Edinburgh and Dalkeith Railway

Edinburgh and Dalkeith Railway

Company type	Public company
Industry	Railway transport
Founded	1826
Founder	John Grieve (agent for Duke of Buccleuch), Sir John Hope, Marquis of Lothian, Dundas family members
Defunct	1845
Fate	Acquired by North British Railway
Headquarters	Edinburgh , Scotland, United Kingdom
Area served	Edinburgh and Dalkeith area, including branches to Fisherrow, Leith, and coal pits
Key people	James Jardine (engineer), David Rankine (manager)
Products	Coal transportation, horse-drawn passenger services

The Edinburgh and Dalkeith Railway was among the earliest horse-drawn railways, constructed to move coal from mines near Dalkeith into Edinburgh. Its endpoint was located at St Leonards, positioned just south of Arthur's Seat.

Commencing operations in phases starting in 1831, this railway marked Edinburgh's inaugural rail line, featuring a 4 ft 6 in gauge typical of Scottish mineral railways. Reaching the terminus involved traversing a tunnel equipped with a rope-operated incline system.

Although originally designed solely for freight, particularly coal, a merchant initiated horse-drawn passenger transport in 1832, which gained popularity; subsequently, the company assumed control of this service.

In 1845, the North British Railway took ownership of the line to secure a segment of its route connecting Edinburgh and Carlisle. The new proprietors converted the track to the standard gauge (4 ft 8½ in) and strengthened it to accommodate steam locomotives. Portions of this railway were incorporated into the Waverley Route, with only a minor section still operational today.

Summary

By 1800, Edinburgh’s increasing demand for coal was hindered by costly transportation due to inadequate road infrastructure. To address this, coal proprietors near Dalkeith established a railway aimed at delivering coal more efficiently into the city.

Built for horse-drawn haulage, the railway ended at St Leonard's on the southern flank of Salisbury Crags—a site selected for its ease of land acquisition and distribution within Edinburgh. Accessing this terminus required passage through a tunnel with steep slopes managed by steam-powered rope haulage.

The initial segment from St Leonards to Dalhousie Mains opened in 1831, including a branch line extending to Fisherrow harbour near Musselburgh. Passenger coach services began privately in 1832 before being adopted by the company.

A further branch to Leith was inaugurated in 1832 to enhance shipping connections. The entire network covered approximately , supported by privately operated tramways linking various coal pits.

With steam locomotion and extended rail routes emerging during the 1840s, the North British Railway acquired this line in 1845 as groundwork for its Edinburgh-Carlisle connection. Upgrades were made to support locomotive traffic, integrating it into what became known as the Waverley Route.

The railway was colloquially dubbed "the Innocent Railway," referencing its simple horse-drawn operation and reputed accident-free history, although this characterization is not entirely accurate.

Formation

Throughout the early nineteenth century, Edinburgh’s coal consumption rose sharply—from 200,000 tons in 1800 to 350,000 tons by 1830. Local coal supplies were limited and of inferior quality; superior coal was imported from regions such as Fife, Tyneside, and Monklands via coastal shipping and canal systems. The Duke of Buccleuch owned higher-grade coal mines near Dalkeith but faced steep road transport expenses amounting to 4 shillings per ton on final prices ranging between 11 and 17 shillings. His agent, John Grieve, proposed constructing a railway from these mines directly to Edinburgh with an additional branch to Fisherrow harbour.

The Edinburgh and Dalkeith Railway Company obtained parliamentary approval through the Edinburgh and Dalkeith Railway Act 1826 (7 Geo. 4. c. xcviii) on 26 May 1826. Conceived as a horse-drawn railway, engineer James Jardine selected a track gauge of 4 ft 6 in previously used in Western Scotland’s mineral lines. This line linked Dalkeith’s coal pits with Edinburgh’s domestic and industrial markets. The city terminus was situated at St Leonards, south of Salisbury Crags between what are now St Leonard's Street and St Leonard's Bank.

