Edinburgh and Glasgow Railway

Edinburgh and Glasgow Railway

Company type	Public company
Industry	Railway transport
Founded	July 4, 1838 (1838-07-04)
Fate	Merged / absorbed (implied by history but not explicitly stated)
Headquarters	Glasgow and Edinburgh , Scotland, United Kingdom
Products	Passenger and freight rail services

The Edinburgh and Glasgow Railway received parliamentary approval on 4 July 1838. It commenced passenger services on 21 February 1842, providing a connection between Glasgow Queen Street railway station and Haymarket railway station in Edinburgh. The 46-mile (74 km) line was constructed at a cost of £1,200,000. Along the route, stations included Corstorphine (later renamed Saughton), Gogar, Ratho, Winchburgh, Linlithgow, Polmont, Falkirk, Castlecary, Croy, Kirkintilloch (later known as Lenzie) and Bishopbriggs. Additionally, there was a ticket platform at Cowlairs. In 1846, the track was extended eastward from Haymarket to North Bridge, followed by the opening of a joint station in 1847 on the site now occupied by Edinburgh Waverley railway station, connecting with the North British Railway.

Passenger numbers rapidly surpassed original projections; by 1850, the company operated a fleet of 58 locomotives and 216 carriages. Freight services began in March 1842 and by 1855 had overtaken passenger revenue.

Today, this route continues to serve as the principal rail link between Edinburgh and Glasgow. It has been modernized and electrified as part of the Edinburgh to Glasgow Improvement Programme. From 29 July 2019, eight-car electric Class 385 trains have been running via Falkirk High, with the quickest trips taking approximately 42 minutes.

Early schemes

The earliest railways in Scotland were mostly horse-drawn wagonways designed to transport minerals from coal mines to waterways.

Among these early lines were the Kilmarnock and Troon Railway (1812) and the Monkland and Kirkintilloch Railway (1826), which formed key "coal railways" in the Monklands region. The Garnkirk and Glasgow Railway (G&GR) was authorised in 1826 and began operations in 1831.

Efforts to establish a connection between Glasgow and Edinburgh date back to 1824. After the G&GR obtained its Act, proposals surfaced to extend a line from Broomielaw in Glasgow over the G&GR towards Edinburgh and Leith, with an emphasis on facilitating access to maritime transport. In 1830, engineers Thomas Grainger and John Miller conducted a survey for a route including a tunnel beneath central Glasgow; however, this plan faced strong resistance and was ultimately abandoned.

The success of the Liverpool and Manchester Railway starting in 1830 proved that intercity railways were feasible. By the late 1830s, investment—largely from English financiers connected to Liverpool and Manchester stakeholders—enabled advancement of a practical railway linking Scotland’s two largest cities.

E&GR authorised

The Edinburgh and Glasgow Railway was formally authorised under the Edinburgh and Glasgow Railway Act 1838 (1 & 2 Vict. c. lviii) on 4 July. The bill underwent committee scrutiny for a total of 37 days.

The initial construction contract was awarded late in 1838 to William Aiton’s firm. Despite delays caused by weather conditions, by New Year’s Day 1842 the public was welcomed to walk through the newly completed Glasgow Queen Street tunnel, which had been whitewashed and illuminated with gas lighting. Proceeds from this event supported the Paisley Relief Fund and aid for injured railway workers.

The terminal at Glasgow was designed by James Carswell.

Built as a main line railway, the route incorporated extensive earthworks, viaducts, and tunnels, resulting in an almost level alignment except for a steep gradient of 1 in 41 descending through Cowlairs tunnel (1000 yards). Opposition from the Forth and Clyde Canal Company required the line to pass beneath the canal at this point.

Notable engineering structures along the line included Garngaber Viaduct crossing Bothlin Burn and the Monkland and Kirkintilloch Railway; Castlecary Viaduct featuring eight arches spanning 200 yards; Falkirk (Callendar) tunnel measuring 845 yards; Avon Viaduct near Linlithgow comprising 23 arches; Winchburgh tunnel at 372 yards; and Almond Valley Viaduct with its 36 arches, which alone cost £130,000.

The permanent way employed malleable iron rails mounted on stone blocks—a technology that was already becoming outdated—with some sections utilizing "half logs."

The total expenditure for constructing the 46-mile route terminating at Edinburgh’s Haymarket station amounted to £1,200,000, which compared favourably with £1,407,000 spent on building the shorter Liverpool and Manchester Railway line of just 30 miles.

