were lodged against the closure within the required 6 weeks of the closure notice being issued; a reprieve was announced and the situation was on hold pending review which resulted in a public hearing being held in Hawick on 16 and 17 November 1967. On 15 July 1968, the Minister for Transport, Richard Marsh, gave the final order that the line would close on Monday, 6 January 1969. A widespread public dissatisfaction ensued and was followed by a campaign to save the line. It included a petition delivered to 10 Downing Street on 18 December 1968. This proved unsuccessful in preventing the closure.


The last passenger train (and the last train to traverse the entire route) was 1M82 21.56 Edinburgh Waverley - London St Pancras sleeper on 5 January 1969, hauled by ] D60 "Lytham St Annes". The last passenger train (and the last train to traverse the entire route) was 1M82 21.56 Edinburgh Waverley - London St Pancras sleeper on 5 January 1969, hauled by ] D60 "Lytham St Annes".


Feelings were running high along the route in the final weekend of passenger operations, with protesters evident at most stations, and the authorities, sensing the potential for trouble, sent a Clayton 'pilot' engine ahead of 1M82 under caution from Hawick to 'prove' the route south after a set of points at Whitrope had been tampered with. Tension among people became apparent in the final weekend of the passenger operations, with protesters seen at most stations. The authorities, noticing a potential trouble, sent a Clayton 'pilot' engine ahead of 1M82 under caution from Hawick to 'prove' the route south after a set of points at Whitrope had been tampered with.


At Newcastleton, the pilot engine found the line was blocked and the level crossing gates locked by protesters. The disturbance led to the arrest of the local minister and he was released only after ] MP, who was travelling on the sleeper, negotiated with the police and addressed the protesters. This caused 1M82 to arrive two hours late in Carlisle. At Newcastleton, the pilot engine found the line was blocked and the level crossing gates locked by protesters. The disturbance led to the arrest of the local minister and he was released only after ] MP, who was travelling on the sleeper, negotiated with the police and addressed the protesters. This caused 1M82 to arrive two hours late in Carlisle.


On the afternoon of 8 January at Riddings Junction, BR staged a tracklifting 'ceremony' for the press to split the London Midland and Scottish Regions, demonstrating their determination to dismantle the route. The afternoon of 8 January at Riddings Junction, BR staged a tracklifting 'ceremony' for the press to split the London Midland and Scottish Regions, showing their determination to dismantle the route. After the passage of 1M82, the line was formally closed for passengers, and the line between Hawick and Longtown was completely closed and came under engineers' possession for dismantling. The up line between Lady Victoria Pit and Hawick was not used after 6 January.

After the passage of 1M82, the line was formally closed to passengers, and the line between Hawick and Longtown closed completely and came under engineers' possession for dismantling. The Up line between Lady Victoria Pit and Hawick was also not used after 6 January.


Contracts with the coal industry forced British Rail to run freight traffic until Friday, 25 April 1969 from Millerhill to Galashiels, St. Boswells and Hawick with a daily service, mainly coal traffic from Lady Victoria Pit, but also oil tank wagons to St Boswells. The signalling was drastically reduced after passenger closure with 'one train working' by 'telephone and notice board' over the down line from Lady Victoria Pit to Hawick. At the time the 42 mi 1078 yd (68.578&nbsp;km) block section between Lady Victoria Pit and Hawick over the down line was the longest on the British Railway network. A signalman travelled with the daily train from Lady Victoria Pit south and return to operate the still open boxes and operate levers for sidings etc. Contracts with the coal industry forced British Rail to run freight traffic until Friday, 25 April 1969 from Millerhill to Galashiels, St. Boswells and Hawick with a daily service, mainly coal traffic from Lady Victoria Pit, but also oil tank wagons to St Boswells. The signalling was drastically reduced after passenger closure with 'one train working' by 'telephone and notice board' over the down line from Lady Victoria Pit to Hawick. At the time the 42 mi 1078 yd (68.578&nbsp;km) block section between Lady Victoria Pit and Hawick over the down line was the longest on the British Railway network. A signalman travelled with the daily train from Lady Victoria Pit south and return to operate the still open boxes and operate levers for sidings etc.


On 28 April 1969 traffic was cut back to Lady Victoria Pit which survived until December 1971, when the line was further cut back to Newtongrange at Butlerfield Washery, which in turn survived until June 1972. On 28 April 1969, traffic was cut back to Lady Victoria Pit which survived until December 1971, when the line was further cut back to Newtongrange at Butlerfield Washery, which in turn survived until June 1972. At the southern end of the route the line between Carlisle Kingmoor and Longtown remained open to traffic until 31 August 1970 when it was cut back to Brunthill. The section from Carlisle Kingmoor to Brunthill remains open and sees periodic freight traffic although this remaining portion of the route is little more than a long siding.


⚫ Track-lifting had begun, but was temporarily halted in early 1969. Negotiations with the British Rail were held to discuss buying the infrastructure by a private consortium, The Border Union Railway Co. Various options were put forward to keep the route open, such as singling large sections and reducing the number of signal boxes, and a 'basic' DMU service between Edinburgh from Hawick only; but this came to nothing. British Rail ceased negotiations on 23 December 1969 and formally announced this on 6 January 1970, after requesting payments to keep the infrastructure 'in situ' while funding for the approximately £750,000 capital required was sought. Local authorities were also approached before and after closure to financially support a basic passenger train service, but did not support the idea.
At the southern end of the route the line between Carlisle Kingmoor and Longtown remained open to traffic until 31 August 1970 when it was cut back to Brunthill. The section from Carlisle Kingmoor to Brunthill remains open and sees periodic freight traffic although this remaining portion of the route is little more than a long siding.


