abstract: The Glen Ellyn Downtown South Historic District is a historic commercial district in Glen Ellyn, Illinois, United States. Most of the district's growth dates from the 1920s. The architecture reflects several trends in the first half of the 20th century.

text:
# Glen Ellyn Downtown South Historic District

The **Glen Ellyn Downtown South Historic District** is a historic commercial district in Glen Ellyn, Illinois, United States. Most of the district's growth dates from the 1920s. The architecture reflects several trends in the first half of the 20th century.

## History

Glen Ellyn, Illinois, was first settled in the 1830s. Early commercial developments, such as Stacy's Tavern, catered to stagecoach lines. The Galena and Chicago Union Railroad opened a station in the undeveloped area in 1849. The Downtown North district began to develop on the north side of the tracks at this time. The earliest non-residential construction south of the tracks began in 1859 with the opening of the Duane Street School. In 1891, the settlement changed its name to Glen Ellyn in response to the development of the Glen Ellyn Hotel & Springs Company resort at a nearby lake. The resort improved the town's reputation as an idyllic suburb and encouraged growth.

In the early 20th century, Glen Ellyn expanded quickly and began to expand its commercial district to the south side of the tracks. The Methodist Episcopal Church was completed at the corner of Duane Street and Forest Avenue in 1913; it was replaced in 1957. The first commercial building in the district was completed in 1923 for I. M. Block. In 1928, Piggly Wiggly opened a store at the corner of Main Street and Hillside Avenue in the Rohm Building. The largest development was the three-story Glen Ellyn Junior High School, which replaced the Duane Street School in 1929.

## Architecture

There are twenty buildings in the district, and all but one contribute to its historical integrity. The lone intrusion is a 1972 commercial block at 421 North Main Street.

* 503-505 Duane Street, 1926, two-part auto show room
* 530-532 Duane Street, 1953 with a c. 1880 house in the rear, one-part commercial block
* Glen Ellyn Junior High School, 1929, Classical Revival school designed by Norman Brydges
* First Methodist Episcopal Church, 1957 with 1930 educational building, church in the Late Gothic Revival style
* 520-526 Hillside Avenue, c. 1926-1930, one-part commercial block in the Tudor Revival style
* Rohm Building, 1928, one-part commercial block in the Tudor Revival style designed by Jean Rohm & Son
* F. T. Tomlins Building, 1926, two-part commercial block in the Tudor Revival style designed by L. O. Farnsworth
* Acadia Building, 1926, two-part commercial block in the Tudor Revival style designed by Betts & Holcomb
* 417 North Main Street, 1929 with 1962 alterations, one-part commercial block designed by J. B. Rohm & Sons
* 419 North Main Street, 1929, two-part commercial block in the Classical Revival style, designed by Houlihan, Hauser & Marks
* 423-425 North Main Street, 1954, one-part commercial block
* 426 North Main Street, 1929, one-part commercial block designed by Walker & Angel
* 427 North Main Street, c. 1926 with a c. 1880 house in the rear, one-part commercial block in the Spanish Revival style
* 428 North Main Street, 1959, one-part commercial block designed by Perkins, Norris & Molley
* 429-433 North Main Street, c. 1920, one-part commercial block in the Chicago School style
* 430 North Main Street, 1929, one-part commercial block
* 434-440 North Main Street, 1926, two-part commercial block in the Tudor Revival and Gothic Revival styles, designed by Charles H. Lenske
* 443-449 North Main Street, 1923, one-part commercial block in the Chicago School style
* 444 North Main Street, 1962, freestanding commercial building in the Colonial Revival style, designed by John F. Carson

## InfoBox

|  | |
| --- | --- |
| Glen Ellyn Downtown South Historic District | |
| U.S. National Register of Historic Places | |
| U.S. Historic district | |
|  | |
| Old Glen Ellyn Junior High School | |
|  | |
| Location | Main & Duane Sts., Hillside Ave.<br>Glen Ellyn, DuPage County, Illinois, U.S. |
| Coordinates | 41°52′30″N 88°3′58″W / 41.87500°N 88.06611°W / 41.87500; -88.06611 |
| Architectural style | Classical Revival, Late Gothic Revival, Tudor Revival, Spanish Colonial Revival |
| NRHP reference No. | 13000717 |
| Added to NRHP | September 18, 2013 |


abstract: The Glasgow, Dumbarton and Helensburgh Railway was independently sponsored to build along the north of the River Clyde. It opened in 1858, joining with an earlier local line serving Balloch. Both were taken over by the powerful North British Railway in 1865, and for some time the line was the main route in the area. As industry developed other lines were opened to serve it, and the line formed the core of a network in the area. The line was electrified as part of a modernisation scheme in 1960, and it continues today as the trunk of the North Clyde network west of Glasgow.

text:
# Glasgow, Dumbarton and Helensburgh Railway

| Glasgow, Dumbarton <br>and Helensburgh Railway |
| --- |
|  |
|  |

The **Glasgow, Dumbarton and Helensburgh Railway** was independently sponsored to build along the north of the River Clyde. It opened in 1858, joining with an earlier local line serving Balloch. Both were taken over by the powerful North British Railway in 1865, and for some time the line was the main route in the area. As industry developed other lines were opened to serve it, and the line formed the core of a network in the area.

The line was electrified as part of a modernisation scheme in 1960, and it continues today as the trunk of the North Clyde network west of Glasgow.

## History

### Before authorisation

The communities of Dumbarton and Helensburgh were important staging points on the road from Glasgow to the western seaboard of Scotland, and were well served by small boats on the River Clyde.

Most of the first railways in Scotland were the *coal railways*, designed to convey coal or other minerals from a pit to a port or a canal for onward conveyance. Generally these lines used horse traction and were short.

In 1842 the Edinburgh and Glasgow Railway (E&GR) started its operations, and showed what an inter-city railway could do, carrying passengers and goods over a longer distance. Towns served by the new railway immediately felt the advantage, as the necessities of life, particularly coal and lime for farm use, became much cheaper, and the transport to market of locally manufactured goods was also immeasurably improved.

The notion of long-distance railways, and a *network*, took hold of the public imagination, and the easily available money of the 1840s led to a frenzy of Scottish railway promotion. Intrinsic in this was the question of how the cities of central Scotland might best be linked with the emerging English railway network. This culminated in the authorisation of a large number of Scottish lines in 1844 - 1845.

Those railways, notably the North British Railway, the Caledonian Railway and the Glasgow and South Western Railway, had their own priorities, which in most cases was to consolidate the area in which they were dominant. At first the north bank of the Clyde was left to the river boats.

In 1846 the Caledonian and Dumbartonshire Junction Railway (C&DJR) was authorised, to connect with the E&GR near Cowlairs and to build a railway to Balloch, on Loch Lomond; at the time the River Leven was the centre of a considerable industry in textile printing.

The C&DJR was unable to raise the capital necessary to build all of its line, and it had to content itself with building from Bowling through Dumbarton to Balloch, relying on Clyde steamers to close the gap to the city.

### The Glasgow, Dumbarton and Helensburgh Railway

The C&DJR line was remarkably successful, and that only emphasised the potential of a railway that truly connected the area north and west of Dumbarton with Glasgow.

Local people promoted a railway to close the gap, and the *Glasgow, Dumbarton and Helensburgh Railway* was authorised on 15 August 1855, to build a line from Cowlairs, on the Edinburgh and Glasgow line, to Helensburgh. Trains would use the Queen Street passenger terminus and Sighthill goods depot of the Edinburgh and Glasgow Railway. The authorised capital was £240,000.

