94-543: Paisley Canal may refer to: Paisley Canal line , a railway line in Paisley, Scotland Paisley Canal railway station , a station on the Paisley Canal Line Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Paisley Canal . If an internal link led you here, you may wish to change
188-546: A bit of mileage might be saved by tacking "the Shebeen" on the back of the 5.10. Now the 5.10 in those days went out by way of Paisley Canal, a route which has about as much curvature per mile as the Darjeeling-Himalayan, and with only ten minutes allowed in which to cover the first 8¼ miles to Paisley, a driver hadn't much time to ponder over radii and centrifugal force. Away they went, thunder-and-turf, out
282-519: A cheaper option to convert the LUL stock into third rail, and implement third rail only on the line. The rolling stock currently used is British Rail Class 484s ( D-Train ). The line was upgraded to a 750 V DC third rail system in 2021 to allow Class 484 units to be used. See Suburban electrification of the London, Midland and Scottish Railway for Euston–Watford DC Line history. In 1970,
376-473: A compromise, the nominal line voltage is 650 V, and since 1970 the centre rail has been bonded to the return running rail. There are no special provisions required at Queens Park, where the two dissimilar systems meet, just a gap longer than one coach of a Bakerloo line train at the entry to (and exit from) the Bakerloo, which operates with a nominal -210 V on the fourth rail and +420 V on
470-554: A cost of £91,000; however, it had long since possessed a controlling stake in the canal company, having purchased its debt in connection with G&SWR's earlier acquisition of the Ardrossan Railway, with which the canal's financial affairs had been long intertwined. Early on, the G&;SWR undertook to keep the canal operational and open to traffic, as well as to pay £3,471 annually to the canal company's proprietors. At
564-575: A long while. One night he was on the 5.10 with her, 50 minutes non-stop for the 41.9 miles [from St Enoch] to Ayr; Felix Hill was firing to him. Well, some of the "Heid Yins" were going down to Turnberry Hotel for the weekend, and they were travelling in the Directors' Saloon, a vehicle which Mr. C Hamilton Ellis once described as of "more than imperial splendour". The G&SW men had no such reverence for it. They called it, crudely, and no doubt unfairly, "The Shebeen". Some economist at St Enoch thought that
658-467: A minute to Paisley, they began to think something must be wrong with the routing, so the 5.10 was altered to run via the Glasgow and Paisley Joint Line, which was at least straight. The main difference between the original and current routes into Glasgow after 1966 was the alteration of Shields Junction to head to Glasgow Central instead of St Enoch. This was due to the fate of St Enoch station, which
752-902: A report was released calling for an immediate resumption of electrification in a rolling programme. However, in December 2021 in a story that appeared in the Telegraph it was stated that the Treasury had declined to support the electrification programme. Reputable peer reviewed journals state that electrification is the most relevant technology for reducing transports effect on the environment. Historically, there were more lines electrified at 1,500 V DC, but these have all since been either converted to 25 kV AC or closed. (see 1,500 V DC, overhead (historic) ) Used on several tram systems: The extensive southern third rail electric network covers South London and
846-430: A result of the line's electrification, Class 314 , Class 318 , Class 320 , Class 334 and Class 380 electric multiple units have been used to operate the service. Prior to this, Class 156 diesel multiple units had been used; these have been released for duties elsewhere. Since the route's electrification, freight trains can only traverse the line with the overhead wires de-energised (and thus must be diesel), as
940-621: A result of the minimum wire height of 4.030 metres being used instead of the standard minimum height of 4.165 metres; this requirement was judged to be insignificant in the context of this particular line. The reopening of the section between Paisley Canal station and Kilmacolm has been proposed. [REDACTED] Media related to Paisley Canal Line at Wikimedia Commons Railway electrification in Great Britain Railway electrification in Great Britain began in
1034-419: A scheme to improve rail freight capacity from Southampton Port . This conversion would be a pilot scheme to develop a business case for full conversion of the third-rail network. The Office of Rail and Road (ORR) has also stated that, on safety grounds, third-rail 750 V DC has a limited future. British Railways chose this as the national standard for future electrification projects outside of
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#17327914540491128-408: A serious and obstructing issue which fuelled conflict. At that time, goods traffic was heavy and slow, thus both line capacity and service reliability were becoming heavily compromised by the high levels of traffic using the existing line. During the 1881 Parliamentary session, a Bill was lodged by the G&SWR for the draining of the canal and conversion work to build a railway on its route: exactly
