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Title: Warrant for Habeas Corpus, 11/19/1839 - 11/19/1839
From: Record Group/Collection: 21
Record Hierarchy Level: Item
Scope and Content Note: This item consists of the warrant for habeas corpus concerning Cinque and the other Africans of the Schooner Amistad.
Reference Unit: National Archives at Boston
Persistent URL: catalog.archives.gov/id/2641484
Repository Contact Information: NARA’s Northeast Region (Boston) (NRAAB), 380 Trapelo Road, Waltham, MA, 02452-6399.
Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
"Over the recent years, the world of news and media has been rife with scandal. Deception and corruption have shocked the nation. The need for a serious and reliable news source is crucial to our society, we are at breaking point. Feeling helpless? Wondering ‘what do we do?’
Lancashire has been through some dark times, and there to broadcast these crimes and atrocities has been the ‘ Lancashire Evening Post ’. "
"The Daily Mail's nightmares seem to come true every day of the week …….The world is in danger of collapsing under the supposed threat to civilisation. "
www.facebook.com/pages/Chorley-News-Billboards/2082161592... Chorley News Billboards
Biography
We've all been there, spotted a news billboard outside a paper shop or petrol station and thought "eh, is it a slow news day in Chorley this week" while others are frankly hilarious, brilliantly surreal or just plain bizarre..
Welcome to The Chorley News Billboards Facebook page. It all started several years ago with the now legendary " POLICE HUNT CHORLEY BUM PINCHER' headline circa 2006! Spotted outside a petrol station... Since then we have been keeping an eye on these random news headlines and snapping them with our camera phones and sending them to each other for our own amusement...
After amassing quite a collection we have decided to share these with the good folk of Chorley and invite everyone else to submit their own entries to document life in a 21st century Lancashire Market Town... So camera phones at the ready and keep your eye on the headlines....Check our collection for suitable examples...
Tinted grisaille illustration
This allegorical text written in vernacular verse was inspired by Guillaume de Lorris's and Jean de Meun's Roman de la Rose. Composed in 1330-1332 CE by Guillaume de Digulleville with a second recension in 1355 CE, this text represents the earlier of the two versions. Produced in Northeast France in 1370 CE, the Walters' copy contains a frontispiece miniature with a portrait of the author, as well as eighty-three tinted grisaille illustrations. These illustrations are based on models consistent with contemporary thematic choices and contain abundant anecdotal detail, lending character to the text. As of spring 2014 the Institute for the Study of Textual History, Romance Languages in France has been gathering all reproductions of Digulleville's manuscripts. W. 141 is one of the few copies outside of France.
To explore fully digitized manuscripts with a virtual page-turning application, please visit Walters Ex Libris.
I'm working on this little art-book about geometry. It's mostly a learning exercise for myself, and a training project to learn how geometers think and work. I confess, I don't always understand it — but the more pages I complete, the more I understand. It helps that I create each page three times: once as a pencil outline of the geometry problem, once as a text-based explanation of the problem, and once as the inked-and-colored explanation.
This notebook is in a Moleskine Japanese Album, the larger of the two sizes available (and the rarer) with 49 pages.
ROYAL NORWEGIAN CONSULATE GENERAL
Amsterdam, 16. desember 1977
Til ordføreren i Trondheim
herr Axel Buch
Det var meget gledelig å høre at Trondheim har funnet en utvei til å sende det tradisjonelle juletre til Amsterdam også iår.
Jeg hadde den ære å overrekke juletreet til Borgermesteren i Amsterdam, herr W. Polak den 7. desember på vegne av Trondheim kommune.
Borgermester Polak takket hjertelig for juletreet og nevnte bl.a. i svartalen at først da det ble kjent at treet ikke skulle komme oppdaget man hvor stor pris Amsterdams borgere egentlig setter på den årlige gaven fra Trondheim.
Deretter ble treet på tradisjonell måte overrakt til Frelsesarmeen.
Man har iår merket seg en større interesse fra pressens side enn det som var vanlig i sakens anledning, og jeg tillater meg derfor å vedlegge endel avisutklipp.
Vedlagt oversendes også et fotografi som ble tatt da fru Polak lot lysene tenne. Fra venstre ses Frelsesarmeens kommandant i Nederland major R. Berkenbosch, visekonsul J. A. Konings, Borgermester W. Polak, fru Polak og undertegnede.
Treet er iår meget pent og ankom Amsterdam uskadet.
Jeg ønsker Dem og Trondheim kommune en riktig god jul og et godt nytt år.
[sign.]
G. Warnderink Vinke
Generalkonsul
Arkivstykket er hentet fra:
Ordføreren: Vennskapsbyer (Amsterdam), L.nr. 7.