The line was to link with the Caledonian and Dumbartonshire line and run over it in the centre of its route, and the Edinburgh and Glasgow Railway was to operate it. The planned line ran round the north of Glasgow, avoiding construction in the built up area. The directors were proud of their local support; much English capital had supported the construction of the earlier trunk railways of the 1840s, but those days were past.

The company agreed to repay the C&DJR company half of the cost of the River Leven bridge at Dumbarton.

### Opening

When the construction was nearly complete, a disagreement with the Edinburgh and Glasgow Railway arose over the terms of using the Queen Street station. Instead of using that company's terminal facilities, on opening day the GD&HR trains ran to the Caledonian Railway Buchanan Street station from Sighthill. The opening took place on 28 May 1858. However a month later agreement emerged with the E&GR and the more convenient arrangement of running to Queen Street resulted from 30 May 1858.

The line west of Dumbarton was single, with spartan accommodation at the stations.

The GD&HR was working collaboratively with the C&DJR and most trains, passenger and goods, divided at Dumbarton, with a portion continuing to Helensburgh (GD&HR) and Balloch (C&DJR). Steamer operators had run from Glasgow to Bowling Pier for the onward connection over the C&DJR; that was now futile because of the through railway route, and many of them switched to operating throughout from Glasgow to Dumbarton and River Leven destinations in direct competition with the railway; they had to reduce their fares drastically in view of the speed disadvantage they suffered.

The GD&HR had intended to operate onward steamer connections from Helensburgh to the Clyde Estuary locations in 1858, but they discovered that the Caledonian Railway, established at Greenock on the south bank, had chartered all the available vessels and were monopolising the service from their own side of the river. The GD&HR had to wait until the following season to start a serious train-and-steamer operation.

They also suffered a rebuff in Helensburgh, where the pier was some distance from the railway station; attempts to obtain agreement to a railway connection to the pier were consistently resisted by the people of Helensburgh.

### Absorption

As the line was operated by the Edinburgh and Glasgow Railway, the question arose of selling the line to that company; the C&DJR was in the same position. The absorption took place on 14 August 1862 when the GD&HR and the C&DJR ceased to exist: the line was owned by the E&GR.

The E&GR itself did not have a long independent existence after that date; the North British Railway was becoming more powerful and absorbed the E&GR on 31 July 1865.

The NBR was conducting a competitive war against the rival Caledonian Railway, and it immediately established a steamer service from Frisky Wharf (the C&DJ pier at Bowling) and Greenock, gaining a foothold there in Caledonian territory.

### Steamer connections

The North British had a subsidiary, the North British Steam Packet Company, which operated steamer connections to Firth of Clyde piers. The services from Helensburgh were not greatly successful, and it was clear that the Helensburgh pier was unsatisfactory in the absence of a direct railway link. On 15 May 1882 a new pier was built at Craigendoran, a mile or so east of Helensburgh, and a short railway spur there gave a direct connection. Only from that year was the NBR able to operate a successful steamer connection to Rothesay and the other important Clyde locations. The town of Helensburgh contested the establishment of the Craigendoran pier, fearing the loss of trade at their pier, even though they had refused a railway connection to it. Indeed, they defeated the first Bill in Parliament, and the NBR had to resubmit a Bill in the 1879 session; the cost was to be £35,000. (It actually cost £50,000.) The NBR acquired an additional steamer, *Sheila*, to supplement *Dandy Dinmont* and *Gareloch*.

The line had previously run dead straight approaching Helensburgh (approximately along the alignment of the present day Marmion Avenue and Monaebrook Place) but to accommodate the Craigendoran Pier station adjacent to the through line, a new southerly sweep was introduced and the old straight route abandoned. The garden of no. 2 Marmion Avenue contains an original stone arch bridge over the Drumfork Burn.

In the year 1896 it was reported that Greenock to Glasgow commuters were being encouraged to cross the Clyde by steamer to Craigendoran, and to travel to Glasgow from there by the NBR trains.

### Glasgow routes

The GD&HR route had always been reached from Glasgow by a roundabout route: the line left Queen Street in a north-easterly direction and arched round the north of the city to run west to Dumbarton and Helensburgh. The line was not planned as a suburban railway; in fact the first station on leaving Glasgow was Maryhill, then an isolated rural town, followed by Dalmuir.

The town of Milngavie was home to considerable industrial activity, especially in the field of textiles and paper making, and the independent Glasgow and Milngavie Junction Railway was opened in 1863. It connected to the GD&HR line at Milngavie Junction; it was not until 1913 that a station was opened at the junction: it was Westerton. The Glasgow and Milngavie Junction Railway was absorbed by the NBR in 1873.

Responding to the shortcomings of quay facilities in Glasgow, the Clyde Trustees undertook an ambitious project from 1871 to build a large dock at Stobcross, on marshland on the north bank downstream. This became the Queen's Dock, and it opened in 1874.

The North British Railway wished to access these new industrial developments, and foreseeing the demand for mineral transport in connection with the construction of the Queen's Dock, built a connecting line to it, the Stobcross Railway, leaving the GD&HR line at Maryhill and running south and then east. It opened on 20 October 1870, and it formed an important goods artery for NBR. In 1874 the short Whiteinch Railway was opened, leaving the Stobcross line near Jordanhill, and running to an area of industrial development on the Clyde.

The pattern of developing heavy industry to the west of the city was increasing, to satisfy the demand for more spacious sites and easy access to the Clyde for river transport. For shipbuilding purposes, access to a wider section of the Clyde was important as the vessels being produced were larger in size than in the past. The area that became known as Clydebank became the centre of considerable heavy industry development from 1871. In 1882 the Glasgow, Yoker and Clydebank Railway opened to serve those area. It left the Stobcross and Whiteinch lines near Jordanhill and ran west close to the Clyde, to a terminus at Clydebank.

The NBR now had a network of lines in the developing suburbs west of Glasgow, but the long circuit to reach the Queen Street terminus was a deterrent, and it was not until the Glasgow City and District Railway opened in 1886 that a direct route was available. The GC&DR was a sub-surface route running east to west through the centre of Glasgow, connecting in to the NBR lines and forming a direct run towards Dumbarton.

A short branch to Ruchill was opened in 1886; it ran from the GD&HR route at Possilpark Junction; a considerable industrial complex had arisen at Ruchill, on the east side of the Forth and Clyde Canal.

### The Dumbarton and Balloch Joint Railway

For many years the North British Railway had an effective monopoly of nearly all of the North Clyde coast west of Glasgow. As industrial and residential development became ever more important in the area, the rival Caledonian Railway sought to enter into the area, and it encouraged a nominally independent company to promote a line. This became the Lanarkshire and Dumbartonshire Railway (L&DR). It proposed to build from the Caledonian system in Glasgow to a pier on Loch Lomond, tapping the important steamer trade to Lomondside piers, and also the textile industry locations in the valley of the River Leven. The new line would have closely paralleled the existing NBR lines, and especially in the narrow Leven valley this was seen as objectionable. A compromise was reached by which the L&DR would build only as far as Dumbarton and the line from there to Balloch would be made joint between the NBR, the LD&R, and the Caledonian Railway. (The Caledonian Railway worked the L&DR line, and absorbed it on 1 August 1909.)

This took effect from 1 October 1896; the junction was made some distance east of Dumbarton station. NBR and Caledonian trains both ran from Balloch Pier to Glasgow, but the onward route from Dalreoch to Helensburgh remained NBR property, so that NBR trains from Glasgow to Helensburgh ran over the D&BJR line in the central part of their journey. The D&BJR paid the NBR part of the capital cost of building that part of the line, but the NBR now had to pay tolls to the joint company for its trains' passage over the joint section.