Opening

The official inauguration occurred on 19 February 1842, with passenger services commencing two days later on 21 February 1842. The Edinburgh and Glasgow Railway operated between Glasgow’s station—originally known as Dundas Street and later renamed Queen Street—and Edinburgh’s Haymarket station, situated at the western boundary of the New Town. This line marked Scotland’s first major trunk railway. Freight operations began in March 1842.

At the outset, there were four daily passenger trains in each direction, stopping at ten intermediate stations, with the journey lasting approximately 150 minutes. On Sundays, two trains ran each way, timed deliberately to avoid disrupting church services—a decision that provoked debate due to the Sabbath’s cultural importance in Scotland. The timetable adhered to Edinburgh time, which was 4.5 minutes ahead of Glasgow time. Intermediate stops included Corstorphine (later renamed Saughton), Gogar, Ratho, Winchburgh, Linlithgow, Polmont, Falkirk, Castlecary, Croy, Kirkintilloch (later Lenzie), and Bishopbriggs; additionally, there was a ticket platform located at Cowlairs.

The launch exceeded expectations by generating passenger numbers three times higher than anticipated. By 1850, the railway company expanded its fleet to 58 locomotives and 216 carriages to accommodate growing demand. Passenger volumes nearly doubled initial projections, with significant third-class patronage despite early third-class carriages lacking seats or glazed windows. Goods traffic steadily increased following its March 1842 commencement and overtook passenger revenue by 1855.

Between 1845 and 1846, Alexander Bain implemented an electric telegraph system along the route at a cost of £50 per mile.

Cowlairs incline

The incline was managed using a stationary high-pressure steam engine located at Cowlairs, which hauled trains uphill via a continuous hemp rope. Special brake wagons were used to control downhill movements. Due to slippage issues in wet weather conditions, two banking locomotives named Samson and Hercules were introduced in 1844; however, their operation caused track damage and leakage in the adjacent canal from engine vibrations. Consequently, they were removed in 1848, and the stationary engine with wire rope haulage was reinstated.

Powering the endless rope system were two high-pressure beam engines manufactured by Kerr, Neilson and Company, equipped with cylinders and a stroke of . The main cable drum measured in diameter and was driven through gearing connected to a spur wheel. Steam was generated at by eight boilers measuring long and in diameter each; these were replaced by seven Cornish boilers during 1862–63. The cable haulage system remained in use until 31 January 1908 when banking locomotives were reintroduced; the stationary engines were dismantled the following year.

An incident in 1869 underscored operational hazards: trains ascending via the endless wire rope were piloted downhill by brake wagons operated by brakesmen. During this event, a train consisting of thirteen empty wagons derailed within the tunnel, causing it to split apart. Due to a failure by the telegraph clerk to confirm full arrival before dispatching another passenger train, a collision occurred amid smoke-filled conditions.

Hamilton Ellis detailed operations after banking engines returned: heavy banking locomotives frequently caused rail fractures, prompting reinstatement of the stationary engine equipped with Newall’s untwisted wire cable (2.78 miles long and weighing 24 tons). Trains attached to this cable via a hemp messenger rope connected to an inverted front drawhook; then the locomotive reversed slightly to tension the rope. Once clearance was granted by signalmen, the winding engine began pulling while the locomotive applied power forward. As gradients eased near Cowlairs summit, the messenger rope detached automatically, allowing the train to continue under its own power.

For descent operations, brake wagons were coupled at the front after detaching the locomotive; the train was then pushed over the summit before coasting downhill with brakes applied while tickets were collected.

Monkland Railways

The Monkland district's coal railways were among the earliest to achieve success in mineral transportation, yet they fell behind in technological advancements due to rudimentary track construction and a non-standard gauge that prevented seamless through services. These railways maintained a loose cooperation until 1844, when the E&GR consented to operate their lines starting in 1846 while pursuing formal approval for acquisition. However, Parliament denied this request in July 1846, leading to E&GR's withdrawal by the end of that year. Concurrently, the Caledonian Railway aimed to establish a connection to Glasgow and acquired both the Garnkirk and Glasgow Railway and Wishaw and Coltness Railway. The remaining coal railways resisted Caledonian control and united in 1848, forming the Monkland Railways.

