The Railways of East Fife by TransportTreasuryPublishing

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The Railways of East Fife Ian Lamb

The area of East Fife covers from Dysart in the south to Leuchars Junction in the north, Crail in the east and Ladybank in the west. The whole steeped in railway history with everything from express to local services and of course goods of various types.

The Railways of East Fife

Fortunately one man in particular, W A C ‘Bill’ Smith, was a prolific photographer of both the trains and the infrastructure in the area during the 1950s and 1960s, this album a tribute not only to his work but also to a lost transport scene now rapidly fading from memory. ISBN 978-1-913893-38-5

£13.50

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The Railways of East Fife

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© Images and design: The Transport Treasury 2023. Text Ian Lamb ISBN 978-1-913893-38-5 First Published in 2023 by Transport Treasury Publishing Ltd. 16 Highworth Close, High Wycombe, HP13 7PJ Totem Publishing, an imprint of Transport Treasury Publishing. The copyright holders hereby give notice that all rights to this work are reserved. Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Taxien, Malta by Guttenberg Press Ltd.

Front cover - 25 July 1964. Now well into East Fife, one-time 14D Coalville based Thompson B1 4-6-0 No. 61116 is far from home as it crosses Largo Viaduct and

approaches the station with the 12.17pm, part of the three times a day local service between Thornton Junction and Crail. This ancient and very attractive village is split in two – Upper and Lower Largo – and the railway viaduct is very much a prominent landmark overlooking Largo Bay. Best known because of being the birthplace of the 17th century sailor Alexander Selkirk who was the inspiration for Daniel Defoe’s ‘Robinson Crusoe’ novel. W A C Smith Frontispiece - Although this engine, Reid D30 4-4-0 No. 62478 Glen Quoich was built around 1913 by the North British Railway she was very much identified in British Railways days as a 62A Thornton MPD based locomotive, and regularly performed on the ‘East Fife’ line. Here she rests at Cameron Bridge – first station after Thornton Junction – with a local passenger service on the coast line. This station in the days of steam was relatively urban, but its main attraction was the large distillery, and all its sidings, used to hold relative wagons necessary for the transport of this essential Scottish product, bringing coal and grain in for the production of whisky, and taking the finished liquid out for bottling purposes. W A C Smith Rear cover: 1956. The driver of Dundee (Tay Bridge) allocated Class B1 4-6-0 No. 61180 with the “Fife Coast Express” linking Glasgow (Queen Street) and St Andrews, proudly looks straight at the photographer as a moment of railway history is being recorded near Crail. The articulated coaches are of great interest as they were built for the original LNER’s pre-war ‘Silver Jubilee’ streamlined express. Neville Stead In this album, photos from the substantial Transport Treasury archive illustrate the character of the railways which served East Fife. As well as covering all the key routes of the relevant era, we have sought to provide some unusual images from locations which may have been unnoticed in the (literal and metaphorical) rush along the former North British Railway route from Thornton to Wormit, simply because rail travellers were overwhelmed with this part of the county’s history and natural beauty.

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Introduction

he scenic fishing villages of Elie, St. Monans, Pittenweem, Anstruther and Crail on the Scottish East Coast were known as the “five pearls of Fife”. King James VI of Scotland (1st of Great Britain) is said to have referred to them as “a beggar’s mantle fringed with gold”. This ‘Kingdom of Fife’ is more than just a peninsula, it is almost an island interzone bounded by the Firths of Forth and Tay, located between the cities of Edinburgh and Dundee. W A C ‘Bill’ Smith was a prolific photographer of steam locomotives, as is borne out by this marvellous collection of images of East Fife, which were predominantly taken by him during the 1950s and 1960s, recording the changes as the older pre-grouping steam classes disappeared to be replaced by the new Standard types and the even more modern diesel power. Very much the preserve of the North British Railway - followed by the LNER prior to Nationalisation in 1948 - Fife had some of the earliest coal workings in Scotland. An important step forward was the opening of the Edinburgh & Northern Railway in 1847 which ran from Burntisland to Ferry-Porton-Craig (later named Tayport) where water based transport was provided across the Firth of Tay to Broughty Ferry, east of Dundee. A ferry already existed on the Forth estuary between Edinburgh (Granton) and Burntisland carrying railway wagons, so creating the world’s first train ferry!

the ‘Kingdom’ until late in 1966. The summer of that year had seen what were thought to be the last such workings, but autumn brought a surprising comeback with steam trains daily continuing, the result of ‘DMUs’ not being allowed to trail a fish van from Anstruther on the single line.

In 1849, the ‘E&NR’ became the Edinburgh, Perth & Dundee Railway, amalgamating with the ‘NBR’ in 1862. East Fife was by now being served by the Leven & East of Fife and St Andrews before becoming acquired by the ‘NBR’ which company worked the Newburgh & North Fife railway when it was opened in 1909. The second Tay Bridge was completed in 1887, and the North British route to Dundee and Aberdeen was firmly established by the opening of the Forth Bridge in 1890 with its connecting lines from Inverkeithing to Central Fife, and along the coast via Burntisland and on directly to Dundee through the County town of Cupar, which ensured that all attempts by the Caledonian Railway to penetrate East Fife were defeated.

These steam trains ceased after 5th November due to the closure of Glasgow’s Buchanan Street station when Fife services then reverted to Queen Street. On the penultimate day of operation, Thompson ‘B1s’ No. 61330 worked in to Glasgow with the 08.48 train from Leven, and No. 61407 took out the 11.35 for Thornton, this engine returning with the 16.45 from Kirkcaldy, resulting in the coaches being formed as the 18.42 to Dunfermline behind No. 61330. As from 1st January 1967, BR steam locomotives were reduced to eleven based at Thornton, and all Scottish Region steam working ceased from 1st May in that year. However, a steam finale was provided by the Wemyss Private Railway which dated from the turn of the century until 1970.

Thornton Junction very quickly became the nerve centre for this part of the ‘NBR’ system, and located the principal motive power depot during the steam era. Diesel locomotives and multiple units began to infiltrate Fife in 1958, but steam-hauled passenger services did not disappear from

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The principal servicing motive power depot was (62A) Thornton in BR days, and that essential location was the mainstay for many of the locomotives trodding East Fife metals. It housed a large number of former NBR and LNER 0-6-0 types which were based on duties mainly involving the huge amounts of coal coming from the surrounding collieries. The shed lasted until April 1967 and was later demolished. At its height there was more than one hundred locomotives allocated to Thornton Motive Power Depot, and on this occasion only a random sample has been chosen to represent the many and varied classes that were serviced in this important location. Charlie Meacher (Thornton Running Foreman) reminds us that in Fife “the railwaymen, like their kind elsewhere, were the same dedicated breed who applied themselves wholly to the job.”

