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46-564: The Whiteinch Railway was taken over by the North British Railway in 1891 and they started a passenger service on the line in 1897; the terminus was called Whiteinch (Victoria Park) . After 1945 passenger and freight usage of the lines declined, and the passenger service was discontinued in 1951. The Whiteinch goods yard was later used as a construction depot for the electrification of the North Clyde passenger services, but

92-519: A cartel of some of the coal owners attempted to keep prices artificially high, and from 1813 they managed to achieve a near-monopoly of the supply of Monkland coal, with the canal also charging monopolistic prices for carriage. By 1823 the Monkland and Kirkintilloch Railway (M&KR) was being promoted, connecting the coalfield with the Forth and Clyde Canal at Kirkintilloch . Although this provided

138-624: A ceremonial opening of the line took place. The railway companies that opened in the Monklands and Glasgow area became known as the coal railways , marking both their primary traffic and their inter-dependency. The G&GR company was dependent on the Monkland and Kirkintilloch line for originating traffic from the Monklands coalfield, and when the Wishaw and Coltness Railway (W&CR) opened in 1833, its traffic from further south passed over

184-508: A mile or so west of Stobcross, on the north bank of the Clyde. There was no rail access to the sites and the promotion of the Stobcross line encouraged the idea of providing a line. The Whiteinch Railway was proposed and obtained its authorising Act on 1 July 1872. It was to connect at a new Whiteinch Junction and run west and then south to a goods yard ("Whiteinch Goods and Mineral Station") on

230-713: A route to Glasgow by-passing the Monkland Canal, "there seems little doubt that the principal intention of the M&;KR promoters was the provision of a convenient route for Monkland coal to the Edinburgh market." Accordingly, it was the principal coal consumers in Glasgow who were dominant in proposing a railway to convey coal directly to Glasgow. The chief sponsors included Charles Tennant & Co , who had their St Rollox Chemical Works at Townhead, Glasgow , adjacent to

276-586: A through passenger service between Edinburgh and Glasgow. The Slamannan company's eastern terminal was at Causeway, on the Union Canal , some distance from the capital. On 30 July 1840 the service started, involving a passage on the canal from Port Hopetoun in Edinburgh; traversing the Slamannan company's line, which included a rope-worked incline at Causewayend; the Ballochney Railway, including

322-474: The Garnkirk and Glasgow Railway Act 1826 ( 7 Geo. 4 . c. ciii); the act empowered it to make the necessary connection to the Monkland and Kirkintilloch Railway. The act stipulated that the company could not issue dividends of more than 10% unless they reduced their tolls to stated amounts. There was a decision to alter the course of the railway, and this involved an additional £11,000 capital. The junction

368-688: The Glasgow, Garnkirk and Coatbridge Railway . The track gauge originally chosen was now a limitation and it altered its gauge to the standard of 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ). When the Caledonian Railway advanced on Glasgow, the Glasgow, Garnkirk and Coatbridge provided a ready-made access route, and the Caledonian company purchased the Garnkirk line. Most of its original route remains open today. In

414-407: The Monkland and Kirkintilloch Railway , with which it was to connect. It was dependent on the Monkland and Kirkintilloch Railway for access to the best areas of the coalfields, but eventually it by-passed this constraint by extending its line southwards through Coatbridge, enabling a direct link with another coal railway, the Wishaw and Coltness Railway . Widening its horizons it changed its name to

460-597: The G&;GR argued that the two tracks should be allocated to locomotive use and (their own) horse-drawn trains respectively. There was clearly friction between the two companies, arising from horse-operated G&GR trains delaying M&KR locomotive trains. However, by 1838 the G&GR was operating locomotives over the G&GR and the W&;CR. When the Slamannan Railway opened on 31 August 1840, it proposed

506-424: The G&GR. The M&KR refused to allow locomotives on its line, even though the two other railways used them routinely. At length the G&GR decided to build its own independent line paralleling, and by-passing, the M&KR, and connecting directly with the W&CR line. When it sought parliamentary authority it changed its name to the more appropriate Glasgow, Garnkirk and Coatbridge Railway (GG&CR). It

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552-635: The GD&;HR had been taken over by the North British Railway . The creation of the new dock was obviously of fundamental concern to the company, and it secured Parliamentary authority for a line to Stobcross to serve the dock. The line, known as the Stobcross Railway , branched from the GD&HR at Maryhill (Stobcross Junction), and it opened on 20 October 1874. Some industrial development had taken place in about 1870 at Whiteinch,

