Edinburgh Suburban and Southside Junction Railway

Edinburgh Suburban and Southside Junction Railway

Company type	Railway company
Industry	Rail transport
Founded	1880
Fate	Incorporated into North British Railway in 1885
Headquarters	Edinburgh , Scotland, United Kingdom
Products	Rail transport services (freight and passenger)

The Edinburgh Suburban and Southside Junction Railway established an east–west route, known as the Edinburgh Suburban Line or simply the Sub, tracing the southern perimeter of Edinburgh. Its primary purpose was to facilitate the movement of heavy goods and mineral freight across the city. Launched in 1884, the line initially passed through predominantly rural areas but soon experienced suburban expansion, enabling a circular passenger service that included stops at Edinburgh Waverley railway station.

Passenger numbers declined due to competition from buses and trams, resulting in the discontinuation of local passenger services in 1962. Nevertheless, the line continues to operate for freight transport as well as for diverted and special excursion trains. Although there have been multiple suggestions to reinstate passenger services, no concrete plans have been established.

Railway traffic through Edinburgh

The Edinburgh and Glasgow Railway (E&GR) inaugurated its main route in 1842, running between Glasgow and Edinburgh’s Haymarket station located on the western side of the city. This success spurred further connections between central Scotland and England; subsequently, the North British Railway (NBR) opened a line from Edinburgh's North Bridge to Berwick in 1846, shortly thereafter followed by the E&GR extending its track from Haymarket to North Bridge. Despite their proximity, these two companies initially maintained separate stations.

The Caledonian Railway constructed routes linking Edinburgh with Glasgow and Carlisle via Lothian Road station, which commenced operations between 1847 and 1848 before relocating to Princes Street station. While Caledonian remained an independent competitor, E&GR and NBR cooperated to enhance their shared North Bridge station—later renamed Waverley Station—despite its limited capacity.

In 1865, E&GR merged with NBR under the unified North British Railway identity. The opening of branch lines led to a marked increase in traffic volumes. The double-track passage through Waverley functioned as the only connection for lines running east-west across Edinburgh. The rise of mineral traffic was driven by development within the Lothian coalfield situated southeast of Edinburgh, much of which was transported westward for shipment. Consequently, all goods and mineral trains had to traverse from Portobello to Haymarket via Waverley, sharing tracks with an increasing number of passenger services.

Initial proposals

Severe congestion at Waverley station posed significant challenges due to its location within a valley bordered by elevated terrain. Any alternative route would have required construction south of Salisbury Crags and Arthur's Seat. In 1865, the North British Railway proposed building a line from Haymarket to connect with the former Edinburgh and Dalkeith Railway near its southern end. This Dalkeith line, controlled by NBR, linked near Niddrie with both the NBR main line heading toward Berwick and various Dalkeith mineral routes. At the same time, the Caledonian Railway suggested a comparable route running from Gorgie to Niddrie with intentions to obtain running rights over NBR lines for access to Lothian coalfields. Neither plan progressed beyond proposal stage.

An Act for the ESS&SJR

As congestion intensified and the anticipated Forth Bridge (dating from 1871) was expected to increase traffic for the NBR in Edinburgh, demand grew for a viable solution. To address this, NBR drafted legislation to establish a nominally independent company tasked with constructing a new railway line.

Engineer Thomas Bouch created a proposed route linking lines west of Haymarket to Portobello. Following his plan, Parliament granted royal assent for the Edinburgh Suburban and Southside Junction Railway on 26 August 1880 (Edinburgh Suburban and Southside Junction Railway Act 1880, 43 & 44 Vict. c. cxciv). The capital was set at £22,500, with NBR agreeing to operate the line and receive half of the gross revenue.

Spanning nearly , the route extended from a triangular junction near Haymarket to another close to Portobello. It evolved into a key marshalling area for goods and mineral traffic west of Edinburgh, including shipments destined for Granton's train ferry. The Caledonian Railway opposed this plan and secured provisions for three connecting spurs near Gorgie within the act; however, these connections were never constructed.

After the Tay Bridge disaster in 1879, confidence in Bouch's engineering diminished. Consequently, George Trimble was commissioned to reassess the design. This led to a revised bill that passed as the Edinburgh Suburban and Southside Junction Railway Act 1882 (45 & 46 Vict. c. cxlvii) on 24 July 1882. Capital was increased substantially to £225,000. Instead of an independent line directly to Portobello, the route followed the former Edinburgh and Dalkeith Railway alignment, with double tracks installed from near Duddingston to Niddrie and continuing to Portobello, complemented by additional spurs branching toward Dalkeith.

Primarily intended for transporting goods and minerals, the line featured steep gradients—1 in 88 westbound and 1 in 60 eastbound near Morningside—that constrained its appeal for passenger services due to much of the track running through isolated areas. Nonetheless, a gradual rise in passenger numbers was expected over time.