⚫ There was a two year moratorium on disposal of the land on the route as part of the closure agreed by the Minister. Up to this point, track-lifting had been limited to 'singling' sections of line, but the hiatus soon finished and work to dismantle the railway recommenced from November 1969.
⚫ Tracklifting had begun, but was temporarily halted in early 1969 while negotiations with British Rail were held to discuss buying the infrastructure by a private consortium, The Border Union Railway Co. Various options were put forward to keep the route open, such as singling large sections and reducing the number of signal boxes, and a 'basic' DMU service between Edinburgh from Hawick only; but this came to nothing. British Rail ceased negotiations on 23 December 1969 and formally announced this to the press on 6 January 1970, after requesting interest payments to keep the infrastructure 'in situ' while funding for the approximately £750,000 capital required was sought. Local authorities were also approached before and after closure to financially support a basic passenger train service; but this too received no support.

⚫ There was a 2 year moratorium on disposal of the land on the route which was part of the closure process agreed by the Minister. Up to this point tracklifting had been limited to 'singling' sections of line, but the hiatus on tracklifting finished and work to dismantle the railway recommenced from November 1969.


An inspection saloon ran over the route in on 1 April 1970 to allow contractors to bid for the demolition work. Track lifting started in earnest and trains could be seen undertaking dismantling duties. The Down line between Hawick and Longtown was lifted by April 1971, the Up line having been lifted as early as February 1970. The entire route between Longtown to Newtongrange was removed by early 1972. The final stretch between Newtongrange and Millerhill was closed on 28 June 1972 and removed soon thereafter. There is photographic evidence of tracklifting as late as January 1972 and documentary evidence that track was still being lifted by September. By the end of that year only stubs at the north and south end of the route existed, as they still do to this day. An inspection saloon ran over the route in on 1 April 1970 to allow contractors to bid for the demolition work. Track lifting started in earnest and trains could be seen undertaking dismantling duties. The Down line between Hawick and Longtown was lifted by April 1971, the Up line having been lifted as early as February 1970. The entire route between Longtown to Newtongrange was removed by early 1972. The final stretch between Newtongrange and Millerhill was closed on 28 June 1972 and removed soon thereafter. There is photographic evidence of tracklifting as late as January 1972 and documentary evidence that track was still being lifted by September. By the end of that year only stubs at the north and south end of the route existed, as they still do to this day.


The last train to cross Hawick station viaduct did so on 18 April 1971. Hauled by D3880 (08713), it was lifting the line in rear of it. Hawick South signalbox was demolished on 13 July 1972, while work on dismantling the station buildings and goods shed started on 20 January 1975. Demolition of the viaduct over the River Teviot commenced nine months later, on 1 September 1975. After the closure and lifting of the line, the parcels office at Hawick and Galashiels remained open and ] vans continued to carry parcels traffic by road for a few more years. The last train crossed Hawick station viaduct on 18 April 1971. Hauled by D3880 (08713), it was lifting the line in rear of it. The Hawick South signal box was demolished on 13 July 1972, while work on dismantling the station buildings and goods shed started on 20 January 1975. Demolition of the viaduct over the River Teviot commenced nine months later, on 1 September 1975. After the closure and lifting of the line, the parcels office at Hawick and Galashiels remained open and ] vans continued to carry parcels traffic by road for a few more years.


In the late 1990s there was some discussion about reopening the southern section from Carlisle as far as Riccarton Junction. With the trees in the reforested areas of ] now approaching maturity, the network of only minor roads and the local population were seen as being vulnerable to and unable to cope with a significantly increased logging traffic. Reinstating a single track was seen to provide transport capacity for heavy loads bypassing the villages, but the project was not pursued any further. In the late 1990s, there was a discussion about re–opening the southern section from Carlisle to Riccarton Junction. With the trees in the reforested areas of ] now grown up, the small road network and the local population were seen as vulnerable and unable to cope with a significantly increased traffic. Reinstating a single track was thought to provide transport capacity for heavy loads bypassing the villages, but the project was eventually abandoned.


Cut off from Edinburgh to the north and Carlisle to the south, those lacking a car had no option but to travel by bus. But even today the main bus service to Edinburgh still takes longer than a Victorian steam train and double the time of a commuter train in 1968. Cut off from Edinburgh to the north and Carlisle to the south, people without a car were forced to travel by bus. But even today the main bus service to Edinburgh takes longer than a Victorian steam train and double the time of a commuter train in 1968. Without the new Borders Railway, commuters could easily spend up to an hour and a half travelling from Galashiels to Edinburgh.<ref></ref>
Without the new Borders Railway, commuters could easily spend up to an hour and a half simply travelling from Galashiels to Edinburgh.<ref></ref>


==Heritage activities== ==Heritage activities==
{{refimprove|section|date=October 2013}}
] ]


At ], just short of ] ({{convert|12|mi}} south of Hawick), track panels (of track) have been relaid by the ] (WRHA) as part of a heritage railway (named, the Border Union Railway (Whitrope), that has since stretched from Whitrope tunnel for about {{convert|0.8|mi|m|sigfig=2}}. At ], near ], track panels have been relaid by the ] (WRHA) as part of a heritage railway named the Border Union Railway (Whitrope), that stretched from Whitrope tunnel for about {{convert|0.8|mi|m|sigfig=2}}.