598-464: The GG&;CR. As the Caledonian line was to be standard gauge ( 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm )), this was obviously contingent on those railways changing their gauge to suit. In fact all the coal railways decided to change in concert, and did probably on 26 August 1847 and for a few days after. There was a miners' strike at this time, so the cessation of mineral traffic for

644-442: The Glasgow depot at Townhead. The Townhead depot was at the point where Keppochhill Road crossed the Forth and Clyde Canal . The M8 motorway and Springburn Road junction system has obliterated the site, but it was approximately at the present-day western end of Charles Street. Contracts were swiftly let, and the first sod was cut on 28 August 1827. The engineers were Thomas Grainger and John Miller , who were also engineers to

690-484: The M&K line too. Although the G&GR had planned for locomotive operation, there was evidently also significant horse-drawn traffic. The M&KR was seeking parliamentary authority to double their line, and the G&GR tried to get a clause giving them running powers to the Wishaw and Coltness line. The G&GR argued that when the M&K line was doubled, traffic for each direction should be allocated to each track;

736-712: The M&KR. The railway was planned to have gentle gradients and a good alignment, in contrast to the Monkland and Kirkintilloch line and other short mineral lines, and of the nearly 8 + 1 ⁄ 4 -mile (13.3 km) extent, the first (eastern) 5 + 1 ⁄ 4 miles (8.4 km) were level and the remainder descended at 1 in 144. It was designed to be a locomotive line from the outset—a far-sighted decision, although it incurred considerable extra expense in heavier track construction. This required heavy earthworks, with large embankments at Gartcloss, Gartcosh , Provanmill and Germiston , and deep cuttings at Gartcosh, Blackfauld and Provanmill. Moreover, considerable work

782-443: The M&KR. There were four journeys every day. Moreover, Buchanan reported that: Each time, also, the engine starts with a load of coals from the upper part of the line, or with empty waggons returning, a small passenger waggon is attached, not being regulated by any hour, and a considerable number of stragglers find their way in this manner along the line. At the end of June 1831 the company's first locomotive entered service; it

828-456: The Monkland Canal. The railway was called The Garnkirk and Glasgow Railway , (G&GR) indicating the route and destination of the new railway; although there were extensive fireclay deposits at Garnkirk , it was not an important terminal of the new railway: most of the mineral traffic would originate on the M&KR system. The company was to have authorised capital of £28,497 17s 4d. The new company got its act of Parliament on 26 May 1826,

874-556: The Wood Brothers went into liquidation. A and G Anderson took over the local management of the line, but the North British Railway stepped in and the railway operations were effectively controlled by them, with Anderson handling the merchant activity. In 1916 the NBR took over the working of the tramway completely. Passenger services were suspended from 1 January 1917 until 2 June 1919. After World War II social patterns changed and at

920-405: The absence even of primitive telecommunications.) By the first half of 1845, the company was carrying all the coal traffic on its line, while outside carriers conveyed 19% of "other goods". In this period, attention was being drawn to the high cost of operation of the line; in 1839 - 1843 gross revenue was £15,337 and working expenditure was 51.3% of that sum. Friction between the G&GR and

966-421: The company drew up byelaws laying down that passenger trains in both directions should share one track with eastbound (i.e. unloaded) horse trains, and the other dedicated to westbound, loaded, horse trains. Waggons were always to give way to passenger trains and to locomotives, and were not to start on a journey unless certain of reaching a siding before being overtaken. (It is not clear how they could know this in

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1012-528: The double rope-worked inclined place at Commonhead; the Monkland & Kirkintilloch Railway between Kipps at Gartsherrie; and the G&GR itself. For a while this transit was the prime route between Edinburgh and Glasgow (Townhead), taking about five hours. It lasted until February 1842 when the Edinburgh and Glasgow Railway opened, putting paid to any through traffic over the Slamannan route. Mixed locomotive and horse operation led to difficulties; in 1840

1058-419: The eighteenth century, the city of Glasgow experienced increasing demand for coal, both for domestic and industrial purposes; the most convenient source was the Monkland coalfield, south of Airdrie , but the distance of over ten miles incurred considerable expense in the absence of an efficient means of transport. The Monkland Canal was opened in 1791, reducing the price of coal in Glasgow considerably. However

