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  1. #Datenschutz: German Angst als Innovationskiller? - DocCheck

    KOMMENTAR | Während Deutschland über Datenschutz, Hackerangriffe und die #ePA streitet, ist die moderne Medizin in anderen Nationen längst auf dem Vormarsch. Braucht digitaler Fortschritt mehr Risikobereitschaft?
    doccheck.com/de/detail/article #privacy #Digitalisierung #digitalization #DigitalHealth #elektronischesPatientendossier #ePD #elektronischePatientenakte #eGD #elektronischesGesundheitsdossier

  2. #Datenschutz: German Angst als Innovationskiller? - DocCheck

    KOMMENTAR | Während Deutschland über Datenschutz, Hackerangriffe und die #ePA streitet, ist die moderne Medizin in anderen Nationen längst auf dem Vormarsch. Braucht digitaler Fortschritt mehr Risikobereitschaft?
    doccheck.com/de/detail/article #privacy #Digitalisierung #digitalization #DigitalHealth #elektronischesPatientendossier #ePD #elektronischePatientenakte #eGD #elektronischesGesundheitsdossier

  3. „Der leise Abschied vom Arztgeheimnis“ - DocCheck

    Mit der aktuellen Version der ePA soll endlich der Fortschritt kommen, der die Vorherrschaft des Faxgeräts beendet. Doch während die Kassen feiern, warnen Ärzte: Der gläserne Versicherte wäre ein riesiges Problem.
    doccheck.com/de/detail/videos/ #Digitalisierung #digitalization #DigitalHealth #elektronischesPatientendossier #ePD #ePA #elektronischePatientenakte #eGD #elektronischesGesundheitsdossier #Datenschutz #privacy #EHDS #EuropeanHealthDataSpace #Forschung #research

  4. „Der leise Abschied vom Arztgeheimnis“ - DocCheck

    Mit der aktuellen Version der ePA soll endlich der Fortschritt kommen, der die Vorherrschaft des Faxgeräts beendet. Doch während die Kassen feiern, warnen Ärzte: Der gläserne Versicherte wäre ein riesiges Problem.
    doccheck.com/de/detail/videos/ #Digitalisierung #digitalization #DigitalHealth #elektronischesPatientendossier #ePD #ePA #elektronischePatientenakte #eGD #elektronischesGesundheitsdossier #Datenschutz #privacy #EHDS #EuropeanHealthDataSpace #Forschung #research

  5. Ostres, m'havia passat per alt la mort ja fa un mes de Dick Parry, el saxofonista de capçalera dels Pink Floyd i David Gilmour. #EPD

    x.com/davidgilmour/status/2057

  6. Ostres, m'havia passat per alt la mort ja fa un mes de Dick Parry, el saxofonista de capçalera dels Pink Floyd i David Gilmour. #EPD

    x.com/davidgilmour/status/2057

  7. En omdat #Chipsoft de grootste leverancier in Nederland is van functionaliteit voor elektronische patiëntendossiers (#EPD's), zitten jouw #UMC-patiëntengegevens ook in Chipsofts HiX.

    innovatieplatform.chipsoft.com

  8. En omdat #Chipsoft de grootste leverancier in Nederland is van functionaliteit voor elektronische patiëntendossiers (#EPD's), zitten jouw #UMC-patiëntengegevens ook in Chipsofts HiX.

    innovatieplatform.chipsoft.com

  9. Forgotten Fatalities: the thread about the Granton railway disaster of 1860

    Recent threads about the Scotland Street Tunnel and the Granton Breakwater inevitably involved me touching on the history of the railway that ran between these two places and brought to my attention a striking image of a forlorn-looking steam engine lying on its side on the Wardie foreshore. How this locomotive came to be here isn’t “in the books“, so of course I had to find out more.

    The remains of the old railway embankment and sea wall at Lower Granton Road, where a bridge gave access beneath the tracks to Wardie Bay. CC-by-SA 3.0 Guinnog via Wikimedia

    The answer to this anomaly was that it was the result of an accident which took place on the Edinburgh, Perth & Dundee Railway‘s (EP&D) short section of track on the southern side of the Firth of Forth between Trinity Station and Granton Harbour. This event on the evening of Sunday 8th August 1860 would claim the lives of four people, injure six more and cruelly impact upon one family in particular.