1222-414: A single working platform. As part of the 1980s Ayrshire Coast Line electrification, the line between Shields Junction and Corkerhill Depot, which was around one third of the overall route, was electrified, which enabled use of the depot by electric traction. According to author David Shirres, this early electrification work helped to strengthen the business case for the subsequent full electrification of
1316-502: A station at North Johnstone, however another junction near Elderslie provided access onto the Bridge of Weir Railway . This is not the G&SWR Johnstone North railway station on the Dalry and North Johnstone Line , but an earlier station of the same name at a slightly different location. The main line was opened March 1885 to goods traffic, and on 1 July 1885 to passenger services. It
1410-474: Is a branch railway line in Scotland running between Glasgow and Paisley . The line currently terminates at Paisley Canal railway station , although it previously continued through Paisley West station, near Ferguslie, to Elderslie junction where it met and crossed under the main Glasgow and South Western Railway line running from Paisley Gilmour Street station to Johnstone , and beyond. After Elderslie ,
1504-761: Is a devolved matter for the Scottish Government but they too have pursued electrification with multiple schemes in the Central Belt. All these have been 25 kV AC also as in England and Wales. Electrification has not been without controversy with cancellations and various appearances of the Secretary of State for Transport called before the Transport Select Committee. The number of route miles electrified in these years
1598-660: Is also used by South Western Railway , though normally only for stock movements. The Northern City Line connects the East Coast Main Line to Moorgate . It was isolated by the abandonment of the 1930s New Works Programme (and the development of the Metropolitan Green Belt ). Tube services were truncated at its northern end by the Victoria line in 1964 at Drayton Park . The remainder was handed over to British Rail in 1975 in conjunction with
1692-570: Is lost from heat." Agreeing that conversion would be expensive, he said that the third rail network is at the limit of its power capability, especially as trains become more advanced in technology. The July 2012 Department for Transport High Level Output Specification for Network Rail Control Period 5 includes the conversion of the South West Main Line between Southampton Central and Basingstoke from 750 V DC third rail to 25 kV AC overhead as part of
1786-926: Is part of a larger plan that has seen many major routes in central Scotland electrified, including the main Edinburgh Waverley – Glasgow Queen Street route. They have pursued electrification with multiple schemes in the Central Belt . All these have been 25 kV AC , as in England and Wales. In July 2012 the UK government announced £4.2 billion of new electrification schemes, all at 25 kV AC and reconfirmed schemes previously announced by Adonis. These were to be Northern Hub , Great Western Main Line , South Wales Main Line , Midland Main Line , Electric Spine , Crossrail , Gospel Oak to Barking line and West Midlands suburban lines including
1880-595: The Ayrshire Coast Line , to bypass the main line between Elderslie Junction, Paisley Gilmour Street Station and Glasgow Shields Junction. There were also occasional passenger train diversions away from Paisley Gilmour Street due to works associated with the AyrLine electrification project. However, even this traffic was diverted onto the line through Paisley Gilmour Street, and the Paisley Canal line
1974-747: The Cross-City Line . On 25 June 2015, the government announced that some of the electrification projects would be delayed or cut back because of rising costs. Electrification work was to be "paused" on the Trans-Pennine route between York and Manchester and on the Midland main line between Bedford and Sheffield. Electrification of the Great Western main line would go ahead but the status of the Reading–Newbury and Didcot–Oxford sections
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#17327914540492068-554: The Glasgow, Paisley and Johnstone Canal and the Ardrossan Railway . While these had been aimed to developing a route between Ardrossan and Glasgow, these routes were only part-built due to a lack of available finance for the work. During the mid-1800s, the Glasgow and South Western Railway (G&SWR) acquired both the canal and the railway. While the canal was operated as such for a time, during 1881, G&SWR set about
2162-934: The Oxted line (East Grinstead branch) were electrified. This left only a few lines unelectrified: the West of England line , the Wessex Main Line , the North Downs Line , the Oxted line (Uckfield branch) , the Marshlink line and the Eastleigh–Romsey line . Two lines of the Merseyrail network; the Northern line and the Wirral line use 750 V DC third rail (see Suburban electrification of