A heritage centre is also constructed at ] as part of the WRHA activities. The track panels that had also been laid at the site of Riccarton Junction were sadly lifted by 2011. A heritage centre was constructed at ] as part of the WRHA activities. The track panels that had been placed at the site of Riccarton Junction were removed by 2011.


The Heritage Centre had two open days in July 2010, with official opening of the Centre taking place. The opening was performed by Michael Moore MP, the local MP and the new Secretary of State for Scotland, and Madge Elliot, veteran Borders rail campaigner who led the fight to save the Waverley Route in the late 1960s. The Heritage Centre had two opening days in July 2010, with official opening of the Centre taking place. The opening was conducted by Michael Moore, the local MP and the new Secretary of State for Scotland, and Madge Elliot, a veteran Borders rail promoter who led the campaign to save the Waverley Route in the late 1960s.


The WRHA has a small shunter and has included cab rides, the first traction to move on the line since closure, with passenger trains running in 2012, (before officially from 2013).<ref></ref> The WRHA has a small shunter with cab rides, the first traction to move on the line since closure, with passenger trains running unofficially in 2012, before formalising in 2013.<ref></ref>

{{clear right}}


==Line restoration== ==Line restoration==
[[File:Tynehead_Station_-_Geograph-3407628-by-Richard-Webb.jpg|thumb|right|Site of Tynehead Station, 6 April 2013<br> [[File:Tynehead_Station_-_Geograph-3407628-by-Richard-Webb.jpg|thumb|right|Site of Tynehead Station, 6 April 2013.
Trees have been cut back as construction has started on the rebuilding of the Waverley Line. The station will not be reopened though.]] Trees were cut off as construction had begun on rebuilding the Waverley Line. The station will not be re–opened.]]
In June 2006, the ] was passed by the ] by 114 votes to 1. It will re-open the line as far as ], just south of Galashiels, and was given the ] in July 2006.<ref></ref>


£115 million has been allocated for the proposed route and services, which will extend an existing Edinburgh ] service<ref>Not to be confused with the former ].</ref> from ] to ], ], ], ], ], Galashiels and Tweedbank. In June 2006, the ] was passed by the ] with 114 votes to 1. It will re-open the line as far as ], south of Galashiels, and was given the ] in July 2006.<ref></ref> £115 million has been allocated for the proposed route and services, which will extend an existing Edinburgh suburban service from ] to ], ], ], ], ], Galashiels and Tweedbank.


On 27 March 2007, Transport Minister ] formally initiated preparatory works. Vegetation clearance took place with a view for construction to begin in 2009 with the first trains due to run in 2011.<ref></ref><ref></ref> On 27 March 2007, Transport Minister ] formally initiated preliminary actions. Vegetation clearance took place and construction plans were set to begin in 2009, with the first trains due to run in 2011.<ref></ref><ref></ref>


In August 2008, the timelines were adjusted, with tendering starting in 2009, final tendering starting in 2010, groundwork starting early 2011 and trains running early 2013.<ref></ref><ref></ref> In November 2009, it was announced that the reopening would be delayed for a year.<ref></ref> In August 2008, the timeline was adjusted; the tendering starting in 2009, final tendering starting in 2010, groundwork starting early 2011, and trains running early 2013.<ref></ref><ref></ref> In November 2009, it was announced that the re–opening would be delayed for a year.<ref></ref>


On 3 March 2010, Transport Minister ] turned the first sod, in Galashiels. This and the beginning of ancillary works marked the official start, activated the Waverley Rail Act which allows the scheme to be built and formally ­triggered a clause within the act that commits the Scottish Government to complete the scheme within five years.<ref></ref><ref></ref> On 3 March 2010, Transport Minister ] turned the first sod, in Galashiels. This and the beginning of ancillary works marked the official start, activated the Waverley Rail Act which allows the scheme to be built and formally ­triggered a clause within the act that commits the Scottish Government to complete the scheme within five years.<ref></ref><ref></ref> On 27 March 2010, it was announced that tendering was underway with three bids received in June 2010.<ref>{{cite news|magazine=Railway Herald|url=http://railwayherald.com/magazine/download/228|date=28 June 2010|accessdate=29 June 2010|title=Borders Railway moves closer to reality|issue=228|page=6|format=PDF}}</ref> The winning bids were announced in September 2011. The final cost was estimated from £235m to £295m.<ref>{{cite news|magazine=Railway Gazette|url=http://www.railwaygazette.com/news/single-view/view/10/scottish-rebuild-progress.html|date=27 March 2010|accessdate=29 June 2010|title=Scottish rebuild progress}}</ref> The tender was scrapped on 29 September 2011 and the line will now be built by ].<ref>{{cite news|title=Borders rail link tender process scrapped|url=http://www.bbc.co.uk/news/uk-scotland-south-scotland-15114770|accessdate=12 October 2011|newspaper=BBC News|date=29 September 2011}}</ref>


