Ballochney Railway

Ballochney Railway

Company type	Private company
Industry	Railway transport
Founded	5 May 1826
Founder	Thomas Grainger (engineer)
Fate	Merged into Monkland Railways in 1848
Headquarters	Airdrie , Scotland, United Kingdom
Area served	North Lanarkshire, Scotland
Key people	Thomas Grainger (engineer)
Products	Mineral and passenger railway transport
Number of employees	Not specified
Parent	Monkland Railways (from 1848)

The Ballochney Railway was an early Scottish railway situated near Airdrie, North Lanarkshire, primarily established to facilitate the movement of minerals extracted from coal and ironstone pits, as well as stone quarries located to the north and east of Airdrie. The transported materials were mainly destined for markets accessible via the adjacent Monkland and Kirkintilloch Railway. Passenger operations were introduced subsequently.

Initially, the railway operated with horse-drawn wagons before transitioning to steam locomotives. Given that the mineral extraction sites were positioned on elevated terrain, rope-operated inclines were implemented to lower loaded wagons. The railway utilized the same gauge that had been adopted by the Monkland and Kirkintilloch line.

Commissioned in 1828, the Ballochney Railway combined with two related railways in 1848, forming the Monkland Railways. Although the entire line has since been closed, many sections remain visible today.

Origins

The completion of the Monkland Canal in 1794 initially provided an economical means to transport coal from the Monklands coalfields south of Airdrie to Glasgow’s industrial centers. However, concerns about canal monopolies prompted the inauguration of the Monkland and Kirkintilloch Railway (M&KR) in 1824. This railway connected the coalfields to the Forth and Clyde Canal at Kirkintilloch, enabling further barge transportation to Glasgow and Edinburgh.

Following James Beaumont Neilson’s 1828 innovation of the hot blast technique for iron smelting, Coatbridge rapidly emerged as a significant iron production hub served by the M&KR. This railway linked local coal and iron resources directly with ironworks.

In contrast, coal mining in New Monkland, located north and east of Airdrie, was constrained by a lack of direct access to the M&KR. Engineer Thomas Grainger proposed constructing a railway to connect New Monkland’s pits with the M&KR. The Ballochney Railway Act 1826 (7 Geo. 4. c. xlviii), passed on 5 May 1826, established the Ballochney Railway Company with authorized capital of £18,425 and borrowing authority up to £10,000.

The planned route linked mining sites to the M&KR at Kipps through an end-on junction situated between Coatbridge and Airdrie. Financial resources were limited; however, in February 1826, the Forth and Clyde Canal company invested in shares, supplemented by £3,300 from investors based in England. Thomas Grainger was appointed as engineer.

The legislation imposed maximum toll charges: 3d per ton-mile for goods such as coal plus an additional 6d for each inclined plane crossed.

Construction contracts divided work into segments extending from Kipps on the M&KR to Leaend depot near Mosside Farm; from there continuing to the summit of Rawyards inclined plane; then onward to Ballochney; including a branch line to Clarkston. Although authorization was granted in 1826 for a branch serving Whiterigg and Stanrigg, this section was not constructed at that time.

Rails were procured using Birkinshaw’s patented malleable iron technology—the same type employed on the M&KR—representing a notable improvement over previous cast iron rails. Initially rails were installed but were later replaced by heavier and rails as manufacturing techniques advanced towards their practical limits during that period.

Opening

One source notes that construction began in summer 1826 with public opening on 8 August 1828; however, Martin clarifies that revenue service actually commenced earlier on 12 November 1827 over a short stretch between Kipps Colliery and its junction with the .

The total length of the line was approximately , incorporating two self-acting inclined planes designed to negotiate the high elevation where mining operations took place.

Operation

The railway functioned similarly to a toll road, where independent carriers placed their wagons on the track and used their own horses for haulage, paying toll fees to the company. The line employed edge rails, necessitating wagons specifically designed for railway use, which were available for hire from the company. Whishaw recorded approximately 270 wagons in service, each weighing around 24 cwt (1200 kg); the horses belonged to coal owners rather than the railway itself. Revenue from wagon rentals constituted 8.4% of the company’s income during its first seven years.

As of 1 January 1830, all motive power owned by the company was provided by horses, with named animals such as Hector and Prince; meanwhile, independent hauliers maintained their own stables. Horses continued to operate on the system extending to Kirkintilloch until 1831, when locomotives were introduced in that area. The Ballochney company sold off its horses in 1832, leaving motive power responsibilities entirely to independent carriers.

An innovation described involved a carriage mechanism that allowed horses to rest while wagons descended slopes, enhancing operational efficiency—a technique initially utilized on North America’s Mauch Chunk Switchback Railway. This approach persisted at least until 1841.

From 1836 onward, track maintenance was outsourced.

