Law Incline, and was turned to face the engine house (at the head of the incline) five minutes before departure time. The engine operator had to wait for the board to be turned before commencing the ascent. A bell was rung in fog, and red and white lights were used at night. The stations were very crude affairs, and in these early days were more comparable with the places at which stage coaches might pick up and set down; they were at: Ward station, Dundee; Off-set at back of Law, later known as the Cross Roads; Off-set at Flour Mill, St Mary's Road, later known as Baldovan; Off-set at Baldragon; Foot of Balbeuchly incline; Top of Balbeuchly incline; Off-set at Auchterhouse; Newtyle depot. The train service consisted of mixed trains leaving both Dundee and Newtyle at 8.00 a.m., 10.00 a.m. and 4.00 p.m. with an additional goods service at 1.00 p.m. The company was evidently unhappy about the state of the engineering of its line, and in 1832 it commissioned the engineer Nicholas Wood to review it. In fact he generally approved the situation, only commenting that horse traction should be continued "until the traffic should be more developed", and that he "looked forward to the early extension of the line at both ends, particularly at Dundee." This referred to the 1830 authorisation to extend to the harbour in Dundee; in fact this was not carried out until 1836. However he recommended contracting out the management of the operation of the line, clearly a criticism of the current management. Traction Horse traction was used on the level sections between the inclined planes. From September 1833 steam locomotives were introduced: no. 1, Earl of Airlie and no. 2, Lord Wharncliffe were delivered (on 20 and 25 September respectively) from J and C Carmichael of Dundee. They had the 0-2-4 wheel arrangement. They had single-acting vertical cylinders driving the front wheels through bell cranks; the trailing wheels were mounted in a bogie, a very early implementation of that construction. A third locomotive, no. 3, nicknamed Trotter was delivered from James Stirling and Co on 3 March 1834; it was similar to the earlier engines, but a little smaller. A fourth engine, named John Bull, was acquired from Robert Stephenson & Co in April 1836. It was an 0-4-0 of the Planet type. The four locomotives cost about £3,300. The Earl of Airlie