The Caledonian and Dumbartonshire Junction Railway The
Caledonian Railway was authorised in 1845 to build its trunk line from Glasgow and Edinburgh to Carlisle: that line opened in 1847 - 1848. During the lengthy period of planning the route and obtaining its Act of Parliament, the Caledonian set about gaining control of other Scottish railway companies. Many other lines were being promoted at that time of easy availability of capital, and the Caledonian quickly secured the
Glasgow, Paisley and Greenock Railway and agreed leases of several other lines, mostly north of the central belt. There was much industry in the valley of the
River Leven and at Dumbarton itself, and independent promoters put forward a line that would run from Glasgow to Dumbarton and Balloch. The connection in Glasgow was to be with the
Edinburgh and Glasgow Railway (E&GR) near Cowlairs, broadly following the present-day Westerton route. In 1846 the line obtained an authorising Act of Parliament; it was to be called the
Caledonian and Dumbartonshire Junction Railway (C&DJR). The Caledonian expressed interest in the line and offered to lease the line on its completion, and subscribed to some shares. The C&DJR decided that the Caledonian Railway would be a better partner than the E&GR, and in 1847 successfully presented another Bill to Parliament, proposing an alteration of the terminal in Glasgow so as to connect with the Caledonian. In fact the G&DJR had serious trouble raising capital, and only succeeded in constructing its line from Bowling through Dumbarton to Balloch. The terminal at Bowling was at the basin of the
Forth and Clyde Canal; the canal was in the process of being acquired by the Caledonian Railway at the time. The G&DJR opened in 1850.
The Glasgow, Dumbarton and Helensburgh Railway Money for railway construction had been difficult to come by, but the situation eased after 1850 and the attraction of connecting Dumbarton to Glasgow resulted in a new proposal: the
Glasgow, Dumbarton and Helensburgh Railway. This was authorised in 1855 and opened in 1858. It connected end on to the C&DJR at Bowling, and extended from Dalreoch to Helensburgh. The C&DJR formed the central section of the route, and a revenue apportioning system was agreed. The company was taken over by the
Edinburgh and Glasgow Railway in 1862 and that company formed part of the
North British Railway in 1865. The line ran from Glasgow to Bowling on the north side of the
River Clyde, but at some distance from the shore. In the years following the construction, industry developed with increasing intensity close to the shore, especially at Yoker and Clydebank. As navigation on the Clyde was improved, larger port facilities were developed, and the Queens Dock was opened in 1880 at Stobcross (now the location of the
Scottish Exhibition and Conference Centre). The North British Railway built a branch to the dock.
The Glasgow Central Railway In 1888 the Glasgow Central Railway was authorised; supported by the Caledonian Railway, it was to run from Dalmarnock to Maryhill through the centre of Glasgow, with a low level station under Glasgow Central, and making a connection at Stobcross to the extensive dock sidings there. The line was prodigiously difficult to construct, and it did not open throughout until 1896. It was heavily used for suburban passenger purposes, but also by goods trains to and from the dock. Coming later than the urban development of the city, the line was forced to take a circuitous route with several tunnel sections to penetrate the hilly topography. The Glasgow Central Railway joined the Caledonian on the south side, but the L&DR was to spring from junctions at Balornock, near Provanmill on the line out of the Buchanan Street terminus, on the north-east side of the city. A branch from Balornock to Hamiltonhill had been promoted in 1883; intended to serve iron foundries and other industry along the route of the Forth and Clyde Canal there. The route arched round north of Springburn Park, but land acquisition problems prevented the line from being completed at Hamiltonhill. The L&DR route was now to use the first part of the Hamiltonhill line as far as Possil, then continuing west and crossing under the
River Kelvin to a new through station at Maryhill, joining the Glasgow Central Railway near there, giving onward access to Stobcross. From Maryhill the L&DR continued west and then south in tunnel to a triangular junction near the bank of the Clyde. An eastward arm led through Partick to the Stobcross station of the Central line; the westward arm continued close to the river through Scotstoun and Yoker, serving numerous industrial sites, then looping north at Clydebank. Crossing over and then under the North British line, it continued between the Forth and Clyde Canal and the Clyde to Bowling, where it crossed to the north of the canal and the NBR line, then looping south of the NBR at Dumbuck to a new Dumbarton East station, finally joining the North British line at Dumbarton Junction. The Lanarkshire and Dumbartonshire line was originally proposed (in 1891) to run through Dumbarton to Aber Bay, near Ross Priory on the east shore of Loch Lomond. The duplication aroused considerable opposition from shareholders, and the compromise was reached that the section of the existing line from Dumbarton to Balloch would be made joint. This arrangement was confirmed by Act of Parliament of 27 July 1892, and included transfer to joint control of steamers on Loch Lomond. From Dumbarton Junction the NBR line to Balloch was to be transferred to joint control, between the NBR, the L&DR and the Caledonian Railway, on the day that the L&DR opened its line for passengers to that point. The joint section would be called the
Dumbarton and Balloch Joint Railway.