Subsequent legislation expanded both funding and route options: the Edinburgh and Dalkeith Railway Act 1829 (10 Geo. 4. c. cxxii), enacted on 4 June 1829, allowed an additional £8,053 in share capital and authorized construction of the Leith Branch; later, the Edinburgh and Dalkeith Railway (Dalkeith and Leith Branches) Act 1834 (4 & 5 Will. 4. c. lxxi), dated 27 June 1834, permitted raising £54,875 more for branches extending to Fisherrow and sanctioned limited passenger carriage using horse-drawn coaches.

James Jardine oversaw design efforts from 1826 onward; mid-1830s engineering duties were taken over by company manager David Rankine.

Promoters

Although the railway operated as a public company, control was largely held by five coal proprietors who stood to gain the most: Sir John Hope, the Marquis of Lothian, John Grieve (likely acting on behalf of the Duke of Buccleuch), along with two members of the Dundas family who owned mining operations at Arniston.

Initial Openings

The inauguration faced setbacks due to unexpected contractor issues and a shortage of funds.

On 4 July 1831, the main line commenced service from St Leonard's to a coal mine at Craighall, near what is now Newcraighall. By October 1831, it was extended to a provisional terminus at Dalhousie Mains, located on the northern shore of the South Esk River. This route passed through Millerhill village and Hardengreen, crossing the North Esk via a bridge standing 60 feet tall. The total length of the main line was approximately 10¾ miles.

Simultaneously, the Fisherrow branch from Niddry (later known as Niddrie) opened; its junction faced trains arriving from St Leonard's. Fisherrow’s modest fishing port facilitated coal loading onto coastal vessels. While the main line featured double tracks, the branch consisted of a single track. The track gauge measured 4 ft 6 in, as established by engineer Grainger in his western railway projects. Throughout the system, horse-drawn haulage was employed except on the rope-operated incline.

At first, passenger services were not provided and stops were not officially recognized as stations. The Dalhousie Mains terminus became known as "Eskbank" only after it was taken over by the North British Railway. Some references identify the 1834 passenger station there as "South Esk," probably alluding to its proximity to the South Esk River.

By 1832, numerous small coal pits along the route had rapidly constructed tramway links; extensive railway branches served collieries including Edmonstone, Newton, and 'Sir John's.'

The Marquis of Lothian's Waggonway

Coal mines owned by the Marquis of Lothian were situated at Arniston, southeast of the South Esk River. He financed an extension from the Edinburgh and Dalkeith Railway (E&DR) terminus at Dalhousie Mains that included a bridge spanning the South Esk. This extension, called "The Marquis of Lothian's Waggonway," opened on 21 January 1832 and ran eastward to Bryans near Newtongrange. Early cartographic records label this route as a "tramroad."

The E&DR raised an additional £7,815 to fund a brief extension to Eskbank. Subsequently, a southern branch from the viaduct reached Lingerwood Colliery and continued on to Arniston Engine. Over time, Lingerwood developed into Lady Victoria and Newbattle Collieries, which were linked by an internal branch line connecting to the main railway. Arniston Engine was accessed by a tramway branch close to Gorebridge station.

In return for his financial contribution, the Marquis secured free coal transport privileges across the North Esk viaduct on the E&DR.

Leith

In March 1835, the E&DR inaugurated a single-track branch authorized in 1829 that extended from Niddrie to a terminus at Constitution Street in Leith. The junction at Niddrie was oriented toward trains traveling to Dalhousie. Together with other branches, this network covered roughly .

Dalkeith Branch

A branch curving eastward and then northeast from the southern end of the North Esk viaduct into Dalkeith began operation in autumn 1838; however, precise opening dates are not clearly documented.

Duke of Buccleuch's Railway

The Duke of Buccleuch possessed coal mines at Smeaton and Cowden, located near Dalkeith, and funded an extension in 1839 that branched off from the Dalkeith line before reaching its terminus. This extension involved crossing the South Esk River via the "Victoria Bridge" viaduct, after which the line divided to provide access to the coal pits.