In Latin, illuminated manuscript on parchment attributed to the Florentine illuminator Mariano del Buono di Jacopo. Manuscript locally named Codex Pollick.
Produced in the early thirteenth-century, this manuscript is an important textual witness to the Historia Anglorum, the History of the English People, by Henry, archdeacon of Huntingdon. The first version of Henry of Huntingdon’s text had a terminal date of 1129, though there were four more updates containing events through 1135, 1138, 1148 and 1154. Walters W.793 represents the fourth version, covering the events from Britain’s first leaders up to 1148, in which the number of books is increased from eight to ten and three letters by the author were added. The text contains several colored foliate initials, though it is especially notable for its line drawing of King Stephen (d. 1154), grandson of William the Conqueror, and his earls before the Battle of Lincoln on February 2, 1141 (fol. 105r). It is closely related to British Library Arundel MS 48, which is believed to have been the model from which Walters W.793 was copied. Both copies may have been based on a prototype extant during the life of Henry of Blois (d. 1171). Of the approximately three dozen surviving manuscripts copies of the Historia Anglorum, only eight pre-date W.793. It and Arundel 48 are the only known illustrated exemplars.
To explore fully digitized manuscripts with a virtual page-turning application, please visit Walters Ex Libris.
11 Talcott Forest Rd Apt C Farmington CT 06032
Ben Carson '16
The National Draft Ben Carson for President Committee
Did you know that 40% of black people will vote for Ben Carson?
en.wikipedia.org/wiki/Ben_Carson
Benjamin Solomon "Ben" Carson, Sr., (born September 18, 1951) is a columnist and retired African American neurosurgeon. He is credited with being the first surgeon to successfully separate conjoined twins joined at the head. In 2008, he was awarded the Presidential Medal of Freedom by President George W. Bush. After delivering a widely publicized speech at the 2013 National Prayer Breakfast, he became a popular figure in conservative media for his views on social issues and the federal government.
Meh if he (or his SuperPAC) were for real, they would have sent a pre-paid envelope.
Business cards for STROGOFF Design: www.strogoff.es/
Printing: www.elcalotipo.com
–––
Tarjetas de visita para STROGOFF
Diseño: www.strogoff.es/
Producción: www.elcalotipo.com
Format: Dokument
Dato / Date: Adresseavisen 17 Januar 1997
Sted / Place: Trondheim
Lenke / Link: Bysang (trondheim.com)
Eier / Owner Institution: Trondheim byarkiv, The Municipal Archives of Trondheim
Arkivreferanse / Archive reference: 3-050-1-3
Har egen, godkjent bysang!
Til orientering for Jubileumskomiteen: Etter en noe spesiell åpning av 1000-årsjubileet, kan det være på sin plass å nevne for Jubileumskomiteen at Trondheim har sin egen, godkjente bysang. Den er skrevet av Konrad Sehm, med melodi av Eilif Guldbrandson - og lyder som følger:
Du fagre Trondhjem med din jord
i sagn og saga svøpt,
med Domens søiler, hvælv og kor
i sten og marmor støpt,
med fjordens friske bølgeslag,
med fjeldets lette aandedrag,
med elvens favntak om ditt bryst,
med al din glæde, sorg og lyst,
vi hilser dig i dag!
Her helten Olav Tryggvason
har rikets sæte lagt,
og som du steg i dåd og ånd
steg også Norges magt.
Da folket stred mot fremmed vold,
da fostret du os en Tordenskiold.
Slaa varmt og stolt dit moderbryst,
din søn han var i daad og dyst,
til sidste flik og fold,
til sidste flik og fold!
Trods alt du led i krig og brand,
end hilser os dit flag.
Fra Sverresborg til Lades strand
du favner os i dag.
Og hvor din favn er tryg og stor,
den rummer alt for os paa jord!
I lyse som i tunge kaar
den altid like aapen staar,
vort hjem, vor fagre mor,
vort hjem, vor fagre mor!
Slik var skrivemåten da de to herrer hyllet vår by, stolt, varmt og inderlig. Ordformen er endret fra den gang, men inderligheten, stoltheten og de varme følelser for byen vår har vi ekte trondhjemmere bevart.
Var det en tanke å få et Trondheims-kor til å avslutte jubileumsfeiringen med bysangen vår? Så blir slutten på jubileumsåret litt anderledes enn starten.