The company experienced financial growth: dividends increased from 1.5% in 1831 to 4% in 1832, then stabilized between 14% and 16% from 1838 through 1842. When the Slamannan Railway was being developed, Ballochney provided half of its capital investment.

By 1842, Whishaw noted preparations underway for locomotive use on the upper sections of the line, involving installation of heavier rails (54 lb/yd compared to the original 20–28 lb/yd) and double tracking. The gauge measured , with track centers spaced at .

However, it has been observed that despite authorization for steam traction, the existence of a double incline indicated continued reliance on horse haulage. Reinforcements for locomotives were made only up to the base of inclines around 1840; sections above remained horse-operated. Locomotives were introduced on the Ballochney line in 1840.

Freight charges began at 3.75d for coal and lime over the initial mile, decreasing for each additional mile; grain and textiles were charged at an initial rate of 2.75d per mile with subsequent miles costing 2.25d.

Inclines

Whishaw provided details on the rope-operated incline: "The line near the Monkland [and Kirkintilloch] Railway features a self-acting plane approximately in length; this consists of a single track at the lower section, a double track in the middle portion, and a triple rail configuration at the upper segment. Typically, ascending trains carry four loaded wagons while descending ones have six or seven empties; ascent takes about 3 minutes and 50 seconds; the rope measures roughly in circumference; sheaves are diameter and positioned every 21 feet."

Joseph Priestley documented an elevation gain of from the junction with the to Arbuckle (on an extension considered part of the main line).

The Garnkirk and Glasgow Railway ran passenger services to Leaend and raised safety issues with Ballochney Company:

The conductors of passenger carriages receive no warning by lights or other signals regarding approaching or stationary wagons on the "Incline" or en route to Kipps.

This concern referred to unattended wagons left on active lines.

Following an accident on 25 April 1859 after amalgamation into Monkland Railways, an inquiry outlined incline operations. Colonel Yolland from the Board of Trade explained that Ballochney’s main line included two inclines separated by roughly 100 yards of level track at "Common Head," where the Airdrie branch diverges.

At the base of the second incline, approximately 330 yards [300 m] of track accommodates up and down trains; points at both ends are oriented toward descending trains. The incline’s construction is distinctive: near lower ends, up and down lines are about 4 feet [1.2 m] apart; however, at 397 yards [363 m] from the top of first incline and 413 yards [378 m] from second incline top, a single central rail supports inner wheels traveling both directions.

The inclines operate independently via wire ropes with chains fixed at ends; loaded descending wagons counterbalance ascending ones through a drum located at incline heads. Rollers support ropes during movement. The rope disengages once trains reach level ground before engaging upper rope ends.

Mineral traffic descends inclines using trucks without locomotives; passenger and goods trains running from Rawyards to Airdrie are hauled by locomotives.

Each mineral train descending inclines is accompanied by two breaksmen; passenger trains with fewer than six vehicles have breaksmen positioned front and rear plus one tender break; goods trains include an additional breaksman who typically rides on the engine.

Most Monkland Railway wagons are equipped with brakes; many external wagons lack brakes and rely on wooden sprags to skid wheels during descents.

The daily timetable includes three passenger services between Glasgow and Airdrie, two from Airdrie to Glasgow, as well as two services each way between Bathgate and Airdrie.

The accident investigated occurred when a locomotive descending the upper incline released its rope at the foot but was pushed by trailing wagons onto the lower incline without securing that rope properly.

Initial system configuration

Main line: Beginning at Kipps, the Ballochney Railway extended eastward for approximately a quarter of a mile (400 m) to Kipps Junction, where it branched off to short spurs serving coal and ironstone pits. The main line continued its ascent eastward, splitting again at Rochsoles Branch Junction, located north of Leaend Burn. It climbed via a rope-operated incline with gradients of 1 in 27 and 1 in 23, passing beneath Whinhall Road close to Leaend Road. At this location, a passenger platform known as Airdrie Leaend was in operation from 1828 until 1843.

The railway then passed under Commonside Street and ascended another rope-worked incline with gradients of 1 in 20, 1 in 22, and 1 in 23½ leading to Rawyards, where sidings and an additional junction existed. From there, the main line proceeded northeastward, running to the north of Airdriehill Farm:

From Raw Yards the main line advances northwest approximately 2 miles [3.2 km], encompassing Raw Yards North Colliery along with other mineral-rich sites. It then turns eastward about half a mile [800 m] further on... continuing east for roughly 1+1⁄4 miles [2.0 km], terminating at Ballochney Colliery. The total length of the railway is four miles and a furlong [6.6 km], with branches adding up to 1+1⁄2 miles [2.4 km].

Ballochney Colliery was located south of what is now Ballochney Road in Plains.