2256-509: The Railway Industry Association published a paper on Electrification cost challenge suggesting ways forward and a rolling program of electrification. In June 2011 Peter Dearman of Network Rail suggested that the third-rail network will need to be converted into overhead lines. He stated: "Although the top speed is 100 mph (160 km/h), the trains cannot go over 80 mph (130 km/h) well and 25% of power
2350-676: The interwar period , the Southern Railway adopted the 660 V DC third rail system as its standard and greatly expanded this system across its network of lines South of London. After World War II and the nationalisation of the railways in 1948, British Railways (BR) expanded electrification at both 1,500 V DC overhead and 660/750 V third rail . In 1956, BR adopted 25 kV AC overhead as standard for all projects outside logical extensions of third-rail systems. The 25 kV AC network has continued to expand slowly, and large areas of
2444-460: The 1890s. It was largely unified between 1900 and 1910 and nationalised in 1933, becoming the railway component of London Transport (LT). A major expansion programme (the "New Works") was launched, in which LT took over several urban branches of mainline railways. The Underground is mostly in North London; its expansion into south London was limited by geology unfavourable to tunnelling and by
2538-499: The 6.25 kV areas were converted to 25 kV in 1983. In 1987, electrification was extended from Bishop's Stortford to Cambridge at 25 kV. In 1990 the line to Stansted Airport opened, and in 1992 electrification was extended from Cambridge to King's Lynn along the Fen Line. Converted from 6.25 kV/1,500 V DC to a combination of AT and FT 25 kV Mark GE (Great Eastern) between 1976 and 1980. Presently being upgraded to
2632-489: The Canal Road. Coutts took [the curve at] Saucel at about his usual [speed], and he slid the whole crowd in "The Shebeen" under the table. Paisley Canal station did the same; and so did Elderslie. Right out at the cow's tail and getting all the wag, the distinguished party had a pretty stormy trip all the way to Ayr, at which point the murder of Coutts was strongly advocated. But when they found that Coutts had actually lost
2726-453: The City and South London Railway which was designed to be cable hauled initially. Main line electrification of some suburban lines began in the early years of the 20th century, using a variety of different systems. The Mersey Railway converted to 600 V DC electric multiple-unit operation on 3 May 1903, thus eliminating the problems caused by steam traction in the long tunnel under
2820-534: The GEFF (Great Eastern Furrer + Frey) range altering the catenary from a compound to simple sagged arrangement. London Fenchurch Street to Shoeburyness . The majority was originally electrified at 6.25 kV, final sections converted to 25 kV in March 1989. Local lines within London electrified with 25 kV are: In 1994, a project to electrify some of the local lines around Leeds was given authority to proceed. The project
2914-570: The Glasgow area and Greenhill Junction to Stirling , Dunblane and Alloa , which mainly carry commuter services. Electric services on these lines commenced in December 2018. Suburban electrification was begun during the 1960s in the wake of the BR 1955 Modernisation Plan . Electrification was piecemeal and is still incomplete, with a few commuter lines still unelectrified such as the East Kilbride branch and Glasgow to Anniesland via Maryhill, and
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3008-507: The London, Midland and Scottish Railway for its history). The single remaining national rail line on the Isle of Wight , from Ryde Pierhead to Shanklin (with the Wroxall to Ventnor section closed), was electrified in 1967, so that former London Underground rolling stock could be used, due to the limited height of Ryde Tunnel. The Island Line used 660 V DC third rail, as it was
3102-720: The North London DC lines and the Class 501 EMUs used on these services were converted for third-rail operation, with the fourth rail generally being removed on sections not used by London Underground (LUL). Some fourth rail was retained in the Gunnersbury and Queens Park areas for emergency use by LUL. With the closure of Broad Street , the North London line was joined with the Stratford to North Woolwich line; this
3196-465: The Paisley Canal electrification programme was to commence during 2014; the work in fact occurred two years earlier due to rapid and favourable progress made during the planning phase. In June 2012, Babcock International was awarded a fixed-price design and construct contract to perform all Paisley Canal electrification works with a six-month programme. During July 2012, electrification of the section of line from Corkerhill to Paisley Canal commenced. For
3290-566: The Potterhill branch of the Canal line opened; this was built to account for the expanding industrial importance of Paisley. Soon, a total of eight westbound and seven eastbound stopping trains were running each day on the Canal line; of these, five were extended to run onto or from Potterhill, while the remainder ran through to Johnstone. A triangular junction was built to provide access to the Potterhill line. The Potterhill branch would later form