⚫ Network Rail began work on the Edinburgh-Tweedbank section on 6 November 2012.<ref>{{cite news|last=Carrell|first=Severin|title=Scottish Borders boost as line shut in 1960s moves step closer to reopening|url=http://www.guardian.co.uk/uk/2012/nov/05/scottish-borders-rail-route-beeching-reopening?INTCMP=SRCH|publisher=The Guardian|accessdate=10 November 2012|location=London|date=5 November 2012}}</ref> The line should re–open for passenger traffic in 2015.<ref>{{cite web|last=Dalton|first=Alastair|title=Borders railway completion date put back as cost of project soars|url=http://www.scotsman.com/news/transport/borders-railway-completion-date-put-back-as-cost-of-project-soars-1-2616155|publisher=The Scotsman|accessdate=10 November 2012}}</ref> ] (a ] of the Dutch ]) was appointed to build the {{convert|30|mi|km|sigfig=1|adj=on}} track stretch from Edinburgh to Tweedbank; the budget has increased from £295m to £348m, and up to 500 jobs are expected to be generated.<ref>{{cite news|last=Henderson|first=Damien|title=Borders Railway builders appointed|url=http://www.heraldscotland.com/news/transport/borders-railway-builders-appointed.19674656|accessdate=14 December 2012|newspaper=The Herald|date=14 December 2012}}</ref>
On 27 March 2010, it was announced that tendering was underway with three bids received in June 2010.<ref>{{cite news|magazine=Railway Herald|url=http://railwayherald.com/magazine/download/228|date=28 June 2010|accessdate=29 June 2010|title=Borders Railway moves closer to reality|issue=228|page=6|format=PDF}}</ref> The winning bids were to be announced in September 2011. The final cost was estimated at £235m to £295m.<ref>{{cite news|magazine=Railway Gazette|url=http://www.railwaygazette.com/news/single-view/view/10/scottish-rebuild-progress.html|date=27 March 2010|accessdate=29 June 2010|title=Scottish rebuild progress}}</ref> The tender process was scrapped on 29 September 2011 and the line will now be built by ].<ref>{{cite news|title=Borders rail link tender process scrapped|url=http://www.bbc.co.uk/news/uk-scotland-south-scotland-15114770|accessdate=12 October 2011|newspaper=BBC News|date=29 September 2011}}</ref>


⚫ In 2011, a survey of Bowshanks tunnel north of Galasheils noted that the site was used as a temporary roost by some ] and ]s. After reaching an agreement and securing subsequent licensing from ], new wooden roosts were installed in trees at both sides of the tunnel, as well as one-way flaps inside the structure to allow the bats to exit the tunnel before renovation work began in 2013.<ref>{{cite news|url=http://www.bbc.co.uk/news/uk-scotland-south-scotland-23973127|title=Bat flaps used to help clear Galashiels railway tunnel|publisher=BBC Scotland|date=5 September 2013|accessdate=5 September 2013}}</ref>
⚫ Network Rail began work on the Edinburgh-Tweedbank section on 6 November 2012.<ref>{{cite news|last=Carrell|first=Severin|title=Scottish Borders boost as line shut in 1960s moves step closer to reopening|url=http://www.guardian.co.uk/uk/2012/nov/05/scottish-borders-rail-route-beeching-reopening?INTCMP=SRCH|publisher=The Guardian|accessdate=10 November 2012|location=London|date=5 November 2012}}</ref> The line should reopen to passenger traffic in 2015.<ref>{{cite web|last=Dalton|first=Alastair|title=Borders railway completion date put back as cost of project soars|url=http://www.scotsman.com/news/transport/borders-railway-completion-date-put-back-as-cost-of-project-soars-1-2616155|publisher=The Scotsman|accessdate=10 November 2012}}</ref> ] (a ] of the Dutch ]) was appointed to build the {{convert|30|mi|km|sigfig=1|adj=on}} stretch of track from Edinburgh to Tweedbank; the budget has risen from £295m to £348m, and up to 500 jobs are expected to be created.<ref>{{cite news|last=Henderson|first=Damien|title=Borders Railway builders appointed|url=http://www.heraldscotland.com/news/transport/borders-railway-builders-appointed.19674656|accessdate=14 December 2012|newspaper=The Herald|date=14 December 2012}}</ref>


⚫ In 2013, concerns were raised whether the project was economically viable due to the failure of a local property boom, which meant a large drop in projected passenger numbers. A business case by consultants Ernst & Young predicted that the pure economic spin-off would amount to only half of the return on the current estimated outlay of £350m. Transport Scotland insisted the project to remain on course because it would generate benefits up to 30% greater than the overall costs.<ref>{{cite news|last=Dinwoodie|first=Robbie|title=Warning £350m rail link not economically viable|url=http://www.heraldscotland.com/news/transport/warning-350m-rail-link-not-economically-viable.20368527|accessdate=2013-04-26|newspaper=heraldscotland.com|date=2013-03-02}}</ref>
⚫ In 2011, a survey of Bowshanks tunnel north of Galasheils noted that the site had become used as a temporary roost by some ] and ]s. After agreement with and subsequent licensing from ], new wooden roosts were installed in trees either side of the tunnel, as well as one-way flaps inside the structure to allow the bats to exit the tunnel before renovation works began in 2013.<ref>{{cite news|url=http://www.bbc.co.uk/news/uk-scotland-south-scotland-23973127|title=Bat flaps used to help clear Galashiels railway tunnel|publisher=BBC Scotland|date=5 September 2013|accessdate=5 September 2013}}</ref>