    The EP&D ran from its start at Canal Street Station (beneath and at right angles to what we now call Edinburgh Waverley), by gravity down the steep incline of the Scotland Street tunnel to a station of that name at its foot. Here, steam engines were attached to trains to haul them the few miles to Granton, via Trinity, or North Leith, via Bonnington. At Granton passengers could continue their journey onward across the Firth of Forth to Burntisland, by connecting paddle steamer. North of the Forth the railway carried on north to Perth and to Dundee (via a further steamer from the harbour at Tayport), explaining the full name of the company.

    Route map of the Edinburgh, Perth & Dundee Railway, south of the Forth, 1860.

    On Sundays there were usually there were only two passenger trains a day each way to Granton. On the day of the accident the 4:30PM from Edinburgh ran the three mile trip hauled by engine No. 32. At the terminus the driver detached his engine and shunted the carriages back into the platform to where it would later form the 8:10PM return journey. This pattern only took place on the Sabbath; Monday to Saturday there were sixteen trains each way and a much quicker turnaround was required, undertaken in a rather frightening manner known as “fly shunting” whereby the carriages were “slipped” (detached) while the train was in motion and a well-timed throw of the points directed the engine one way and the freely coasting train the other into the platform. The guard at the rear in the brakevan was responsible for bringing the train to a controlled halt by which time the engine was already in the process of re-positioning itself so it could re-attach at the front of the train and haul it back the way it had come.

    Granton Harbour and Pier, c. 1880, from Grant’s Old & New Edinburgh. The trains in the foreground are running on the railway embankment, Granton Middle Pier, where the station buildings are, lies beyond, with the steamers tied up alongside. Note the signalman standing behind the coal wagons with a flag raised.

    There was nowhere at Granton for engines to wait for any period of time and so on No. 32 now returned the way it had come to while away the next few hours in the engine shed at Scotland Street. As it departed it began to pick up speed and ascend the gradient up to the embankment along the foreshore and parallel to Lower Granton Road. It crossed the bridge over the footpath access to Wardie Bay and passed over first one and then a second set of points as it rounded a gentle bend in the route. This is where disaster struck: as it approached a second, smaller, bridge (which carried it over the Wardie Burn, marked nowadays by a break in the seawall) the left-hand leading wheel of the engine jumped the rails and the locomotive derailed.

    The break in the sea wall at Lower Granton Road marks the spot where a bridge once carried the railway across the Wardie Burn. The embankment here was more substantial in the past. Photo © Self

    It continued to plough along the trackbed, derailed, for some 30 yards, ripping up tracks and sleepers and partially demolished the bridge. In doing so it was eventually tipped over the side when it hit the stone parapet. It fell a height of 9 feet down the embankment and then slithered 20 yards down the foreshore, coming to rest on its right hand side (not the left, as shown in the engraving, which may have either been reversed or show it during recovery).

    Ordnance Survey 1849 Town Plan showing the route of the engine and its course during the accident. Reproduced with the permission of the National Library of Scotland

    There were six people on the footplate when the crash happened of whom four were killed instantly; driver David Mathieson, his 9 year old son William Mackenzie Mathieson (out for an exciting Sunday trip), his brother-in-law and neighbour John Mackenzie and Andrew Morgan, a railway signalman hitching a lift back to Scotland Street. The fireman, James Bowling, had a lucky but painful escape, jumping from the tender as it left the tracks. He broke an arm and dislocated a shoulder amongst other injuries, but lived to tell the tale. A railway porter who was also cadging a lift, George Dall, found himself swimming in the waters of Wardie Bay from where he was pulled, miraculously unhurt.

    “The Recent Railway Accident at Granton Near Edinburgh, The Engine on the Beach”. London Illustrated News

    Blacksmith Thomas Gillies, his wife and two children had been sitting on the sea wall below the embankment, enjoying their day of rest, when the engine came crashing down from above, passing inches away from where they sat. All were badly scalded by escaping steam but survived. A horse cab was summoned to take the injured away to the Royal Infirmary. Sheriff Gordon, Procurator Fiscal Paterson and Chief Constable List were on the spot within the hour. They appointed engineers Mr Hawkins and Mr Jardine to investigate, while the officials of the railway company appointed their own civil engineer, Mr Lorimer, to also make enquiries. The Board of Trade appointed Captain (R.E.) Henry Whatley Tyler, to write a formal report.