Gresley’s Dundee (Tay Bridge) 62B allocated D49/1 ‘Shire’ class 4-4-0 No. 62728 Cheshire simmers away quietly on pilot duty in one of Thornton Junction’s bay platforms. The ‘Shire’ class of locomotives was one of my favourites, though I accept that many footplatemen would not agree, because of the engine’s rough riding. Nevertheless, I can’t think of a better engine to lead us on our historic railway journey over the one-time tracks in East Fife. Sandy Murdoch

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28 August 1954. Thornton Shed with D30 ex North British 4-4-0 No. 62442 Simon Glover over the wet ash pit nicknamed ‘the fat Wife’ (these locos carried the names of characters in the Sir Walter Scott novels), and J37 0-6-0 No. 64581. At this time the depot had an allocation of a hundred or more steam locomotives and had the shed code 62A. The new shed was built in 1933 to replace an earlier structure on land to the north of the line between Thornton Central and Thornton West signal boxes that had been affected by subsidence. W A C Smith

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Relatively new and old in the background. A WD ‘Austerity’ 2-8-0 and a Reid 0-6-0, but the focus is on LNER Class D29 4-4-0 No. 2410 (62410 in BR days) “Ivanhoe” introduced by the North British Railway in 1909. Such a famous name of a fictional Saxon knight featured in Scott’s novel was one of his most popular works. Note that only the letters ‘NE’ are carried on the tender. Neville Stead

25 July 1959. Long time resident at Thornton shed, and standing in the yard in reasonably clean condition is ex-NBR Class C (LNER J36) 0-6-0 No. 65218. Constructed during 1890 at the North British Railway’s Cowlairs Works to a design by Holmes and numbered 632. In LNER days she ran as No. 9632, later changed to 5218. In 1914, this engine was rebuilt as seen in this picture, and remarkably gave seventy-two years of service before being withdrawn during 1962. W A C Smith

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28 August 1954. Sandwiched within a row of locomotives at Thornton shed and still bearing its former owners identity is exNBR Class M (LNER Class C15) 4-4-2 tank No. 7461. These very versatile engines were constructed by the Yorkshire Engine Co during 1912 and numbered 141 by the NBR. In LNER days, she would become No. 9141 and later 7461. Destined never to gain its British Railways identity she would be withdrawn from service on 31 July 1954. W A C Smith

28 August 1954. Seen here a long way from its original home territory, ex-GER Class R24 (LNER Class J69) 0-6-0 tank No. 68504 is parked in the yard at Thornton shed. Originally constructed at Stratford Works in 1890, and rebuilt during 1902 before being transferred to the Scottish Area of the LNER in the late 1920s and utilised on shunting duties. She would be withdrawn from service during 1956. The crane in the background was used for removing ash from the wet ash pit. Over the years since 1923 a few of these locomotives were allocated to 62A. Thornton men referred to them as ‘English tankies’. W A C Smith

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7 January 1955. In the 1950s it was possible to travel from Thornton to Leven from both ends of the Junction station, either direct north to Leven where the station was a fair distance from the town centre, or to Methil, and then a short bus run. The Methil train had its own platform at Thornton Junction, reached by a footbridge from the main complex. On a ‘dreich’ afternoon (the day before withdrawal of the passenger service) Reid ‘Glen’ Class D34 4-4-0 No. 62467 Glenfinnan was on the 2.40pm departure. W A C Smith

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Above - 9 March 1957, the exterior of the closed Wemyss Castle station looking east. W A C Smith Left - March 1961. Thornton Junction’s closed Methil branch platform and railway being used as carriage storage sidings. Norris Forrest

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Not far out from Thornton Junction, St Rollox (65B) Standard Class 4 mogul No. 76113 trundles a train of empty coal wagons through Wemyss Castle station and probably about to reverse its load into the Landsale sidings which was the exchange yard between the NCB and BR lines. W A C Smith

22 March 1958. Riddles BR Standard Class 4 2-6-0 No. 76109 with a football special from Glasgow (Queen Street) near Buckhaven. Remnants of the one-time gas works lie in ruins above the Firth of Forth shoreline. W A C Smith

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22 March 1958. Looking east, closed Buckhaven station perched high above the sea. I spent six very happy years in the 1960s teaching at Buckhaven Technical College, out of sight to the left. W A C Smith

19 April 1954. Indeed one for the scrap book! At the very attractive Methil terminus, regular ex-NBR 4-4-2T No. 67452 on the Methil branch waits to leave with the 6.7pm service to Thornton. W A C Smith

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19 June 1962. As with so many lines down for closure, the Methil branch was no exception. Halted by the Methil West signal box is Gresley Class J38 0-6-0 No. 65905 with its special RCTS/SLS Scottish Rail Tour. Lots of railway infrastructure detail all around that would certainly bring a model railway back to life! W A C Smith

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Once past Methil station terminus, the freight line opened out to a mass of railway sidings serving the East Fife Area of the National Coal Board; better known locally as the domain of the Wemyss Private Railway. It was a network of lines mainly on the land of the Wemyss family. These tracks were built to connect collieries to harbours and the main railway network. The Estate’s interest was transferred to the Wemyss Coal Company. With the local coal mines being nationalised in 1947, the sidings connections at the pits followed. Although ‘British Railways’ was established in 1948, the central section - now known as the Wemyss Private Railway - remained in private hands. However the mineral activity in East Fife declined, and in 1970 this vast complex closed down.

Modern Methil may be taking shape left, and the coal-mining days might be numbered, but WPR 0-6-0 saddle tank No. 15 defiantly lets its presence be known as it thunders through Methil West yard. The tracks to the right lead to Methil goods depot, the massive colliery complex and docks Norris Forrest

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At Methil West signal box, not only was WPR 0-6-0 tank engine No 20 issuing a vast amount of smoke, but it seems that the guards van occupant is doing likewise! Norris Forrest

A very interesting picture at Methil West yard, where NCB Fife Area 0-6-0 saddle tank No. 1 is in charge of a flat (Wellesley based) wagon containing what looks like a water tank strapped to the vehicle. Note the spark arrestor topping the engine’s chimney; very necessary with all that coal dust in the air. This engine originally was part of the Wemyss Coal Company stock as ‘No. 1 Lady Lillian. W A C Smith

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Top - October 1964. When Hunslet saddle tank WPR No. 14 arrived at the Wemyss Railway it carried its MOD No. 105, and ran like that for quite a few months before being renumbered within the WPR fleet. It is running ‘tender first’ as it steams over Percival Road level crossing. Like all the 0-6-0 tank engines on the main line from East Wemyss to Wellesley, they ran with a loaded wooden coal wagon attached. W A C Smith Right - 19 June 1962. NCB Fife Area East Section saddle tank engine No. 10 rests in the Methil West sidings with a lone wagon used as a tender. The nature of their work was such that being far from the shed they not only carried their own coal, but also oil supplies on the footplate.