### The West Highland Railway

Up until this time the GD&HR route and the associated branches had formed a developing outer suburban network of the North British Railway. In 1894 the West Highland Railway opened its main line to Fort William. The main line passenger and goods trains used the GD&HR route between Glasgow and Craigendoran Junction, where the West Highland line diverged. It had its own station in Helensburgh, named *Helensburgh Upper*, and its own platforms at Craigendoran.

Considering the expansion of traffic, the line between Dalreoch and Cardross was doubled in 1894.

### The Singer factory

The American Singer Corporation had opened a British factory from 1867 in Dunbartonshire, manufacturing sewing machines for the British market. The factory grew considerably and in 1883 a new plant was opened adjacent to the Kilbowie station of the GD&HR line. It had extensive internal sidings, and considerable numbers of workers travelled daily from elsewhere by train to their work.

In 1907 the factory needed once more to expand, and this was achieved by displacing the railway northwards. Part of the earlier line was retained and the original Kilbowie station retained as a private terminal station, Singers Works, for Singer employees, and a heavy workers' passenger service used the station.

A new station was built further north on the relocated GD&HR main line and renamed *Singer*, and the name is retained to the present day.

### The twentieth century

The main line railways of Great Britain were "grouped" under the Railways Act 1921 into four larger entities in 1923; the North British Railway was a constituent of the new London and North Eastern Railway (LNER). The Caledonian Railway was a constituent of the new London Midland and Scottish Railway (LMS) so that the joint line was still under joint ownership.

In 1948 further reorganisation was imposed by Government, when the railways were nationalised. The LNER and the LMS now both formed part of the Scottish Region of British Railways. For the time being the former train service patterns continued, even though the former NBR route and the Caledonian route were under the same management. However both routes were run down, and the post war surge of better public transport by bus, and the rise in private car ownership, coupled with the beginning of the decline of the heavy industries on Clydeside, meant that change was inevitable.

A modernisation plan for the railways was developed; a route from Glasgow to Dumbarton and Helensburgh was to be electrified, but the duplicate routes could not be sustained. The former NBR route was selected for electrification, and this was inaugurated on 5 November 1960. The Caledonian line approaching Dumbarton served an important shipyard in Dumbarton, and also extensive housing that was not on the NBR line, so a connection was made at Dunglass, near Bowling, and the new electric trains ran over the former Caledonian route from there to Dumbarton Junction; that section of the NBR was closed.

The electric service was not trouble-free, for on 30 October 1960, a transformer explosion in an electric train took place in Glasgow, followed on 13 December by a serious explosion in a train at Renton, and the electric service was suspended. Steam trains resumed while modifications were made to the electrical equipment in the trains, which resumed on 1 October 1961.

The ordinary running of steam trains from Balloch on the L&DR route to Glasgow continued until 1964.

For some years a commuter service was operated from Arrochar & Tarbet on the West Highland line to Craigendoran. Passengers bound for Glasgow changed at Craigendoran. In the westbound direction the Arrochar train started in the Pier station and ran east to the junction, reversing there to continue its journey. The service ceased in 1964. Craigendoran Pier was closed in 1972 after a collapse in steamer usage.

### Balloch stations

There were two stations at Balloch. Balloch Pier was on Loch Lomond and in the nineteenth century it was the scene of considerable transfer traffic from steamers to trains. After 1950 that traffic declined heavily, and in later years there was no timetabled passenger service, although the line remained available for excursion traffic. The last passenger trains operated in September 1986.

Balloch station, serving the town, was renamed Balloch Central in 1962. When the Pier station was due to be closed, it was decided to relocate the Balloch station south of Balloch Road to eliminate use of the level crossing. This was done on 29 September 1986, and the station was once again named simply Balloch.

### Local station reopening

After the opening of the Glasgow City and District Railway in 1886, most passenger trains ran through the low level lines at Queen Street, and the northwards loop from Westerton to Cowlairs became a low priority for local trains, although the West Highland trains and goods traffic ran that way.

In 1993 a new local passenger service was started, using new and reopened stations on the northern loop. A thirty-minute interval service operates on the line between Glasgow Queen Street and Anniesland.

## The present day

In 2015, the dominant service pattern on the former GD&HR route consists of half-hourly trains from Helensburgh to Glasgow Queen Street (continuing to Edinburgh) and half-hourly trains from Balloch to Glasgow Queen Street, continuing to Airdrie. The Helensburgh trains omit many intermediate stops and make the journey to Queen Street in 47 minutes. In addition, the West Highland line trains travel over the route, as does the 1993 local service.

## Topography

When it opened, the GD&HR consisted of a line from Cowlairs Junction to Bowling, with stations at Maryhill, Dalmuir, and Kilpatrick, and a section from Dalreoch to Helensburgh, with stations at Cardross and Helensburgh.

The later location list is:

* *Cowlairs East and West Junctions* on the Glasgow to Falkirk main line;
* *Cowlairs North Junction*; the western apex of the triangle;
* **Ashfield**; opened 3 December 1993;
* Possilpark; opened February 1885; closed 1 January 1917, but continued in use for workmen to 2 March 1964; reopened as **Possilpark & Parkhouse** 3 December 1993 (slightly relocated);
* *Possilpark Junction*; divergence of Ruchill branch;
* Lambhill; opened 3 December 1993; renamed **Gilshochill** 1998;
* **Summerston**; opened 1 October 1879; closed 2 April 1951; reopened 3 December 1997;
* *Maryhill East Junction*; trailing junction for Kelvin Valley Line;
* Maryhill; opened 31 May 1858; closed 2 April 1951; reopened as Maryhill Park 19 December 1960; closed to public but continued in use for workmen 2 October 1961; closed completely 2 March 1964; reopened as **Maryhill** 3 December 1993;
* *Maryhill Park Junction*; Stobcross line diverged here;
* *Knightswood; North Junction*; Glasgow City and District line trailed in;
* **Westerton**; opened 1 August 1913;
* *Milngavie Junction*; facing junction for Milngavie line;
* **Drumchapel**; opened May 1890;
* **Drumry**; opened 6 April 1953;
* *Singer East Junction*; start of deviation for Singer Works expansion, and facing junction to Singer Workers Platform, opened after 1942 on a line into the Singer complex, closed 8 May 1967;
* Kilbowie; opened May 1879 on original main line; closed 4 November 1907, replaced by Singer station on deviation;
* **Singer**; opened 4 November 1907 on new deviation line;
* *Singer West Junction*; western access from Singer work;
* **Dalmuir**; opened 31 May 1858; relocated westwards 17 May 1897; sometimes known as Dalmuir Junction or Dalmuir Park;
* Dalmuir Park Junction; convergence of Yoker line;
* **Kilpatrick**; opened 31 May 1858;
* **Bowling**; opened by Caledonian and Dumbartonshire Junction Railway 15 July 1850; relocated 31 May 1858 for GD&HR;
* *Bowling connection to former Caledonian and Dumbartonshire Junction Railway*;
* *Dunglass*; site of 1960 connection to L&DR (former Caledonian Railway) route; line closed from here to Dumbarton Junction; present-day trains use the L&DR route;
* *Dumbarton Junction* convergence with L&DR route;
* **Dumbarton**; opened by Caledonian and Dumbartonshire Junction Railway 15 July 1850; upgraded station opened 31 May 1858 for GD&HR; renamed *Dumbarton Central* 1952; sometimes known as Dumbarton Joint station or Dumbarton Junction;
* **Dalreoch**; divergence of Balloch line; opened May 1852;
* **Cardross**; opened 31 May 1858;
* Craigendoran Junction*; divergence of West Highland line and of Craigendoran Pier station;*
* **Craigendoran**; opened 15 May 1882;
    + Craigendoran Pier; platforms adjacent to main line station;
* **Helensburgh**; opened 31 May 1858; renamed Helensburgh Central 1953.

