Glasgow and South Western Railway - Revision history

Admin: /* The G&SWR network today */

2015-11-14T00:18:27Z

‎The G&SWR network today

Admin at 18:59, 23 October 2015

2015-10-23T18:59:25Z

Admin at 01:22, 18 October 2015

2015-10-18T01:22:28Z

Admin at 01:17, 18 October 2015

2015-10-18T01:17:20Z

Show changes

Admin: /* Extending to Largs */

2015-10-18T00:59:13Z

‎Extending to Largs

Admin: /* Portpatrick again—or Stranraer */

2015-10-18T00:58:52Z

‎Portpatrick again—or Stranraer

Admin at 00:44, 18 October 2015

2015-10-18T00:44:13Z

Admin at 00:24, 18 October 2015

2015-10-18T00:24:03Z

Admin at 23:56, 17 October 2015

2015-10-17T23:56:59Z

Admin: /* Before the G&SWR */

2015-10-17T23:55:29Z

‎Before the G&SWR

← Older revision		Revision as of 00:18, 14 November 2015
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	==The G&SWR network today==		==The G&SWR network today==
	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.		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.
		+
		+	{{Historical_Scottish_Railway_Companies}}

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-{{TrainStation
+{{RailLine
 |name              = Glasgow and South Western Railway
 |image             = [[File:GSWR logo.png|150px|]]
@@ Line 7: / Line 7: @@
 |successor         = London, Midland and Scottish Railway
 |miles             = 1128
-|guage= 4 ft 8½ in (1,435 mm)
+|guage             = 4 ft 8½ in (1,435 mm)
 }}

@@ Line 52: / Line 52: @@
 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 [[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.
 ===Reaching towards the north of Ireland===

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 Ardrossan had long been reached, but the G&SWR wished to extend up the coast to Largs. It experienced resistance at first, the [[Largs Branch]] opened in stages between 1878 and 1885, with stations at West Kilbride, Fairlie and Largs.
-A Fairlie Pier station was opened: the station roof was built using materials recovered from the temporary Dunlop Street station. Bitter and destructive competition for the ferry traffic to island locations developed.<ref name = ross/>
+A Fairlie Pier station was opened: the station roof was built using materials recovered from the temporary Dunlop Street station. Bitter and destructive competition for the ferry traffic to island locations developed.
 ===Portpatrick again—or Stranraer===

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 The Wigtownshire Railway was in effect a branch of the PR, running south from Newton Stewart to connect good quality farming land around Wigtown and the sea ports of Garlieston and Wigtown. Their line was being worked by an independent contractor, [[Thomas Wheatley (locomotive engineer)|Thomas Wheatley]] and his son.
-After considerable negotiation, the decision emerged not to form a further working arrangement for the PR, but instead to merge the PR and the Wigtownshire Railway. The combined network formed the [[Portpatrick and Wigtownshire Joint Railway]], purchased by a consortium of the interested larger companies, the G&SWR, the CR, the MR and the LNWR. The arrangement was ratified on 6 August 1885; the sale value was £491,980. The line was worked by the G&SWR and the CR in tandem.<ref name = ross/><ref name = highet/><ref name = fryer/><ref name = smith>David L Smith, ''The Little Railways of South West Scotland'', David and Charles, Newton Abbot, 1969, ISBN 0-7153-4652-0</ref>
+After considerable negotiation, the decision emerged not to form a further working arrangement for the PR, but instead to merge the PR and the Wigtownshire Railway. The combined network formed the [[Portpatrick and Wigtownshire Joint Railway]], purchased by a consortium of the interested larger companies, the G&SWR, the CR, the MR and the LNWR. The arrangement was ratified on 6 August 1885; the sale value was £491,980. The line was worked by the G&SWR and the CR in tandem.
 ===Paisley Canal, and the Dalry and North Johnstone line===

@@ Line 1: / Line 1: @@
-{{Infobox SG rail
+{{TrainStation
-|railroad_name     = Glasgow and South Western Railway
+|name              = Glasgow and South Western Railway
-|logo_filename     = GSWR logo.png
+|image             = GSWR logo.png
-|logo_size         =
+|country           = Scotland
-|system_map        =
+|dates             = 1850 - 1923
-|map_caption       =
+|predecessor       = [[Glasgow, Paisley, Kilmarnock and Ayr Railway]] and [[Glasgow, Dumfries and Carlisle Railway]]
-|map_size          =
+|successor         =[[London, Midland and Scottish Railway]]
-|marks             =
+|miles             = 1128
-|image             =
+|guage= 4 ft 8½ in (1,435 mm)
 }}

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 Much of the network remains active at the present day; Glasgow commuting particularly has developed, and parts of the network have been electrified. Many of the earlier mineral workings, and branches constructed to serve them, have ceased, and many local passenger stations in rural areas have closed.
-In 1921 the G&SWR had {{convert|1128|mi}} of line (calculated as single track extent plus sidings) and the company’s capital was about £19 million.
+In 1921 the G&SWR had  of line (calculated as single track extent plus sidings) and the company’s capital was about £19 million.
 ==History==

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 The GD&CR was authorised by Act of Parliament, but the rival [[Caledonian Railway]] (CR) had already had authorisation for building its line on the Annandale route; the GD&CR's financial position led it to abandon its intention of building an independent line to Carlisle, and it altered its plan so as to join the CR at Gretna Junction, relying on negotiating running powers for its trains to reach Carlisle.
-The GD&CR and the GPK&AR formed the definite intention of merging; at first the GD&CR demanded terms that were excessive, particularly as their own financial situation was weak: they were funding construction of their line with money loaned by the GPK&AR. However more realistic expectations emerged later, and by Acts of 1846 and 1847 it was determined that the two companies would merge when the GD&CR had completed construction of its line. The GPK&AR extended as far as Horsecleugh (between Cumnock and New Cumnock) and the GD&CR reached an end-on junction there, completing the through line on 28 October 1850.<ref name = ross>David Ross, ''The Glasgow and South Western Railway: A History'', Stenlake Publishing Limited, Catrine, 2104, ISBN 978 1 84033 648 1</ref>
+The GD&CR and the GPK&AR formed the definite intention of merging; at first the GD&CR demanded terms that were excessive, particularly as their own financial situation was weak: they were funding construction of their line with money loaned by the GPK&AR. However more realistic expectations emerged later, and by Acts of 1846 and 1847 it was determined that the two companies would merge when the GD&CR had completed construction of its line. The GPK&AR extended as far as Horsecleugh (between Cumnock and New Cumnock) and the GD&CR reached an end-on junction there, completing the through line on 28 October 1850.
 ===The G&SWR formed===