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Opposite insert - 19 June 1962. NCB Fife Area East Section saddle tank engine No. 4 is domiciled at Wellesley colliery. These private owner engines probably covered a good few miles daily simply shunting back and forth between the various collieries and the washer at Wellesley. Note the odd set of driving wheels on this engine built by the North British Locomotive Company L R Freeman Opposite - 12 June 1963. WPR ‘Austerity’ 0-6-0 No. 15 is working hard with a load of coal wagons between East Wemyss and Buckhaven. After its life in East Fife it went into preservation with the Avon Valley Railway; now owned by Andrew Goodman and named Earl David. W A C Smith Above - 19 April 1954. Leven harbour and Methil docks were the greatest sources of revenue for the local railway towards the end of the 1890s, with coal being exported to destinations like France and Norway. In the 1920s/30s these docks also generated a considerable amount of fish traffic particularly for the German market. Almost a century later, dereliction has descended on the scene, As a ship heads out of Methil docks and into the Firth of Forth, the rusting away ex-Caledonian Class 3F 0-6-0T No. 56250 contemplates its fate as it undergoes an inspection before going into service as WPR No. 21. This engine was a one-time resident of 64G Glasgow (Yoker) shed, and sold to the Wemyss Coal Company. W A C Smith

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Opposite top - 6 March 1960. Back to Thornton Junction and the Leven line proper. It was not every day that a Leven to Edinburgh train had the luxury of a Pacific engine at its head, though the early morning ‘Leven Paper’ often used such motive power as a ‘running in’ turn for locomotives fresh from a works overhaul. On this occasion Haymarket (64B) Class A3 No. 60043 Brown Jack finds itself at the through ‘Up’ platform with the 12.47pm train. W A C Smith Opposite bottom - 1 July 1961. Gresley ‘J39’ 0-6-0 No. 64790 has just arrived at Thornton station with the 5.49pm from Anstruther. These locomotives were similar in design to the Class ‘J38’ freight engines – all of which were based in Scotland - the major difference being the larger diameter driving wheels, making them more suitable for passenger services. Although in BR maroon livery (rather than the original teak finish), the adjecent coaches are also of Gresley design. W A C Smith Above - 14 August 1965. A panoramic view of Thornton Junction looking south. A strong breeze from the Firth of Forth is blowing westwards as Thompson Class ‘B1’ 4-6-0 No. 61101 rests with its 11.10 train from Glasgow (Queen Street) to Crail. The single coach lies in the East Fife branch bay platform, whilst the marooned signal box on the left looks over the track base of the one-time Methil route. Powers to construct the specific Leven branch were obtained by a local consortium on 17th June 1853, and a six miles branch was established in July 1854 south facing from Thornton through Methil – not northwards as now. W A C Smith

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22 April 1957. One of Thornton’s regularly allocated NBR ‘Scott’ Class engines for the East Fife run was D30/2 4-4-0 No. 62418 The Pirate building up steam for the journey with the 12.8pm train to Crail. Even before the Edinburgh & Northern opened for traffic, parliamentary powers were acquired for branch lines to serve most coastal towns and villages. The nominally independent East Fife Railway was authorised in 1846 to provide an eighteen miles link to Leven, Largo, Elie and Anstruther.

The Pirate wastes no time in heading towards Leven over a descent that looks worse because of the distant main line ascent to Markinch. Not only do the array of signals on the skyline impress, but the difference between upper and lower quadrant is worth noting. The river Leven (and its tributary the Ore) carved significant valleys into the otherwise flat coastal plain, whilst added interest was provided by the gritstone heights around Star and Bighty, marking the northern boundary of the coalfield.

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4 July 1959. Thornton shed (62A) tended to allocate any available motive power, and that was the case when their Class J37 0-6-0 had been rostered to head the 12.52pm train from Crail to Edinburgh (Waverley). It is unlikely that this engine would continue with the train to the Scottish capital, so as she approaches Thornton station the loco crew are likely to be relieved from the run to head for servicing at the local shed, whilst another fresh locomotive takes the train forward to its planned destination. The main line to Dundee lies straight ahead beyond the Thornton Station signal box. W A C Smith

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Top - 27 August 1969. A three-car Metro Cammell Class 101 Diesel Multiple Set alights passengers from the 1230pm service from Edinburgh (Waverley) at Cameron Bridge station island platform. Note the ubiquitos grain wagons in the Haig’s distillery sidings. History is about to repeat itself with the railway being re-instated as far as Leven. The original train (as described in the ‘Fifeshire Advertiser’ of 5 August 1854) “In that lovely vale, where the hare and rabbit sunned themselves undisturbed, a crowded train now rattles along leaving a trail of smoke behind, and instead of the call of the wood pigeon, the shrill cry of the lapwing, or the song of the linnet, can be heard the tramp of the iron steed, the snort of the puffing engine, and the sound of the railway whistle.” W A C Smith Bottom - 27 August 1969. Cameron Bridge station was situated at the southern end of Windygate village. At one time a mineral line leading to Buckhaven branched off to the south of the station. A lattice footbridge crossed the western end of the station, with no access to the platform, it was simply constructed to maintain the ‘right of way’ over the railway site. The Scottish Grain Distillers Hornsby 88DS 4-wheel diesel mechanical shunter couples up with a trainload of grain wagons before shunting them into their appropriate place in the Cameron Bridge Distillery. This compact layout has much detail useful for modellers. W A C Smith Opposite - 22 March 1958. Indeed a stranger in our midst because Pacifics rarely ventured onto the Leven line. Haymarket (64B) stalwart Peppercorn Class A1 4-6-2 No. 60160 Auld Reekie halts at Cameron Bridge station with the 12.47pm train from Leven to Edinburgh (Waverley). The wooden ‘cottage’ roofed grain wagons await their duty in the distillery siding. As a wagon repairer, my father hated working on these vehicles as they were regularly infested with rats. W A C Smith