    None of the investigating engineers found any fault in the permanent way, engine No. 32 or with the manner in which it was driven by Mathieson. Tyler noted that although there were minor defects along the way none “ would have caused a steady engine thus to leave the line“. The type of engine – built locally in Leith by R. & W. Hawthorn – had been used without problem for 15 years and the only derailment it had suffered had been caused by a fractured rail. He did however note that the engine was particularly light at 11½ tons, that it had poor weight distribution and that there was a very short wheelbase of just 6 feet. This made it liable to oscillate at higher speeds and Tyler’s educated guess was that the engine had been travelling fast enough (“but not imprudently so“) to set up such an oscillating motion. Without the weight of a following train to restrain such gymnastics it was able to jump enough to leave the rails at a position where the gauge between the tracks was slightly too wide.

    A North British Railway (successor to the Edinburgh, Perth & Dundee) 0-4-0 tender locomotive, No. 811, similar in overall size, configuration and styling to No. 32 which crashed at Granton.

    Margaret Stewart Mackenzie, the driver’s wife, lost not only her husband but also her brother and eldest son that day. She was left a widow with three children to support; a 7 year old girl and boys aged 3 and 1 years. She was also four months pregnant and would give birth to a daughter, Sarah Clapperton Mathieson, that December. The members of the Mathieson and Mackenzie family – who all lived next door to each other on Duncan (now Dundonald) Street – were also interred alongside eachother at the Old Calton Burying Ground.

    Old Calton Burying Ground, register for the burials of John Mckenzie, David Mathieson and William Mckenzie Mathieson

    Given the loss of her husband and brother the Mathieson widow and children found themselves without any financial support and a public subscription was set up under the coordination of the Lothian Road United Presbyterian Church for their benefit. In September the Scotsman reported that “a woman who assumes different names and represents herself to the the wife of an elder of Lothian Road U.P. Church” was wanted by the police for fraudulently soliciting for donations to the fund. The 1881 census shows that Margaret Mathieson stayed on at 10 Duncan Street and was living there with her 80 year old mother (Margaret Mackenzie), two sons (David, 24, a clerk and John ,21, a piano tuner) and her daughter (Sarah, 20, a dressmaker). She was working as a laundress. Sarah Clapperton Mathieson married 4 years later to Robert Fotheringham and they moved nearby to Airlie Place and then Deanpark Street, with at least 6 children born. Margaret would join them next door at Airlie Place, where she died in 1911 aged 81, after 51 years a widow.

    Marion Mathieson was about 64 years old when her son David died and lost her son and a grandson that day. The Caledonian Mercury reported the agonising news that this was her fourth son to die; one was knocked down in the street near the family home, another fell from Salisbury Crags and a third had drowned off Aberdeen where he was serving an apprenticeship. She was by this time a widow, living in a cottage in the village of Corstorphine where she would die in 1871.

    Of the other victim, Signalman Morgan, he was buried at Warriston Cemetery. A correspondent called Fair Play wrote to the Scotsman soon after to ask for subscriptions for the case of “Mrs Morgan, a highly respectable widow“, the mother of the deceased signalman. He had been “her only hope of subsistence since he was 12 years of age” and that the “good feeling of the public” had overlooked her plight.

    Note to readers: unfortunately in April 2026, a third-party plug-in more than exceeded its authority and broke many of the image links on this site. No images were lost but I will have to restore them page-by-page, which may take some time. In the meantime please bear with me while I go about rectifying this issue.

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    #Lochend #Logan #Restalrig #StMargaret
  10. The thread about the building of the Scotland Street tunnel, a challenging – and occasionally fatal – engineering endeavour

    This thread was originally written and published in September 2023.