Frank Hauan
One of the biggest industrial confrontations in New Zealand history (known as the 1951 Waterfront Strike or Lockout, depending on your perspective) began on 13 February 1951. It lasted 151 days, and at its peak involved 22,000 workers clashing violently with the New Zealand government. More information on the dispute can be found here: www.nzhistory.net.nz/politics/the-1951-waterfront-dispute
A week after the dispute began the National government declared a state of emergency. The 1951 Waterfront Strike Emergency Regulations were passed, giving police sweeping powers of search and arrest. Assisting strikers and their families (such as giving them food) was made an offence, as was the printing of union posters or pamphlets.
This flyer comes from three large files of pamphlets kept by the New Zealand Security Intelligence Service, and includes hundreds of other home-printed newsletters, flyers and strike ephemera.
Archives New Zealand Reference: ADMO 21007 W5595 Box 3 25/9/20/8 Vol.3
collections.archives.govt.nz/web/arena/search#/?q=10074978
For updates on our On This Day series and news from Archives New Zealand, follow us on Twitter www.twitter.com/ArchivesNZ
Material supplied by Archives New Zealand
Title / Titre :
Three pages from Rosemary Gilliat's diary, written near Temagami, Ontario /
Trois pages du journal de Rosemary Gilliat , écrite près de Temagami (Ontario)
Description :
Day 1
July 31, 1954 – near Temagami, Ontario
“It seems unreal we have really set off across Canada. Helen said we would be going further than we would if the Atlantic were dry and we were motoring to England.” /
Jour 1
31 juillet 1954 – près de Temagami (Ontario)
« J’ai du mal à croire qu’on s’apprête à traverser le Canada. Helen fait remarquer qu’on va franchir une plus longue distance que si on traversait un pont sur l’Atlantique pour aller en Angleterre. »
Diary source / Journal : e011157857
Creator(s) / Créateur(s) : Rosemary Gilliat
Date(s) : July 31, 1954 / 31 juillet 1954
Reference No. / Numéro de référence : ITEM 4816809
central.bac-lac.gc.ca/.redirect?app=fonandcol&id=4816...
Location / Lieu : Temagami, Ontario, Canada
Credit / Mention de source :
Rosemary Gilliat Eaton Fonds. Library and Archives Canada, e011157857 /
Fonds Rosemary Gilliat Eaton. Bibliothèque et Archives Canada, e011157857
I'm taking part in a workshop called "Justice Has A Face". It's almost over and I've jus now decorated the front of the journal! I decided to go for the simple doodle with a pen. :) I used a leftover journal from my run with scissors class. ;)
Local Accession Number: 1760
Description: Copy of the President's signature on the Declaration of War with Germany.
Photographer: N/A
Source: Unknown
Size: 8x10
Medium: Print (Photocopy), Black and White
Date: 04-12-1917
“Vino al mundo en Chillán, el 20 de agosto de 1778, en el seno de una familia modesta donde doña Isabel había ido a refugiarse”.
El niño fue trasladado a Talca por don Domingo Tirapegui y dos ayudantes de confianza, “de noche y por caminos extraviados”, quienes portaban una carta con instrucciones perentorias y específicas sobre su bautizo.
Don Juan Albano y su cónyuge, doña Bartolina de la Cruz, dieron presuroso cumplimiento a este mandato, apadrinando al bautizado. Esta celeridad queda en evidencia por un hecho singular: doña Bartolina, a pesar de su avanzado embarazo, concurrió a la ceremonia bautismal y, tres días después, dio a luz al último de sus hijos, don Casimiro Albano.
Este nacimiento y crianza en la casa de las hermanas Olate se mantuvo en un cuidadoso secreto, permitiendo a doña Isabel contraer matrimonio año y medio después, con el agrimensor don Simón Rodríguez. El enlace se celebró con los mejores despliegues festivos y el ceremonial propio del matrimonio de una distinguida “hija de familia”.
Durante estos primeros años, don Ambrosio, ya convertido en Intendente de Concepción, mantuvo una regular vigilancia sobre los cuidados que recibía su hijo, a través de don Domingo Tirapegui, su amanuense y secretario privado.
Al cumplir cuatro años, en 1783, su padre determinó, por sí y sin injerencia ni conocimiento alguno de la familia materna, que Bernardo fuera llevado a Talca, a la casa de su amigo, el comerciante de origen portugués don Juan Albano.
Nuestros historiadores y biógrafos desconocieron, durante muchos años, el contenido de esta partida bautismal.
Ello indujo a error a Barros Arana y Vicuña Mac-kenna, que no acertaron en su fecha de nacimiento. Barros Arana la fijó en 1776 y, dada su autoridad, se aceptó tal fecha como verdadera, celebrándose el primer centenario del nacimiento del prócer el año 1876. El segundo centenario se celebró el lluvioso y frío 20 de agosto de 1978.