Construction and opening

The suburban railway's construction commenced in August 1881, mainly carried out by contractors John Waddell and Sons. Early disagreements emerged concerning the project's scope since the Company included stations and other structures beyond what Waddell's tender covered. Despite these issues, work proceeded well, aiming for an opening date in July 1884. On 13 November 1883, a tunnel roof collapsed beneath the Union Canal, causing alarm; however, stabilization efforts were completed by 20 December 1883.

Overall expenses remained comparatively modest, although in 1882 the Merchant Company of Edinburgh claimed £23,368.10/- relating to land acquisition and remedial costs tied to the suburban line’s development.

On 1 October 1884, directors applied for a Board of Trade inspection to approve passenger service commencement. Meanwhile, goods and mineral traffic began operating on 31 October 1884. An inspection train ran on 16 October 1884. Major Marindin conducted an official inspection on 15 November 1884 and granted approval for passenger operations, which officially started on 1 December 1884.

Initial operations

From the outset, freight traffic involving heavy goods and minerals was redirected to the newly established route. Passenger services ran hourly circular trips from Waverley, designated as the outer circle (clockwise) and the inner circle. The original stops included Duddingston, Newington, Blackford Hill, Morningside, and Gorgie. Tickets permitted travel in either direction, providing flexibility for passengers.

Subsequent changes saw station names updated and modifications made to the Portobello route. Initially, a simple additional platform at Waverley accommodated trains, with a more extensive facility constructed about ten years later.

Reflecting North British Railway’s broader strategy, the Edinburgh Suburban and Southside Junction Railway was incorporated into the NBR from 1 May 1885, formalized by Parliamentary approval on 22 July 1885.

Expansion of passenger services

Although originally designed primarily as a diversion for freight and mineral traffic, suburban passenger usage surpassed expectations. Craiglockhart station commenced operations on 1 June 1887. Growth in suburban travel prompted the addition of a curve at Abbeyhill on the Leith branch, which opened on 1 October 1886, allowing suburban circular trains to stop there. Piershill station on the Leith line began service on 1 May 1891.

During the Edinburgh Exhibition, Craiglockhart station was temporarily closed from 1 May 1890, with a provisional station set up across the Union Canal; it resumed service on 1 January 1891.

Competition from tramways

Edinburgh introduced its first horse-drawn tram services on 6 November 1871, operating between Haymarket and Leith. The following year saw the establishment of the circle route, offering economical fares. Trials of steam-powered trams in 1881–82 proved unsuccessful. Cable-driven trams were launched in 1888, eventually becoming Britain's largest and longest-lasting cable tram network, with a fleet of 200 cars covering 25 miles by 1900.

Electric trams were introduced experimentally in 1910. Despite early legal restrictions on converting cable lines to electric power, most conversions were completed by 1923. Meanwhile, expanding bus routes reaching outer suburbs intensified competition, significantly impacting passenger numbers on the Suburban Line.

Quadruple track west of Waverley

In 1895, to handle increased traffic where the Queensferry line branched off, the main line stretching from Waverley station to Corstorphine Junction (later renamed Saughton Junction) was expanded to four tracks.

Twentieth-century developments

The Leith Central branch opened on 1 July 1903 to serve northern suburbs. Consequently, Suburban Line trains were rerouted to terminate at Leith Central on their eastern end, with connections available at Portobello for journeys to Waverley.

During World War I, both Craiglockhart and Blackford Hill stations were closed starting January 1917.

By the end of North British Railway’s independent operation, twelve passenger trains ran each way daily on the Suburban Line. Following the Railways Act 1921, North British Railway merged into the newly formed London and North Eastern Railway (LNER) in 1923.

In 1942, installation of multiple aspect colour light signalling reduced staffing requirements.

After nationalisation in 1948, LNER routes became part of British Railways’ Scottish Region. Coal transport was redirected away from the Suburban Line onto a longer route via Granton and Crewe Junction.

The 1949 Civic Survey and Plan for Edinburgh proposed a bypass extending from St Leonards to a new Morrison Street station near Haymarket to limit Waverley to local traffic only; although many suggestions from this plan were implemented, these railway proposals were not pursued.

A £700,000 connecting spur opened in 1960 linking the former Caledonian line at Slateford with the Suburban Line at Craiglockhart, enabling direct train movements between Carstairs and Niddrie without passing through Waverley.

Diesel multiple units began operating on 9 June 1958; however, due to operating costs exceeding income, local passenger services were discontinued on 10 September 1962.

Despite withdrawal of regular passenger trains, the Suburban Line was maintained to passenger standards for diversionary purposes. Princes Street station ceased Sunday operations from 20 May 1962; trains instead used the Slateford spur and Suburban Line to access Waverley.

In the early 1960s, Millerhill Marshalling Yard was developed east of Edinburgh along the Waverley route to modernize wagonload freight handling; Up Yard opened in June 1962 followed by Down Yard in May 1963.