    In this thread from the other day I covered why Bellevue House in the centre of Drummond Place was demolished so as to allow the Scotland Street Tunnel to run directly beneath it. There’s a lot been written about the Tunnel: some of it’s even true! Despite a service life of just over 20 years and despite being defunct as a transport route for over 150 years, it still captivates the local imagination. The 1,052 yard long tunnel climbs from its entrance beneath Scotland Street to its terminus at the long gone “Canal Street Station” (beneath the Waverley Market) at a significant gradient of 1-in-27, directly beneath the axis of the New Town streets of Scotland Street, Dublin Street and St. Andrew Street so as not to undermine any buildings. But have you ever stopped to wonder how it was built?

    An Edinburgh & Northern Railway map of c. 1849 with the short section south of the Forth, that ran under the New Town beyond Scotland Street, highlighted.

    The tunnel was planned by the Edinburgh, Leith & Newhaven Railway, which soon changed its name to the Edinburgh, Leith & Granton when the terminus on the Forth shifted to the latter harbour. Within a few years, this small railway was absorbed by the larger (but as-yet unbuilt) Edinburgh & Northern Railway in and changed its name one last time to the Edinburgh, Perth & Dundee in 1849 to better reflect the destinations it planned to connect.

    When it came to construction, it wasn’t simply a case of starting at one end and digging towards the other, or even trying to meet in the middle from both. No, in fact they dug from both ends and also sunk 5 shafts along the route and dug out from all, at once. The process was to dig a narrow guide mine or drift , 6 x 6 feet wide and tall, linking all the shafts together and then widen that out into the 24 x 24 feet tunnel section and line it. The aerial view below shows the locations of these shafts, from the southern edge of St. Andrew Square (top right of image) to the southern edge of the Drummond Place garden (bottom left of image).

    Google Earth image of Edinburgh’s northern New Town, overlaid with the route of the Scotland Street Tunnel and the shafts sunk along it during construction.

    The shafts are not spaced equidistant along the route but are concentrated in the central section between Drummond Place and St. Andrew Square. This is because of the underlying geology; the hardest rocks to dig through are located here. From the northern portal and under Scotland Street to the north of Drummond Place was easy going through sand, clay and gravel but beyond this they struck multiple bands of sandstone, freestone, hard freestone, very hard freestone, whinstone, hard sandstone and blaes (mudstone and shale). Beyond St. Andrew square, going got easier again as the freestone is interspersed with multiple bands of clay. An excellent geological section map is available on Canmore, but the terms of its licensing don’t allow me to reproduce it here. So I went one better and re-drew it and re-coloured it to make it clearer for you.

    Section of the Scotland Street Tunnel showing geology, re-drawn from the engineer’s original. © Self

    The sources tell you the tunnel was constructed between 1844-47, but the newspapers confirm that the drift was actually started by the contractor James Mitchell (of Ross & Mitchell, who was father in law to James Gowans of Rockville) in February 1843 when the company was still known as the Edinburgh, Leith & Newhaven Railway. It was largely completed by February 1844, with the exception of the hardest section beneath Drummond Place and Abercromby Place. Much of the ground that was cut through here was water bearing and drainage was a problem before the whole drift was completed. A particular difficulty, which you can see in the above diagram, was the strata being cut through were thrusting upwards at an angle of around 20-30 degrees to the tunnel and so formed “walls” which held back the water. When the miners breached these, they could suddenly and unexpectedly release the water built up in the next layer. To counter this, the contractors bored out “jumper holes” (pilot holes) ahead of the excavations. When the jumper hole breached a geological wall and struck water, this could then be tapped off and drained away in a controlled manner before the whole drift advanced into the next strata.

    19th century railway tunnel excavations – note this does not specifically show the Scotland Street Tunnel, but is one of a roughly equivalent scale and overall appearance © Science Photo Library Limited 2023

    This approach was quite successful, but disaster struck early on Friday 29th November 1844 when the nightshift workmen of No. 3 Shaft, digging away below the vicinity of Albany Place, bored out the jumper hole off the planned angle in error and breached a significant subterranean pocket of water which flooded the workings. This shouldn’t actually have been a surprise, the Thursday shift had noticed unusual springs of water in the workings and one of the miners had insisted to his mates that they were digging off of the intended route. Mr Mitchell, the contracting engineer, was informed, and made known his intention to go down with the morning shift at 6AM, to inspect the workings for himself. He asked the workmen to call him before they went down, however when the shift arrived they workmen called not on Mr Mitchell the engineer, but his brother Peter Mitchell, who was employed as a superintendent “but was not conversant in the business of mining“.