Route Descriptions

In 1831, Priestley provided an account of the railway:

The railway originates on Edinburgh's southern side close to Salisbury Craigs, heading eastward along King's Park. It then proceeds south past Duddingston House and Hunters Hall to Redrow, where it connects with the Edmonstone Railway. Continuing southward by Miller Hill Row towards Dalkeith, it crosses the North Esk River, then reaches the South Esk River at Dalhousie Mains near Newbattle Abbey, with a potential extension to Newton Grange. Branch lines extend from Wanton Walls to Fisher Row Harbour on the Firth of Forth; from Cairney to collieries situated east of the Esk at Cowpits near Musselburgh; and another branch leads to Leith Harbour.

Whishaw provides further details:

The principal route from Edinburgh station to South Eske is level for approximately half its length, followed by an incline of 1 in 234 extending over 8¼ miles. The Leith branch features partly level sections with gradients of 1 in 300 and 1 in 69 across 4 miles. The Musselburgh (Fisherrow) branch maintains a continuous slope of 1 in 51½. Along the main line, there are seven bridges crossing over and four passing beneath the railway, six level crossings, and it is double-tracked throughout. A tunnel measuring 572 yards lies on the Edinburgh inclined plane and is illuminated by twenty-five gas lamps. The track gauge is 4 ft 6 in; fish-bellied rails weighing 28 lbs per yard are laid upon freestone blocks. Near South Eske station stands a lengthy wooden bridge carrying the Marquess of Lothian's railway over the Eske River.

The Inclined Plane

According to Whishaw:

Close to Edinburgh station, the inclined plane features a gradient of 1 in 30 over a distance of 1,130 yards, comprising a straight upper segment followed by a curved lower section. It is powered by two low-pressure condensing steam engines with cylinders measuring 28 inches in diameter and a stroke of 6½ feet, operating at an average pressure of 5 lbs and consuming approximately 2½ tons of fuel daily. Loads around 30 tons are hauled upward within five minutes; descending loads assist by pulling on the cable. Communication from the base of the incline employs an air-tube linked to a bell located in the engine house.

The pair of steam engines were manufactured by J. & C. Carmichael.

Rails

The company utilized cast-iron fish-bellied rails for their track.

Coal

This railway proved highly effective, moving around 300 tons of coal each day. Given that coal had been costly for household and light industrial purposes, the railway established dependable supply by installing its own weighbridge at St Leonards depot and issuing certificates confirming both quantity and quality of its "railway coal." This system enabled the company to assure consistent pricing and delivery through its authorized distribution network.

Passengers

Passenger services began unexpectedly when entrepreneur Michael Fox introduced an old stagecoach on the route starting 2 June 1832, operating three round trips daily between St Leonards and the North Esk depot. During the initial full month, 14,392 journeys were recorded, increasing to 20,615 the following month. Over the course of the first year, total passenger trips reached 150,000, generating £4,000 in revenue.

There were no formal stations at this time; travelers boarded directly from the coaches. Private vehicles were permitted to use the line upon payment of tolls, with fees established by 1831.

Fox’s venture proved so successful that by 1834 the railway company obtained authorization to run its own passenger operations, eventually taking over Fox’s service in 1836. The route initially connected St Leonards to Dalhousie and was extended to Constitution Street in Leith by 1838, reaching Dalkeith by autumn 1839. Remaining horse-drawn, this service achieved a higher passenger density than the Liverpool and Manchester Railway.

Passengers had the option to hire private coaches at any point between stations. Parliamentary testimony from 1839 indicated that tickets were not issued due to informal stopping points and passengers frequently withholding their destinations.

Whishaw’s description of station facilities around 1839 stated:

The Edinburgh station occupies roughly eight acres but features modest buildings... South Eske station-house is tidy, offering general and ladies’ waiting rooms. A midway halt exists where the Leith branch diverges [Niddrie]. Drivers stop upon request. Leith has a simple shelter. Train guards also act as constables and carry bugle-horns for signaling.

The company maintained thirty-four passenger carriages alongside eight luggage vans. Passenger coaches were either enclosed or open; enclosed carriages contained three compartments seating eight each with doors on only one side; open coaches lacked roofs and had compartments accommodating four or eight passengers.