3384-564: The River Mersey, and the Lancashire & Yorkshire Railway 's Liverpool Exchange to Southport (and on to Crossens ) suburban commuter line was similarly electrified at 625 V by March 1904. Both of these lines initially used a fourth rail system. In 1921, a government committee chose 1,500 V DC overhead to be the national standard, but little implementation followed and many different systems co-existed. During
3478-436: The Secretary of State for Transport called before the Transport Select Committee. The Transport Select Committee published its report into various matters including regional investment disparity on the railways and calling again for the reinstatement of various cancelled electrification schemes. A written question was submitted and answered in parliament regarding route miles electrified in the years 1997–2019. In March 2019,
3572-570: The base of the Barrhead Branch . During 1894–1895, construction work on the Canal line was focused upon the building of extensive carriage sidings at Bellahouston, as well as an engine shed at nearby Corkerhill. The availability of affordable land at these locations had rendered such schemes much more economical, but came at the expense of additional empty mileage. The line left the City of Glasgow Union Railway (CGUR) at Shields Junction (at
3666-469: The benefit of significantly reducing the cost of the line's electrification. For the six-week construction period, ScotRail waived its compensation payment rights normally associated with short notice disruptive possessions and also arranged for its sister company, First Glasgow , to accept ScotRail train tickets on local bus services. Observing that only EMUs were intended to operate the route, Network Rail developed customised overhead line equipment (OLE) for
3760-405: The canal's intended route; these aspirations became the Ardrossan Railway . This too was built with the aim of connecting Ardrossan to Glasgow and, just as its predecessor had, it ran out of money during construction, having only reached Kilwinning and Eglinton's collieries in the vicinity. On 5 July 1865, the G&SWR was authorised by an Act of Parliament to acquire the canal, which it did so at
3854-547: The conversion of the canal to a railway line to relieve the Glasgow and Paisley joint line . During March 1885, the first trains commenced use of the new line. During the 1960s, services on the line were dramatically curtailed as a result of the Beeching cuts ; during these years, various stations were closed to both passenger and freight services and often demolished. On 10 January 1983, the line between Elderslie and Kilmacolm closed completely to scheduled passenger services; but
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3948-489: The cost situation the Railway Industry Association published a report in March 2019 detailing why costs had risen and suggested ways forward. However, in the new parliament after the 2019 General election, the Transport Select Committee chaired by Huw Merriman has met on a number of occasions and continued the "Trains fit for the future" enquiry theme started by the previous committee. On 23 March 2021, after many witnesses were called and written and oral evidence considered,
4042-687: The country outside London are not electrified. In 2007, the government's preferred option was to use diesel trains running on biodiesel , its White Paper Delivering a Sustainable Railway , ruling out large-scale railway electrification for the following five years. In May 2009, Network Rail launched a consultation on large-scale electrification, potentially to include the Great Western Main Line and Midland Main Line and smaller "in-fill" schemes. Key benefits cited were that electric trains are faster, more reliable and cause less track wear than diesel trains. On 5 June 2009, Lord Adonis
4136-414: The direction of the famed civil engineer Thomas Telford . The contractor for the aqueduct's construction was John Simpson and the cost of construction was £5,440. It is a freestone masonry segmental arch of 88 ft 6in (27 m) span and a height over the water of about 30 feet (9 m). The bridge is probably the longest span masonry aqueduct of the canal age on a British canal, and one of
4230-539: The directors' whimsical and expensive schemes, leading to the Chairman speaking out to deny the claim, stating: "That had not entered into the minds of any of the directors, nor was it thought of in the most remote manner, till they saw it in the newspaper." In the Chairman's own words, the suggestion of such a conversion: "was perfect nonsense". By this time, the Glasgow and South Western Railway (G&SWR) possessed an operational main line between Ayr and Carlisle; but
4324-423: The easing of the worst curvature, the new Canal Line was unsuited to fast running due to the alignment. A loop in the canal was used to hold cooling water for the cotton thread mills at Ferguslie. At Elderslie Junction it ran alongside the Glasgow and South Western Railway line running from Paisley Gilmour Street station to Johnstone and beyond, before crossing it via a dive-under crossing. The line terminated at