    Instead of getting his brother, Peter Mitchell took it upon himself to do the inspection and went down with the gang. A short time later, a 14 year old boy – Jack – was being lowered into the shaft and was almost at the bottom when he heard “a loud roar of thunder” and yelled in a panic to be hauled back to the surface. Jack only just made it to the surface before a “huge wave came surging up the shaft” behind him and rose to a height of 80 feet, before “falling back again… almost as quickly as it had risen“. A second explosion of water occurred near the entrance to Broughton Markets out of No. 4 shaft, this one caused by the compression of the air in the tunnel by the flooding finding a route out and propelling the water before it. The basements in this area were flooded up to a depth of 4 feet. Once the initial torrents had subsided, the men at the surface found the drift and shafts were flooded and choked up with rocks, clay and debris from the onrush of water. The majority of the water however drained down and out of the tunnel mouth at Scotland Street “where it flooded the terminus of the completed portion of the railway to a considerable extent“: for a short period, the Canonmills Loch resurrected itself.

    Canonmills by Mary Webster, 1836. This view looks from approximately where the tunnel portal is, across the Canonmills Haugh (meadow) towards the ancient loch.

    The men on the surface soon followed the receding water down the shaft to look for their mates. A ganger – Erskine – and a miner, Blair from Liberton – were soon found, “as might be expected, quite dead“. The body of another miner – Philips – would not be recovered until later. Tragically, he and Blair should not have even been there, their relief had overslept and were still putting their working clothes on on the surface when the disaster happened. Philips wife “resorted to the scene in the course of the forenoon and her wild shrieks and cries exhibited a spectacle to touch the coldest heart“. His body was found at around 3PM that day and that of Peter Mitchell, who should never have gone down the mine, was found at 4PM. Their bodies had been washed down the tunnel and were stopped beneath Drummond Place by a barrier of rock that had been left across the drift to help control the flow of water down the hill.

    A public subscription was raised for the “families of all these poor men” who (with the exception of Mitchell the superintendent) would be “left destitute” by the loss of the breadwinner. The Edinburgh Evening Courant implored the directors of the railway to contribute generously.

    The tunnel was finally completed and ready in mid-April 1847, when the company was known as the Edinburgh, Leith & Granton Railway. Captain Coddington, RE of the Railway Board inspected it and gave it the all clear on 10th April. It opened on Monday 17th May after “the most formidable difficulties“, on the same day as the Edinburgh & Glasgow Railway opened their extension from Haymarket to a (for now temporary) terminus underneath the new Waverley Bridge.

    A watercolour painting by Joseph Ebsworth was completed a couple of months later, and from its vantage point of the Scott Monument we can clearly see a train emerging from the Scotland Street tunnel into Canal Street Station below Princes Street. There is a further thread here about that station, if you fancy reading some more on the Edinburgh, Leith & Granton Railway. The tunnel was too steep for the railway engines of the day when it was built, so trains were hauled up it on a rope by a static winding engine and ran downhill by gravity from Canal Street to Scotland Street, were a locomotive was attached for the onward journey to Granton or Leith.

    “A watercolour showing an east view of Edinburgh taken from the Scott Monument”, Joseph Ebsworth, 1847, © Edinburgh Museums & Galleries

    Despite the effort of its construction, the tunnel ended up having a very short life and was closed to traffic only 21 years after it opened. You can read more about the various crimes and illicit goings on that the tunnel attracted during this time in this thread. In this time it also gained a reputation for accidents and the newspapers record many – it proved particularly dangerous for the men employed to work it:

    • In December 1853, Thomas Cleghorn, a railway guard, was killed instantly in the tunnel when he struck his head on the wall after leaning out of the luggage van in which he was riding.
    • In August 1855, a carriage left unattended at the top of the tunnel and without its brakes applied, ran down the incline and collided with a passenger train, causing multiple injuries, some severe. The shunter, Thomas Wells, pleaded guilty to “culpable neglect of duty” and was imprisoned for 9 months.
    • In September 1857, a goods train emerging from the foot of the tunnel at Scotland Street did not stop and ran into the back of a slow-moving coal train. The driver of the latter train jumped from his engine but forgot to shut off the steam and apply the brakes in his panic. His engine ran off towards Granton at a speed of 30mph and crashed into a train of carriages which was fortunately almost empty, demolishing the lot. The few passengers on board had already jumped clear when the runaway train was seen to be approaching. The Glasgow Sentinel newspaper recorded that at Scotland Street station the damage was limited to 2 barrels of whisky, which broke and their “mountain dew scattered on the ground
    • In October 1859, John Adam, a railway labourer, was fatally injured after being struck by a train coming out of the tunnel. He had gone to fetch a lamp to work with and found himself caught between the train and the tunnel wall.
    • In October 1859 also, the haulage cable snapped at 930AM in the morning, preventing use of the tunnel for the whole day.
    • In June 1863, James Samuel, a carriage driver employed to move coaches around Canal Street Station by horse traction, caught his foot in the mechanism of a turntable and was run over by a train coming out of the tunnel on the haulage rope. His injuries proved fatal.
    • In July 1865, a train of 13 carriages, 2 trucks and 3 brake wagons was moving downhill when it separated into two portions. The forward portion moved ahead, but was then hit by the rear portion when it began to slow as the brakemen, in the pitch dark, could not even see that the train had separated. There were no serious injuries.
    • In September 1867, a train ran away down the hill from Canal Street Station and overshot the station at Scotland Street at the foot of the tunnel, the brakemen – one on every third carriage – had to resort to applying the emergency “drags”, stout pieces of timber that were shoved into the spokes of the wheels to bring them to an immediate (and violent) stop. There were no serious injuries.
    • In November 1867, William Reid, a brakeman, was killed when he jumped from his train at the foot of the tunnel and fell, being run over by his own vehicle.
    The only illustration I know of that shows the Scotland Street Tunnel “in operation” dates from about 20 years after its closure, when it was being used as a mushroom farm. The proprietors laid a track some way into the tunnel to bring in the manure on which the mushrooms were grown. The scale is definitely subject to artistic licence. From “Mushrooms for the Million, 1884

    Ultimately, the tunnel was never a practical transport solution. Beyond its lack of engine traction, the platforms at Canal Street station were far too short to allow longer trains, and were at 90 degrees to the larger Edinburgh & Glasgow and North British Railway station, making connections clumsy and impractical. In 1863 the line’s then owners, the North British Railway, gained powers to construct a new line diverting around the tunnel via Abbeyhill. Construction began in 1865 and it opened (and the tunnel closed) on May 22nd, 1868. It has been abandoned as a transport corridor ever since, but has seen use variously as a car garage, industrial mushroom farm, air raid shelter and emergency railway control room for at least some the intervening years. Every so often a plan is mooted to re-open either as a tram or metro route, or as a cycleway.

    Closure notice of the tunnel, advertised in the Edinburgh Evening Courant, 21st May 1868

    Footnote. In February 2023, the Broughton Spurtle local newspaper broke the story that Dublin Street was subsiding – a “sinkhole” hole had appeared in the middle of the road. Coincidentally, this was right on top of No. 4 shaft, the one that flooded Broughton Markets in the 1844 disaster.

    Note to readers: unfortunately in April 2026, a third-party plug-in more than exceeded its authority and broke many of the image links on this site. No images were lost but I will have to restore them page-by-page, which may take some time. In the meantime please bear with me while I go about rectifying this issue.

    If you have found this site useful, informative or amusing then you can help contribute towards its running costs by supporting me on ko-fi. This includes my commitment to keeping it 100% advert and AI free for all time coming, and in helping to find further unusual stories to bring you by acquiring books and paying for research.
    Or please do just share this post on social media or amongst friends and like-minded people, sites like this thrive on being shared.

    Explore Threadinburgh by map:

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    These threads © 2017-2026, Andy Arthur.

    NO AI TRAINING: Any use of the contents of this website to “train” generative artificial intelligence (AI) technologies to generate text is expressly prohibited. The author reserves all rights to license uses of this work for generative AI training and development of machine learning language models.

    #Lochend #Logan #Restalrig #StMargaret