Extending to Waverley

Due to the inconvenient placement of the Haymarket terminal, an Act passed in 1844 authorized extending the line to a more centrally located station in Edinburgh. Meanwhile, the North British Railway (NBR) was constructing its main route from North Bridge station towards Berwick-upon-Tweed, linking up with the Newcastle and Berwick Railway. The E&GR extended eastward from Haymarket to their North Bridge station adjacent to the NBR facility, commencing passenger services on 1 August 1846. The NBR had opened operations earlier, in June 1846.

Initially, these two stations functioned independently with limited accommodations for passengers; starting 3 August 1846, E&GR travelers utilized a shared platform beneath the northern arch of Waverley Bridge. On 17 May 1847, a permanent joint passenger station was inaugurated, referred to variously as "Edinburgh," "North Bridge," or simply the General station. That same day saw the opening of the Edinburgh Leith and Granton Railway line connecting Canal Street station with a siding onto the E&GR tracks.

The combined E&GR-NBR station was officially opened on 22 February 1848. Its cramped conditions reflected scarce land availability within the densely built urban area. Attempts to expand began but were interrupted in 1852 due to financial difficulties faced by NBR, necessitating temporary reversion to using the original single platform beneath North Bridge.

Parallel routes

Stagecoach services along the E&GR corridor made a determined yet unsuccessful effort to compete, while both the Union Canal and Forth and Clyde Canal retained their roles in transporting goods and minerals despite losing nearly all passenger traffic.

In 1845, during a surge of railway promotions in Scotland, the Caledonian Railway received authorization with £1,500,000 capital to construct a line linking Glasgow and Edinburgh to Carlisle, thereby connecting with English rail networks. Even before obtaining its Act, Caledonian aggressively secured leases on numerous railways—whether completed or planned—minimizing upfront costs by agreeing instead to annual lease payments.

Caledonian soon operated its own albeit longer route between Glasgow and Edinburgh. This expansion concerned the E&GR board, which proposed merging with the Monkland Railways, Wilsontown, Morningside and Coltness Railway, Scottish Central Railway, as well as the Forth and Clyde, Union, and Monkland canals—all still vital for mineral transport.

This coalition briefly operated under Bryan Padgett Gregson, an experienced manager from Lancashire. However, late in 1846 Lancashire shareholders—suspicious of Caledonian influence and reluctant to invest in canals they regarded as outdated competitors—dissolved the alliance and dismissed Gregson. Despite opposition, in 1849 E&GR purchased the Union Canal for £209,000.

On 1 April 1848, Caledonian inaugurated its Edinburgh-Glasgow line. Following early operational difficulties, it introduced faster services coupled with reduced fares by July. In response, E&GR lowered its prices as well, sparking a damaging fare war that concluded by September with mutually agreed fare increases.

Shieldhill branch

The Shieldhill branch was inaugurated by the E&GR on 28 August 1847, extending westward from the Slamannan Railway at Causewayend to Blackbraes. This line linked an established system of mineral tramways that served coal pits and tile factories connected to the Union Canal.

The Wilsontown, Morningside and Coltness Railway

The Wilsontown, Morningside and Coltness Railway (WM&CR) was primarily a "coal railway" catering to mineral operations in Lanarkshire. It commenced operations in 1845, running from a junction with the Wishaw and Coltness Railway at Morningside to Longridge. Although it provided connections to multiple mining sites, its dependence on a lengthy route via the W&C railway at Morningside to reach Coatbridge hindered its commercial viability. Efforts to secure funding for an eastward extension toward more lucrative markets were unsuccessful.

By 1847, facing financial difficulties, WM&CR entered negotiations to be acquired by the Edinburgh and Glasgow Railway (E&GR). Legal constraints delayed this transaction until 1849, with full integration finalized in 1850. During this interim, supported by E&GR’s financial resources and with approval from the Edinburgh and Bathgate Railway, WM&CR extended its line from Longridge to Bathgate. This move was strategically aimed at preventing Caledonian Railway's incursion into the region. The extension began handling freight and mineral traffic early in 1850, with passenger services commencing in May following E&GR’s takeover.

Stirling and Dunfermline Railway

The Stirling and Dunfermline Railway, authorized on 16 July 1846, linked Dunfermline and Stirling while including branches to Alloa and Tillicoultry. Its sections opened sequentially: from Dunfermline to Alloa in August 1850; Alloa Harbour and Tillicoultry in June 1851; and finally Alloa to Stirling in July 1852. At Dunfermline, it connected directly with the Edinburgh, Perth and Dundee Railway, facilitating onward travel into Fife.