La realización del bautizo fue conocida por don Ambrosio gracias a la copia del acta que don Juan Albano le remitiera desde Talca.
Don Bernardo sólo tuvo conocimiento de la existencia de este documento el año 1806 o 1807, por las declaraciones que hizo don Tomás Delfín, en las gestiones de su legitimación, iniciadas en 1806, en Chillán.
Por eso celebramos el primer centenario del nacimiento del prócer el año 1876. El historiador rectificó este error en su Historia General de Chile.
Series: NRS 13886 Surveyor General's Sketch books.
Title: Clarence Heads - Tracing shewing oyster banks near Clarence Heads [Sketch book 8 folio 160]
Dated: 1862
Digital ID: NRS13886[X772]_a110_000031
Rights: www.records.nsw.gov.au/about-us/rights-and-permissions
We'd love to hear from you if you use our maps/plans.
These maps and plans are on our website.
Many other photos in our collection are available to view and browse on our website using Photo Investigator.
Hard to find document protectors for 3x5 cards. Fits 8 to a page. I have over 50 different 3x5 templates (both hacks and original creations). Available from www.dvo.com/binders.html
Original Caption: Resolution introduced by Senator Henry Clay in relation to the adjustment of all existing questions of controversy between the states arising out of the institution of slavery (the resolution later became known as the Compromise of 1850), 01/29/1850
Production Date: January 29, 1850
Persistent URL: arcweb.archives.gov/arc/action/ExternalIdSearch?id=306270
From: Senate Simple Resolutions, Motions, and Orders of the 31st Congress, ca. 03/1849-ca. 03/1851; Record Group 46; Records of the United States Senate, 1789-1990; National Archives.
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
This antique hand-painted document box, circa late 18th to early 19th Century, might have been part of a dowry. It ended up back where it came from, at the Allis Bushnell House. It was originally Chloe Scranton’s (Bushnell) box. We have a picture of her at flic.kr/p/SbCgS5.
Learn more about this wonderful box at www.shorelinetimes.com/articles/2014/02/25/news/doc530d11....
See other museum items at flic.kr/s/aHskgxX9We.
(Photo credit Bob Gundersen www.flickr.com/photos/bobphoto51/albums)
Can someone help me translate this letter?
I think it's in German, and that my double-great grandfather brought it to America with him when he was a child.
Title: Treaty of Alliance with France
Production Date: February 6, 1778
Treaty of Alliance with France, 1778; International Treaties and Related Records, 1778-1974; General Records of the United States Government, Record Group 11; National Archives.
Persistent URL: arcweb.archives.gov/arc/action/ExternalIdSearch?id=2524341
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
The Peebles Railway was a railway company that built a line connecting the town of Peebles in Peeblesshire, Scotland, with Edinburgh. It opened on 4 July 1855, and it worked its own trains.
The friendly North British Railway later promoted a line, at first identified as the Galashiels, Innerleithen and Peebles Railway, from Peebles to Galashiels, making a connection with the Peebles Railway there, and also with the Caledonian Railway which had its own line at Peebles. The GI&PR line was built by the North British Railway and opened on 1 October 1864.
In 1860 the Peebles Railway company leased its line to the North British Railway, which operated the Galashiels and Edinburgh sections as a continuous through route.
Road transport of goods and passengers provided fierce competition in the 1950s and the line closed in 1962. No railway use is now made of the former lines.
History
Before the Peebles railway
In the eighteenth century Peebles had become an important manufacturing town, chiefly for woollen weaving and also the preparation of cotton and linen products, and also brewing. Its location on the banks of the Upper River Tweed put it on the communication routes of the area, constrained by the hills north and south surrounding Windlestraw Law and Dollar Law respectively.
When the turnpikes were introduced, Peebles was within five hours of Edinburgh by post-chaise. In 1807 Thomas Telford was commissioned to design a double-track waggonway connecting Glasgow and Berwick, a distance of 125 miles (201 km), running through Carluke, Peebles and Melrose. The waggonway would have been horse-operated, and was intended to form an outlet for iron products and lime to the borders area, and agricultural products, in particular grain, to the industrial towns of central Scotland.
The mountainous terrain of the route would have required steep gradients which would have been challenging for horse traction, and the estimated cost of construction was £365,000, a huge amount at that time, and the scheme was dropped.
A second waggonway scheme was proposed in 1821, this time designed by Robert Stevenson, on an alternative route but it too was considered too ambitious to be practicable.