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Top - 22 March 1958. It’s a steady climb from Leven to Thornton, much of it along the banks of the rivers Leven and Ore, but St Margaret’s (64A) Gresley Class J38 No. 65920 takes the challenge well in its stride up the line near Cameron Bridge with a heavy load of coal wagons. W A C Smith Bottom - 27August 1969. Not only the railway, but a fair number of Class 101 DMUs’ days were numbered as this three-car train, the 2.9pm service from Leven to Edinburgh (Waverley) speeds past East Fife Central junction signal box. W A C Smith Opposite - 25 March 1961. The East Fife Central Railway was one of the last lines to be built; fourteen miles long and single track throughout; jocularly known as the longest ‘goods only’ line in the country! Traffic first ran on 18th August 1898, and survived until the early 1960s before closing permanently on 1st August 1964. Class J36 0-6-0 No. 65345 does a bit of shunting in Kennoway goods yard before continuing a steady climb with its ‘trip’ freight towards open country and through Montrave to Largoward. Later in the day, the engine returned with a branch-line special utilising two guards vans. Note the tremendous amount of goods vehicles in the yard for such a remote area. After the sugar beet factory at Cupar opened in 1926, there was substantial traffic of beet in season, picked up at various points for onward transfer to the county town. Draff from Cameron Bridge distillery was also transported along the line to be used for animal feed. W A C Smith and Norris Forrest

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Top - 25 March 1961. Indeed, apart from miners’ trains, no public services ever stopped at this station; though judging by the worn doorstep many feet must have entered into such an attractive building. A similar style of building existed at the Lochty terminus. The line was worked on the ‘one engine in steam’ principle, with the loops and sidings being operated from a dwarf frame containing a single lever, padlocked when not in use. W A C Smith Bottom - Later in the day at Lochty terminus and goods yard. Next to the guard’s van, and on a plinth, is a former Wheatley coach that provided storage facilities. During the winter months, the line was used to store railway wagons. Norris Forrest

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25 March 1961. Returning home to Thornton Junction, and probably not the last time that 65345 would find itself on the Lochty branch as there was only three years left before the track was lifted. Norris Forest After line closure in 1964, a local farmer - John Cameron - purchased A4 Pacific No 60009 Union of South Africa from British Railways, and operated it on a short length of track on the former route which lay on his land at Lochty. In so doing, it became the first preserved railway in Scotland. This developed into the Lochty Private Railway and from 1966 to 1992 the short railway, and a steam museum at Lochty, operated successfully before the locomotive found itself once more on mainline steam. During that time a large shed was built in 1967 to protect the engine. A set of points was laid to enable one line to lead into the shed whilst the other went to the old loading bank which served as a passenger platform. On Sundays during the summer months, 60009 was steamed up, and ran up and down the line for the benefit of railway enthusiasts … of which I was one quite regularly! Now retired, there are plans to house the engine permanently, along with 61994 “The Great Marquess”, at Balbuthie Farm near Kilconquhar.

Late 1960s In preservation, Gresley former Edinburgh 64B (Haymarket) A4 Pacific No. 60009 Union of South Africa ejects lots of black smoke, but enough steam to set off with railway enthusiasts over almost a mile of track out of Lochty terminus. Ian lamb

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Left top - Late 1960s Almost one mile beyond East Fife Central junction is that of the through line to the coast via Leven station, and the vast Kirkland marshalling goods yard looking east, built in 1912 to accommodate the additional wagons required to convey the coal traffic generated by the opening of the No. 3 dock at Methil. Note the dwarf frame which controlled the various routes to sidings. The reinstated railway to Leven foreshore will be laid through the middle of this onetime freight area. Ian Lamb Left bottom - Late 1960s The other – eastern - end of Kirkland marshalling yard as it narrows towards approaching Leven foreshore. Heavy industry still survives today. What a delight in seeing the lower quadrant ‘home’ signal in such a setting, but sad that at the time the picture was taken, no wagons or shunting engines were to be seen, leaving the scene with a deathly silence. Ian lamb Right top - Late 1960s. The tracks narrow on approach to Leven foreshore to be quadrupled all the way to the goods station, such was the demand for traffic. The goods station was created on the site of the original 1885 passenger terminus, and to all intents and purposes will be the location of the new station complex currently under construction. Once again two lower quadrant signals on one post guard the route both ways. Ian Lamb Right middle - 11 June 2022. Same spot, looking towards Thornton from Balfour bridge. Once upon a time this view was simply a fan of many tracks, mainly storing coal wagons. The ‘Kingdom of Fife Railway Preservation Society’s site now takes centre stage. Ian lamb Right bottom - Late 1960s. Below is more or less the same location, but looking west in the 28 opposite direction. Ian lamb

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19 June 1962. Well cleaned Thornton (62A) based J38 0-6-0 No. 65905 runs into East Methil from the main Leven route and crosses the river Leven with the RCTS/SLS Scottish tour. Note the two preserved Caledonian coaches on the rear of the train. In the distance Hunslet 0-6-0 diesel shunter No. D2577 stands where the new Leven link to Thornton will terminate. The only harbour railway that ever branched off from the Fife Coast Line was that which served the port of Leven, and extended over the river to Methil docks. As Methil docks thrived, Leven harbour fell into disrepair, and gradually filled in with waste from the Wemyss pits. W A C Smith

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Top - 9 August 1958. Gresley ‘Shire’ Class D49 4-4-0 No. 62716 Kincardineshire eases up for the approach to Leven station, and about to run under Glenlyon Road with the 4.45pm local service from Dunfermline Upper. Personally, the ‘Shires’ were one of my favourite LNER engines. However, many Thornton railwaymen suffered from bad backs due to the roughriding of these locomotives. The local doctor referred to the ailment as ‘Shireitis’! W A C Smith Left - Around a decade later than the previous picture, and looking in the other direction towards Glen Lyon bridge and the site of Leven station beyond, a sole pedestrian makes their way without fear of a passing train towards a relatively new car park at Kirkland. Ian Lamb

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22 April 1957. Ex-NBR ‘Scott’ class D30 4-4-0 No. 62418 The Pirate saunters into Leven station with the 10.12am train from Inverkeithing to Anstruther. Just over a decade later this tidy and attractive site would be turned into a housing estate. Even the allotments to the right would be swallowed up with new buildings and tarmac. W A C Smith

27 August 1969. It’s not only a cloudy sky, but time is running out for the railway service to Thornton Junction. A triple set of twin Metro Cammell, Class 101 diesel multiple units, prepare to leave Leven station with the 3.55pm train to Edinburgh (Waverley). W A C Smith

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27 October 1964. Inclement weather doesn’t hold up Thornton (62A) Class B1 4-6-0 No. 61103 as she runs into Leven station with the 2.35 service to Thornton Junction. A fair amount of mail and passengers are waiting to board the two-coach suburban train. W A C Smith

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27 February 1965. Having had a clear road from East Fife into Leven, Thompson B1 4-6-0 No. 61147 cuts off steam on approaching the station with the 2.35pm suburban service from Crail to Thornton Junction. Note the fish van attached to the rear of the train, and the boarded up laundry building right. Prior to becoming a single line beyond the distant Scoonie Road bridge, the railway ran parallel with the Rose and Haughgate Terraces and Aithernie Road level crossing. A small siding once existed at this point to serve the Cuttlehill Brick and Tileworks. W A C Smith

