Шотландия теміржолдарының даму тарихы: бастапқы кезеңдер мен қаржыландыру мәселелері

British pre grouping railway company

In the years immediately following the formation of the G&SWR, the shortage of capital meant that no definite steps were taken for further expansion. Local initiatives were encouraged, however, with the G&SWR providing some funding and in most cases working the line when it was completed. The Ayr and Dalmellington Railway Act was passed on 4 August 1853. At this time the G&SWR Ayr station was north of the River Ayr, and the A&DR was to run from Falkland Junction, a short distance north of the station, and round the east side of the town. The new line had an Ayr passenger station (a temporary structure at first), but it was less convenient than the old terminus; until January 1860 the old G&SWR terminus station continued to be used by some trains. There were important ironworks owned by the Houldsworth family, and ironstone and coal deposits, in the lands near Dalmellington. The independent A&DR company was worked by the G&SWR and later absorbed on 1 August 1858. On 10 July 1854 the Ayr and Maybole Junction Railway was authorised to reach Maybole by a junction from the Ayr and Dalmellington; the junction was to be called Maybole Junction, but was named Dalrymple Junction when the line opened to goods traffic on 15 May 1856. Passenger opening was delayed until 2 August 1856 because of the Board of Trade Inspecting Officer's dissatisfaction with the works at first. This line too was worked by the G&SWR. There were discussions of a further extension railway to reach Girvan and develop the harbour there, possibly as a ferry port for Ireland: a Maybole and Girvan Railway was formed in 1855; it got its authorising Act on 14 July 1856. All of these local initiatives received the promise of cash support from the G&SWR. The Maybole and Girvan line opened on 24 May 1860; the old Maybole station, east of Redbrae, was unsuitable for an onward route and was by passed, the new passenger station being at Culzean Road. The Ardrossan Railway had long been allied to the G&SWR and by Act of 24 July 1854 it was vested in the G&SWR, effective on 1 August 1854. The line ran between Ardrossan Harbour and Kilwinning, with mineral branches extending further east. The CD&DR line opened on 21 July 1856. The construction, through difficult terrain, went ahead, and as completion became near, the Portpatrick Railway planned the arrangements for the working of its line. The G&SWR were working the CD&DR and offered to work the Portpatrick line for 72% of gross receipts. The G&SWR had recently announced that it worked its own railway for less than 38%, and the Portpatrick line decided the proposed charge was too much; on 28 March 1860 they decided that "the board should retain the working of the line under their own management". The G&SWR had been certain that its terms for working the line would have to be accepted; it had promised a further £40,000 towards the capital cost of the Portpatrick Railway, and on a pretext it now declined to make that payment, further alienating the Portpatrick Railway. The line opened, stoutly independent, on 12 March 1861 as far as Stranraer. The Government had implied a promise to improve the tiny harbour at Portpatrick and was now delaying; the Portpatrick Railway delayed too, but finally completed the line from Stranraer to Portpatrick on 28 August 1862. Although some use was made of the route, the anticipated major sea crossing never materialised, and in time Stranraer became the more important port.

Before the existence of the G&SWR, its predecessor, the GPK&AR had acquired the Paisley and Renfrew Railway, a horse operated railway with track on stone blocks, and the GS&WR acquired this line. By 1866 the primitive technology had become an embarrassment and pressure from the Burgh of Renfrew caused the G&SWR to upgrade the line to locomotive haulage, converting it to standard gauge, and connecting it to the main (joint) line at Greenlaw, east of Paisley, and facing Glasgow. The work was completed by September 1867 and through passenger trains between Glasgow and Renfrew were instituted. (The following year the two existing companies agree to take all the stock themselves.) The line would run from a junction with the Paisley joint line at West Street to Sighthill on the E&GR, with a new passenger station at St Enoch, a large goods station in land vacated by the University of Glasgow and a connection at West Street to the General Terminus goods branch on the bank of the Clyde.

In the earliest days, railways did not have continuous brakes (in which brakes on all or most vehicles in a train could be controlled by the driver). Over the course of time, accidents created pressure for their provision on passenger trains, but the system to be adopted was controversial. At first the company adopted Smith's simple vacuum brake, but although the equipment was simple, it had the defect that it was inoperable in the event of a train becoming divided, or if the engine apparatus failed. The company decided to change systems: at the end of 1878 the Board of Trade were informed that the G&SWR had six engines operating Smith's brake, and 22 engines operating the Westinghouse brake. The Westinghouse system was much more complicated, but it was an automatic brake. In this period there was considerable disparity in the systems used on the railways of the country, and compatibility between locomotive and the vehicles of another company, for example on through trains, was a serious issue. The company began to see its future as an ally of the Midland Railway, a large English system using the automatic vacuum brake, and in 1884 decided to convert to that system. There was a lengthy transition period during which compatibility with other companies' rolling stock was a problem. By the end of 1900 the company had 210 engines fitted with continuous brake equipment, and 97% of passenger mileage was under such conditions. 2,021,266 train miles were run with the automatic vacuum brake, and 69,160 with Westinghouse.

Between 1888 and 1901 the G&SWR operated a slip coach service. The slip coach section was slipped at Irvine off the 4.15 pm St Enoch to Ayr, which ran non stop from Paisley to Prestwick. The slip section was attached to an Ardrossan to Ayr stopping train, with which it followed the main train. Six wheel brake vans with end windows were built for the service.

Serving many piers and harbours on the Firth of Clyde it was natural that the G&SWR developed shipping services to the islands and other piers. This traffic increased considerably in the 1870s and excursion traffic also became significant.

In the 1960s consideration was given to rationalising the railway facilities in Glasgow, and it was decided to concentrate the south facing passenger services on Glasgow Central station, closing St Enoch. The closure took place in 1966, and for some time the trainshed was used principally as a car park; the roof was demolished in 1975. The site was redeveloped as the St Enoch Centre, which was opened in May 1989. The Greenock line was shortened to operate only between Elderslie and Kilmacolm in 1966. In 1971 the Princes Pier stub was connected to the Wemyss Bay line at Cartsburn Junction in order to serve the Clyde Port Authority container terminal. In June 1965 the Port Road between Dumfries and Challoch Junction was closed; Stranraer boat trains were diverted via Mauchline. In 1966 local services were withdrawn from the Dalry to Kilmarnock line; the route closed completely in October 1973 after completion of the West Coast Main Line electrification. The Paisley Canal Line was closed in January 1983, and the original Paisley Canal station, on the east side of Causeyside Street, was converted into a restaurant. In the 1980s and 1990s the course of the line beyond Paisley was made into a footpath and cycle path. This links Lady Octavia Park in Greenock, through upper Port Glasgow, Kilmacolm and past Quarrier's Village to Paisley. It is part of the Sustrans National Cycle Route linking Edinburgh and Gourock.

The main line of the G&SWR, from Glasgow to Carlisle via Kilmarnock and Dumfries continues to operate at the present day. The line from Glasgow to Stranraer via Ayr also continues in use, together with the branch from Kilwinning to Largs. After a period of closure the Paisley Canal line reopened, operating only between Shields Junction and Paisley Canal. Passenger services are supported by the Strathclyde Partnership for Transport.