This company was eventually absorbed by the Edinburgh and Glasgow Railway through legislation enacted on 28 June 1858.

The Stirlingshire Midland Junction Railway

Following the full launch of the Caledonian Railway in 1848—which linked at Greenhill with both the E&GR and Scottish Central Railway (SCR)—securing routes to Stirling and Perth became essential. The Caledonian Railway and SCR had established a working partnership anticipating a formal merger.

To guarantee access from Edinburgh onto lines serving Stirling and Perth, the E&GR backed the creation of the Stirlingshire Midland Junction Railway, authorized on 16 July 1846. This nominally independent entity was empowered to construct a route from Polmont (on the E&GR) through Grahamston (Falkirk), crossing north over the Forth and Clyde Canal to link with the SCR near Larbert. The authorized capital stood at £450,000 and included branches serving Carron Ironworks and Falkirk Ironworks.

The enabling Act permitted sale to the Edinburgh and Glasgow Railway, which took place on 1 October 1850 prior to the line’s opening.

The Campsie branch

On 5 July 1848, the E&GR introduced the Campsie branch, which diverged east of Lenzie into the Kelvin Valley. It passed through Kirkintilloch—where it operated a station separate from that of the Monkland and Kirkintilloch Railway—and continued onward through Milton of Campsie terminating at Lennoxtown.

The Edinburgh and Bathgate Railway

Bathgate, an important industrial center, was linked on 12 November 1849 by the Edinburgh and Bathgate Railway via a junction at Ratho. The Edinburgh and Glasgow Railway (E&GR) operated this line.

The Glasgow, Dumbarton and Helensburgh Railway

Commencing operations on 28 May 1858 from Cowlairs junction, the Glasgow, Dumbarton and Helensburgh Railway was managed by the E&GR. Freight services utilized the E&GR’s Sighthill yard, while passenger trains ran through Queens Street station. Initially, Helensburgh trains traveled via Buchanan Street with a reversal maneuver at Sighthill caused by a dispute; this was resolved by 30 June 1858, granting full access to E&GR facilities.

The Alva Railway

The Alva Railway was vested on 22 July 1861 and opened between Alva and Cambus on 11 June 1863. It was subsequently incorporated into the E&GR on 31 July 1864.

Grangemouth

Grangemouth, a well-established port connected to the Forth and Clyde Canal, gained a branch line from the Polmont to Grahamston route of the E&GR, constructed by the canal company. This branch opened for freight in 1860 and for passenger services in 1861, operated by the E&GR. After the Caledonian Railway took over the canal and branch in 1867, and following the NBR’s acquisition of the E&GR, North British Railway obtained running rights over the line to reach the harbour. The Caledonian invested significantly in upgrading harbour facilities. Rising traffic volumes led to a second Grangemouth connection opening in 1908; this line was jointly built by NBR and Caledonian and linked west of Falkirk via a swing bridge crossing the canal.

Alliances and merger

On 28 January 1862, the E&GR entered into the Thirty Years Agreement with the Caledonian Railway, sharing traffic revenues over specified routes. This arrangement resulted in steep transfer fees for North British Railway traffic bound for Glasgow, motivating NBR Chairman Hodgson to pursue control over the E&GR.

In 1864, an unsuccessful proposal aimed to jointly lease the E&GR by Great Northern Railway, North Eastern Railway, and NBR to establish an East Coast route into Glasgow. Hodgson then proposed a new Glasgow route through the Glasgow and North British Railway. In reaction, E&GR lowered its charges to Glasgow, breaching its agreement with Caledonian. On 23 June 1864, E&GR terminated the Thirty Years Agreement and secured a permanent arrangement with NBR.

Additionally, E&GR expanded by absorbing the mineral-focused Monkland Railways network on 31 July 1865.

Absorbed by the North British Railway

Effective from 1 August 1865, both the Edinburgh and Glasgow Railway and Monkland Railways were taken over by the North British Railway.

Following this acquisition, the NBR Locomotive Superintendent inspected depots previously belonging to E&GR and Monkland Railways, discovering that rolling stock was in poor condition—worse than official reports indicated. The superior Cowlairs workshops of E&GR became the principal maintenance facility for the combined company.

Developments under the North British

Under NBR management, the former E&GR line became a primary artery for westbound routes out of Edinburgh.

In 1872, a siding near Lenzie was constructed to support building Woodilee Lunatic Asylum (which opened in 1875); this siding was dismantled in 1963 after falling out of use.