4418-454: The electrification scheme; according to Brian Sweeney, Network Rail asset engineer for electrification in Scotland, traditional practices were overturned where realistic and the lowest possible wire height for EMU operation was specified, however, the pre-electrification W7 gauge was retained for the line. These combined measures had the effect of lowering the scheme's cost to £12 million. While Network Rail's 2010, route plan update stated that
4512-612: The electrified network used the 25 kV AC overhead system, and 36% used the 660/750 V DC third-rail system. The electrified network is set to expand over the coming years, as 25 kV electrification is extended to currently unelectrified lines such as the Midland Main Line , as well as lines in the North of England as part of the Northern Hub . The first electric railway in Great Britain
4606-402: The entirety of the line was electrified , being furnished with a 25 kV AC overhead line for electric traction. On some occasions through 2018-19 Class 320 and class 318 units were used. During the early years of the nineteenth century, Hugh Montgomerie, 12th Earl of Eglinton developed Ardrossan Harbour at a cost of more than £100,000: he intended for it to serve as a sea port to serve
4700-451: The extensive main-line network, much of which was being electrified (see "Southern Electric"). The Underground uses a relatively uncommon four rail system of electrification. Two standard gauge rails are the running rails; the outer third rail carries positive current at +420 V DC and the inner fourth rail is the negative return at –210 V DC, giving a supply voltage of 630 V DC. The chief advantage of
4794-406: The first goods trains started running on the new line; on 1 July 1885, it was also opened to passenger trains. In addition to serving local trains, a number of long distance expresses made use of the route; reportedly, the best time achieved from St Enoch to Paisley Canal was 17 minutes, compared with 16 minutes to Gilmour Street on the joint line. During the following year, on 5 February 1886,
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#17327914540494888-516: The first section of the Ayr line was over the Glasgow and Paisley joint line . Under this structure, it was operated by a Joint Committee, which was answerable to both the G&SWR and its rival, the Caledonian Railway . This lack of sovereignty was a difficult enough prospect for the highly competitive railway politics of the era; but, as traffic developed, congestion on the busy line became
4982-489: The following years. Around the same time, the stations at Hawkhead and Paisley West were also closed. For a time, passenger services continued on the Paisley Canal line up until its full closure; these ran from Glasgow Central station to Kilmacolm , while occasional trains to the Ayrshire Coast Line (using Class 101 , Class 107 and Class 126 diesel multiple units among others) were also run. During
5076-450: The fourth-rail system is that, in tunnels with a metallic (usually cast-iron) lining, the return traction current does not leak into the lining causing electrolytic corrosion there or in adjacent utility mains. It also means that the two running rails are available exclusively for track circuits . The surface sections use the fourth rail solely for operational consistency: the system shares track with Network Rail in several places. Where
5170-405: The high costs of a conventional approach was judged to be around twice that of which could be justified by the business case, innovative measures and compromises alike were adopted for the planned electrification work. According to Shirres, a policy of closer working relationships between national infrastructure maintainer and owner Network Rail and franchise operators, in this case ScotRail, had
5264-547: The late 19th century. A range of voltages has been used, employing both overhead lines and conductor rails. The two most common systems are 25 kV AC using overhead lines , and the 750 V DC third rail system used in Southeast England and on Merseyrail . As of October 2023, 6,065 kilometres (3,769 mi) (38%) of the British rail network was electrified . According to Network Rail , as at 2003, 64% of
5358-414: The line and the goods yard, was sold on and was mainly redeveloped for housing. The station building itself was converted for use as a restaurant, while the station footbridge was demolished and the space between the platforms filled in. Much of the abandoned railway line beyond the original Paisley Canal station has since been developed into a cycleway and walkway operated by Sustrans . On 27 July 1990,
5452-592: The line between Shields Junction and Paisley Canal station was reopened to passenger traffic by Strathclyde Passenger Transport and British Rail . A new Paisley Canal station was constructed just to the east of the Causeyside Street bridge. For this reopening, the intermediate stations located at Corkerhill, Mosspark and Crookston were also restored at the same time. Subsequent to the line's re-launch, new stations at Hawkhead (one platform) and Dumbreck (two platforms) have been opened. Most stations have only
5546-430: The line terminated at North Johnstone, however another junction allowed services from the Paisley Canal line (also part of the Glasgow and South Western Railway Company) to continue onto the Bridge of Weir Railway and Greenock and Ayrshire Railway to the latter's terminus at Greenock Princes Pier . The line has its origins in the ambitions of Hugh Montgomerie, 12th Earl of Eglinton , who had headed and championed both