Construction and opening The Caledonian Railway subscribed £82,000 to the building of the line, but the majority of the capital was readily subscribed by industrialists in the area to be served; efficient and convenient transport was essential to the heavy industries. The Caledonian agreed to work the line for 4% of the capital. Work on construction started on 6 October 1891. On 26 November 1894 the line opened for goods between Maryhill and Balornock Junction. The L&DR generated considerable business from the many heavy industrial sites along the Clyde; the company provided sidings connections from its main line free of charge. However the very large Singer factory provided no goods traffic during the L&DR period: the North British Railway already served it, and concluded a long term exclusive traffic agreement with it before completion of the L&DR line. The
Railways Act 1921 brought about the "grouping" of the main line railways of Great Britain, and from 1923 the Caledonian Railway was a constituent of the new
London Midland and Scottish Railway; the rival NBR was a constituent of the new
London and North Eastern Railway, so the competition continued, and the Dumbarton and Balloch Joint Railway was now joint between those two companies.
From 1948 The railways were nationalised in 1948, and the lines in Scotland formed part of the new Scottish Region of British Railways. Although the competitive pressure was abated, the former L&DR route and the NBR route served different residential and industrial areas, and for some time both routes continued largely unchanged. However industrial patterns were changing substantially, especially from the rise of low-cost heavy industry and mineral extraction in Asia and South America, and the exhaustion of many of the Lanarkshire coal and iron pits. This led to the decline of the industries served by the railway. At the same time motor bus services improved in efficiency substantially, and it was clear that the parallel railways needed to be modernised and simplified. It was decided to electrify the line between Glasgow and Balloch and Helensburgh, but to retain only one of the duplicate routes: the former NBR route. However immediately east of Dumbarton the former L&DR line served industrial complexes as well as Dumbarton East station in a large residential area, so that part of the route was retained. The two lines came close to one another at Dunglass, a little west of Bowling, and a connection was installed there, so that trains from Glasgow on the NBR route could switch to the L&DR line. The new arrangement started with a skeleton service on 5 November 1960, when electric trains between Glasgow and Balloch and Helensburgh were in operation. A full service ran from the following day. Steam trains on the L&DR route from Glasgow to Balloch continued for the time being. On 30 October 1960, during trial running, a transformer explosion occurred in an electric train at Charing Cross, Glasgow; and on 13 December a serious explosion occurred in the guard's compartment of an electric train at Renton, and this was followed by other serious problems and the electric service was suspended. Steam trains resumed (although some steam engines had been taken out of service permanently). The normal electric service was resumed after modifications to the electrical equipment in the trains on 1 October 1961, but ordinary running of steam-hauled trains on the L&DR route to Glasgow continued until that line closed in 1964. Goods services were maintained over certain sections of the route to serve industrial premises. From Old Kilpatrick to Glasgow continued until 1993; in 1976 a connection to the NBR line was laid in between Kilbowie and Clydebank, and the L&DR section eastwards was closed. The dock at Clydebank continued to be served from Stobcross until 1980; from Stobcross to Possil continued in use until 1966; and the section from Possil to Balornock closed in 1965. With the exception of the section between Dunglass and Dumbarton Junction—which was taken over for the new electric service—the entire former L&DR network is now closed. ==Station list==