1. The company chose the spelling *Dumbartonshire*; in the nineteenth century both spellings were common, although in the twentieth century the County administration was spelt *Dunbartonshire*.
2. Like the Caledonian and Dumbartonshire Junction Railway, the Dumbarton and Balloch Joint Railway also used the spelling *Dumbartonshire*.

## Sources

## InfoBox

Glasgow, Dumbarton and Helensburgh Railway
| Overview | |
| --- | --- |
| Locale | Scotland |
| Dates of operation | 14 August 185531 July 1862 |
| Successor | Edinburgh and Glasgow Railway |
| Technical | |
| Track gauge | 4 ft 8+12 in (1,435 mm) |


abstract: The Glasgow, Barrhead and Kilmarnock Joint Railway was a railway jointly owned by the Caledonian Railway and the Glasgow and South Western Railway, completed in 1873, and giving the latter a shorter access to its Carlisle main line. A branch to Beith was also built. It was formed by extending the earlier independent Glasgow, Barrhead and Neilston Direct Railway, which is also described here; that line was taken over by the joint company. The main line between Glasgow and Kilmarnock continues in operation at the present day. The station at Neilston was closed, and the locality is served by a different line.

text:
# Glasgow, Barrhead and Kilmarnock Joint Railway

| Glasgow, Barrhead and
Kilmarnock Joint Railway |
| --- |
|  |
|  |

The **Glasgow, Barrhead and Kilmarnock Joint Railway** was a railway jointly owned by the Caledonian Railway and the Glasgow and South Western Railway, completed in 1873, and giving the latter a shorter access to its Carlisle main line. A branch to Beith was also built.

It was formed by extending the earlier independent **Glasgow, Barrhead and Neilston Direct Railway**, which is also described here; that line was taken over by the joint company.

The main line between Glasgow and Kilmarnock continues in operation at the present day. The station at Neilston was closed, and the locality is served by a different line.

## History

### Glasgow, Barrhead and Neilston Direct Railway

| Glasgow, Barrhead and Neilston Direct Railway Act 1845 | |
| --- | --- |
| Act of Parliament | |
| Parliament of the United Kingdom | |
| Citation | 8 & 9 Vict. c. cxcii |
| Dates | |
| Royal assent | 4 August 1845 |
| Text of statute as originally enacted | |

| Glasgow, Barrhead and Neilston Direct Railway (Branches to Thornliebank and Househill) Act 1846 | |
| --- | --- |
| Act of Parliament | |
| Parliament of the United Kingdom | |
| Citation | 9 & 10 Vict. c. cxlii |

The Glasgow, Barrhead and Neilston Direct Railway (GB&NDR) was authorised on 4 August 1845 to build its line of nine miles (15 km) with a capital of £150,000. It was to run from a terminal on the south side of Glasgow to Crofthead, near Neilston. The location was the centre of several local industries, in the valley of the Cowdon Burn, on the Ayr Road below Neilston.

Two short branches, to Thornliebank, and to Househill were authorised in the following year, with an additional £35,000 capital.

### A Glasgow terminal

The Glasgow terminal was somewhat remote from the city—Glasgow Bridge carried a toll at this time—but a small railway company could ill afford a central terminus.

Many early railways had been simply a means to move coal and other heavy minerals from a pit to a waterway. By the 1840s it was evident that they had a more strategic role, and in 1846 a Royal Commission deliberated on the desirable location of passenger and goods terminals to serve the city of Glasgow and the quays on the Clyde.

| Glasgow Southern Terminal Railway Act 1846 | |
| --- | --- |
| Act of Parliament | |
|  | |
| Long title | An Act for making a Railway from the Glasgow, Barrhead, and Neilston Direct Railway to the Caledonian Railway. |
| Citation | 9 & 10 Vict. c. cci |
| Dates | |
| Royal assent | 16 July 1846 |

The Caledonian Railway had just been authorised (in 1845) and planned to get access to the city over the route of the Garnkirk and Glasgow Railway (by now transformed into the Glasgow, Garnkirk and Coatbridge Railway) which terminated at Townhead, in the north-east margin of the city. Taking a strategic view the CR hoped to get authorisation for a more central terminal, and it collaborate with the GB&NDR to promote a passenger terminal in the city centre. Together they proposed the *Glasgow Southern Terminal Railway*, which would be located near St Enoch's Square, crossing the Clyde near Glasgow Bridge. It got as far as an authorising act of Parliament, the **Glasgow Southern Terminal Railway Act 1846** (9 & 10 Vict. c. cci), on 16 July 1846, but the details were left subject to approval by various authorities. In fact the Admiralty demanded a swing bridge for the Clyde crossing, and combined with other opposition, the scheme faced too much obstruction, and was reduced to the construction of a terminal station called South Side, in the angle of Pollokshaws Road and Cathcart Street.

The Glasgow Southern Terminal Railway was absorbed by the GB&NDR by an act of Parliament of 2 July 1847, which also authorised a deviation of the route. The CR also obtained authority to lease the GB&NDR line.

### The Caledonian interest

At this period the Ardrossan Railway had grand plans to reach Glasgow from Ardrossan, where the 12th Earl of Eglinton had expended considerable sums improving the harbour; the Ardrossan Railway was largely sponsored by him. Its natural enemy was the Glasgow, Paisley, Kilmarnock and Ayr Railway (GPK&AR), which was building in that part of Ayrshire, and the Ardrossan company had purchased large quantities of GB&NDR shares, "to stop the Glasgow and Ayr swamping it". If the Ardrossan company was hostile to the GPK&AR, then the Caledonian was a friend of the Ardrossan. A physical link between the GB&NDR and the Ardrossan company had been suggested, and the Caledonian calculated that possession of the GB&NDR would give it access to much of Ayrshire, beating off the GPK&AR. In 1846 the Ardrossan Company had obtained Parliamentary authority to build a line from Crofthead, intended terminus of the GB&NDR, and Kilwinning and Kilmarnock.

### The GB&NDR opens

The GB&NDR opened its line as far a Barrhead terminus on 27 September 1848; the station was in the Grahamston district below the town, and on the north-west side of the Water of Levern. The Glasgow station was South Side.

### Lease finalised

The 1847 act of Parliament had merely *authorised* the lease by the Caledonian; the terms had to be negotiated, and these were being finalised by a further act of Parliament of 1 August 1849, by which time the CR had succeeded in reducing its financial commitment to the original GB&NDR shareholders; even so the outlay was £16,500 on a 999-year lease; "receipts were barely enough to cover the working costs".

### South Side station

On 1 June 1849 the Clydesdale Junction Railway CJR was completed, terminating at South Side station. The CJR was effectively under the control of the Caledonian Railway, and trains to and from England now used the station. From 10 September 1849 trains from the Hamilton line also used the station. In that year the station was rebuilt to a design of William Tite; although cramped, the facade was imposing.

### Extending to Kilmarnock

In 1865 the G&SWR promoted a bill to build a line from Kilmarnock to Glasgow via Stewarton—the direct route which the citizens of Kilmarnock had wanted from the GBK&AR at the outset. The Caledonian responded with a bill to extend the Glasgow Barrhead and Neilston Direct Railway, which they leased and worked, from Crofthead (i.e. Neilston) to Kilmarnock. Both these schemes obtained acts of Parliament. The lines would be closely parallel, and at this time the respective shareholders strenuously made it clear that the duplicate expenditure was wasteful.