5640-577: The line's latter years, as a cost reduction exercise, the signal boxes were only single-shift staffed, resulting in the last train of the day being run around 7pm. On 10 January 1983, the line between Elderslie and Kilmacolm closed completely, as well as between Elderslie and Shields Junction, to scheduled passenger services. Following the closure of passenger services, the tracks between Shields Junction and Elderslie Junction were used for another two or three years to enable heavy merry-go-round coal and iron ore traffic from Hunterston Ore Terminal , on
5734-403: The line, as there was no need for additional high- voltage switchgear to be installed. The tight timetable of the route had also posed significant challenges to the diesel trains used in the route, although these constraints were partially the result of it being a single line, it was recognised that electric rolling stock would have less of a problem due to their greater acceleration. Surveys of
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#17327914540495828-413: The lines from London Liverpool Street (Bethnal Green Junction) to Chingford , Enfield Town , Hertford East and Cambridge . In the 1960s, the lines to Chingford, Enfield Town and Cheshunt were electrified at 6.25 kV, from Cheshunt to Bishop's Stortford and Hertford East at 25 kV. The Lea Valley line between Coppermill Junction and Cheshunt was electrified at 25 kV in 1969. All
5922-402: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Paisley_Canal&oldid=1038885940 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Paisley Canal line The Paisley Canal line
6016-516: The mainline from Glasgow to Carlisle via Kilmarnock and Dumfries. The Glasgow Suburban railway network can be divided into three main areas: On the Glasgow–Edinburgh via Carstairs line , some North Berwick Line trains continue to Glasgow Central. A single daily East Coast intercity train from the ECML continues to and from Glasgow Central. The Shotts Line , Holytown Junction to Kirknewton
6110-498: The nearby city of Glasgow, as the River Clyde was not navigable for large vessels at the time. In 1806, he obtained Parliamentary authority to construct the Glasgow, Paisley and Ardrossan Canal. Montgomerie held hopes that other businessmen and investors would quickly subscribe to his scheme; however, only £44,342 would prove to be forthcoming. While work did commence on the canal at the Glasgow end; it had only reached Johnstone by
6204-484: The neglected former L&SWR area (then the South Western Division). The South West Main Line (SWML) to Southampton Central and Bournemouth was electrified in 1967 and to Weymouth in 1988. During sectorisation in the 1980s, Network SouthEast conducted extensive infill electrification. The Snow Hill tunnel was reopened, enabling Thameslink . The Hastings Line , Eastleigh–Fareham line and
6298-458: The next six months, the majority of work was carried out during possessions held at weekends and after 8pm on Mondays to Thursdays; a nine-day blockade of the line was also necessary, during which track, bridge, and station modifications, including the rebuilding of the platform at Hawkhead station, were performed. During November 2012, it was announced that the electrification project had been successfully completed. From December 2012 onwards, as
6392-453: The point where the CGUR joined the joint line) and followed a course south of that route, running through the southern part of Paisley Burgh and rejoining the G&SWR line to Ayr at Elderslie. As the CGUR was controlled by the G&SWR, G&SWR passenger trains from St Enoch, and goods trains from College, could reach Ayr without the necessity of entering on any part of the joint line. Despite
6486-432: The quadrupling of the joint line and the extension of Gilmour Street station at Paisley simultaneously. During 1881, the same year as the canal's conversion work been authorised by Parliament, it was permanently closed to traffic and drained in preparation for building the railway on top of its former route. The canal had been built as a contour line , following exactly a particular altitude; in this manner, it had avoided
6580-497: The route determined a conventional electrification scheme would have an estimated cost of between £20 and £28 million. A large proportion of these costs were due to the challenge posed by nine of the line's twelve overbridges, which required electrification clearance work under traditional practices; further difficulties were present at the site of three of these bridges, as they were adjacent to station platforms, so any track lowering would necessitate platform re-construction as well. As
6674-422: The scheme to which the former Chairman had described as perfect nonsense only two years beforehand. On this occasion, there was no serious opposition to the proposal raised, thus an Act of Parliament authorising this work was passed. However, this outcome had meant that the G&SWR had found itself in the position of having to raise money for the building of the new line, as well as for existing projects such as
