The 1870s saw the arrival of trams in Edinburgh. The early trams were primarily horse-drawn, although there was also some use of steam power (Veitch 2009, 414). The 1890s and early 1900s saw the adoption of cable traction across much of the Edinburgh tram network (Veitch 2009, 418). Leith trams were electrified at an earlier date than Edinburgh ones – which only became electrified in 1922-23 (Fresnadillo et al 2023, 8). The 1950s saw the closure of Edinburgh and Leith’s original tram network. Recent archaeological work associated with the introduction of Edinburgh’s 21st-century trams has revealed significant remains associated with older tram travel. Notably, work at Pilrig uncovered winding wheels from the terminal for the Edinburgh cable trams (Fresnadillo et al 2023, 55). Remains of the Leith Walk Tram Depot were also found, including several extant tram tracks (Fresnadillo et al 2023, 55).
Whilst buses and trams changed local public transport, the arrival of the railways transformed long distance travel. Prior to the arrival of steam trains the South East of Scotland had in fact used carts on rails for specific purposes, such as the transport of coal. In the early 19th-century horse-drawn passenger coaches on rails also ran between Edinburgh and Dalkeith (Veitch 2009, 384). This line actually had a small section which used a stationary steam engine to pull the coaches up the hill to the terminus at St Leonards in Edinburgh. However, moveable steam engines enabled far greater loads to be moved quickly over long distances – revolutionizing connections between South East Scotland and the wider British Isles.
In 1842 the Edinburgh to Glasgow steam railway line opened. This had been a vast engineering project, involving the labour of 7,000 men and 700 horses (Veitch 2009, 387). The mid and late 19th century saw the expansion of rail networks across South East Scotland. Further research into the processes by which the railways were built and the experiences of the people and animals who worked on these construction projects would be desirable. In many cases these 19th-century structures are integral to modern rail networks. However, the rail closures of the mid-20th century mean that there are also large sections of disused railway lines – for example substantial earthworks relating to the former railway can be seen on the outskirts of Greenlaw. These abandoned lines could potentially further our understanding of the evolution of railway engineering and train travel in the region.