At first the compromise was that the two routes would converge at Stewarton, continuing as a single route to the G&SWR station at Kilmarnock. In fact the proposals were held in suspense for some time, until in the 1869 session a bill was put forward merging the schemes entirely: the rival companies agreed to build the line jointly from Crofthead to Kilmarnock. This was authorised by a fresh act of Parliament on 12 July 1869, which cancelled the two earlier acts. The line was to be called the Glasgow, Barrhead and Kilmarnock Joint Line. The G&SWR had already constructed a short length northwards from Kilmarnock, and now extended that to make an end on junction with the GB&NDR line at Neilston. By then a new station had been opened at Neilston, on 27 March 1871, forming the temporary southern extremity of the GB&NDR line.

The line between Barrhead and Neilston was closed temporarily from 1 May 1870 to enable the doubling of the line; the new Neilston station was located a short distance on the Kilmarnock side of the former location.

The 1869 act of Parliament had authorised building a short connecting line from near South Side to the City of Glasgow Union Railway, which had been authorised in 1863, so as to enable G&SWR trains on the Kilmarnock line to reach the planned St Enoch (passenger) and College (goods) terminals. The act of Parliament included a clause imposing a penalty of £60,000 if the through line were not ready by 28 June 1872.

| Glasgow and Kilmarnock Joint Line (Extension of Time) Act 1872 | |
| --- | --- |
| Act of Parliament | |
| Parliament of the United Kingdom | |
| Long title | An Act for extending the time for the completion of certain portions of the Glasgow and Kilmarnock Joint Line of Railway; for reviving the powers of compulsory purchase of Lands for the purposes thereof; for authorising the construction of a Branch Railway in connexion with the Joint Line; for empowering the Glasgow and South-western Railway Company to acquire Land at Kilmarnock; and for other purposes. |
| Citation | 35 & 36 Vict. c. xii |
| Dates | |
| Royal assent | 13 May 1872 |
| Text of statute as originally enacted | |

In fact the deadline was not met: the line was opened only as far as Stewarton on 27 March 1871. An act of Parliament of 25 July 1872, the **Glasgow and Kilmarnock Joint Line (Extension of Time) Act 1872** (35 & 36 Vict. c. xii), removed the penalty as well as clarifying the City Union line connection. The through route was opened on 26 June 1873. As well as the line from Glasgow to Kilmarnock, there was a branch to Beith from Barrmill, opened on the same day. However the Glasgow terminal remained the awkwardly located South Side station: the connection towards St Enoch was not ready. The former Glasgow, Barrhead and Neilston Direct Railway company was bought out.

The new route was difficult to operate: "a veritable switchback" with 3½ miles (5 km) of 1 in 67-70 on Neilston bank.

The G&SWR discontinued its passenger service from South Side station towards Kilmarnock on 1 September 1877.

## Rationalisation

While Glasgow commuting built up in the 1960s, the outer limit of frequent passenger train services was Barrhead. The Neilston station on the line was closed, as the alternative line to Neilston High was electrified. The East Kilbride line, branching from the Kilmarnock line at Busby Junction, assumed greater importance as the housing construction there developed.

The track between Barrhead and Kilmarnock was singled as part of the rationalisation of the route in the mid 1970s following the electrification of the West Coast Main Line, with a passing loop at Lugton. However, in 2009 the section between Stewarton and Lugton was redoubled, forming a dynamic loop, as part of capacity improvements between Glasgow and Kilmarnock.

The section from Strathbungo Junction to Cumberland Street Junction, by which trains reached the City Union Line from 1873, was closed beyond Langside Junction in 1973 and lifted (the remainder is still in use for freight).

The line to Beith closed to passengers on 5 November 1962 and to freight two years later.

In 1968 the severity of rationalisation was such that the line was to be closed, and trains diverted via Paisley and Dalry—the original GPK&AR route. In the event this was not done, and the Dalry - Kilmarnock route closed.

## Current operations

The main line is open and carries (2015) a typically half-hourly passenger service running from Glasgow to Barrhead and then all stations to Kilmarnock; in addition a half-hourly service runs from Glasgow Central to Barrhead, calling at all stations. There is a limited Sunday service.

At Lugton, there is a goods-only branch line to Barrmill Munitions Depot; however the rail facility is dormant. The route uses the first part of the Beith branch as far as Barrmill, then continuing on the former Lanarkshire and Ayrshire Railway route.

## Topography

Note: entries in italics were not passenger stations. Entries in bold are still open.

* *Cumberland Street Junction; junction from City of Glasgow Union Railway*;
* *Langside Junction; junction from Larkfield Junction on Motherwell line (CR)*;
* *Strathbungo Junction; junction from General Terminus, CR*;
* Strathbungo; opened 1 December 1877; closed 28 May 1962;
* **Crossmyloof**; opened June 1888;
* Pollokshaws; **Pollokshaws West** from 1952;
* *Busby Junction; junction towards East Kilbride* (Busby Railway);
* Crofthead; **Kennishead** from 1850; junction for Spiersbridge; (also known as Kinnishead, Thornliebank and Spiersbridge variously before 1850);
* **Nitshill**;
* **Priesthill and Darnley**; opened 1990;
* **Barrhead**; junction for Potterhill (G&SWR); relocated 17 October 1978;
* Crofthead; Neilston from 1868; closed 1 May 1870;
* Neilston; opened 27 March 1871; Neilston Low 1953; closed 7 November 1966;
* Caldwell; Uplawmoor from 1962; closed 7 November 1966;
* Lugton; junction from Neilston High (L&AR); junction towards Beith; closed 7 November 1966;
* **Dunlop**; closed 7 November 1966; reopened 5 June 1967;
* **Stewarton**; opened 27 March 1871; closed 7 November 1966; reopened 5 May 1967;
* **Kilmaurs**; closed 7 November 1966; relocated and reopened 12 May 1984;
* **Kilmarnock**; junction from Dalry (G&SWR).

Spiersbridge branch

* Crofthead;
* Spiersbridge; opened 27 September 1848; closed 1 May 1849; sometimes spelt Speirsbridge;
* Spiersbridge goods.

Beith branch

* Lugton;
* Barrmill; opened 26 June 1873; closed 5 November 1962;
* Beith; opened 26 June 1873; Beith Town 1953; closed 5 November 1962.

1. Carter, E.F. (1959). *An Historical Geography of the Railways of the British Isles*. London: Cassell.
2. Ross, David (2013). *The Caledonian—Scotland's Imperial Railway—A History*. Catrine: Stenlake Publishing Ltd. ISBN 978-184-033-5842.
3. Statement by Lord Eglinton, quoted in Ross, page 56.
4. Ross, David (2014). *The Glasgow and South Western Railway: A History*. Catrine: Stenlake Publishing Limited. ISBN 978-1-84033-648-1.
5. Stephenson Locomotive Society (1950). *The Glasgow and South Western Railway 1850–1923*. London: The Stephenson Locomotive Society.
6. Highet, Campbell (1965). *The Glasgow and South Western Railway*. Lingfield: Oakwood Press. p. 38.
7. Ross 2013, p. 105.
8. Casserley, H.C. (1968). *Britain's Joint Lines*. Shepperton: Ian Allan Limited. ISBN 0-7110-0024-7.
9. Scotrail publicity
10. Quick, M.E. (2002). *Railway Passenger Stations in England Scotland and Wales—A Chronology*. The Railway and Canal Historical Society.