6768-412: The section between Hawkhead and Shields Junction remained open to serve an oil depot. A late 1980s Strathclyde Passenger Transport initiative resulted in the resumption of passenger services between Glasgow Central and a new Paisley Canal station, along with five intermediate stations, on 27 July 1990. In the years since its re-launch, additional stations have been built and opened on the route. During 2012,
6862-563: The southern counties of Hampshire , West Sussex , East Sussex , Surrey and Kent and Dorset , The London and South Western Railway (L&SWR) third-rail system at 660 V DC began before World War I from London Waterloo to suburban destinations. The Southern Railway was formed in the 1923 grouping; it adopted the L&;SWR system, and by 1929 the London, Brighton and South Coast Railway (LB&SCR) suburban overhead network
6956-456: The suburban electrification of the East Coast Main Line . The line uses third-rail DC electrification between Moorgate and Drayton Park, where trains switch to 25 kV AC overhead. The London Underground is a large metro system operating across Greater London and beyond, commonly known as "the Tube". Its 408-kilometre (254 mi) is made up of 11 lines; electrification began during
7050-609: The third rail area in 1956. Following this, a number of lines that were originally electrified at a different voltage were converted, and a number of lines have been newly electrified with this system. Work started in the late 1950s. The first major electrification project using 25 kV was the West Coast Main Line (1959–1974). Initially this was Crewe, Manchester and Liverpool south into London and Birmingham. Weaver Junction north to Glasgow followed later. The 25 kV network has been gradually expanded ever since: This covers
7144-459: The third rail. There is no bridging of the incompatible systems as trains pass from one to the other since, like all UK electric trains intended to run extensively in tunnels, there is no continuity of traction power circuits between vehicles of the train. A similar arrangement applies between Putney Bridge and Wimbledon , where the District line runs over tracks owned by Network Rail , which
7238-458: The time by which all of the raised money for the endeavour had been spent; in addition, the company had also borrowed considerable sums, when combined, debts of £71,209 had been accumulated. As part of financial reconstruction efforts, the canal's name was changed to the Glasgow, Paisley and Johnstone Canal . Later on, Montgomerie's attention turned to building a railway at the Ardrossan end of
7332-419: The time therefore, there had been no declared intention to use the physical infrastructure of the canal for railway-related purposes; however, at a shareholders ' meeting held during 1879, the Chairman referred to a newspaper article which had made claims that the G&SWR held intentions to convert the canal into a railway line. At that time, there was extreme sensitivity among shareholders over what some saw as
7426-461: The track is shared with 750 V third-rail stock, the central rail is bonded to the running rails and the outside rail electrified at 660 V. This allows both types of train to operate satisfactorily. The suburban network of the London & North Western Railway (LNWR) was electrified in co-operation with the Underground, but during the 1970s British Rail introduced third-rail EMUs and
7520-404: The use of locks at the expense of having to adopt a circuitous route between its destinations. During the reconstruction works, many of the loops and sharper turns which had been taken by the course of the canal were eased, often via the use of earthworks, as the higher-speed railway was less tolerant of sharp curves but more able to accommodate the presence of mild gradients. During March 1885,
7614-488: The world's earliest bridges to carry a public railway. It had to be widened in order to carry the double track railway, the line also crosses the bridge at a slight skew because of the easing of the sharp canal curvature. Author David L. Smith recounts an anecdote illustrating the difficulty of working fast trains over the Canal Line: In later years, as a driver, Coutts got no. 80, a Manson 4-4-0, and he had her
7708-555: Was Volk's Electric Railway in Brighton , a pleasure railway, which opened in 1883, still functioning to this day. The London Underground began operating electric services using a fourth rail system in 1890 on the City and South London Railway , now part of the London Underground Northern line . The Liverpool Overhead Railway followed in 1893, being designed from the outset to be electric traction, unlike
7802-473: Was a victim of the Beeching cuts , having been closed on 27 June 1966 to passenger services and 5 June 1967 to goods and parcel trains; the station was demolished during 1975. Since then, the St Enoch Centre (which took its name from the former occupier of the site) has been built upon the same land as had been used by the old station. During 1966, Elderslie station was also closed and demolished in