1104-474: The idea of a new railway from Carlisle to both Edinburgh and Glasgow. The old coal railways had already found themselves at a disadvantage with their non-standard track gauge of 4 ft 6 in ( 1,372 mm ), which prevented interchange of traffic with the more modern railways that were developing. The Caledonian Railway offered considerable extra traffic, by connecting to the Wishaw and Coltness line at Garriongill, and continuing to Glasgow over it and

1150-497: The lines were closed completely in 1967 and nothing remains of them. The first railways in Glasgow were located on the east side of the city, and were concerned with transporting minerals. In 1832 the Garnkirk and Glasgow Railway opened to a terminus at Townhead, bringing coal from the Monklands coalfield to the city. The Polloc and Govan Railway was an 1840 development of an earlier waggonway, improved to get access to shipping on

1196-423: The neighbouring M&KR developed. The M&KR passenger station at Coatbridge (" The Howes ") was constantly complained of by the G&GR as being a deterrent to passengers. A more fundamental issue was the intensive traffic over the M&KR section, crossing a junction of main roads at Coatbridge. Moreover, the Wishaw and Coltness Railway (W&CR) relied on the M&KR section to convey coal from its line to

1242-413: The north side of Dumbarton Road. Whiteinch Junction was located about halfway between the present-day Hyndland and Jordanhill stations, opposite the end of Woodcroft Avenue. The course of the line was dictated by the contours. The construction was partly funded by local industrialists and landowners, all of whom had an interest in the benefits of the line. It opened on 29 October 1874. The Whiteinch Tramway

1288-436: The planks. Elsewhere on the line fish bellied rails to Birkinshaw's patent—another far-sighted decision—at 28 pounds per yard (14 kg/m) in 15-foot (4.6 m) lengths were laid on stone blocks each weighing 3 long hundredweight (340  lb ; 150  kg ). The line was built to the 4 ft 6 in ( 1,372 mm ) track gauge, which had been adopted by the M&KR; interchange of wagons with that line

1334-451: The same time road transport, for goods and for passengers, had improved significantly and on 2 April 1951 the passenger service to Whiteinch was withdrawn. Goods traffic continued until closure in March 1965. The North Clyde passenger train network was electrified in 1960 and the construction work in connection with it had been carried out over several preceding years. An electrification depot

1380-571: The short branch. In 1896 the Lanarkshire and Dumbartonshire Railway (L&DR) (the company name used the variant spelling of Dumbartonshire) opened its line; it was sponsored by the rival Caledonian Railway and ran along the north bank of the River Clyde, giving a much improved service to industrial premises than the Wood Brothers' tramway. The finances of the tramway declined and in May 1914

1426-410: The south bank of the Clyde at Broomielaw (a name then applied to the area both sides of the river). In 1842 the Edinburgh and Glasgow Railway opened its intercity line to Edinburgh. The north bank of the Clyde was not developed for some time, and railway access was difficult. The main lines built at the end of the decade ran east and south, and although construction through, and under, the central area

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1472-554: The tramway as a subsidiary part of their business. The traffic was sufficient to enable the purchase of a locomotive in 1875. In 1882 the Glasgow, Yoker and Clydebank Railway opened. It left the Stobcross Railway at Yoker Junction, a little to the west of Whiteinch Junction, and ran west from there just to the north of the first section of the Whiteinch Railway. (Yoker Junction later became the eastern apex of

1518-506: The triangle at Jordanhill.) The North British Railway worked the Whiteinch Railway, and it aspired to incorporate it and the tramway into its own system. This was resisted locally, until in 1891 the NBR agreed a purchase of the Whiteinch Railway, but not the tramway. In due course the NBR converted the Whiteinch Railway into a passenger branch, and next to Whiteinch goods yard they built Whiteinch Victoria Park passenger station. It opened on 1 January 1897, there were no intermediate stations on

1564-585: The work was not as difficult as it might have been. The Caledonian Railway pursued its plans to enter Glasgow, and also to reach Stirling and Perth by building from near Gartsherrie to meet the projected Scottish Central Railway at Greenhill. The Caledonian negotiated to acquire both the W&CR and the GG&CR, and in fact it leased the GG&CR from 1 January 1846. On 3 August 1846 the Caledonian Railway (Glasgow, Garnkirk and Coatbridge Railway Purchase) Act 1846 ( 9 & 10 Vict. c. cccxxix)

1610-488: Was an early railway built primarily to carry coal to Glasgow and other markets from the Monkland coalfields, shortening the journey and bypassing the monopolistic charges of the Monkland Canal ; passenger traffic also developed early in the line's existence. It opened officially on 27 September 1831 using horse traction, and had the track gauge of 4 ft 6 in ( 1,372 mm ) that had been adopted by