## Sources

## InfoBox

Glasgow, Barrhead and Kilmarnock Joint Railway
| Overview | |
| --- | --- |
| Locale | Scotland |
| Dates of operation | 13 August 186928 October 1880 |
| Predecessor | Glasgow, Barrhead and Neilston Direct Railway |
| Successor | Glasgow and South Western Railway
and Caledonian Railway |
| Technical | |
| Track gauge | 1,435 mm (4 ft 8+12 in) |


title: Glasgow, Dumfries and Carlisle Railway

abstract: The Glasgow, Dumfries and Carlisle Railway was a railway company in Scotland, which constructed the line from near Cumnock to Gretna Junction, forming the route from Glasgow to Carlisle via Dumfries, in association with other lines. Its promoters hoped it would form the only railway between central Scotland and England, but it lost out to rival companies. It opened in stages between 1846 and 1850, and on completion of its line it merged with the Glasgow, Paisley, Kilmarnock and Ayr Railway. The combined company took the name Glasgow & South Western Railway (G&SWR). The G&SWR formed an alliance with the English Midland Railway and for many years express passenger trains ran between Glasgow and London over the routes. The line is open today, continuing to form part of the Glasgow - Kilmarnock - Dumfries - Carlisle line; but that has diminished in importance and is now a secondary route. Passenger services are operated by ScotRail.

text:
# Glasgow, Dumfries and Carlisle Railway

| Glasgow, Dumfries<br>and Carlisle Railway |
| --- |
|  |
|  |

The **Glasgow, Dumfries and Carlisle Railway** was a railway company in Scotland, which constructed the line from near Cumnock to Gretna Junction, forming the route from Glasgow to Carlisle via Dumfries, in association with other lines. Its promoters hoped it would form the only railway between central Scotland and England, but it lost out to rival companies.

It opened in stages between 1846 and 1850, and on completion of its line it merged with the Glasgow, Paisley, Kilmarnock and Ayr Railway. The combined company took the name Glasgow & South Western Railway (G&SWR). The G&SWR formed an alliance with the English Midland Railway and for many years express passenger trains ran between Glasgow and London over the routes. The line is open today, continuing to form part of the Glasgow - Kilmarnock - Dumfries - Carlisle line; but that has diminished in importance and is now a secondary route. Passenger services are operated by ScotRail.

## History

### A line into Ayrshire, and later to England?

In the 18th century, tracked systems called plateways were constructed in areas of Scotland where minerals were extracted; the need was to convey the heavy product to a river or a harbour, in many cases over a relatively short distance, so that water-borne transport could take it to market. By 1830 the technology had progressed and railway lines using edge rails (in which the vehicle wheels, rather than the plate "rails" had flanges for guidance) became commonplace. The Monkland and Kirkintilloch Railway of 1826 may be regarded as the pioneer in showing the way forward.

The Liverpool & Manchester Railway opened in 1830 and demonstrated that inter-city lines could be profitable, and that passenger carriage could be a prime source of business and not just an adjunct to mineral haulage. As railways in England began to develop into a network, business people in Scotland started to think not merely of internal railways, but of eventual connection with England. When the Grand Junction Railway was authorised in 1833, to link Birmingham (and therefore London) with Manchester, it was possible to consider that railways might soon link central Scotland and the south of England.

In 1835 a railway from Glasgow into Ayrshire was being actively promoted, and a survey to be commissioned from John Miller, and he proposed a route from to Ayr and Kilmarnock. There was a clear view that this could be the start of a line to Carlisle, there linking up with whatever English railway might reach that city. The line into Ayrshire received the royal assent on 15 July 1837, and was called the Glasgow, Paisley, Kilmarnock and Ayr Railway (GPK&AR).

The company's first shareholders' meeting (while the line was still under construction) was told that "the Glasgow & Ayrshire Railway (GPK&AR) will at no very distant period form part of the great trunk line to England".

The GPK&AR opened its line to Ayr in 1840, and to Kilmarnock on 4 April 1843. However the process of construction had been difficult, and getting money from subscribers had proved difficult due to the tight financial conditions prevailing; moreover other priorities arose for the company, in particular the building of branches in Ayrshire for tactical reasons: to discourage rival companies from entering the area that the GPK&AR considered its own. Accordingly, the idea of the GPK&AR extending to Carlisle took a lower priority.

It was not only the GPK&AR who considered making a trunk line southwards: a strong body of opinion considered that a route directly over the hills of the Southern Uplands was superior, with a shorter mileage. This became known as the proposed *Annandale route* to Carlisle, but Kilmarnock was not an ideal starting point to go that way. The GPK&AR's supporters intended a line from Kilmarnock via Dumfries, and this was the proposed *Nithsdale route*. Although longer, this had much easier gradients—at the time engine power was considered to be inadequate for a hillier route—and would go through more populous districts, bringing in more intermediate business; in addition it would be cheaper to build. Meanwhile, many people supported an *east coast route* that would reach England from Edinburgh by way of Dunbar and Berwick.

### Controversy over routes

On 15 March 1841 a report on the relative merits of the routes was submitted by two commissioners appointed by Parliament, Professor Peter Barlow (of the Royal Military Academy at Woolwich) and Sir Frederick Smith, the first Inspector-General of Railways for the Board of Trade. There were sixteen variations of proposed route; the Commissioners were frustrated that "the information supplied to us \[by the respective promoters\] has been very incomplete" and in fact they were unable to get detailed figures of costs and possible income for the Nithsdale route.

The commissioners took the view that only one Anglo-Scottish line was viable: "We are led to believe ... that the amount of traffic which ... may be expected, is not such a would be likely to afford an adequate return for the construction of two distinct lines of railway, the one from Darlington to Edinburgh, and the other from Lancaster to Glasgow."

They declared that the Anandale route was to be preferred, but "the promoters must prove their bona fide intention to complete the English portion of the line, otherwise preference would be given to the East Coast route". However their report was not binding: it was hedged with numerous qualifications, and by no means closed the matter. In particular they stated that if they had considered two routes in Scotland practicable, they would have recommended the east coast route and the decidedly superior mechanical properties of the Nithsdale route might well have offset the greater length. In any case the railways in England did not yet extend north of Lancaster. The Commissioners' report had the effect of suspending the enthusiasm for cross-border railways for a period, and killing off a few fanciful schemes, but after three years when interest in such lines was resumed, the report was completely irrelevant.

### Definite proposals at last

So interest did resume, and on 9 March 1844 the provisional committee of the *Glasgow & Carlisle Railway Company* (GD&CR) met. There was considerable overlap in membership with the GPK&AR, and the latter helped out with the committee's expenses at first. A critical need was to generate promises of subscriptions, and to distinguish this proposal from the Annandale route (now being identified as *the Caledonian Railway*), which was also being heavily promoted once again: the name was soon changed to *the Glasgow Dumfries and Carlisle Railway*, reflecting also the interests of Dumfries and other more southerly subscribers. The capital would be £1.3 million.

This proposal went to Parliament as a bill in the 1845 session, but so did the Caledonian scheme. Locomotive power had improved in the recent few years, so that the gradients over Annandale were less significant; and the Annandale route could fork as it reached northwards and serve Edinburgh as well as Glasgow. Parliament was still unwilling to sanction two major lines, and on 31 July 1845 the *Caledonian Railway* won the battle: its Annandale route received the Royal Assent. However, in the same session the GPK&AR got approval to extend southwards from Kilmarnock to Horsecleugh, south of the mining town of Old Cumnock.

