would release it from expenses like this, and in any case, hardly had any money to extend its facilities. In this period the line was operated by train despatcher (rather than by a train staff system) until the late 1880s. Smith describes an incident illustrating the primitive state of Portpatrick Railway resources: Portpatrick was a brute of a place to get out of—a great grinding curve, and an up-grade of 1 in 57, the whole in full track of the westerly gales, even in the rock cutting where the blow hole up at the Tailor's Peak let the salt spray in to coat the rails. The old single [probably 2-2-2 no. 7] was coming up, and, not unusually, stuck. "Get back an' half yer train" instructed the driver. "H'ye a saaa?" inquired the fireman. Truly a saw would have been necessary, for they had only one coach on!" The Girvan and Portpatrick Junction Railway The Portpatrick Railway gave ready access from Portpatrick and Stranraer to Dumfries and English locations, but the connection from the City of Glasgow was ill-served. On 5 July 1865 an Act authorising the Girvan and Portpatrick Junction Railway (G&PJR) received the Royal Assent; it would join with existing routes via Ayr, and connect in to the PPR at Challoch Junction, about 6½ miles (10½ km) east of Stranraer. At first, this was treated amicably by the PPR as it would shoulder a share of the costs of the port facilities at Stranraer and bring in mileage fees for the through running, but when the G&PJR agreed with the G&SWR to work its line, the Caledonian Railway, working the PPR line, became defensive. The G&PJR started public operation on 5 October 1877 in the face of CR obstruction. Heavy expenditure on enhanced signalling and other works were incurred by the PPR, to be paid for by the G&PJR. However that Company was in deep financial difficulties, even more so than the PPR, and the matter went to the Court of Session. Notice of Interdict was served on 1 February 1882 and from 7 February G&PJR trains were not allowed to run over the PPR. The G&PJR terminated both passenger and goods trains at New Luce and the gap was covered by road transport. The G&PJR managed to raise some money and cleared most of the indebtedness, and through train running resumed from 1 August 1883. Shipping services