Fife and Kinross Railway

The Railways of Kinross were a local network of three rural railways which made the town of Kinross in Scotland their objective in the 1859s.

They were

These single-track rural lines became part of the main line network when the first Tay Bridge was opened in 1878, and then the Forth Bridge in 1890. For the Forth Bridge route two new sections of route were constructed, a cut-off line near Cowdenbeath, and the Glenfarg line connecting Mawcarse and Bridge of Earn, near Perth. All the local passenger services were discontinued by 1964, and the through Glenfarg route to Perth closed in 1970.

In the interior of the country, Kinross, the county town of Kinross-shire, had developed little before the railway age. By 1829 its population was only 7,762 and cotton weaving had only lately become the industry.

Nonetheless it became the destination of choice for the builders of three independent railways. By 1850 main line railways had been built surrounding it:

Coal workings had been undertaken for some time in the southern part of the area around Dunfermline, at this time the greater extent of the deposits was being discovered.

The Fife and Kinross Railway was authorised by Act of Parliament on 16 July 1855 to build a 14-mile line, to build a branch line from the Edinburgh, Perth and Dundee Railway at Ladybank to Kinross. There was provision for future extension to Tillicoultry, where a connection could be made with the Stirling and Dunfermline Railway line to Alloa. The line was to be single throughout. Authorised capital for the scheme was £70,000.

The proposal had encountered considerable opposition in Parliament, especially from the EP&DR and the Scottish Central Railway, who both feared expansion of the line into a competing through route. The Act having been secured, a contract for construction was let in the sum of £47,818; the first sod was cut among considerable rejoicing at Auchtermuchty on 14 January 1856. Application was made to Parliament in November 1856 to make a deviation at Milnathort, and a new line from the deviation to the EP&D near South Lumphinnans, and a branch to Kelty colliery. The South Lumphinnans connection would have been a direct duplication of thee Kinross-shire Railway route, and the latter was authorised while the F&KR proposed amendment was refused.

As the date of opening drew near, the Directors found that the EP&DR was unwilling to spare a locomotive to work the line, as had been hoped, although they were prepared to hire rolling stock to the little company. The F&KR was approached by R and W Hawthorn, who had acquired the Leith Engine Works, with an offer of a locomotive. The F&KR ordered two 0-4-0 tender engines, and part-paid in shares. When delivered the locomotives were named Loch Leven Castle and Falkland Castle. Rolling stock was procured locally, and the EP&DR's offer was not taken up.

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