Late 1960s. The coast line to St Andrews had now closed, and the track waited to be uplifted, though it would appear that the pedestrian is still in the habit of checking that no train is coming! Little difference in the state of the Leven Laundry building, and general dilapidation hangs in the air. In its heyday various industries existed, one of which relied on rail transportation. Bleaching of yarn was carried out on a very large scale in the 1890s, the yarn being brought in from Arbroath and Dundee, as well as many other Fife factories. Ian lamb

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Left - Early 1960s At this point a siding owned by the Fife Coal Company once branched off to the north to serve the Durie Pit which was situated beyond the raised ground known to locals as ‘the bing’. Whilst the line to Leven station existed until 1969, the section beyond to St Andrews came to an end in 1965 and the track base soon became overgrown. From here to the outskirts of the town it is a pleasant walkway. Note the different forms of brick and stonework supporting the Scoonie Road overbridge. Ian Lamb Bottom - 22 April 1957. The line then ran across the golf course, passing to the south of Silverburn where a siding once branched off near to the ‘Mile Dyke’ to serve the Tullis Russell Silverburn Flax Mill. This was one of the first sidings on the east of Fife Railway, and lasted into the 1950s. Former NBR 4-4-0 No. 256 Glenfinnan is seen here running in to Lundin Links station in its BR role as 62467 with the 12.48pm service from Crail to Thornton Junction before it takes its chance crossing the middle of the local golf course! Note the camping coach in the station’s bay siding. W A C Smith

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22 April 1957. The railway then climbed by Lundin Mill towards the Keil burn to reach this very atmospheric scene over Lower Largo as Reid ex-NBR ‘Glen’ Class D34 No. 62468 Glen Orchy coasts over the viaduct and in to the station with the 2.38pm Thornton Junction to Crail train. A century earlier when the viaduct was constructed, the ‘Fifeshire Advertiser’ stated that “The viaduct across the vale near the harbour of Lower Largo is now an object of considerable beauty, and its utility will soon be felt to the advantage of the public”. W A C Smith

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22 April 1957. It’s that pirate again! On this occasion ex-NBR ‘Scott’ Class 4-4-0 No. 62418 The Pirate gets the ‘all clear’ at Largo station with the 2.30pm from Crail to Glasgow (Queen Street) train whilst passing the 2.38pm local service from Thornton Junction to Crail on the adjacent platform. Beyond the station, and near the distant skyline at Carrick Villa, a siding branched off in the 1920s towards the beach. It was known as the Strathairlie siding, used by the McAlpine Construction Company, and the special sand here was much sought after. W A C Smith

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25 July 1964. Returning home, Haymarket (64B) allocated B1 4-6-0 No. 61076 crosses Largo Viaduct overlooking the harbour with the 12.30pm Crail to Edinburgh (Waverley) train. This small village was the home of Alexander Selkirk on whom Daniel Defoe based his book ‘Robinson Crusoe’, and the local hotel has taken advantage of that fame. W A C Smith

25 July 1964. Coal may have been king in the distant central Fife, but another source of economic activity was the coast itself, consisting of a succession of rocky shelves, promontories, reefs and islets. The remainder is made up of sandy beaches, notably at Largo bay and Leven. With Lower Largo village in the background, and the Firth of Forth bay by the coast line, B1 Class 4-6-0 No. 61147 rushes along the level track before turning inland towards Kilconquhar with the 1.18pm train from Edinburgh (Waverley) to Crail. W A C Smith

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22 April 1957. This location was the original terminus of the East of Fife Railway in 1857, situated at the junction of the A917 Largo to Elie road, and a private access leading to Shell bay. Quite a tranquil scene, and a railway modellers paradise. Thornton’s very own Thompson B1 4-6-0 No. 61118 takes centre stage at Kilconquhar with the 2.10pm Dundee (Tay Bridge) to Edinburgh (Waverley) train. I have always been fond of this attractive location, ever since my young students who lived here spent a lot of time ‘teaching’ me to pronounce the name correctly ‘kin-euc-char’! W A C Smith

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25 July 1957. Approaching Elie near Ardross farm with a fine rake of maroonliveried Gresley coaching stock is ex NBR ‘Scott’ Class 4-4-0 BR No. 62418 The Pirate with the ‘Coast Portion’ of the 11.10am from Glasgow (Queen Street). Soon this train will reach a cutting before heading under the main A917 road and into the station. In quieter times the sheltered bays, natural harbours and little estuaries provided a haven for fishing boats supporting six coastal villages in just ten miles – Elie, St Monance, Pittenweem, Anstruther and Crail. To many holidaymakers this section between Elie and St Monance was the most scenic part of the route, providing uninterrupted views of the May Island and the Bass Rock well out in the Firth of Forth. W A C Smith 22 April 1957. Looking east to the distant Firth of Forth coastline, this pastoral scene of Elie station on its gentle curve shows the peace and tranquillity of East Fife at its best. Note the two camping coaches in the bay platform and that wonderful tall lower quadrant signal post. Many coastal points have intriguing names to attract the campers for more than just sun-bathing, such as exploring Pan’s Goat, Blind Capul, Break boats, Cutty Skelly and Cardinal’s steps. W A C Smith

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9 August 1958. Just over a year later at Elie station, some modernisation has taken place in the form of replacing the ‘home’ signal with an upper quadrant one, and the appearance of a BR Standard Class mogul No. 76110 with the 2.50pm Edinburgh (Haymarket) to Anstruther train whilst a west bound service waits patiently for the signal to clear in order that it can proceed on its journey. W A C Smith

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25 July 1959. Reid ex-NBR Class J37 0-6-0 No. 64618 with the 9.37am train from Glasgow (Queen Street) to Anstruther. Note the signalman’s plinth at the side of the engine, where he would stand to transfer and collect the ‘single line tablet’ if he had not done so as the locomotive passed him on the platform opposite the signal box. The entire line from Leven to Leuchars was split into sections having an ‘electric tablet’ assigned to it, avoiding any possibility of having two converging trains meeting up en-route. To speed up the system, tablets were exchanged ‘on the move’ by utilising small platforms called ‘tablet catchers’ W A C Smith

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21 July 1962. Thompson B1 4-6-0 No. 61401 enters St Monance station with an eastbound Thornton Junction to Crail train. One can only speculate as to why the railway companies chose to use this spelling in contrast to the village’s official spelling of St Monans. Many farmlands are evident in this picture; indeed they were considered to be the richest and most fertile in Fife. The ruins of Newark castle stands on top of a cliff to the west, and seen shortly before arriving at the station. W A C Smith

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25 July 1959 A relatively unusual duty for Thornton (62A) Class J37 0-6-0 No. 64616 emerging from the overbridge near St Monance with the 2.26pm train from Crail to Glasgow (Queen Street) W A C Smith

