Greenock and Ayrshire Railway

Former railway line in Scotland

Greenock and Ayrshire RailwayOverview

Locale| Scotland
Dates of operation| 1 September 1869-1 August 1872[1]
Successor| Glasgow and South Western Railway
Technical
Track gauge| 1,435 mm (4 ft 8+1⁄2 in)

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Greenock and Ayrshire Railway

Legend

| Glasgow, Paisley and

Greenock Railway

|  |

|  | Greenock Princes Pier
|  |

|  |

| Greenock and Wemyss

Bay Railway

|  |

|  |

Newton Street Tunnel

(G&WBR)

Upper Greenock |  |

|  | Greenock West

(GP&GR)

Lynedoch |  |

|  | Greenock Central

(GP&GR)

Cartsburn Junction

|  |

|  | Cartsdyke

(GP&GR)

Port Glasgow Upper |  |

|  |  | Port Glasgow

(Inch Green)
Goods
Kilmacolm |  |

|  | Bogston

(GP&GR)

Bridge of Weir |  |

|  |

Bridge of Weir Railway

|  |  |

|  |  |

| Glasgow, Paisley and

and Greenock Railway

|  |  |  |  |  |

The Greenock and Ayrshire Railway ran from Greenock, Scotland to Bridge of Weir, connecting there to the Glasgow and South Western Railway and making a through connection between Glasgow and Greenock. It closed progressively between 1959 and 1983.

## Formation

[edit]

By the 1860s, the Glasgow and South Western Railway (G&SWR) was established in the south-western quadrant of Scotland, but the rival Caledonian Railway was dominant in the central region, with an important branch line to Greenock. There was bitter rivalry between the two companies, and each sought to retain primacy in its own area.

In 1864, an independent Bridge of Weir Railway, encouraged by the G&SWR, opened their line from Johnstone to Bridge of Weir. At that time the G&SWR was interested in reaching Greenock, where there was lucrative business associated with coastal and international shipping. The Caledonian Railway had a monopoly of the rail connection, and in October 1864 the Chairman of the G&SWR negotiated with the Provost of the Burgh of Greenock regarding improved rail and harbour facilities. The Caledonian Railway ended in the town at Cathcart Street, and its restricted rail access to the East Harbour involved street running. The growing trade in passenger steamer transits to towns and resorts in the Firth of Clyde was inhibited by the necessary five minute walk from the station to the berth past overcrowded housing.

The G&SWR offered the possibility of a new direct rail connection to a new harbour and pier to the north-west of the town, which the Burgh was then constructing. This was a prodigious scheme for both parties, involving lengthy tunnelling for the railway. The excavation and construction of the Albert Harbour facilities cost £250,000. Prince's Pier cost around further £100,000.[2][page needed] The railway part of the scheme was to involve the upgrading of the Bridge of Weir line, the construction of a short line from Cart Junction (on that line) to Elderslie, and a new line from Bridge of Weir to Greenock.

The Greenock and Ayrshire Railway was authorised on 5 July 1865, with capital of £350,000, but money had become scarce again and the G&SWR was obliged to subscribe for £300,000 of the share capital.[3][page needed][4][page needed]

## Opening

[edit]

System map of the Greenock and Ayrshire Railway in 1869

Construction proceeded and the line opened to goods trains on or soon after 30 August 1869, and to passengers on 23 December 1869; the line was worked by the G&SWR. The Greenock terminal was named Albert Harbour, and as well as Clyde coastal shipping, there was a considerable emigrant trade at this time. Intermediate traffic was relatively insignificant and passenger traffic between Glasgow and Paisley and Greenock was in direct competition, both routes using the Bridge Street station in Glasgow. A fares war quickly took hold in 1870, but in early 1871 a common fares arrangement was agreed, by which the G&SWR received 42.68% of ticket receipts. Evidently the supposed advantage of proximity to the quayside at Greenock (and a shorter route from Carlisle and Kilmarnock, via Johnstone) did not result in dominance in traffic share. Goods traffic to Greenock could use either company to reach the East Dock (via the CR) or the west (Albert Dock) via the G&SWR.[note 1][3][page needed][5][page needed]

## Amalgamation

[edit]

Greenock railways in 1869

The Greenock and Ayrshire had been nominally independent but the G&SWR had £300,000 of the £350,000 capital; an amalgamation Bill was enacted on 29 June 1872, and it became effective on 1 August 1872. The line was now part of the G&SWR.[3][page needed]