Glasgow Queen Street station faced congestion due to increased branch line services. To address this in 1877, NBR expanded the station throat area and added six new platforms, replacing its original two platforms and goods yard.

The steep Cowlairs incline continued to present operational challenges; although electric traction was considered, it was never implemented. Starting August 1909, steam locomotives assisted by banking engines replaced cable haulage on this section.

Traffic destined for Stirling utilized routes passing through Polmont and Carmuirs before joining the Scottish Central Railway network. From 1847 onward, passengers could use an alternative Edinburgh and Northern Railway route involving ferry crossings. In 1866, NBR opened a line from Ratho to South Queensferry facilitating ferry access. The opening of the Forth Bridge in 1890 streamlined northbound travel with a direct Edinburgh-Dalmeny line branching off from E&GR at Saughton.

Between Edinburgh and Glasgow, former Monkland Railways lines together with mineral branches of E&GR served numerous coal mines, iron pits, and ironworks. Despite some extensions built to access new pits, industrial decline eventually led to closure of many sites along with their rail connections.

In greater Glasgow, NBR progressively developed suburban passenger services while serving industries located along the north bank of the River Clyde. The direct link established in 1870 between Airdrie, Coatbridge, and Glasgow increased pressure on Queen Street terminus capacity; this issue was resolved with the inauguration of the Glasgow City and District Railway in 1896, which enabled through-trains to pass without terminating at Queen Street.

The twentieth century

In 1902, a branch line was inaugurated to Corstorphine, catering to the growing residential district of Edinburgh.

Following the Railways Act 1921, the North British Railway was incorporated into the newly formed London and North Eastern Railway (LNER) during the 1923 railway grouping. Subsequently, in 1948, the LNER was nationalised and became part of British Railways' Scottish Region.

The direct Falkirk High route was closed from 9 March to 8 December 1980 to facilitate tunnel repairs and the installation of slab track; during this interval, trains operated via Grahamston.

Dieselisation

Starting on 7 January 1957, Swindon-manufactured inter-city diesel multiple units began running express services between Edinburgh and Glasgow in six-car sets. These units eliminated the need for engine run-arounds at termini, a significant advantage at Glasgow due to tunnel restrictions, achieving a journey duration of 55 minutes.

By the late 1960s, these units were considered insufficient. Experiments with class 37 locomotives in push-pull configuration were unsuccessful; instead, from 3 May 1971, pairs of class 27 locomotives hauling Mark II coaches were introduced, cutting travel time to 43 minutes by positioning one locomotive at each end.

Due to ongoing reliability issues with class 27s, a shift occurred in 1979 to single class 47/7 locomotives converted from class 47/4. These were equipped with a driving trailer (DBSO) allowing remote operation through lighting circuits and could reach speeds up to 95 mph (153 km/h). Full deployment started in December 1980.

Class 158 diesel multiple units arrived in 1990, completing the trip in 50 minutes with three intermediate stops.

The present day

The original Edinburgh–Glasgow main line continues in use with frequent rapid passenger services; the Grahamston route remains operational as well. The Edinburgh and Bathgate line, which had closed to passengers in 1956, has been reopened as part of an electrified Edinburgh–Glasgow corridor via Bathgate and Airdrie. Other lines originally belonging to the Edinburgh and Glasgow Railway have been discontinued.

Early trial of electric traction

Aberdeen inventor Robert Davidson (1804–1894) created a battery-powered electric locomotive with four wheels. In 1842, he operated this full-scale, sixteen-foot-long engine on the Edinburgh to Glasgow route—the first electrically powered railway locomotive worldwide. It achieved a maximum speed of only 4 mph and relied on non-rechargeable batteries, limiting its practicality. The directors of the E&GR declined further development. The locomotive was reportedly destroyed while stored in Perth.

Topography

The stretch between Edinburgh Waverley and Haymarket opened on 1 August 1846.