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25 July 1959. Once again it is The Pirate plundering the East Fife metals! Ex-NBR ‘Scott’ Class 4-4-0 haults at St Monance station with the 3.12pm train for Thornton Junction. The natural holiday attraction of East Fife enabled lots of camping coaches to be placed at wayside stations, and this location was no exception. W A C Smith

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10 July 1965. Near the end of the line’s demise; two B1s unite! Thornton (62A) 4-6-0 No. 61133 clears the line with the 1.18pm train from Edinburgh (Waverley) to Crail, whilst on the other platform, Dundee (62B) No. 61263 waits to head off with the 2.28pm St Andrews to Glasgow (Queen Street) service. W A C Smith

21 July 1962. Cutting off steam on entering St Monance station, St Margarets (64A) B1 4-6-0 No. 61354 switches its 12.30pm train from Crail into the ‘Up’ line on heading towards Edinburgh (Waverley). The two children on the platform are obviously engrossed at such a spectacle. On leaving this station the railway once more heads beneath the main A917 road away from the coast and through open farmland before passing under the B942 back road at what the locals referred to as the ‘Waterless Brig’. W A C Smith

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25 July 1959. This station was situated on the minor road between Pittenweem and Ovenstone, around half a mile north of the village. A small goods yard was located to the south. Indeed a stranger in our midst, Grangemouth (65F) Hughes ‘Crab’ 2-6-0 has ventured onto East Fife metals with the 1.20pm train from Edinburgh (Waverley) to Crail. This locomotive resting at Pittenweem may look out of place, but worthy of any photograph. W A C Smith

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10 July 1965. Just prior to closure of the line between Leuchars and Leven; in the distance a stiff breeze is blowing the smoke away from the double-headed motive power for ‘The Aberdonian’ Stephenson Locomotive Society’s special tour of the East Fife lines behind 0-6-0 J37s No.s 64570 (64E Polmont) and 64618 (62A Thornton), which will make a Pittenweem station ‘photo-stop’. It does not take nature too long to literally cover up the tracks. W A C Smith

4 September 1965. 64A Edinburgh (St Margarets) Class B1 4-6-0 No. 61344 stops at Pittenweem with the last time-tabled steam working prior to closure of the line. W A C Smith

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25 July 1959. 65A Glasgow (Eastfield) Class B1 4-6-0 No. 61396 stops at Pittenweem to allow passengers to board the 2.15pm train from Dundee (Tay Bridge) to Edinburgh (Waverley). What a difference in terrain five years before line closure. Long ago this coastline was part of the vulnerable North Sea flank of central Scotland. W A C Smith

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25 July 1959. Viewed from a back road on approach to Anstruther and passing the West signal box, BR Standard 2-6-0 No. 76110 cuts off steam and coasts into the distant station with the 2.50pm train from Edinburgh (Haymarket). The well maintained fields of Crowhill Farm stand out to the left. The square tower of the distant church is prominent in the background. Much of the land to the east – on which the original station was built – had been reclaimed behind the West Pier. W A C Smith

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21 July 1962. Thornton shed (62A) may well have the stronghold for motive power on the East Fife line, but on this occasion, rival cities Edinburgh and Glasgow B1 4-6-0s are represented as being in control. Haymarket (64A) No. 61172 at speed is about to head under an overbridge with a westbound train, whilst Eastfield (65A) No. 61140 – note the self-weighing tender – simmers away quietly in the siding. Single-line tablet exchange is competently demonstrated, respectively by the signalman and the loco crew. In the background is the original terminus with the openness of the engine shed and goods shed clearly seen. W A C Smith

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Having been signalled into Anstruther station, 0-60s Class J37s No.s 64570 and 64618 on the special ASLS tour wait to be turned whilst its disembarked passengers congregate for a ‘photo-stop’ of the engines in action. The old engine shed looks somewhat forlorn where the main depot was originally the passenger terminus after the line had progressed from Kilconquhar in 1863. This newer 1883 station was built on the opposite side of the viaduct spanning the Dreel burn, when the Anstruther and St Andrews Railway was opened as far as Boarhills. Norris Forest

1 May 1965. Heading west with the Queen’s College Railway Society tour, 0-6-0 Class J37 No. 64602 purrs away whilst passengers board the relevant coaches. Neville Stead

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27 August 1960. Although there was still six years left until the section between St. Andrews and Leven closed, nevertheless the ubiquitous 3-Car Metro-Cammell DMUs continued to ply their trade with very few passengers. On this occasion the 2.42pm service from Dundee Tay Bridge to Edinburgh Waverley, via the coast line, rests at Anstruther station. W A C Smith

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1 May 1965. The signalman is ready with the single-line tablet as J37 0-6-0 No. 64602 builds up steam with the Queen’s College Railway Society tour from Dundee. W A C Smith

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28 August 1965. J37 Class ex-NBR 0-6-0 No. 64569 at Anstruther station with the RCTS Fife Coast Rail Tour of Fife. W A C Smith

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4 September 1965. Pure muscle is required to turn Thompson B1 Class 4-6-0 No 61344 on the Anstruther turntable for its probable last journey on the East Neuk line prior to closure. W A C Smith

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21 July 1962. B1 4-6-0 No. 61118 with the 4.51pm ex-Thornton Junction train at Anstruther. The attractive shrubs and flower beds are prominent adjoining the station platforms. W A C Smith

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27 March 1965. Thompson ‘B1’ Class 4-6-0 No. 61330 near Kilrenny about a mile from Anstruther with the 2.35pm train to Thornton Junction. It will soon be passing Waid Academy where pupils used the train daily to and from school as the catchment area covered all the district from Kilconquhar to Crail. W A C Smith

1956. A westbound train headed by Thornton (62A) Gresley Class ‘K2’ mogul No. 61755 rests at Crail station whilst awaiting for the ‘off ’ signal to clear. This fairly busy station during the summer months was situated on the north side of the very popular tourist village. It was noted for its very attractive floral displays – as were most of the East Neuk stations. It is therefore perhaps fitting that the site now finds itself in use as a garden centre! Neville Stead

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10 July 1965. A medley of Thompson Class B1s simmer away merrily at Crail station. Eastfield 4-6-0 No.61342 is about to head home with the 3.30pm to Glasgow (left) whilst Dundee’s 4-6-0 No. 61263 (right) has just arrived with the 2.28pm from St Andrews. W A C Smith

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Crail station looking west towards Thornton Junction. The main station building was sited on the east platform, from where a lattice footbridge spanned the double track to connect with the west platform, on which there was a small wooden waiting room. At the northern end of the east platform there was a signal box which marked the entrance to the goods yard that lay behind the main station building. Neville Stead