⚫ In April 2014, Alex Salmond suggested that the opening of the entire length of the Waverley Line to Carlisle would be re–considered, stating "the success of the 30-mile stretch to just south of Galashiels would “calibrate” a feasibility study into rebuilding the remaining 70 miles."<ref></ref> Concerns over the feasibility of such an extension have been raised by campaigners who have criticised the Scottish Government and ] for failing to "future proof" the route.<ref></ref>
⚫ In 2013 concerns were raised that the project was no longer economically viable due to the failure of a local property boom, which meant a large drop in projected passenger numbers. A business case by consultants Ernst & Young said the pure economic spin-off would amount to only half of the return on the current estimated outlay of £350m. Transport Scotland insisted the project remained on course to generate benefits of up to 30% greater than overall costs.<ref>{{cite news|last=Dinwoodie|first=Robbie|title=Warning £350m rail link not economically viable|url=http://www.heraldscotland.com/news/transport/warning-350m-rail-link-not-economically-viable.20368527|accessdate=2013-04-26|newspaper=heraldscotland.com|date=2013-03-02}}</ref>


⚫ ==References==
⚫ In April 2014, Alex Salmond suggested that the opening of the whole length of the Waverley Line to Carlisle would be considered, stating "the success of the 30-mile stretch to just south of Galashiels would “calibrate” a feasibility study into rebuilding the remaining 70 miles." <ref>http://www.edinburghnews.scotsman.com/news/transport/alex-salmond-may-reopen-waverley-rail-link-1-3388339</ref> Concerns regarding the feasibility of such an extension have recently been raised by campaigners who have criticised the Scottish Government agency, ], for failing to “future proof” the route.<ref>http://www.scotsman.com/news/transport/borders-railway-cuts-could-hold-back-development-1-3392993</ref>
⚫ {{Reflist}}

⚫ ==References and notes==
⚫ {{Reflist|}}


==External links== ==External links==
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Revision as of 21:43, 12 August 2014

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Waverley Line
Newbattle (or Lothianbridge) viaduct
Overview
StatusDisused, scheduled for partial re-opening
OwnerNetwork Rail
LocaleEdinburgh, Midlothian & Borders, Scotland; Carlisle, England, UK
Termini
Service
TypeUrban rail proposal
SystemNational Rail
Operator(s)First ScotRail
History
Opened1849
Closed1969 (under re-construction; partial re-opening 2015)
Technical
Track gauge4 ft 8+1⁄2 in (1,435 mm)
Route map
Waverley Route
Legend
Up arrow
Carstairs, Glasgow,
Dunblane, and Aberdeen lines
Edinburgh Waverley
Jock's Lodge
Portobello East Junction
LowerRight arrow East Coast Main Line
Portobello
Joppa (1847–1859)
Brunstane
Left arrow
Edinburgh Suburban and
Southside Junction Railway
Niddrie
Newcraighall
Shawfair
Millerhill marshalling yard
Right arrow East Coast Main Line
Cairney
Millerhill
LowerLeft arrow
Edinburgh, Loanhead
and Roslin Railway
Sherriffhall
Glenesk Viaduct
Glenesk
Glenesk Junction
Dalkeith
Lasswade Road
Eskbank and Dalkeith
Right arrow Macmerry Branch
Down arrow Peebles Railway
Newbattle Viaduct
Eskbank
Dalhousie
Newtongrange
Lady Victoria Colliery
Gorebridge
Fushiebridge
Tynehead
Heriot
Falahill Summit
Fountainhall
Right arrow Lauder Light Railway
Stow
Bowshank Tunnel
Bowland
Torwoodlee Tunnel
Up arrow Peebles Railway
Galashiels
Left arrow Selkirk and Galashiels Railway
Redbridge Viaduct
Tweedbank
Melrose
Newstead
Right arrow
Berwickshire Railway
to Duns
St. Boswells
Right arrow
Kelso Line
to Tweedmouth and Jedburgh
Charlesfield Halt
Ale Water Viaduct
Belses
Hassendean
Hawick
Teviot Viaduct
Lynnwood Viaduct
Stobs Viaduct
Stobs
Shankend Viaduct
Shankend
Whitrope Tunnel
Whitrope Siding and summit
(Waverley Route Heritage Association)
Riccarton Junction
Right arrow Border Counties Railway
Steele Road
Sandholm Viaduct
Newcastleton
Langholm
Gilnockie
Canonbie
Scotland
England
Kershope Foot
Nook Pasture
Penton
Riddings Junction
Thistle Viaduct
Scotch Dyke
Longtown
Longtown Viaduct
Up arrow Caledonian main line
Gretna
Longtown Depot
Lyneside
Harker
Parkhouse Halt
Port Carlisle Junction
Caldew Junctions
Carlisle Citadel
Down arrow Newcastle & Carlisle Railway
Down arrow Settle–Carlisle line
Down arrow Lancaster and Carlisle Railway
Down arrow Maryport and Carlisle Railway

The Waverley Line is an abandoned double track railway line that ran south from Edinburgh through Midlothian and the Scottish Borders to the Carlisle railway station in England. It was built by the North British Railway Company, opening from Edinburgh to Hawick in 1849, and to Carlisle in 1862. It was named the Waverley Route after the Walter Scott novel of the same name. The reconstruction of the Edinburgh-Galashiels-Tweedbank section is under way, and its re–opening is scheduled for June 2015.