In 1838 the Edinburgh and Glasgow Railway was authorised by Act of Parliament. Although local railways had been operating in Scotland, this was a major advance, connecting the two great cities. As the construction progressed, public opinion became active over making a connection between central Scotland and the merging English railway network. The controversy became very heated, and a great number of schemes were put forward, including some that would run through Peebles. Not all of the schemes were realistic, and in time they reduced to what became the North British Railway line between Edinburgh and Berwick, the Caledonian Railway between Edinburgh and Glasgow and Carlisle through the valley of the River Annan, and what became the Glasgow and South Western Railway via Kilmarnock and Dumfries. These great companies were all authorised by Parliament in the middle years of the 1840s.
The Caledonian Railway proposed the Caledonian Extension Railway in 1845, to run eastward from the Lanark area through Biggar and Stobo to Peebles, continuing through Galashiels to Kelso; this would have cost £1,500,000, the same as the Caledonian Railway itself from Edinburgh and Glasgow to Carlisle. However the proposal was rejected in Parliament.
In 1845 too, the North British Railway suggested a Peebles branch from Galashiels on the line that it was then building, which became the Waverley Route. The townspeople of Peebles did not think an eastward line to Galashiels was their highest priority. Supporters of an independent railway to Edinburgh had also been active, and on 23 June 1845 a meeting was held in Edinburgh. It was told that a line had been designed leaving the Edinburgh and Hawick Railway near the later Niddrie station.
In the 1846 Parliamentary session, the Edinburgh and Peebles Bill failed standing orders, and the North British Peebles branch was withdrawn by its proposers: neither line would proceed.
The Peebles Railway
As the Scottish railway network developed in the following years, the cost of transporting goods to and from towns connected to a line fell dramatically; and Peebles, and other towns not connected, felt at a marked disadvantage in the cost of the necessities of living, and in moving its manufactures to markets, and this heightened the feeling that Peebles must have a railway line. John Bathgate was the principal promoter of the Peebles Railway.
In April 1852 a meeting was held, at which a revised version of the failed Edinburgh and Peebles scheme was tabled. The engineer Thomas Bouch was engaged. The line would run through Penicuik and join the Hawick line at Eskbank, near Dalkeith, shortening the length of new construction, and the line could be built for £80,000. There was considerable enthusiasm locally and in London for the line and numerous persons registered for shares, although in the event many of them did not proceed with the commitment they had made. Enthusiasm took hold of the provisional committee too, for they sought tenders for the construction of the line and accepted one.
There remained the issue of actually obtaining the Act of Parliament incorporating the company, but this went through without great difficulty and on 8 July 1853; the Peebles Railway was authorised, with capital of £70,000.
Getting the line ready
The directors put in hand the construction of the line, under Bouch's supervision, and the share subscriptions were coming in satisfactorily. They considered the working of the line, and talked to the North British Railway but found their financial terms unacceptable. They went to some lengths to explore the possibility of getting an independent contractor to work the line, but this proved fruitless, and the company decided to work the line itself. They set about procuring the rolling stock, and planning the workforce, for operating and for track and rolling stock maintenance, that would be required.
On 2 April 1855 the line was ready enough for the steam locomotive Soho to be brought to Peebles, but this seems to have been a demonstration run, for it was not until 29 May that passenger coaches and goods wagons were brought to Peebles.
The line was considered ready for inspection by the Board of Trade Inspecting Officer, and Captain Tyler visited on 28 June. The inspection was thought to have gone well, but the formal approval received from the Board of Trade stipulated working by one engine only, and that sidings were required to shunt goods trains before passenger trains[note 2] were started. The Company had issued printed bye-laws and regulations, but these referred to disciplinary matters and not to operating rules; the Company had two locomotives and appear not to have given thought to signalling arrangements. While considering what was to be done, the Company started operating within the BoT requirements, and on 4 July 1855 the train service started. This apparently involved the construction of a passing loop at Penicuik.
Relations with the contractor for constructing the line appear to have deteriorated in the final months, and after opening it was stated in a General Shareholders' Meeting that there was an outstanding debt of £5,600, but that the Board would not pursue for damages.
The line in operation
Three trains operated in each direction daily, except Sundays. Leaving Edinburgh the Peebles coaches were attached at the rear of an NBR Hawick train, and detached at Eskbank. There the Peebles Railway locomotive coupled to the detached portion and took the train on to Peebles. The physical junction was at Hardengreen. The locomotives ran tender first from Eskbank to Peebles.
The trains were an instant success, carryings being beyond what could have been anticipated, and the first full week brought in receipts of £99, climbing a month later to £166. The stations were Peebles, Eddleston, Leadburn, Penicuik, Roslin and Hawthornden, but at the last minute it was agreed to provide a station at Bonnyrigg, and this was opened a month after the opening of the line itself.