1656-552: Was authorised on the same date as the Whiteinch Railway, and became operational on the same day as the railway. It ran from the Whiteinch goods depot and crossed Dumbarton Road, then turning east along what became South Street (but at the time simply through fields) to serve the industrial premises. The tramway was horse operated, wagons being worked to and from the railway yard. The tramway was worked by James and William Wood who traded as merchants in coal, sand and iron products, using

1702-545: Was available and access to the Clyde was easier. At the same time, berthing of ships in Broomielaw was becoming difficult as shipping volumes, and vessel sizes, increased, and the Clyde Commissioners determined to build a new dock on the north bank west of the city. Work was started in 1872 at Stobcross, and the new dock, to be known as "The Queen's Dock" was formally opened on 18 September 1877. By this time

1748-506: Was carried in March 1831, when coal was sent eastwards from Gartcloss Colliery to the M&KR system, but during May 1831 horse-drawn coal trains from Monklands to Glasgow started operating. Now following swiftly on from the opening, a passenger service was started on 1 June 1831, running from the G&GR Townhead terminus and Leaend, on the margin of Airdrie, on the Ballochney Railway , the trains operating intermediately over

1794-472: Was essential. Francis Whishaw, writing in 1839, stated that there were six level crossings on the line. Construction was delayed by exceptionally bad weather, and the company had to obtain parliamentary authority for additional capital, which it obtained in the Garnkirk and Glasgow Railway Act 1830 ( 11 Geo. 4 & 1 Will. 4 . c. cxxv) on 17 June 1830 for a further £21,150. The first revenue traffic

1840-539: Was established in Whiteinch goods yard for the purpose. The depot continued as a maintenance depot until 1967. The whole of the Whiteinch Railway and the Whiteinch Tramway has been closed and Whiteinch goods yard has been landscaped and is open ground; the Dumbarton Road frontage is now occupied by residential accommodation. Garnkirk and Glasgow Railway The Garnkirk and Glasgow Railway

1886-528: Was formed on 19 July 1844. Running north-south between Gartsherrie and Whifflet, and to the west of the M&KR line, the new route opened in July 1845. It crossed the Monkland Canal and Bank Street in Coatbridge by a bridge, and it crossed the M&KR Rosehall branch on the level. There was a new Coatbridge station, which much later became Coatbridge Central . From 1844 business interests were promoting

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1932-490: Was named St Rollox and was a 2-2-0 of the Planet type, built by Robert Stephenson and Company , and was applied to the passenger service. The M&KR would not allow the locomotive on to their track, and the trains were horse-drawn from Gargill (Gartsherrie) eastwards. This more modern type of locomotive again demonstrated the G&GR's dynamic thinking. A double line of rails was ready by September 1831, and on 27 September

1978-408: Was needed to form the railway across Robroyston Moss: after levelling, tree branches were placed on the track bed, and on them longitudinal timber beams were laid; cross-beams of Scotch fir were fixed on them, and then longitudinal planks of red pine, 9 by 4.5 inches (230 mm × 110 mm) (broad x thick) were laid on them; finally the rails of 12 pounds per foot (18  kg/m ) were laid on

2024-407: Was proposed, opposition was so strong that it was not carried out. The Glasgow, Dumbarton and Helensburgh Railway (GD&HR) was opened in 1858, but it ran in a broad northern sweep round the city, through Maryhill (then a remote small town) and did not approach the Clyde until it reached Bowling. Heavy industry expanded in subsequent years and there was pressure to move west of the city where land

2070-618: Was sought, and obtained on 14 June 1827, authorising the junction to be at Gartsherrie, and the Glasgow terminal to be at the "cut of junction" where the Monkland Canal and the Forth and Clyde Canal met. The amendment act also authorised increased capital of £9,350. Accordingly, the route was from the junction with the M&KR at Gartsherrie, near the Gargill Colliery, running via Gartcloss, Gartcosh, Garnkirk, Robroyston , Milton, Broomfield, Germiston, Rosebank and Pinkston to terminate at

2116-415: Was to be at Bedlay (near modern Muirhead ), and would have followed a more northerly route than that actually built. However the promoters decided it would be advantageous to shorten the extent of usage of the rival M&KR line, and to make the gradients more favourable to loaded traffic. Accordingly, a new act of Parliament, the Garnkirk and Glasgow Railway Act 1827 ( 7 & 8 Geo. 4 . c. lxxxviii),

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