27 August 1960. Looking east as a Metro-Cammell 3-Car DMU enters Crail station with the 5.5pm Dundee (Tay Bridge) to Glasgow (Queen Street) train. Compared to the coastal lines, the cost of construction between Anstruther and St Andrews was very expensive, due in part to the more extensive civil engineering work required through the undulating terrain and the building of two viaducts; one of them over the Kenly burn at Boarhills, and the other, the Kinness burn near St Andrews. W A C Smith

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21 July 1962. Dundee (Tay Bridge) ‘B1’ 4-6-0 No. 61402 with the 2.28pm St Andrews to Glasgow (Queen St) train on approach to Crail over a fairly straight and level course from Kingsbarns based on a minor road almost a mile away from the village. Along with Boarhills, Stravithie and Mount Melville - the next three stations on the route – they were all closed to passengers in the 1930s, though their small goods yards remained open for occasional freight traffic. W A C Smith

27 March 1965. Kingsbarns station ruins looking north towards St Andrews as a Metro-Cammell 3-Car DMU passes through on its way to Anstruther. At one-time there were two other stations on the way to the university town – Boarhills and Stravithie – the latter of which was constructed with two platforms in anticipation of a future junction linking up with the terminus at Lochty. The passing loop and signal box remained operational until final closure of the line. W A C Smith

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9 August 1958. Thompson B1 4-6-0 No. 61133 almost looked as if it were creeping into some sort of secret garden as it comes off the sharp curve and passes through the closed Mount Melville station with the 2.20pm Dundee (Tay Bridge) to Edinburgh (Waverley) train. In fact the engine was working hard up the 1 in 60 gradient and been audible for some time as it topped the punishing steep climb up a tributary of Kinnes burn on the way up from St Andrews. Although closed to passengers in 1930, the picturesque Anstruther & St Andrews railway building retained its clock, North British nameboard and an elegant projecting oil lamp. This was a lonely spot, and the name ‘Mount Melville’ did not even appear on the contemporary Ordnance Survey One Inch map, but agricultural traffic was important, and on this particular occasion the sidings off to the left contained several box vans. W A C Smith

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9 August 1958. The very cramped site of St Andrews station is clearly shown as B1 4-6-0 No. 61342 waits to leave with the 4.13pm to Glasgow (Queen Street) train. Ex-NBR J37 No. 64575 is at the adjacent platform, having arrived with the 3.47pm connecting service from Leuchars. Generally speaking, local trains from Leuchars had a ten or twenty minute turnaround at St. Andrews, therefore did not occupy valuable platform space for too long. However, on summer Saturdays it was necessary to stable some sets of coaches in sidings at Links goods station (the former passenger terminus – where there was far more room). There was a small loco depot at St Andrews Links, a sub-shed of Dundee, until about 1960. W A C Smith

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Showing off at the station in a very historical location is Reid J37 0-6-0 No. 64602 on special duty. St Andrews was undoubtedly a major influence on the Fife coast. In its own right this compact but highly charismatic town’s very name reveals early religious associations, and by 900AD this little corner of ‘The Kingdom’ was as important as Canterbury for many pilgrims. The massive cathedral – begun in 1160 and consecrated during 1318 in the presence of Robert the Bruce – was once the largest in Scotland. [SM 236] .

23 May 1963. A 3-car Metro-Cammell DMU (latterly Class 101) on the 11.40am from Leuchars passing the site of the original station as it heads towards the now much more central one in the centre of St Andrews. Another DMU rests in the adjacent siding. Approved in 1947 at four miles long, the St Andrews branch of the Edinburgh & Northern railway planned a junction at Seggiehill (about a mile south of the present Leuchars station). However, coming in the wake of the ‘railway mania’ at the time, work never started. Nevertheless pressure for a railway to serve the coast continued, and an Act was obtained to link Leuchars to St Andrews on 3 July 1851. W A C Smith

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1925. Quietly shunting at St Andrews, Holmes design, unrebuilt NBR Class C 0-6-0 No. 923 has arrived with a freight train from Leuchars. In the background is the engine shed within the goods yard complex of the original station. At this point in time she was allocated to Bathgate MPD between 1923 and 1929. Milepost Collection

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9 August 1958. 62A Glasgow (Eastfield) B1 4-6-0 No. 61342 with the 11.8am Glasgow (Buchanan Sreet) to St Andrews train via Leuchars crossing the River Eden at Guard Bridge W A C Smith

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Guard Bridge level crossing and signal box, whilst a rather unusually quiet A919 road crosses the railway. Nearby was the reputedly haunted Guard Bridge hotel. An early morning goods train from Leuchars served the university town, and this was followed with three trip workings to the paper mill. GCB 696

31 December 1955. J37 0-6-0 No. 64575 approaches tender first with the 1.37pm St Andrews to Leuchars train after coming off the River Eden viaduct and over the A919 road level crossing at Guard Bridge. Sidings for a large paper mill accounted for the two block sections on the branch, and the signalman is about to exchange tablets whilst a ‘Bluebird’ coach (obviously forgot to change destination boards as it is coming from St Andrews) and motor cyclist waits. W A C Smith

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Thornton (62A) B1 4-6-0 No. 61133 calls at Guard Bridge station with a local train. The northward sharp curve of the line to Leuchars is evident here where the track passes the exchange sidings serving the Guardbridge paper mill. That company generated a considerable amount of rail traffic and had its own internal railway system which was worked by a battery powered shunter. For fire safety reasons, conventional motive power could not be used within the confines of the mill because a spark from a steam engine could obviously cause untold damage. W A C Smith

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9 August 1958. Ex-NBR Class C16 4-4-2T No. 67501 heads out of Leuchars junction with the 1.6pm to St Andrews, and about to leave the main line and cross the Motray Water viaduct. This branch opened from a field adjoining the golf links at St Andrews to a re-sited Leuchars main line station on 1st July 1852. Traffic was worked by the Edinburgh, Perth & Dundee Railway which had been the new name for the ‘Edinburgh & Northern’ since 1849. Although the venture was profitable it gained a reputation for inconvenient connections at Leuchars junction, and the track and timber bridges proved too weak for the increasing traffic. W A C Smith

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3 August 1957. During the mid 1950s there were around fifteen passenger services each way between St Andrews and Leuchars on weekdays, plus about four to and from Dundee. In this instance Ivatt 2-6-0 No. 46464 rests in St Andrews bay platform at Leuchars junction station. Nicknamed “The Carmyllie Pilot” because of its regular duties from Elliot junction and Redford in Angus; it is now preserved and currently undergoing overhaul at Aviemore on the heritage Strathspey Railway. GCB 151

31 December 1955. Regular motive power on the Leuchars-St Andrews run, ex-NBR J36 0-6-0 No. 65330 prepares to depart with the 3.25pm service to St Andrews . W A C Smith.