In 1856 the North British Railway operated seven trains each way daily except Sundays, of which four were passenger trains. One of these was a "fast passenger" service leaving Peebles at 08:50 and taking 65 minutes, returning at 16:20 and also taking 65 minutes.
Soon after the opening one of the locomotives, St Ronans, became defective, "because it could not negotiate the curves on the track". Although the Company owned two locomotives and was only allowed to use one at a time, nonetheless it found it necessary to hire in a replacement. The other locomotive was named Tweed. The locomotive fleet was soon augmented but the details are unclear. The carriage stock was also required to be increased, but these acquisitions were straining the capital resources of the company and deferment of payment was practised.
The electric telegraph was installed on the line (and the NBR section), giving Peebles telegraph communication with Edinburgh for the first time, from 1858.
Additional capital
A Parliamentary Act was obtained on 27 June 1857 authorising the issue of an additional £27,000 in shares; improvements and rectification of some deficiencies in the original construction of the line needed attention.
In 1859 it was decided to install turntables at Peebles and Hardengreen Junction, as the tender-first running was said to cause excessive wear on the locomotives and the track. The North British Railway had to install the Hardengreen turntable and this seems to have been delayed, being ready in 1860.
The track had been laid with the cheapest materials at the advice of the engineer Thomas Bouch, and already in 1858 it was giving trouble, being in need of major renewal. The routine maintenance was carried out by platelayers with the assistance of a labourer, each responsible for about two miles of route. In August 1860 all the wooden bridges on the line were tarred and repainted.
Extending the line
The Peebles lines in 1866
The Peebles lines in 1866
For some time the community of Innerleithen had agitated for a railway connection, by the building of an independent line from Peebles. A number of attempts were made to bring this about without success, until in 1860 a line was proposed from Galashiels to Peebles through Innerleithen. Agreement was made for the North British Railway to run the trains. The railway was promoted as the Galashiels, Innerleithen and Peebles Railway (GI&PR). A Parliamentary Bill failed in 1860, but being re-presented the following year as an NBR branch, it gained the Royal Assent on 28 June 1861. The capital authorised was £95,000.
A Caledonian dependency, the Symington, Biggar and Broughton Railway, had been extended to Peebles and the GI&PR line would meet it, as well as the Peebles Railway, there.
The first section, from Peebles to Innerleithen, was opened on 10 October 1864 and the remainder on 18 June 1866. The Peebles Railway terminus at Peebles was unsuitable for the through services contemplated, and after unsuccessful overtures to the Caledonian Railway proposing a joint station, the North British Railway built a new single platform station to serve the Galashiels line and the Peebles Railway trains. It was a modest affair, opening in 1864. The Peebles Railway station continued in use for the time being, renamed Peebles (Old).
The train service now operated from Galashiels to Edinburgh via Peebles, as a through route; there were five trains daily, two on Sundays, with some short workings.
The Caledonian Railway station at Peebles was on the south side of the River Tweed and a connection was to be made crossing the river; the connection with the GI&PR line was intended to be a triangle, allowing through running towards Galashiels and towards Edinburgh.
It is doubtful whether the eastward curve was completed, although the earthworks were formed.[note 6] The NBR wished to prevent the Caledonian gaining access to Galashiels, which the curve would have enabled.
When the line opened throughout, the NBR operated passenger trains through from Edinburgh to Galashiels via Peebles.
Lease to the North British Railway
From about 1858 the Peebles Railway considered sale of its line to the NBR "before major expenditure on the line would be required". The NBR itself was planning to absorb several local railways and negotiations were fruitful. On 14 April 1860 a shareholders' meeting heard the proposed sale, but rejected it. The Company Chairman resigned immediately. A further proposal, to lease the line to the NBR, was tabled the following year, on 1 February 1861, and shareholders voted for it. The terms were generous: the line was profitable but considerable upgrade work was necessary. The NBR agreed to pay for PR shareholders to receive between 5% and 6% dividends, as well as considerable other expenses including purchase of the Peebles Railway rolling stock for £20,000. The Peebles Railway (Lease) Act authorised the move on 11 July 1861.
Connecting lines
The Peebles Railway company determined not to extend its line or make branches, but it co-operated with independent concerns that wished to do so and to make connections with its line. In North British Railway days a similar policy was followed.
The Leadburn, Linton and Dolphinton Railway was authorised by Act of 3 June 1862, to form a junction with the Peebles Railway line at Leadburn. It opened on 4 July 1864. The Dolphinton station was separate from the Caledonian Railway station there, although shunt transfers were possible through a siding connection.