Line characteristics

The route is known for its large gradients and bleak moorland terrain, which made it difficult for British steam locomotive crews to work. From Edinburgh Waverley the ascent started at the city suburbia, continuing for several miles at 1 in 80 with a summit at the Falahill loop. Then it descended at a similar rate to Galashiels, Melrose and St Boswells before reaching Hawick and ascending for 12 miles (19 km) at 1 in 80 through Stobs and Shankend to Whitrope Summit, the highest point on the line. Following Whitrope Tunnel, the line descended at an unbroken 1 in 75 for over 8 miles (13 km) through Riccarton Junction and Steele Road to Newcastleton, which is followed by easier gradients to Carlisle.

Historic exploration

As the line was built by the North British Railway, it fell under the London and North Eastern Railway (LNER) at the Grouping in 1923. The two expresses from London had traditionally run via the Midland Railway's Midland Main Line, and since the Midland became part of the London Midland and Scottish Railway (LMS) group, the daytime 'Waverley' express and overnight sleeping car train were hauled by LMS locomotives to Carlisle, then LNER locomotives to Edinburgh Waverley.

The expresses were limited and in the 1950s covered the mileage from Carlisle to Edinburgh in roughly two-and-a-half hours. Motive power was usually a Gresley A3 Pacific locomotive, a class unsuited to hill climbing. With large driving wheels and three cylinders, they were designed for long stretches at speed above 80 miles per hour (130 km/h), running on heavy expresses. The 'Waverley' express was typically eight coaches and the Waverley Route was 70 miles per hour (110 km/h) maximum with many tight curves limited to much lower speed. On the climb from Newcastleton to Whitrope Summit, the train would be slowed to 30 miles per hour (50 km/h) by Steele Road, with the locomotive working flat out.

Other passenger services (usually three per day) were also operated by A3s, although Thompson B1 4-6-0s made regular appearances. There was a daily Gresley A4 diagram between Edinburgh and Carlisle - an overnight fitted freight southbound, returning with the early morning parcels train. Thompson Pacifics appeared later on, just before the line was dieselised in a drive for efficiency. In addition there were also several local passenger workings between Galashiels and Edinburgh (some via the Peebles loop) and between Hawick and Carlisle. These tended to be hauled by B1s, although V1 2-6-2 tank engines made occasional appearances, as did D49 4-4-0s.

Waverley Route trains at Carlisle. View northward from the north end of Carlisle Citadel station - major centre where seven pre-Grouping Railways came together. Here the 18.22 local from Langholm with LMS Ivatt 4MT 2-6-0 No. 43139 (built 7/51, withdrawn 9/67) is arriving as LNE Thompson A2/1 Pacific No. 60507 'Highland Chieftain' (built 5/44 as No. 3696, withdrawn 12/60) waits to leave on the 19.44 semi-fast to Edinburgh Waverley.
Waverley trains at the Carlisle station in 1960. 4MT on left, A2 on right

After the end of steam, a variety of diesels worked passenger trains, especially Class 24 and 26 Sulzer-engined diesels and even Class 17 Claytons on local stoppers, and long-distance trains were often covered by Class 45 Peaks.

Freight workings were heavy and frequent, and hauled by a multitude of different classes. The significant workings were pulled by Gresley V2 2-6-2s and Gresley K3 2-6-0s as well as A3s. V2s provided service for over 30 years. In the 1960s, once the short-lived marshalling yards at Carlisle Kingmoor and Edinburgh Millerhill were opened, they worked hourly freights right through the day and night. Depending on the maximum speed of the freight working, a Carlisle to Edinburgh freight could take anything from four to seven hours. There were also stopping freight trains from Hawick to Edinburgh and Hawick to Carlisle and back, each taking a full day to complete the round trip, stopping to shunt at every station yard. These tended to be hauled by J39 0-6-0 locomotives, although BR standard class 4 2-6-0s replaced them later on.

One working in later years was a daily Halewood (Liverpool) to Bathgate freight train carrying Ford cars on carflats. Due to the heavy load, the booked motive power was a Gresley V2 and a Stanier Class 5 double-headed, usually with the V2 on the front.

Line closure and beyond

The line was included in those where passenger services were to be withdrawn in the Beeching Axe. On 17 August 1966 British Railways gave formal notice to close the line from 2 January 1967, with closure notices posted at all stations on the line. As 508 official objections were lodged against the closure within the required 6 weeks of the closure notice being issued; a reprieve was announced and the situation was on hold pending review which resulted in a public hearing being held in Hawick on 16 and 17 November 1967. On 15 July 1968, the Minister for Transport, Richard Marsh, gave the final order that the line would close on Monday, 6 January 1969. A widespread public dissatisfaction ensued and was followed by a campaign to save the line. It included a petition delivered to 10 Downing Street on 18 December 1968. This proved unsuccessful in preventing the closure.