7896-587: Was answered to a written question in parliament. In November 2019 the annual statistics for route miles electrified was published by the DfT and shows that 38% of the UK network is now electrified. The projects have been subject to cost overruns and delays, and on 8 November 2016 the government announced that several elements of the Great Western Main Line electrification programme would be indefinitely deferred. In an attempt to mitigate and improve
7990-535: Was appointed Secretary of State for Transport , and announced the plans to electrify the Great Western Main Line from London as far as Swansea, as well as infill electrification schemes in the North West of England. In Scotland, where transport is devolved to the Scottish Government, Transport Scotland has extended and continues to expand electrification, for example, on the Airdrie–Bathgate rail link . This
8084-535: Was called the "Leeds North West Electrification", which electrified: The route from Edinburgh to Glasgow via Bathgate has been reinstated between Bathgate and Airdrie and electrified throughout. It opened on 11 December 2010. The electrification of the main inter-city route between Edinburgh and Glasgow Queen Street High Level via Falkirk was completed in 2017. The project, known as the Edinburgh to Glasgow Improvement Programme , entailed infill electrification in
8178-499: Was closed completely to all traffic between Hawkhead and Elderslie, partly as a result of the resignalling scheme associated with the AyrLine electrification project resulting in the severing of the line at Elderslie. The section between Hawkhead and Shields Junction remained open to serve the oil depot. During 1986, the track between Elderslie and Paisley Canal station was lifted, and the land around Paisley Canal station, including
8272-609: Was closed on 10 January 1983; and reopened from Shields Jn to Paisley Canal (new station) on 28 July 1990. Potterhill branch. Opened 5 February 1886. Closed Note: Entries in italic were not passenger stations. The line crosses the White Water of Cart at Blackhall Bridge . This was originally an aqueduct, the River Cart Aqueduct , which had been built for the Ardrossan Canal between 1808 and 1810, under
8366-611: Was electrified in April 2019. The Cumbernauld Line to Springburn and the remaining section of the Motherwell–Cumbernauld line was electrified in mid 2014. The line between Springburn and Glasgow Queen Street (High Level) has not yet been completed. Until Glasgow Queen Street High Level has been electrified, electric Cumbernauld Line trains reverse at Springburn and run through Glasgow Queen Street Low Level station. The Whifflet Line between Whifflet and Rutherglen via Carmyle
8460-753: Was electrified in late 2014. In 2009, Lord Adonis was appointed Secretary of State for Transport . After a gap of more than a decade, electrification was back on the agenda and Adonis announced plans to electrify the Great Western Main Line from London to Swansea , as well as infill electrification schemes in the North West of England. In July 2012, the UK government announced £4.2 billion of new electrification schemes, all at 25 kV AC and reconfirmed schemes previously announced by Adonis. These were to be Northern Hub , Great Western Main Line, South Wales Main Line , Midland Main Line , Electric Spine , Crossrail , Gospel Oak to Barking line and West Midlands suburban lines. Rail transport in Scotland
8554-663: Was electrified with third rail and overhead line as far as Stratford, third rail to North Woolwich. Two branches of the Watford DC line have been closed: to Rickmansworth in 1952 (to passengers, to goods in 1967) and to Croxley Green in 1996. The Watford DC line between Queen's Park and Harrow & Wealdstone and the North London Line between Richmond and Gunnersbury are used by London Overground trains designed for 750 V third rail and Bakerloo line trains designed for 630 V third and fourth rail. As
8648-647: Was replaced by third rail. The South Eastern Main Line was electrified at 600 V, later upgraded to 750 V DC. The third rail extended throughout most South London lines out of all its London termini. Throughout the 1930s, there was much main line electrification, including the Brighton Main Line (including East , West Coastways and related routes in 1932–1933), the Portsmouth Direct line (4 July 1937) and to Maidstone and Gillingham (1939). After World War II, electrification
8742-537: Was soon resumed in the newly nationalised British Railways ' Southern Region . The BR 1955 Modernisation Plan included the two-stage "Kent Coast Electrification". The Chatham Main Line was completed, followed by the South Eastern Main Line and related lines. The voltage was raised from 660 V to 750 V. Since then, all electrification has used 750 V; lines electrified before then remain at 660 V. Attention then switched to
8836-608: Was unclear. However, in September 2015, the electrification work was "un-paused", but with a delayed completion date. Since then there have been regular updates including one published in October 2016. On 20 July 2017, Chris Grayling the Secretary of State for Transport cancelled a number of electrification projects citing disruptive works and use of bi-mode technology as an alternative. Electrification has not been without controversy with cancellations and various appearances of
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