## Subsequent history

[edit]

The Greenock Harbour Trust had been continuing improvement of the harbour, providing alongside berthing for quick turnrounds, and with more capacity. In 1875, Prince Alfred, Duke of Edinburgh, landed at Prince's Pier and the opportunity was taken to give the station itself the same name. In 1894 the station was relocated 100 yards (91 m) to the north-west, closer to the steamer berths and providing more lavish facilities, featuring six Italianate towers.[6][page needed][7][page needed]

Greenock railways in 1889

In 1880, the harbour facilities to the eastern side of Greenock were being further extended, at Garvel, at the east end of the waterfront. When completed it provided three miles (5 km) of quays with the most modern mechanical handling equipment. The G&SWR wished to retain its place in the marine activity and decided to build a connecting line eastwards from Lynedoch, requiring a short tunnel. The line opened on 5 August 1886; the junction at Lynedoch was named Cartsburn Junction, and G&SWR trains reversed there, descending to a spur at Inchgreen, where they reversed again to reach the quay. The Caledonian Railway also had a connection to the new facility; their access was somewhat easier. The G&SWR's branch had cost £262,467.[3][page needed]

The west curve at Johnstone, giving through running from that station towards Greenock, was an accident of history (of the Bridge of Weir Railway). Use of the curve by passenger trains was discontinued on 1 October 1900.[8][page needed]

### 1912 flooding

[edit]

Former Picture Palace Cinema, and Brougham Street dip under railway bridge, negotiated when G&SWR got Parliamentary approval for its line to Albert Harbour.[9]

About 0.7 miles (1.1 km) west of Lynedoch station, the G&SWR put the West Burn in a culvert under their railway line. In 1909, the burgh corporation built Lady Alice Park upstream from the railway by culverting the river for about 400 yards (370 m), with a children's pond at its inlet, and filled its valley to form a level playing area higher than Inverkip Road which sloped down beside the river. The east end of this culvert flows into an open channel for about 70 yards (64 m) before the railway culvert.[10][11]

On 5 August 1912 storms and torrential rain brought a torrent down the West Burn,[9] and overspill on to Inverkip Road worsened when the corporation's culvert inlet was blocked by debris and their pond overflowed. Water which would have gone safely down the former valley now ran down the road. Flooding increased around the Caledonian's West Station, and its retaining wall partially collapsed. The G&SWR was protected at first by a woodyard and garage, but as they flooded, the garage was swept into the open channel. Debris including one car blocked the mouth of the culvert under the line, and its parapet wall to the railway collapsed.[10] A rush of water swept debris including a second car down the sloping tunnel to Princes Pier station, and flooded the sidings preceding their bridge over Brougham Street. Tenements on either side of the bridge, owned by the G&SWR and tenanted by their staff, were flooded and badly damaged. Water filled the dip in the road under the bridge, and flowed over the goods station to the Clyde. Rescue facilities were set up in the Picture Palace Cinema, and photographs taken from its upper floor showed water pouring over the sidings.[9]

Both railways sued the Corporation of Greenock, in cases which set precedent for law on culverts, and on appeal the House of Lords decided the cases in favour of the railways.[10]

### 1936 runaway

[edit]

David Smith records an accident:

> A most destructive breakaway occurred on ... 10 April 1936. A train of 37 wagons of cattle left Albert Harbour for Carlisle at 9.00 p.m., double headed, the pilot engine being a 2-6-4 tank. They were up about Mearns Street when the pilot slipped violently. In the consequent surge and recoil a coupling broke between the sixth and seventh vehicles. This left 31 on the van, and old Dan Taylor of St Johns did his best, but could not hold them. Down they went through the tunnels. At Princes Pier station no. 637 was sitting at Platform 3 with a train for Glasgow. [The train was empty but] the runaway crashed into no. 637. There was terrible destruction of wagons and beasts ... Fifty-one of the cattle were killed or had to be slaughtered.[12]

## Closure

[edit]

Stopping services over the northern section of line, beyond Kilmacolm, were cut in February 1959 although goods trains, and also special boat trains from Glasgow St Enoch continued to run until 30 November 1965; during this period the line beyond Kilmacolm was singled. Stopping passenger services ceased running beyond Kilmacolm in February 1959.[13][page needed] However the Glasgow St Enoch railway station to Greenock Prince's Pier Ocean Liner boat trains continued running until 30 November 1965. The tracks were then cut at Kilmacolm in September 1966.[5][page needed][13][page needed]