The Thrushbush branch split off northeast at Rochsoles Branch Junction, immediately ascending another rope-operated incline beneath Glenmavis Road toward Thrushbush Quarry near Dykehead Road.

Frequently referred to as the Rochsoles branch, it climbed gradients of 1 in 20, 1 in 22, and 1 in 23½.

Clarkston branch: At Rawyards, a branch extended southeast toward Clarkston (originally Clerkston), ending at Burnhead Road.

This branch is described as approximately long, serving Raw Yards South Colliery and lands at Colliertree before terminating at West Moffat Colliery owned by Dr. Clerk. It crossed the Edinburgh and Glasgow road roughly east of Airdrie.

This area is situated near North Calder Water by Katherine Park Lane. A tramway extended east from that colliery to a malleable ironworks located at Gartness.

Priestley mentions "a branch to Brownside and Blackrig Coal Pits near Clerkston village, known as the Clerkston branch," which was about one mile and a quarter in length.

Network expansions

Whiterigg: Although authorised under the Ballochney Railway Act of 1826 but initially not constructed, the Whiterigg branch was built in 1830 due to rapid growth in ironstone and colliery operations, extending the railway network by .

notes: "A branch approximately half a mile [800 m] long extends northwest to the extensive Whiterig colliery and ironstone mines owned by Gavil and others."

Arbuckle: Opened in 1830, this branch ran from Airdriehill Junction to Arbuckle station. From August 5, 1840, it connected directly with the Slamannan Railway leading to the Union Canal at Causewayend near Linlithgow.

Dalmacoulter: In 1843, the Thrushbush line was extended to reach an engine house near what is now Broompark Crescent and further on to Dalmacoulter Quarry east of Stirling Road.

Hallcraig Street branch: Commencing operations on December 26, 1844, this southern branch originated from a junction beneath Commonside Street and served the Hallcraig Street depot in Airdrie, which became the passenger terminus. A station building was added in 1857. Currently, this location corresponds to the Hallcraig Street pay-and-display car park. The gradient was generally level with a brief descent of 1 in 150 near its terminus.

By 1859, this branch featured several short spurs connecting pits north of Airdrie: Chapelside Pit near Wellington Street; Exhibition Pit around North Bridge Street and Chapel Street; Millfield Pit on Upper Mill Street; along with an extended Drumbathie branch heading east parallel to Kirkness Street serving coal and ironstone pits close to Stirling Road within Rawyards Park.

Passengers

The Ballochney Railway itself did not provide passenger services directly; a bye-law from 1836 permitted third-party passenger operations only if authorized in writing.

On 8 July 1828, the Monkland and Kirkintilloch Railway operated a horse-drawn passenger coach running between Leaend and Kirkintilloch. Unexpectedly, this service incurred a government duty of 3d per mile. Thomas Grahame engaged in correspondence with directors of the Stockton and Darlington Railway regarding this charge. Grainger characterized the coach as lacking springs and able to carry thirty passengers.

Passenger trains were run by the Garnkirk and Glasgow Railway (G&GR) from Townhead, Glasgow, to Leaend, utilizing Monkland and Kirkintilloch Railway tracks before connecting with the Ballochney at Kipps. Bradshaw's Guide documented several daily journeys between Glasgow and Airdrie, with fares ranging from 1s.0d to 6d.

While G&GR operated locomotives as far as Garngaber, the Monkland and Kirkintilloch Railway forbade G&GR engines beyond that point; consequently, horses pulled trains locally from Garngaber to Leaend, making stops including "The Howes" in Coatbridge.

During summer 1832, a weekly route ran from Clarkston to Townhead, with advertisements suggesting coordination with Cairnhill coaches on Monkland and Kirkintilloch lines. However, these carriages ceased operation by October 1832.

The Slamannan Railway commenced operations on 30 July 1840, extending eastward from Arbuckle to Causewayend near Linlithgow on the Union Canal. This enabled passenger travel between Edinburgh and Glasgow starting 4 August 1840. Travelers transferred from canal boats at Port Hopetoun in Edinburgh onto Slamannan trains passing through Ballochney, Monkland and Kirkintilloch, and Garnkirk and Glasgow Railways to reach Townhead, Glasgow. The journey duration was approximately four hours, comparable to stagecoach travel.

This service employed Slamannan locomotives coupled with Garnkirk coaches loaned for the route. For some time, Ballochney carried the main Edinburgh-Glasgow passenger traffic over its Commonhead inclines using stone block sleepers until the Edinburgh and Glasgow Railway’s direct main line opened on 21 February 1842. Afterward, Ballochney’s passenger services were limited to local travel.

On 26 December 1844, the Monkland and Kirkintilloch Railway reinstated passenger operations through Hallcraig Street station in Airdrie, including an intermediate stop at Commonhead Street. (The assertion by Butt that Hallcraig Street opened for passengers in 1828 appears incorrect.)