Gorgie East station briefly reopened for a single day on 21 May 1969 to accommodate special trains transporting the Household Cavalry.

Proposals for reinstating passenger operations

Following the cessation of passenger services in , various initiatives have been proposed to reinstate operations; however, none had come to fruition by 2024.

A survey conducted six months after the closure revealed that 82% of former users experienced a decline in journey quality, highlighting increased ticket prices, extended travel durations, and diminished comfort.

In 1973, the Cockburn Association organized a special charter train carrying 550 passengers to advocate for the revival of passenger services on this and other inactive lines.

Restoration plans were reviewed by Edinburgh Council in 1984 and again by Lothian Regional Transport in 1989, though neither resulted in implementation.

The E-Rail Group was established in January 2000 with the goal of reopening the line, primarily financed by property developers benefiting from residential and commercial developments along the corridor. By October 2002, the group had secured £25 million in funding, with reports suggesting that reopening within three years had backing from the Scottish Parliament’s Transport and Environment Committee.

In August 2003, the Capital Rail Action Group introduced the "Crossrail 2" proposal, envisioning trains running from North Berwick and Dunbar into Waverley, continuing to Haymarket and circling the suburban line to terminate at Newcraighall. This "terminal loop" concept aimed to provide a half-hourly frequency without requiring new infrastructure.

A feasibility study by Edinburgh Council in May 2008 found limited capacity for a city centre service and minimal advantages from reopening. The study prioritized improving transport connections between Edinburgh and Scotland overall. A proposed link between the Suburban line and Edinburgh Park was also dismissed.

From the mid-2010s onward, concepts emerged for a tram-train hybrid capable of operating both on conventional rail lines and urban streets. In 2016, ScotRail Alliance’s managing director Phil Verster endorsed tram-trains following electrification to alleviate congestion at Waverley by utilizing street-level tracks within the city centre. Nevertheless, in 2020, Edinburgh Council’s Senior Transport Manager Ewan Kennedy indicated that capital expenditure would be substantial and unlikely to be commercially viable for restoring passenger services through the city centre, although some potential remained for a southern orbital route.

The draft Public Transport Action Plan 2030 released by Edinburgh Council in January 2023 commits to reevaluating previous studies concerning the South Suburban Rail Line while considering changes in policy and demand since those earlier assessments.

Current status

As of 2023, freight trains predominantly utilize the line, with heavy traffic between Haymarket and Waverley restricting available slots for additional services. Almost all freight crossing Edinburgh employs the Suburban line, joining or departing just north of Newcraighall station. Until May 2023, one daily passenger service—the 2105 from Glasgow Central to Edinburgh Waverley operated by CrossCountry—ran along this route to maintain crew route familiarity; this service was discontinued on 22 May 2023. The line also accommodates occasional Empty Coaching Stock (ECS) movements. It functions as a diversionary path during engineering works affecting Haymarket-Waverley sections, such as during Haymarket station’s closure in December 2019 when LNER and CrossCountry trains were rerouted via this line. From time to time, chartered trains hauled by steam or diesel locomotives operate along this route.

Topography

At Haymarket, there was a triangular junction featuring Haymarket West Junction oriented towards Falkirk and Haymarket Central Junction directed at Waverley. Both branches ascended steeply along curved tracks, merging near Gorgie Road and climbing at a gradient of 1 in 80 through a deep cutting. This section required a pumping station to manage water accumulation close to Craiglockhart. The highest point of the line was near Morningside (Road) station, situated approximately 100 feet above Haymarket, before descending with slopes as steep as 1 in 75 toward Newington. The railway passed Cameron Toll atop an extended curved embankment, then joined the former Edinburgh and Dalkeith Railway’s St Leonards line east of Duddingston station. From there, the route proceeded to Niddrie West Junction, Niddrie North Junction, and Portobello, all oriented towards Waverley.

Significant points along this route included:

• Haymarket West Junction (facing west) and Haymarket Central Junction (facing east);
• Gorgie Junction;
• Gorgie; inaugurated on 1 December 1884; renamed Gorgie East in May 1952; closed on 10 September 1962;
• Craiglockhart; opened 1 June 1887; experienced multiple closures and reopenings; permanently closed on 10 September 1962;
• Morningside; commenced service on 1 December 1884; renamed Morningside Road in 1886; ceased operations on 10 September 1962;
• Blackford Hill; opened on 1 December 1884; temporarily closed and reopened during World War I; permanently shut on 10 September 1962;
• Newington; began service on 1 December 1884; closed on 10 September 1962;
• Duddingston and Craigmillar; opened on 1 December 1884; closed on 10 September 1962;
• Duddingston Junction, where the St Leonards line merged;
• Niddrie West Junction, linking with North British Railway spurs to the main line and Dalkeith line.

See also

• Transport in Edinburgh