Eight daily trains arrived at and departed from Edinburgh station; typical passenger trains consisted of three carriages. The Leith branch required two horses per carriage; a boy rode the lead horse but was exposed to potential accidents.

Between 1842 and 1844, passenger numbers reached 807,779 on the main line and 207,625 on the Leith branch, representing more than half of total revenue.

Bremner (1869), reflecting on times before 1845, observed:

Excursions were popular on Fast Days, sometimes transporting four to five thousand leisure travelers. Musselburgh Races also provided considerable income. Coaches combined features of stagecoaches and omnibuses; outside seats were preferred during summer months.

An 1844 map produced by North British Railway indicated intermediate stops at Cairney, Sherrifhall, Portobello, Niddrie Junction, and Lasswade Road (near Eskbank), although these locations probably lacked formal station facilities.

Absorption and reconstruction

By 1845, the original pioneering railway was being eclipsed by more modern lines. The Edinburgh and Glasgow Railway was extending its reach toward Edinburgh, while the North British Railway (NBR) intended to expand its network to Berwick. Although the resisted this expansion, it ultimately consented to be acquired by the NBR for £113,000 under the provisions of the North British Railway Act 1845.

This acquisition price was advantageous for the horse-drawn network, with the transfer finalized in October 1845. In 1846, the NBR temporarily suspended operations on the line to upgrade the track for steam locomotives, standardizing the gauge and transforming it into a main line railway. Similarly, the NBR enhanced the Marquis of Lothian's Waggonway, establishing a continuous route from Edinburgh to Gorebridge that commenced goods traffic on 7 July 1847 and passenger services one week later.

At the same time, a new connecting line was inaugurated from North Bridge (later known as "Waverley") station through Portobello and Niddrie, facilitating official passenger operations between North Bridge and Dalkeith. This more accessible city terminus contributed to the decline of the initial St Leonards passenger station, which closed on 1 November 1847. A short-lived passenger service restarted in June 1860 but ceased by September due to insufficient demand.

The Fisherrow branch catered to a small harbour west of the Esk River, whereas Musselburgh, located east of the river, possessed a more dependable port. After Fisherrow harbour became unusable due to silting in 1838, the NBR constructed a branch crossing the Esk to Musselburgh in 1847; however, Fisherrow’s line continued operating for freight purposes.

Later railway developments

The NBR’s modernization of the line extended beyond Gorebridge toward Carlisle, linking with English railways to create the Waverley Line, a continuous connection between Edinburgh and London. Completed in 1862 across the sparsely inhabited Southern Uplands, this route remained secondary among Anglo-Scottish corridors and was ultimately closed in 1969.

As part of British Railways’ Modernisation Plan during the 1960s, a mechanized freight marshalling yard was established at Millerhill along the original main line in 1962 but saw significant closure by 1982 due to declining wagonload freight volumes. Some trainload operations persist at this site.

A considerable portion of the Leith branch continues to operate serving port facilities. The St Leonard's terminus managed coal and general goods traffic until its closure in 1968; its historic warehouse has been preserved. The segment from St Leonards to Niddrie remains in use as part of the Edinburgh Suburban Line, functioning as a freight bypass around Edinburgh.

Transport Scotland authorized reopening the northern segment of the Waverley route as the Borders Railway, reinstating passenger services between Edinburgh and Tweedbank in September 2015. This revived line follows much of the original alignment from Niddrie to Dalhousie.

Braid Burn bridge

A historic cast iron skew bridge crosses Braid Burn at the junction with Duddingston Road. Constructed and installed in March 1831 by Shotts Iron Company at a cost of £133 10s 0d, it features a span of 17 ft 6in and originally supported double tracks leading to St Leonard's terminal. The bridge consists of three beams—the outer two shaped like an L and a central inverted-T—and stands as one of the earliest surviving cast iron railway bridges. It carried freight traffic until 1968 and is currently preserved by City of Edinburgh Council.

Engineered by James Jardine (1776–1858), this structure exemplifies pioneering industrial-era engineering achievements.