Greenock railways in 1971

However this was not the end of rail connection to Princes Pier: it was redeveloped as a container terminal, operated by the Clyde Port Authority, and rail connection was reinstated in 1971. The original line and the James Watt Dock connection were close alongside the Wemyss Bay line from Port Glasgow immediately east of Lynedoch, and a connection was made there: so the original G&AR line was re-opened to container traffic west of Lynedoch. The line was now single and laid in the centre of the tunnels, enabling 8 foot (2.44 m) containers to pass.

In fact this did not prove a long-term opportunity, and rail movement became dormant for many years; containers in use were larger than the original 8-foot size, and cannot be moved through the tunnels, and the line was officially closed on 30 September 1991.[14]

The 1966 closure at Greenock left the line open from Elderslie to Kilmacolm; local passenger services continued, using diesel multiple units. That section too closed completely on 10 January 1983.

## Topography

[edit]

The line ran from Bridge of Weir to Greenock, with a connection from Cartsburn Junction to James Watt Dock.

The main line opened to passengers on 23 December 1869; locations were:

* Connection at Bridge of Weir to the former Bridge of Weir Railway;
* Bridge of Weir station; the Bridge of Weir Railway station there was by-passed;
* Upper Port Glasgow; goods station only;
* Cartsburn Junction; not a passenger station;
* Lynedoch; renamed Greenock Lynedoch May 1898; closed 2 February 1959
* Greenock, Albert Harbour; renamed Greenock Princes Pier 1 May 1875; relocated a short distance north-west 25 May 1894; closed except to boat trains 2 February 1959; closed 30 November 1965.

The double-track route required five tunnels in two miles; the longest, Union Street Tunnel is 710 yards (649 m) in length on a falling gradient towards the Clyde of 1 in 70, with sharp curves at each end.[14]

The James Watt branch was goods only; locations were

* Cartsburn Junction;
* Inch Green; reversing siding;
* James Watt Dock.

The large and attractive terminal station at Princes Pier was built on the quayside, attracting passengers who boarded Clyde steamers there to visit holiday resorts down the Firth of Clyde or to commute in summer to their villas around the shores of the firth. It took most of the steamer trade away from the Caledonian Railway whose Cathcart Street station was a short but inconvenient walk through part of Greenock to the Custom House quay, leading them to organise an extension to Gourock, with Gourock railway station opening as a rival terminal in 1889.[15][page needed]

## Notes

[edit]

1. ^ This arrangement was agreed, according to Ross, but it is not clear by what route the exchange could take place in the early years.

## References

[edit]

1. ^ Awdry 1990, p. 78.
2. ^ Slaven, Anthony (2013). The Development of the West of Scotland 1750-1960. Routledge. ISBN 9781136588679.
3. ^ a b c d Ross, David (2014). The Glasgow and South Western Railway: A History. Catrine: Stenlake Publishing Limited. ISBN 978-1-84033-648-1.
4. ^ Carter, E.F. (1959). An Historical Geography of the Railways of the British Isles. London: Cassell.
5. ^ a b Highet, Campbell (1965). The Glasgow & South-Western Railway. Lingfield: Oakwood Press.
6. ^ Hogg, Chris; Patrick, Lynn (2014). The Glasgow, Cowal and Bute Route Through Time. Stroud: Amberley Publishing. ISBN 978-1445621081.
7. ^ Deayton, Alastair (2010). Clyde Coast Piers. Stroud: Amberley Publishing. ISBN 978-1848684270.
8. ^ Stephenson Locomotive Society (1950). The Glasgow and South Western Railway, 1850 - 1923. London: Stephenson Locomotive Society.
9. ^ a b c Maclean, Sandy (2010). "The Greenock Railway Flooding Monday 5th August 1912" (PDF). Scottish Transport, Annual Magazine of the Scottish Tramway & Transport Society (62). Glasgow: Scottish Tramway and Transport Society: 4–12. Retrieved 12 June 2021.
10. ^ a b c "Corporation of Greenock v Caledonian Railway Company: HL 1917". swarb.co.uk. 19 July 2020. Retrieved 20 June 2021.
"Glasgow & South-Western Railway v. Greenock Corporation 1917; UKHL 600 (23 July 1917)". LawCareNigeria. 4 March 2020. Retrieved 20 June 2021.
11. ^ "Side by side georeferenced maps viewer - OS 25" 1896, 1:1250 1964". National Library of Scotland. 9 May 2021. Retrieved 23 June 2021.
12. ^ Smith, David L. (1980). Legends of the Glasgow and South Western Railway in LMS Days. Newton Abbot: David and Charles (Publishers) Limited. pp. 81–82. ISBN 0-7153-7981-X.
13. ^ a b Thomas 1971.
14. ^ a b "Union Street Tunnel". Forgotten Relics.
15. ^ McCrorie, Ian (1989). To The Coast. Fairlie, Ayrshire: Fairlie Press. ISBN 1-8712-0901-3.