Stations and junctions on the original E&GR main line, inaugurated on 21 February 1842, included:

• Haymarket; originally called Edinburgh until extension on 1 August 1846;
• Haymarket East Junction; branching towards Kirknewton;
• Haymarket Central Junction; branching onto the Edinburgh Suburban Line;
• Haymarket West Junction; convergence from Princes Street and Edinburgh Suburban Line; divergence towards Corstorphine line;
• Corstorphine; renamed Saughton in 1902; closed in 1917, briefly reopened before permanent closure in 1921;
• Saughton Junction; branching towards Forth Bridge; currently a geographical junction where two double-track routes separate;
• Edinburgh Park; opened December 2003;
• Gogar; opened July 1842; closed in 1930;
• Queensferry Junction; branching towards Kirkliston line (1866–1966);
• Ratho; closed in 1951;
• Bathgate Junction; branching towards Bathgate;
• Broxburn; closed in 1849;
• Winchburgh; closed in 1930;
• Winchburgh Junction; convergence from Forth Bridge;
• Philpstoun; opened in 1885; closed in 1951;
• Linlithgow;
• Manuel; opened in 1856, possibly earlier known as Bo'ness Junction; closed in 1967;
• Manuel Junctions; branching towards Slamannan (1847–1972); convergence from Bo'ness (1851–1979);
• Polmont;
• Polmont Junction;
• Falkirk; renamed Falkirk High in 1903; branching towards Camelon (1892–1956);
• Camelon; opened in 1843 but closed shortly after; subsequent stations existed later;
• Roughcastle Junction; convergence from Camelon (1892–1976);
• Bonnybridge; opened in 1870, renamed Bonnybridge High in 1953, reverted to Bonnybridge in 1965, closed in 1967;
• Scottish Central Junction station; opened in 1848 and closed by 1854; replaced by Greenhill Junction in 1855 which was later renamed Greenhill Upper Junction before closing in 1865;
• Greenhill Upper Junction; convergence from Scottish Central Railway (Perth and Stirling);
• Castlecary; closed in 1967;
• Dullatur; opened in 1867 and closed in 1967;
• Croy;
• Waterside Junction; divergence towards Coatbridge (1895–1959);
• Garngaber High Junction; convergence from Monkland and Kirkintilloch Railway (1844–1959);
• Kirkintilloch station underwent renamings and relocations ending as Lenzie by 1890 with Campsie branch convergence (1848–1966);
• Bishopbriggs; sometimes referred to as Bishopsbridge initially;
• Cowlairs East Junction; divergence towards Anniesland from 1878;
• Cowlairs West Junction; convergence from Anniesland and divergence to Springburn;
• Cowlairs Chord Junction; convergence from Springburn opened in 1993;
• Cowlairs station: opened in 1859 and closed in 1964;
• Glasgow Queen Street.

Stations along the Polmont to Carmuirs line, which opened on 1 October 1850:

• Polmont Junction;
• Grangemouth Branch Junction; convergence from Grangemouth;
• Grahamston, later named Falkirk Grahamston;
• Swing Bridge Junction; convergence from Grangemouth;
• Falkirk Camelon: opened in 1903 with intermittent closures until final closure in 1967;
• Camelon; reopened in 1994;
• Carmuirs East Junction; divergence towards Greenhill Junctions;
• Larbert Junction; convergence with main Glasgow-Stirling line.

Almond Valley Viaduct, the longest structure on the E&GR main line, was constructed over twenty months. It consists of two parts separated by a quarter-mile embankment. The eastern section has thirty-six ashlar-faced segmental arches each spanning fifty feet on a sweeping curve with an approximate radius of two thousand five hundred yards, reinforced using steel spandrel ties. The western section features seven arches including a central arch spanning sixty-six feet over the Edinburgh-Bathgate road, which has experienced subsidence due to shale extraction activities.

Contractor John Gibb was responsible for building Winchburgh tunnel and cutting but suffered a £40,000 loss caused by an error made when submitting his tender—he honored his contract despite realizing the mistake beforehand.

Winchburgh Tunnel measures three hundred sixty-seven yards long and took two years to complete. Construction faced hazards from firedamp resulting in injuries. Nearby, Myers Burn flows beneath the railway through twin inverted siphons.

Cowlairs tunnel is composed of three sections: Bell's Park (272 yards), Asylum (292 yards), and Broomhill (476 yards).

Accidents

• 1862 - Winchburgh rail crash, resulting in 15 fatalities and 35 injuries
• 1874 - Bo'ness Junction rail crash, with 16 deaths and 28 people wounded
• 1917 - Ratho rail crash, causing 12 deaths and 46 injuries
• 1937 - Castlecary rail accident, leading to 35 fatalities and 179 injured
• 1968 - Castlecary rail accident, with 2 deaths reported
• 1984 - Polmont rail accident, resulting in 13 fatalities and 61 injured