Passenger service was introduced at Rawyards from 1845.

Between 1842 and 1844, passenger revenue amounted to £806, representing roughly 2.5% of total income. Average speeds recorded were for passengers compared to for goods trains.

Fare rates during 1844–45 were approximately 0.8d for first class, 0.5d for second class, and 0.4d for third class per mile.

Ballochney inaugurated a passenger route on 26 December 1844 from its new Hallcraig Street station in Airdrie to "Kirkintilloch," situated next to the Edinburgh and Glasgow Railway's Garngaber station near Lenzie. This connection facilitated travel between Edinburgh and Glasgow. Seven used coaches were purchased from Midland Railway.

Initially, through running was not feasible due to incompatible track gauges; however, after Ballochney and Monkland and Kirkintilloch Railway converted their lines to standard gauge on 26–27 July 1847, Airdrie trains began running through to Glasgow Queen Street via Edinburgh and Glasgow Railway tracks the following day.

Joint operation

The prosperous initial phase concluded by the early 1840s, leading the "coal railways" to pursue cost-saving measures and mergers. On 29 March 1845, the Ballochney Railway, Slamannan Railway, and Monkland and Kirkintilloch Railway united under a joint management system with harmonized tolls, collectively known as the Monkland Mineral Lines. Notably, the Garnkirk and Glasgow Railway was not included in this coalition.

Establishing connections between mineral sources and the Edinburgh and Glasgow Railway (E&GR) network became increasingly important. This resulted in links from the Monkland and Kirkintilloch Railway at Garngaber and from the Slamannan line beyond Causewayend. Due to differing track gauges, cargo had to be transferred between wagons. Acquiring the Monkland lines was a strategic objective for E&GR, which sought expansion; consequently, it assumed operational control of the three Monkland Mineral Lines along with the Wishaw and Coltness Railway starting 1 January 1846.

E&GR intended to purchase not only the Mineral Lines and Wishaw and Coltness line but also the Scottish Central Railway and several vital canals, including the Forth and Clyde, Union, and Monkland canals. However, shareholders of E&GR deemed the terms overly favorable to Scottish owners, while Parliament opposed mergers that lacked significant toll reductions. As a result, Parliament dismissed these proposals in July.

In 1847, the Monkland Mineral Lines submitted a petition to Parliament seeking to reinstate their amalgamation plan; however, E&GR now opposed this initiative due to a change in its board's composition toward a more antagonistic position. Consequently, E&GR issued notice terminating the 1846 operational agreement; by August 1847, the Monkland Mineral Lines resumed independent management. They pursued legal action against E&GR for breach of contract but were unsuccessful.

Change of gauge

By 1846, it became evident that "coal railways" needed to adopt standard gauge to facilitate seamless wagon interchange with other lines. The Ballochney Railway obtained authorization through the Ballochney Railway Act 1846 (9 & 10 Vict. c. civ) on 26 June 1846. The company completed its gauge conversion on 26–27 July 1847 but remained closed to mineral traffic until 2 August, likely due to additional modifications required for traders' siding connections.

Amalgamation to form the Monkland Railways

On 14 August 1848, the Monkland Railways Act 1848 (11 & 12 Vict. c. cxxxiv) empowered the Ballochney Railway to merge with both the Monkland and Kirkintilloch Railway and the Slamannan Railway, creating the Monkland Railways entity. These companies had been operating jointly for several years prior to this formal consolidation. The inaugural Ordinary General Meeting of Monkland Railways took place on 6 September 1848.

Monkland Railways concentrated on strengthening its principal colliery services by extending connections to additional collieries and constructing a new branch line from the Slamannan route to Bathgate. In 1861, a "new line" was completed that provided a direct link between Bathgate and Airdrie/Coatbridge. Initially, trains traveled via Clarkston to Rawyards and over the Ballochney inclines; however, by August 1861, a more straightforward southern path between Plains and Coatbridge—passing through what is now Airdrie station—was opened.

Subsequent history

On 31 July 1865, the Monkland Railways were incorporated into the Edinburgh and Glasgow Railway pursuant to the Edinburgh and Glasgow and Monkland Railways Amalgamation Act 1865 (28 & 29 Vict. c. ccxvii). The very next day, the Edinburgh and Glasgow Railway itself was absorbed by the North British Railway.

Throughout the 19th century, as mining activity evolved with the opening and closing of pits, the former Ballochney line continued to play a crucial role in transporting minerals. The steep gradients on this line were adapted for locomotive use. Passenger operations along the Arbuckle route connecting to the Slamannan line remained active until 1930, by which time most quarries and pits had ceased operation. The last operational portion of the Ballochney network—stretching from Kipps to Hallcraig Street station—handled freight services in Airdrie until its shutdown in 1964; a small western section may have stayed functional until 1971.