During the construction of the Dolphinton line, there was a collision at the junction at Leadburn on 29 October 1863. A construction train working on the Dolphinton line ran away on a steep gradient to Leadburn. The only protection to the main line was a scotch block at Leadburn, and the runaway vehicles ran over the block and collided head on with an approaching passenger train on the Peebles line; a boy was killed and several persons were injured.
The Esk Valley Railway was being promoted in 1860; it was to run to Polton, a village with several important paper mills, from a junction with the Peebles Railway at Hardengreen. The North British Railway provided much of the deposit required to submit the Parliamentary Bill, and the Peebles Railway gave its consent. The Esk Valley Railway got its authorising Act on 21 July 1863, and the line opened on 16 April 1867. The point of divergence of the Esk Valley line was a short distance south of Hardengreen Junction, and the Esk Valley line ran parallel with the Peebles Railway for that section; it was later agreed to convert the two single lines to operate as one double track from Hardengreen Junction to Esk Valley Junction.
The first station on the Esk Valley line was to be called Bonnyrigg. It was closer to the town than the Peebles Railway Bonnyrigg station, but the Peebles Railway was unwilling at first to change the name of its own station. The PR later agreed to change the name of its Bonnyrigg station to Bonnyrigg Road. This led to confusion of passengers, and the NBR renamed the station Broomieknowe and the Peebles Railway station reverted to Bonnyrigg.
The nominally independent Penicuik Railway was authorised by Act of 20 June 1870, for a 4-mile (6.4 km) branch from Hawthornden on the Peebles Railway to Penicuik. It was opened on 2 September 1872, and the company was absorbed by the NBR on 1 August 1876 along with the Esk Valley Railway.
The Peebles Railway had a Penicuik station, which was a considerable distance from the town, and it was now renamed Pomathorn
The North British Railway had renamed Roslin as Rosslyn in 1864 and renamed it again Rosslynlee in 1872 because of the Rosslyn station on the Penicuik Railway line. Rosslyn on the Penicuik line was renamed Rosslyn Castle on 11 Feb 1874. Rosslynlee closed from 1 January 1917 to 2 June 1919.
Amalgamation
From 1870 the Peebles Railway and the NBR considered amalgamation, and agreement having been reached, the North British Railway (Additional Powers) Act of 13 July 1876 authorised the amalgamation, which became effective on 1 August 1876.
Angling Club Cottage Platform
Edinburgh Angling Club had acquired a house, named The Nest, close to the River Tweed, near Clovenfords. (The location is on Cliff Road, a short distance west of the roundabout junction of the present-day A72 and A707.) In 1898 an unadvertised halt named Angling Club Cottage Platform was provided there for the use of club members. The halt became disused in the mid-twentieth century.
The twentieth century
Passenger train services had now been enhanced to six daily from Galashiels to Edinburgh via Peebles with an additional Saturdays Innerleithen to Edinburgh train; by now the typical journey time was a little under an hour from Peebles to Edinburgh. A Peeblesshire Express was introduced for business travel from Peebles to Edinburgh. It left Peebles at 08:44 daily, stopping at Leadburn to attach a portion from Broomlee on the Dolphinton branch, arriving at Edinburgh at 09:37. The return train left Edinburgh at 16:32 Monday to Friday, and 13:33 on Saturdays.
In 1905 the North British Railway extended and improved the Peebles station, although it remained a one-platform station, with no passing loop.
The Border Show was held in Peebles by the Highland and Agricultural Society in July 1906, and the North British was asked to arrange special services at reduced rates, which it declined to do. In 1904 the NBR had declared that it considered Peebles an inappropriate location for the heavy traffic that the show would attract, due to the limited track facilities there. 20,000 visitors daily were expected, requiring 20 to 30 trains. Considerable public criticism resulted, and in March 1905 the NBR realised that the rival Caledonian Railway was improving its own Peebles branch. This resulted in an immediate move to arrange the necessary facilities. Additional stabling sidings and a passing loop were provided, and the Old station was to be reopened temporarily for passenger use. The company was still concerned about line capacity and issued a public notice that "The Company will not guarantee passengers will reach Peebles and will not be responsible for delays." In the event the trains ran and some delays were experienced. The NBR lost considerable good will because of its stance over the matter.
There was a daily goods service over the link line between the Caledonian and North British stations at Peebles, but there was never a regular passenger service. Light engines used it after the closure of Peebles (NBR) engine shed if they required to turn, using the Caledonian turntable. However some passenger excursions used the link. On 25 June 1936 a Caledonian Railway excursion from Lanark ran to Galashiels, using the link, and reversing in Peebles NBR station.
