had been using elsewhere on contract work. At about this time, the 2-2-2 no. 1 was rebuilt as a 2-4-0. The 0-4-0 no. 4 seems to have been unsatisfactory and after a period laid up, was converted to an 0-4-2 saddle tank; after the conversion this locomotive proved much more useful. On 13 March 1883 Wheatley died suddenly. His son, W T Wheatley had for several years been assisting him on the line, and took over the working contract until the end of the Wigtownshire Railway's independent existence. The Portpatrick and Wigtownshire Joint Railways were vested on 1 August 1885 and the independent existence of the Wigtownshire Railway took effect on 31 December 1885. The Wheatleys had served the little Company well in operating the line with the barest of financial resources. David L. Smith gives two references to the use of tender-cab locomotives on the Whithorn line, at unspecified dates. In Tales of the Glasgow and South Western Railway (photograph before page 41) he reproduces a photograph of an 0-4-2; the caption reads "No. 17029, at one period no. 114. Fitted with tender cab for working Whithorn branch. In Legends he refers to "that old Millisle stalwart, No. 17440, with the tender cab". Formation of the Portpatrick and Wigtownshire Joint Railways From 1873 the Midland Railway (MR) was nearing completion of its line to Carlisle—the Settle and Carlisle line—and it needed a Scottish partner: the G&SWR. The Midland was thinking strategically, wishing to recoup the expense of its long new trunk line, and it energised the G&SWR to do the same. The two companies formed a powerful Anglo-Scottish alliance. The rival Caledonian Railway was working the Portpatrick Railway line, and the Portpatrick Railway itself had become much more profitable in later years, paying a peak dividend of 4¾%. The CR working contract was due to expire in 1885 and the MR and G&SWR began to consider the implications. The CR and its English partner, the London and North Western Railway (LNWR) naturally wished to retain control, and the power struggle reached a stalemate. The outcome was that all four parties offered to acquire the railway jointly, guaranteeing Portpatrick Railway shareholders 3½% on their holdings. This was an attractive offer, and after some negotiation on matters of detail, the arrangement was agreed upon, with the addition that the Wigtownshire Railway was to be included. A Parliamentary Bill was presented, proposing