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Resting in her unique glory in a Leuchars siding, 65330 does some shunting in between her regular role of journeys between Leuchars and St Andrews. This engine was the only J36 to be lined out in LNER green livery, albeit for a short time before being painted the normal black. Neville Stead

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31 December 1955. BR Standard 2-6-4T No. 80123 rests by the ‘Up’ platform at Leuchars Junction with the 1pm Dundee (Tay Bridge) to St Andrews via Tayport service. On the ‘Down’ line is B1 4-6-0 No. 61402, having just arrived with the 1.35pm St Andrews to Leuchars Junction train . W A C Smith

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Bottom - 15 September 1925. Split new Gresley LNER Class N2 0-6-2T No. 2591 is about to head off with a local service either to St Andrews or Dundee (Tay Bridge). Twelve of these locomotives were sent new to Scotland, and allocated to Dundee (Tay Bridge), Edinburgh (St Margarets) and Glasgow (Eastfield). This engine is obviously one of the Dundee based machines, working to Arbroath, St Andrews and Tayport. Above - 1925. Leuchars junction looking north in LNER days. A rebuilt J36 (ex NBR Class C) 0-6-0 number 776 from Dundee (Tay Bridge) shed is acting tender first as ‘light engine’ and cleared to pass the ‘Up’ platform. This engine was renumbered 9776 by the LNER, though it took quite a while for all the class to be painted. Tracks in the distant left are the main line to Dundee, whilst those going straight ahead are to the same destination, but via Tayport. Top right - 1925. Strange ‘bed-fellows’ at Leuchars junction. Ex-NBR Drummond 0-44T LNER No. 1325 was originally built in 1877 as an 0-4-2T, and rebuilt in 1881. She became Class G8 in LNER days, and finished her working life on the Leuchars-St Andrews branch. During the Drummond era this engine was originally named “Rosebank” and then “Burntisland”. This scene is thought to be near Leuchars with a load of cattle wagons.

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A Metro Cammell Class 101 3-Car DMU leaves Leuchars junction bound for Dundee (Tay Bridge). The impressive signal box certainly stands out, whilst the one-time ‘Tayport’ bay is overgrown in the island platform of the station. W A C Smith

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31 December 1955. Thornton (62A) based B1 4-6-0 No. 61403 coasts through the derelict ‘Old’ Leuchars station with a Dundee (Tay Bridge) to Edinburgh (Waverley) train via Tayport. A lone spectator on the footbridge. W A C Smith

1964. Taking the full force of a North Sea haar in pouring rain, a 4-Car Metro-Cammell DMU (eventually Class 101) rests at Tayport station before heading to Arbroath via the Tay Bridge and Dundee. Neville Stead

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31 July 1957. What a powerful image of a typical railway station scene. Ivatt Class 2 ‘Mickey Mouse’ 2-6-0 No. 46463 lets its presence be known on arrival at Tayport station with a local service from Dundee (Tay Bridge). Quite an impressive wooden footbridge links the two platforms.

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March 1965. A Metro-Cammell DMU accelerates away from Tayport towards Newport-on-Tay East with a Dundee (Tay Bridge) local service. W A C Smith

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23 May 1963. One of Dundee (Tay Bridge) BR Standard 2-6-4T engines, No. 80123 with the 5.47pm Tayport to Dundee (Tay Bridge) local service calls at Newport on Tay East station. The stationmaster on the platform is preparing to check tickets from any alighting passengers. W A C Smith

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17 November 1962. Dundee (Tay Bridge) BR Standard 2-6-4T No. 80124 with the 1.25pm Tayport to Dundee (Tay Bridge) local service utilising suburban coaches at Wormit, the last stop before joining the main line from Edinburgh to Dundee. W A C Smith

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As the lines were closing, and the tracks lifted in the mid to late 1960s, one of my young students David Simpson – a keen railway enthusiast like myself – still in a mood of despondency, declared, “Ah well, we’ll just have to put it back again in the future”! Now, after almost sixty years, I hope he’ll make his way back to his native town of Leven and see the first train pull in to the new station. We are fortunate that Bill Smith – and his contemporary photographers – had the foresight to record for posterity the dying years of a proud railway heritage in this part of Scotland. It has been my privilege and great pleasure to look through and study all the many pictorial images available to me in preparing this album. In so doing I may have captured a moment in time, and can only hope and trust that the ‘new’ railway from Thornton junction to Leven will be well supported by the good citizens of Levenmouth and others in my beloved East Fife. One of Wormit station lamps reminds us of the origin of the East Fife line. Norris Forrest

17 November 1962. A DMU providing a local service from Dundee (Tay Bridge) has just come off the bridge itself and pulling in to Wormit station. The timeless scene may be attractive for nostalgia, but it needed passengers to keep the line open. W A C Smith

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Acknowledgement, Bibliography, and Abbreviations I am indebted to Peter Westwater of the ‘Kingdom of Fife Railway Preservation Society’ for his support and encouragement regarding the facts surrounding the East Fife railway scene. Born and bred in Kirkcaldy enabled him to be totally absorbed in all Fife railway matters, and his vast knowledge around local operations meant that I could ensure that W A C Smith’s images in particular were set to a factual background. One of my young students complimented me by saying, “Mr. Lamb, being with you is like turning monochrome into colour”. Peter has done just that through his contribution to this album. East Fife Central Railway, Jim Rankin KFRPS East Fife Railway Album, R.A Batchelor, Melvin Press, Perth East of Thornton Junction, J K Corstorphine Fife’s Lost Railways, Gordon Stansfield, Stenlake Living with Locos, Charlie Meachar Methil Branch Line Railway, KFRPS The Railways of Fife, William Scott Bruce, Melvin Press, Perth The Leven & East of Fife Railway, Hajducki, Jodeluk & Simpson

ISBN 0 9528535 1 5 ISBN 0 906664 16 0 ISBN 0 9525621 0 3 ISBN 1 84033 055 4 ISBN 0 85153 392 2 ISBN 0 9528535 0 7 ISBN 0 906664 03 9 ISBN 978 0 85361 728 0

ASLS – The Aberdonian Stephenson Locomotive Society BR – British railways DMU – Diesel Multiple Unit E&NR – Edinburgh & Northern Railway KFRPS - Kingdom of Fife Railway Preservation Society LNER – London & North Eastern Railway MPD – Motive Power Depot NBR – North British Railway NCB – National Coal Board WD – War Department WPR - Wemyss Private Railway

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The Railways of East Fife Ian Lamb

The Railways of East Fife

£13.50

Ian Lamb East Fife Cover V2.indd 1

Ian Lamb

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