The last passenger train (and the last train to traverse the entire route) was 1M82 21.56 Edinburgh Waverley - London St Pancras sleeper on 5 January 1969, hauled by Class 45 D60 "Lytham St Annes".

Tension among people became apparent in the final weekend of the passenger operations, with protesters seen at most stations. The authorities, noticing a potential trouble, sent a Clayton 'pilot' engine ahead of 1M82 under caution from Hawick to 'prove' the route south after a set of points at Whitrope had been tampered with.

At Newcastleton, the pilot engine found the line was blocked and the level crossing gates locked by protesters. The disturbance led to the arrest of the local minister and he was released only after David Steel MP, who was travelling on the sleeper, negotiated with the police and addressed the protesters. This caused 1M82 to arrive two hours late in Carlisle.

The afternoon of 8 January at Riddings Junction, BR staged a tracklifting 'ceremony' for the press to split the London Midland and Scottish Regions, showing their determination to dismantle the route. After the passage of 1M82, the line was formally closed for passengers, and the line between Hawick and Longtown was completely closed and came under engineers' possession for dismantling. The up line between Lady Victoria Pit and Hawick was not used after 6 January.

Contracts with the coal industry forced British Rail to run freight traffic until Friday, 25 April 1969 from Millerhill to Galashiels, St. Boswells and Hawick with a daily service, mainly coal traffic from Lady Victoria Pit, but also oil tank wagons to St Boswells. The signalling was drastically reduced after passenger closure with 'one train working' by 'telephone and notice board' over the down line from Lady Victoria Pit to Hawick. At the time the 42 mi 1078 yd (68.578 km) block section between Lady Victoria Pit and Hawick over the down line was the longest on the British Railway network. A signalman travelled with the daily train from Lady Victoria Pit south and return to operate the still open boxes and operate levers for sidings etc.

On 28 April 1969, traffic was cut back to Lady Victoria Pit which survived until December 1971, when the line was further cut back to Newtongrange at Butlerfield Washery, which in turn survived until June 1972. At the southern end of the route the line between Carlisle Kingmoor and Longtown remained open to traffic until 31 August 1970 when it was cut back to Brunthill. The section from Carlisle Kingmoor to Brunthill remains open and sees periodic freight traffic although this remaining portion of the route is little more than a long siding.

Track-lifting had begun, but was temporarily halted in early 1969. Negotiations with the British Rail were held to discuss buying the infrastructure by a private consortium, The Border Union Railway Co. Various options were put forward to keep the route open, such as singling large sections and reducing the number of signal boxes, and a 'basic' DMU service between Edinburgh from Hawick only; but this came to nothing. British Rail ceased negotiations on 23 December 1969 and formally announced this on 6 January 1970, after requesting payments to keep the infrastructure 'in situ' while funding for the approximately £750,000 capital required was sought. Local authorities were also approached before and after closure to financially support a basic passenger train service, but did not support the idea.

There was a two year moratorium on disposal of the land on the route as part of the closure agreed by the Minister. Up to this point, track-lifting had been limited to 'singling' sections of line, but the hiatus soon finished and work to dismantle the railway recommenced from November 1969.

An inspection saloon ran over the route in on 1 April 1970 to allow contractors to bid for the demolition work. Track lifting started in earnest and trains could be seen undertaking dismantling duties. The Down line between Hawick and Longtown was lifted by April 1971, the Up line having been lifted as early as February 1970. The entire route between Longtown to Newtongrange was removed by early 1972. The final stretch between Newtongrange and Millerhill was closed on 28 June 1972 and removed soon thereafter. There is photographic evidence of tracklifting as late as January 1972 and documentary evidence that track was still being lifted by September. By the end of that year only stubs at the north and south end of the route existed, as they still do to this day.

The last train crossed Hawick station viaduct on 18 April 1971. Hauled by D3880 (08713), it was lifting the line in rear of it. The Hawick South signal box was demolished on 13 July 1972, while work on dismantling the station buildings and goods shed started on 20 January 1975. Demolition of the viaduct over the River Teviot commenced nine months later, on 1 September 1975. After the closure and lifting of the line, the parcels office at Hawick and Galashiels remained open and British Rail vans continued to carry parcels traffic by road for a few more years.

In the late 1990s, there was a discussion about re–opening the southern section from Carlisle to Riccarton Junction. With the trees in the reforested areas of Kielder Forest now grown up, the small road network and the local population were seen as vulnerable and unable to cope with a significantly increased traffic. Reinstating a single track was thought to provide transport capacity for heavy loads bypassing the villages, but the project was eventually abandoned.

Cut off from Edinburgh to the north and Carlisle to the south, people without a car were forced to travel by bus. But even today the main bus service to Edinburgh takes longer than a Victorian steam train and double the time of a commuter train in 1968. Without the new Borders Railway, commuters could easily spend up to an hour and a half travelling from Galashiels to Edinburgh.

Heritage activities

Riccarton Junction railway station in 2007

At Whitrope Siding, near Whitrope Tunnel, track panels have been relaid by the Waverley Route Heritage Association (WRHA) as part of a heritage railway named the Border Union Railway (Whitrope), that stretched from Whitrope tunnel for about 0.8 miles (1,300 m).

A heritage centre was constructed at Whitrope as part of the WRHA activities. The track panels that had been placed at the site of Riccarton Junction were removed by 2011.