## Further reading

[edit]

* Awdry, Christopher (1990). Encyclopaedia of British Railway Companies. Sparkford: Patrick Stephens Ltd. ISBN 1-8526-0049-7. OCLC 19514063. CN 8983.
* Butt, R. V. J. (October 1995). The Directory of Railway Stations: details every public and private passenger station, halt, platform and stopping place, past and present (1st ed.). Sparkford: Patrick Stephens Ltd. ISBN 978-1-85260-508-7. OCLC 60251199. OL 11956311M.
*   * Thomas, John (1971). A Regional History of the Railways of Great Britain. Vol. VI Scotland: The Lowlands and the Borders (1st ed.). Newton Abbot, Devon: David & Charles. ISBN 0-7153-5408-6. OCLC 16198685.
* Thomas, John; Paterson, Rev A. J. S. (1984). A Regional History of the Railways of Great Britain. Vol. VI Scotland: The Lowlands and the Borders (2nd ed.). Newton Abbott, Devon: David & Charles. ISBN 0-9465-3712-7. OCLC 12521072.
* Wham, Alasdair (2000). The Lost Railway Lines South of Glasgow. Wigtown: G.C. Book Publishers. ISBN 1-8723-5008-9.
* Clark, Bill; Brown, Gaie (2012). Greenock and Gourock Through Time. Stroud: Amberley Publishing.

## External links

[edit]

* Speller Web on the Greenock and Ayrshire Railway
* The Glasgow & South Western Railway Association
* Railscot on Greenock and Ayrshire Railway
* Forgotten relics website; includes period and recent photographs of Princes Pier and tunnels

* v
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Historical Scottish railway companies

Primary companies|

* Caledonian Railway
* Glasgow and South Western Railway
* Great North of Scotland Railway
* Highland Railway
* North British Railway

Caledonian
Railway|

* Aberdeen Railway
* Alloa Railway
* Alyth
* Arbroath and Forfar
* Busby Railway
* Cathcart District
* Clydesdale Junction
* Crieff Junction
* Crieff and Comrie
* Crieff and Methven Junction
* Dumfries, Lochmaben and Lockerbie
* Dunblane, Doune and Callander
* Dundee and Perth
* Dundee and Perth and Aberdeen
* Forfar and Brechin
* General Terminus and Glasgow Harbour
* Garnkirk and Glasgow
* Glasgow Central Railway
* Glasgow, Paisley and Greenock
* Greenock and Wemyss Bay
* Hamilton and Strathaven
* Lanarkshire and Ayrshire
* Lanarkshire and Dumbartonshire
* Leadhills and Wanlockhead
* Lesmahagow Railway
* Lochearnhead, St Fillans and Comrie
* Paisley and Barrhead District
* Perth, Almond Valley and Methven
* Polloc and Govan
* Rutherglen and Coatbridge
* Scottish Central
* Scottish Midland Junction
* Scottish North Eastern
* Solway Junction
* Symington, Biggar and Broughton
* Talla Railway
* Wishaw and Coltness

Lines built by the Caledonian Railway
Balerno line
CR Cleland and Midcalder
CR Main Line
CR Douglas Branch
CR Hamilton Branch
CR Hamiltonhill Branch
CR The Switchback

Independent lines worked by the Caledonian Railway
Callander and Oban
Killin Railway