In 1923 the railways of Great Britain were "grouped" following the Railways Act 1921; the North British Railway was a constituent of the new London and North Eastern Railway (LNER). Twenty five years later, nationalisation of the nation's railways took place, and the Peebles route was part of the Scottish Region of British Railways. Now that both railway lines to Peebles were under the same ownership, Peebles NBR station was renamed Peebles (East) on 25 September 1952, although the former Caledonian Railway branch had closed to passengers by then. The NBR station reverted to simple Peebles in February 1958.
Diesel multiple unit trains were introduced on the line from 17 February 1958 after a demonstration run on 11 June 1956; a considerably enhanced passenger service was introduced in the Edinburgh suburban area, extending out as far as Rosewell.
A new station, Rosslynlee Hospital Halt, was opened on 11 December 1958 to serve Rosslynlee Hospital; the exiting Rosslynlee station was not conveniently situated for the hospital. The House Steward at the hospital sold tickets.
However the general decline in local rural passenger services was hastened by the improving bus services, and the Peebles line was nominated for closure. The final passenger trains ran on 3 February 1962, and the following day the route between Hawthornden Junction and Galashiels via Peebles was closed completely.
The Edinburgh suburban passenger service from Edinburgh to Rosewell and Hawthornden continued until Saturday 8 September 1962, being closed from 10 September. The Penicuik branch continued to operate a goods train service, and the Peebles Railway section from Hardengreen Junction to Hawthornden Junction (where the Penicuik line diverged) remained open to serve those trains, until they ceased in 1967.
The entire network of lines is closed to railway activity; the section between Hardengreen Junction and Rosewell has been converted to a cycleway.
Locations on the line were:
Hardengreen Junction; the Peebles Railway diverged from the Hawick line;
Esk Valley Junction; the Esk Valley line diverged;
Bonnyrigg; renamed Bonnyrigg Road from 1868; closed 10 September 1962;
Hawthornden; variously known as Rosewell and Hawthornden, and Hawthornden Junction and Rosewell; closed 10 September 1962;
Hawthornden Junction; the Penicuik Railway diverged;
Roslin; renamed Rosslyn 1864; renamed Rosslynlee 1872; closed 1 January 1917; reopened 2 June 1919;
Rosslynlee Hospital Halt; opened 11 December 1958;
Penicuik; renamed Pomathorn 1872; renamed Pomathorn Halt 1947;
Leadburn; the Dolphinton line diverged; the summit of the line at 935 feet was near Leadburn; closed 7 March 1955;
Earlyvale Gate; opened June 1856; trains stopped at the level crossing on market days etc.; closed 28 February 1857;
Eddleston;
Peebles; closed after 1 October 1864, superseded by new station built by NBR.
North British Railway extension to Galashiels: opened 1 October 1864; closed 5 February 1962.
Peebles; renamed Peebles East 1950; renamed Peebles 1958;
Cardrona;
Innerleithen;
Walkerburn; opened 15 January 1867;
Thornilee; opened 18 June 1866; soon renamed Thornielee; closed 6 November 1960;
Angling Club Cottage Platform; opened 1898; closed after 1932;
Clovenfords; opened 18 June 1866;
Kilnknowe Junction; convergence with the NBR line to Galashiels.
Inscription:
James Moon
His Book 1773
James Moon is most likely the grandson of a Quaker Englishman from Bristol named James Moon who immigrated to Bucks County, PA. with his wife Joan and their six children in 1682. The family is said to perhaps have sailed with William Penn on the "Welcome" and landed in New Castle, DE.
Cf. worldconnect.genealogy.rootsweb.ancestry.com/cgi-bin/igm....
The family then settled in Fallsington, in Falls Township, Bucks County, near Morrisville, and eventually purchased a 125 acre farm that is still in the family today (now called Snipes Farm). The family was actively involved with the Falls Monthly Meeting.
There are two headings for James Moon of Bucks County in VIAF. The correct one probably is Moon, James, but there are no dates so it is difficult to tell.
The James Moon who inscribed these pamphlets may be the grandson of James Moon Sr., and he remained in Bucks County and began to grow and sell ornamental trees in 1767, beginning a tradition of horticulture in the family. He was born in 1713 and is the eldest son of Roger Moon (James Moon Sr.'s youngest child) and Ann Nutt Moon. He died in 1796. Cf. pagenweb.org/~bucks/BIOS_DAVIS/moonfamily.html
The autographs of James Moon look like a match to this one found here. This document (and there are several others for sale by this auction house) is a Quaker slave manumission from Bucks County, PA. in 1777. It is a Quaker document declaring a particular slave to be freed on a particular date in the future, and James Moon has signed these documents as a witness.
Penn Libraries call number: EC7 A100 721j 1761