The Heritage Centre had two opening days in July 2010, with official opening of the Centre taking place. The opening was conducted by Michael Moore, the local MP and the new Secretary of State for Scotland, and Madge Elliot, a veteran Borders rail promoter who led the campaign to save the Waverley Route in the late 1960s.

The WRHA has a small shunter with cab rides, the first traction to move on the line since closure, with passenger trains running unofficially in 2012, before formalising in 2013.

Line restoration

Site of Tynehead Station, 6 April 2013. Trees were cut off as construction had begun on rebuilding the Waverley Line. The station will not be re–opened.

In June 2006, the Waverley Railway (Scotland) Act was passed by the Scottish Parliament with 114 votes to 1. It will re-open the line as far as Tweedbank, south of Galashiels, and was given the Royal Assent in July 2006. £115 million has been allocated for the proposed route and services, which will extend an existing Edinburgh suburban service from Newcraighall to Shawfair, Eskbank, Newtongrange, Gorebridge, Stow, Galashiels and Tweedbank.

On 27 March 2007, Transport Minister Nicol Stephen formally initiated preliminary actions. Vegetation clearance took place and construction plans were set to begin in 2009, with the first trains due to run in 2011.

In August 2008, the timeline was adjusted; the tendering starting in 2009, final tendering starting in 2010, groundwork starting early 2011, and trains running early 2013. In November 2009, it was announced that the re–opening would be delayed for a year.

On 3 March 2010, Transport Minister Stewart Stevenson turned the first sod, in Galashiels. This and the beginning of ancillary works marked the official start, activated the Waverley Rail Act which allows the scheme to be built and formally ­triggered a clause within the act that commits the Scottish Government to complete the scheme within five years. On 27 March 2010, it was announced that tendering was underway with three bids received in June 2010. The winning bids were announced in September 2011. The final cost was estimated from £235m to £295m. The tender was scrapped on 29 September 2011 and the line will now be built by Network Rail.

Network Rail began work on the Edinburgh-Tweedbank section on 6 November 2012. The line should re–open for passenger traffic in 2015. BAM Nuttall (a subsidiary of the Dutch Royal BAM Group) was appointed to build the 30-mile (50 km) track stretch from Edinburgh to Tweedbank; the budget has increased from £295m to £348m, and up to 500 jobs are expected to be generated.

In 2011, a survey of Bowshanks tunnel north of Galasheils noted that the site was used as a temporary roost by some Soprano pipistrelle and Mouse-eared bats. After reaching an agreement and securing subsequent licensing from Scottish Natural Heritage, new wooden roosts were installed in trees at both sides of the tunnel, as well as one-way flaps inside the structure to allow the bats to exit the tunnel before renovation work began in 2013.

In 2013, concerns were raised whether the project was economically viable due to the failure of a local property boom, which meant a large drop in projected passenger numbers. A business case by consultants Ernst & Young predicted that the pure economic spin-off would amount to only half of the return on the current estimated outlay of £350m. Transport Scotland insisted the project to remain on course because it would generate benefits up to 30% greater than the overall costs.

In April 2014, Alex Salmond suggested that the opening of the entire length of the Waverley Line to Carlisle would be re–considered, stating "the success of the 30-mile stretch to just south of Galashiels would “calibrate” a feasibility study into rebuilding the remaining 70 miles." Concerns over the feasibility of such an extension have been raised by campaigners who have criticised the Scottish Government and Transport Scotland for failing to "future proof" the route.

References

  1. Dalton, Alastair. "Borders railway completion date put back as cost of project soars". The Scotsman. Retrieved 30 March 2013.
  2. The re-opening of the Waverley line economic and employment potential
  3. Waverley Route Heritage Association
  4. Borders railway link bill passed
  5. Waverley line assessment starts
  6. Protesters set sights on Holyrood
  7. 'Defining moment' as government agency takes reins of Waverley Line
  8. Timetable set for Borders railway
  9. Rail reopening faces fresh delay
  10. Borders to Edinburgh rail link project gets under way
  11. Hopes rise in the Borders as work starts on rail link
  12. "Borders Railway moves closer to reality" (PDF). Railway Herald. No. 228. 28 June 2010. p. 6. Retrieved 29 June 2010.
  13. "Scottish rebuild progress". Railway Gazette. 27 March 2010. Retrieved 29 June 2010.
  14. "Borders rail link tender process scrapped". BBC News. 29 September 2011. Retrieved 12 October 2011.
  15. Carrell, Severin (5 November 2012). "Scottish Borders boost as line shut in 1960s moves step closer to reopening". London: The Guardian. Retrieved 10 November 2012.
  16. Dalton, Alastair. "Borders railway completion date put back as cost of project soars". The Scotsman. Retrieved 10 November 2012.
  17. Henderson, Damien (14 December 2012). "Borders Railway builders appointed". The Herald. Retrieved 14 December 2012.
  18. "Bat flaps used to help clear Galashiels railway tunnel". BBC Scotland. 5 September 2013. Retrieved 5 September 2013.
  19. Dinwoodie, Robbie (2 March 2013). "Warning £350m rail link not economically viable". heraldscotland.com. Retrieved 26 April 2013.
  20. Alex Salmond may reopen Waverley rail link
  21. Borders Railway cuts ‘could hold back development’

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