Glasgow and South
Western Railway|

* Ardrossan Railway
* Ardrossan and Johnstone
* Ayr and Dalmellington
* Ayr and Maybole Junction
* Ayr to Mauchline
* Ayrshire and Wigtownshire
* Barrhead Branch
* Bridge of Weir Railway
* Cairn Valley
* Caledonian and Dumbartonshire Junction
* Castle Douglas and Dumfries
* Dalry and North Johnstone
* Darvel Branch
* Girvan and Portpatrick Junction
* Glasgow, Dumfries and Carlisle
* Glasgow, Paisley, Kilmarnock and Ayr
* Greenock and Ayrshire
* Kilmarnock and Troon
* Largs Branch
* Maidens and Dunure
* Maybole and Girvan
* Paisley and Renfrew
* Paisley Canal Line

Great North of
Scotland Railway|

* Aberdeen and Turriff
* Aboyne and Braemar
* Alford Valley
* Banff, Macduff and Turriff Junction
* Banff, Portsoy and Strathisla
* Boddam Branch
* Deeside
* Denburn Valley
* Formartine and Buchan
* Inverury and Old Meldrum Junction
* Keith and Dufftown
* Moray Coast
* Morayshire
* St Combs Light Railway
* Strathspey Railway

Highland Railway|

* Buckie and Portessie Branch
* Dingwall and Skye
* Duke of Sutherland
* Findhorn Railway
* Fortrose Branch
* Inverness and Aberdeen Junction
* Inverness and Aviemore Direct
* Inverness and Nairn
* Inverness and Perth Junction
* Inverness and Ross-shire
* Kyle of Lochalsh Extension
* Perth and Dunkeld
* Sutherland and Caithness
* Sutherland Railway

Independent lines worked by the Highland Railway
Dornoch Light Railway
Wick and Lybster Light Railway

North British
Railway|

* Aberlady, Gullane and North Berwick
* Anstruther and St Andrews Railway
* Ballochney
* Bathgate and Coatbridge
* Blane Valley
* Border Counties Railway
* Border Union Railway
* Campsie Branch
* Carlisle and Silloth Bay Railway and Dock Company
* Charlestown Railway and Harbour Company
* Coatbridge Branch
* Devon Valley Railway
* Dunfermline and Queensferry
* East of Fife Railway
* Edinburgh and Bathgate
* Edinburgh and Dalkeith
* Edinburgh and Glasgow
* Edinburgh and Hawick
* Edinburgh, Leith and Newhaven Railway
* Edinburgh, Loanhead and Roslin Railway
* Edinburgh and Northern
* Edinburgh Suburban and Southside Junction
* Esk Valley
* Eyemouth Railway
* Fife and Kinross Railway
* Forth and Clyde Junction
* Gifford and Garvald
* Glasgow, Bothwell, Hamilton and Coatbridge
* Glasgow City and District
* Glasgow, Dumbarton and Helensburgh
* Glasgow and Milngavie Junction
* Glasgow, Yoker and Clydebank
* Kelvin Valley Railway
* Kincardine Line
* Kinross-shire Railway
* Kirkcaldy and District Railway
* Leadburn, Linton and Dolphinton
* Leven Railway
* Leven and East of Fife Railway
* Macmerry Branch
* Monkland and Kirkintilloch
* Monkland Railways
* Montrose and Bervie
* Mallaig Extension
* Newburgh and North Fife Railway (worked by NBR)
* Newport Railway
* North Berwick Branch
* North British, Arbroath and Montrose
* Peebles Railway
* The St. Andrews Railway
* Stirling and Dunfermline
* Strathendrick and Aberfoyle
* Slamannan
* Slamannan and Borrowstounness
* Wemyss and Buckhaven Railway
* West Highland Railway
* West of Fife Mineral Railway
* Wilsontown, Morningside and Coltness

Joint lines|

* Caledonian and Dumbartonshire Junction
* City Union
* Dundee and Arbroath
* Darvel and Strathaven
* Glasgow and Paisley Joint
* Glasgow and Renfrew District
* Glasgow, Barrhead and Kilmarnock Joint
* Kilsyth and Bonnybridge
* Portpatrick and Wigtownshire Joint

Other lines|

* Brechin and Edzell District
* Campbeltown and Machrihanish Light Railway
* Cromarty and Dingwall Light Railway
* Dundee and Arbroath
* Hagdale Chromate Railway
* Invergarry and Fort Augustus
* Lealt Valley Diatomite Railway
* Lochaber Narrow Gauge
* Perth, Almond Valley and Methven
* Rothesay and Ettrick Bay Light Railway
* Skye Marble Railway
* Tranent to Cockenzie Waggonway

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