The supporters of the Nithsdale scheme did not give up, and resolved to try again in the 1846 session. They dissolved the original GD&CR and established a new one under the same name; the route would now join the Caledonian line at Gretna, rather than running independently to Carlisle. With several new branches added to the scheme, the capital was once again to be £1.3 million. However it emerged that the *British and Irish Union Railway* was proposing a line to connect Carlisle and Portpatrick, from where the short sea route to the north of Ireland started. The B&IUR planned to run between Dumfries and Carlisle, along an alignment that the GD&CR intended to use; the Caledonian Railway was also considering using this route. In fact in the 1846 session a huge number of railway schemes were being proposed, many of them fanciful, but most of them requiring attention to consider what strategies might be necessary to avoid loss of the GD&CR's own scheme.

### And finally, authorisation

| Glasgow, Dumfries, and Carlisle Railway Act 1846 | |
| --- | --- |
| Act of Parliament | |
| Parliament of the United Kingdom | |
| Long title | An Act for making a Railway from the Glasgow, Paisley, Kilmarnock, and Ayr Railway near Cumnock to the Caledonian Railway near the crossing of the River Sark, to be called "The Glasgow, Dumfries, and Carlisle Railway," with Branches. |
| Citation | 9 & 10 Vict. c. ccclxxii |
| Dates | |
| Royal assent | 13 August 1846 |
| Other legislation | |
| Repealed by |  |
| Status: Repealed | |
| Text of statute as originally enacted | |

Most of these schemes fell away when the financial bubble burst, and on 13 August 1846 the Glasgow Dumfries and Carlisle Railway was authorised. Disastrously, the **Glasgow, Dumfries, and Carlisle Railway Act 1846** (9 & 10 Vict. c. ccclxxii) gave the Caledonian Railway rights to a "perpetual lease" of the line between Gretna and Annan. The first ordinary meeting of shareholders took place on 8 September 1846, and it was agreed that an objective was eventual amalgamation with the GPK&AR. Money was desperately short, and contracts were let for construction of the main line beyond what funds were available to pay; the numerous branches included in the act were still considered definite intentions, as was a long line from Dumfries to Portpatrick; there was no match between available money and the ambition of these schemes. The GPK&AR was running its own railway and making a good profit, and it was persuaded to buy up unissued GD&CR shares; immediate amalgamation was considered, but the GD&CR was too demanding in its terms and the idea was postponed.

Relations with the Caledonian Railway were more often hostile than friendly, and it was a considerable relief when the GD&CR obtained an act of Parliament on 9 June 1847 repealing the authorisation for the CR to lease the Gretna to Annan section.

### Opening, in stages

The GD&CR proceeded with construction contracts in a state of considerable financial difficulty, and on 21 August 1848 a special train for directors and their friends was run from Dumfries to Annan. The line opened to the public from Dumfries to Gretna on 23 August 1848; operation and provision of rolling stock was in the hands of the GPK&AR, who also underwrote any loss, or profit, on the operation. Running arrangements into Carlisle had not been finalised, so the passenger trains only ran as far as Gretna, from where passengers could change trains and continue in Caledonian Railway trains. At Dumfries the station was a temporary structure south of Annan Road.

On 15 October 1849, the line was opened from Dumfries to Closeburn, and on 20 May 1850, the final section was opened from Closeburn to Horsecleugh, where an end-on junction was made with the GPK&AR, which opened from Auchinleck to that point on the same day. There was no station at Horsecleugh; it was probably an arbitrary boundary point. its location is thought to be at the Dumfries Road bridge.

The authorising acts of Parliament of 1846 and 1847 had confirmed that the GD&CR would merge with the GPK&AR on completion of the GD&CR line; in fact the GPK&AR as senior partner absorbed the GD&CR, and changed its name to the Glasgow & South Western Railway.

On 28 October 1850 therefore, the Glasgow and South Western railway started its existence, and the GD&CR was dissolved.

### The G&SWR

The new company had finally won its battle for a through line, though it had lost the race for primacy; the Caledonian Railway had a much shorter route to Glasgow and Edinburgh, and the North British Railway had been running through trains from Edinburgh to London on the east coast route via Berwick-upon-Tweed for two years.

On 26 June 1873 a line was opened from Barrhead to Kilmarnock, shortening the Glasgow to Kilmarnock run, and therefore the Glasgow to Carlisle run, considerably.

The new company needed an English partner to make a viable service to London, and eventually it found one, when the Midland Railway built its line to Carlisle, opening in 1875/6. From that time a firm alliance was formed, and express passenger trains to London ran over the Dumfries line and via Leeds on the Midland line, reaching London at St Pancras station.

The G&SWR expanded south-westward from Glasgow, where more traffic—mineral as much as passenger—was available than in the moorlands of Nithsdale.

The G&SWR continued in existence until the "grouping" of the main line railways in Great Britain, under the Railways Act 1921; the G&SWR, together with the Caledonian Railway, became constituents of the London, Midland & Scottish Railway (LMS).

In turn the LMS, together with other railways, was nationalised and the Scottish sections became British Railways, Scottish Region. The G&SWR lines retained a distinct informal identity through these changes, and the alliance with the old Midland Railway seemed to survive as well: a day train between Glasgow and St Pancras followed the G&SWR route and the Midland route; it was named the *Thames-Clyde Express* for most of its existence, ceasing to run in 1976. A night train with sleeping cars ran from Glasgow over the original route via Paisley and Dalry (to give Paisley a direct service) until the 1970s.

Now a secondary route, the line carries local passenger services operated by ScotRail; a moderate volume of freight also operates over the route.

## Accident

On Sunday 14 August 1966, the previous evening's 22:10 Glasgow Central – London Euston consisting of five seating coaches, eight sleeping cars and two parcels vans hauled by EE Type 4 locomotive No. D311 crashed into a landslide between Sanquhar and Carrondale at 00:30. The loco and first ten coaches were derailed. None of the 270 passengers and four train crew were injured.

## Topography

The line opened from Dumfries (temporary station) to Gretna (Junction with the Caledonian Railway) on 23 August 1848. It was extended from Dumfries to Closeburn on 15 October 1849, and completed to Horsecleugh on 20 May 1850.

On 20 May 1850 the GD&CR ceased to exist, forming then part of the Glasgow and South Western Railway.

Stations on the line are shown below; events that took place after opening day are shown in *italic*.

* The line originated at Horsecleugh, an end-on junction with the Glasgow, Paisley, Kilmarnock and Ayr Railway; Horsecleugh was not a station;
* New Cumnock; *closed on 6 December 1965; reopened 22 May 1991*;
* Sanquhar; *closed on 6 December 1965; reopened 27 June 1994*;
* Carron Bridge; renamed Carronbridge 1 January 1871; *closed on 7 December 1953*;
* Thornhill; *closed 6 December 1965* ;
* Closeburn; *closed 11 September 1961*;
* Auldgirth; *closed 3 November 1952*;
* Killylung; *renamed Holywood on 28 October 1850; closed 26 September 1949*;
* Racks; *closed 6 December 1965*;
* Dumfries; temporary station at first, relocated northwards in March 1859;
* Ruthwell; *closed 6 December 1965*;
* Cummertrees; *closed 19 September 1955*;
* Annan;
* Dornock; *closed October 1854; reopened 2 January 1865; renamed Eastriggs 1 May 1923; closed 6 December 1965* ;
* Rigg; *closed 1 November 1942*;
* Gretna Green; *closed 6 December 1965; reopened in a different location 20 September 1993*;
* The line terminated at Gretna Junction (not a station) with the Caledonian Railway.

## Connections to other lines

1. Persons could subscribe to shares and only needed to pay a small percentage of the face value at once; in times when it seemed that easy profits were to be made from railway investments, many people made very ambitious subscriptions; in tighter money conditions later, they found themselves unwilling, or unable, to respond to calls for further sums due on the subscription.
2. Highet says "in 1840" on page 15 but this refers to an interim report.