St Leonards Tunnel

Recognised as Scotland's first public railway tunnel, St Leonards Tunnel was excavated through volcanic rock and lined with Craigleith sandstone. Stretching long, it features a semicircular cross-section that is wide and high. Constructed between 1827 and 1830, the project cost approximately £12,000. James Jardine served as the engineer, while Adam Begg acted as the contractor. Originally illuminated by gas lighting, the tunnel is now equipped with electric lighting and forms part of an active cycle route.

Glenesk Bridge, Dalkeith

Glenesk Bridge crosses the North Esk on the original main railway line and is characterised by a single-span semicircular arch built from ashlar masonry, spanning . Designed by James Jardine, the structure includes archivolts, tapering pilasters, and gracefully curved wingwalls. In 1993, conservation efforts were carried out by the Edinburgh Green Belt Trust to preserve the bridge.

Dalhousie (Newbattle) Viaduct

To extend the waggonway southward from Dalhousie Mains terminal of the , the Marquis of Lothian commissioned a viaduct over the South Esk river. Designed in 1830 by John Williamson and inaugurated in 1832, this viaduct consisted of 24 timber spans complemented by three cast iron pointed arches. It was later replaced during the southward expansion by the North British Railway with a masonry viaduct featuring 23 spans and brick arch rings, completed in 1847; this latter structure remains standing today.

Cycle path

A portion of the former railway line has been transformed into a cycle path connecting central Edinburgh at Newington and St. Leonard’s in the west to Duddingston, Niddrie, and Craigmillar in the east. The route further extends to link Bingham and Brunstane, thereby improving regional access through environmentally friendly transportation infrastructure.

"The Innocent Railway"

Multiple theories exist regarding the origin of the nickname "The Innocent Railway". A widely held belief is that no fatal accidents ever occurred on this line, supported by a commemorative plaque bearing that name. Nonetheless, historical records document several fatal incidents.

Thomas elaborates:

Dr Robert Chalmers reflected on the leisurely and profitable journeys of the E & D trains around Edinburgh’s outskirts: 'In contemplating the innocence of this railway, one’s heart is uplifted. Consider a railway with notices at every station forbidding drivers from stopping to feed their horses!' The reputation grew that it never caused passenger injuries, although numerous accidents did occur—including one causing a permanent limp to the manager.

The sobriquet likely emerged due to public apprehension about steam locomotives being hazardous and fast compared to horse-drawn transport, rendering this horse-powered railway seemingly "innocent."

Robertson observes:

The endearing nickname stemmed not from an absence of fatalities but from its adherence to an old-fashioned, unhurried horse-drawn operation long after others had modernized.

Chalmers wittily commented:

On the Innocent Railway one never experiences danger; instead, journeys provide entertainment and leisure—time to observe crops, catch up on news, and enjoy interactions among officials.

Despite its gentle reputation, fatal accidents did happen: one involving a driver in 1840 and two children in 1843 and 1844.

Munro proposed an alternative theory—that it was called "Innocent" because tickets were not issued as passengers hesitated over destinations—but this explanation appears improbable.

A public plaque at the entrance to the path reads:

You stand upon one of Scotland’s pioneering railways. The Edinburgh and Dalkeith Railway earned the nickname "The Innocent Railway" because it was originally horse-drawn at a time when steam engines were deemed dangerous. Built primarily to transport coal from Dalkeith to Auld Reekie, it soon carried around 300,000 passengers annually. Passengers rapidly became as significant as freight. Early rolling stock included open carriages, wagons, and modified stagecoaches. Engineering achievements featured an early tunnel, a cast iron beam bridge, and a notable timber viaduct on masonry piers—the first two structures still exist today; however, the Thornybank viaduct was demolished during the 1960s.

Red Wheel plaque

In November 2021, a Red Wheel marker was revealed at Holyrood Distillery, situated on the historic location of the former St Leonards station, commemorating the railway's important heritage. These plaques, placed by the National Transport Trust, serve to acknowledge significant sites in transport history.

Sources

• Historic Environment Scotland (2019) The Innocent Railway [1]

External links

• The Innocent Railway by Historic Environment Scotland
• St Leonard's Station
• Scottish Wildlife Trust: Bawsinch and Duddingston at [2]