## Sources

## InfoBox

Glasgow, Dumfries and Carlisle Railway
| Overview | |
| --- | --- |
| Locale | Scotland |
| Dates of operation | 13 August 184628 October 1850 |
| Successor | Glasgow and South Western Railway |
| Technical | |
| Track gauge | 4 ft 8+12 in (1,435 mm) |


title: Gmina Maków Podhalański

abstract: Gmina Maków Podhalański is an urban-rural gmina in Sucha County, Lesser Poland Voivodeship, in southern Poland. Its seat is the town of Maków Podhalański, which lies approximately 7 kilometres (4 mi) east of Sucha Beskidzka and 42 km (26 mi) south-west of the regional capital Kraków. The gmina covers an area of 108.94 square kilometres (42.1 sq mi), and as of 2006 its total population is 15,873.

text:
# Gmina Maków Podhalański

**Gmina Maków Podhalański** is an urban-rural gmina (administrative district) in Sucha County, Lesser Poland Voivodeship, in southern Poland. Its seat is the town of Maków Podhalański, which lies approximately 7 kilometres (4 mi) east of Sucha Beskidzka and 42 km (26 mi) south-west of the regional capital Kraków.

The gmina covers an area of 108.94 square kilometres (42.1 sq mi), and as of 2006 its total population is 15,873 (out of which the population of Maków Podhalański amounts to 5,738, and the population of the rural part of the gmina is 10,135).

## Villages

Apart from the town of Maków Podhalański, Gmina Maków Podhalański contains the villages and settlements of Białka, Grzechynia, Juszczyn, Kojszówka, Wieprzec and Żarnówka.

## Neighbouring gminas

Gmina Maków Podhalański is bordered by the town of Sucha Beskidzka and by the gminas of Budzów, Bystra-Sidzina, Jordanów, Stryszawa, Tokarnia, Zawoja and Zembrzyce.

## InfoBox

| Gmina Maków Podhalański Maków Podhalański Commune | |
| --- | --- |
| Gmina | |
|  | |
| Coordinates (Maków Podhalański): 49°43′50″N 19°40′51″E / 49.73056°N 19.68083°E / 49.73056; 19.68083 | |
| Country | Poland |
| Voivodeship | Lesser Poland |
| County | Sucha |
| Seat | Maków Podhalański |
| Area | |
| Total | 108.94 km2 (42.06 sq mi) |
| Population (2006) | |
| Total | 15,873 |
| Density | 150/km2 (380/sq mi) |
| Urban | 5,738 |
| Rural | 10,135 |
| Website | http://www.makow-podhalanski.pl/ |


title: Glenorchy, Tasmania

abstract: Glenorchy is a suburb of Hobart, in the state of Tasmania, Australia. Glenorchy is bound by the River Derwent to the east, Mount Wellington to the west, Hobart City to the south and Brighton to the north. The city officially begins at Creek Road New Town, in Hobart's northern suburbs, and includes, Moonah, Derwent Park, Lutana, Goodwood, Montrose, Rosetta, Berriedale, Chigwell, Claremont and Austins Ferry. It is the seat of the local government area of the same name, the City of Glenorchy. Glenorchy draws its name from Glen Orchy, Scotland, meaning "Glen of tumbling waters".

text:
# Glenorchy, Tasmania

**Glenorchy** is a suburb of Hobart, in the state of Tasmania, Australia. Glenorchy is bound by the River Derwent to the east, Mount Wellington to the west, Hobart City to the south and Brighton to the north. The city officially begins at Creek Road New Town, in Hobart's northern suburbs, and includes, Moonah, Derwent Park, Lutana, Goodwood, Montrose, Rosetta, Berriedale, Chigwell, Claremont and Austins Ferry. It is the seat of the local government area of the same name, the City of Glenorchy.

Glenorchy draws its name from Glen Orchy, Scotland, meaning "Glen of tumbling waters".

## Overview

Glenorchy was first occupied in the year 1804, being mostly agricultural land from the 1820s onward, with orchards being the prime commercial industry for the area. Becoming a municipality in 1864 and then officially a city in 1964, Glenorchy is now a largely suburban, working class area, which grew quickly after WWII when a great number of returning soldiers settled in the northern suburbs.

Glenorchy has entertainment facilities including the Glenorchy Pool, a Village Cinemas complex, KGV Oval which houses the Glenorchy Football Club, and a bowls club. Glenorchy is also home to the Tasmanian Transport Museum and Glenorchy Art and Sculpture Park.

Schools in the area include Glenorchy Primary School, Cosgrove High School, Guilford Young College and Dominic College.

Glenorchy is passed through by the Main Road of Greater Hobart, and the Brooker Highway which is the main connection to surrounding councils. When the Brooker Highway was built in 1952, it extended from Hobart to Berriedale. During this time, areas of Glenorchy and Moonah undertook street widening works in order to cope with increased traffic from the south.

Significant areas of Glenorchy include:

At the 2016 Australian census, the suburban Glenorchy area had a population of 10,828, with the Glenorchy City population totalling 46,397.

## Retail

The Glenorchy Central business district has three major indoor shopping centres, Northgate Shopping Centre, Glenorchy Central (Centro), and Glenorchy Plaza. Leading retail stores in Glenorchy include Best & Less, Coles, Woolworths, Big W, and Target, as well as a Bunnings located on the eastern edge of the Hobart show grounds on the Brooker Highway near Goodwood, with access via Howard Rd.

Glenorchy has the second largest shopping district in Tasmania, following the Hobart CBD. Glenorchy CBD is one of the three main commercial districts in Glenorchy City, as well as those in Moonah and Claremont.

## Smelter contamination

The Risdon Zinc Works (trading as Nyrstar Hobart) at nearby Lutana, which has been in operation since 1917, continues to produce heavy metal contaminants affecting the air, land and estuary waters surrounding Greater Hobart.

Drawing from data complied in the National Pollutant Inventory, a report by the Australian Conservation Foundation placed Hobart at number 6 of Australia's most polluted cities in 2018. The data identified medium levels of air pollution in postcodes 7009 (Lutana, Derwent Park, Moonah, West Moonah) and 7010 (Glenorchy, Rosetta, Montrose, Goodwood, Dowsing Point) with average air contaminate readings of 40% NO*x* (nitric oxide (NO) and nitrogen dioxide (NO
2)), and sulfur dioxide (SO2) contributing 57% of airborne emissions.

The Tasmanian Planning Scheme does not mandate the Glenorchy City Council to notify prospective buyers about potential land contamination within the City of Glenorchy.

## InfoBox

| Glenorchy
Hobart, Tasmania | |
| --- | --- |
| Glenorchy, Elwick Racecourse viewed from kunanyi/Mount Wellington | |
| Glenorchy | |
|  | |
| Coordinates | 42°49′59″S 147°16′33″E / 42.83306°S 147.27583°E / -42.83306; 147.27583 |
| Population | 12,013 (SAL 2021) |
| Postcode(s) | 7010 |
| Area | 10.5 km2 (4.1 sq mi) |
| LGA(s) | City of Glenorchy |
| State electorate(s) | Clark |
| Federal division(s) | Clark |
| **Suburbs around Glenorchy:**  Montrose Elwick Goodwood  Glenorchy Derwent Park  Merton West Moonah Moonah | |


title: Ox (Belfast restaurant)

abstract: Ox is a restaurant in Belfast, Northern Ireland. It has had a Michelin star since 2016. Head chef of Ox is Stephen Toman.

text:
# Ox (Belfast restaurant)

**Ox** is a restaurant in Belfast, Northern Ireland. It has had a Michelin star since 2016.

Head chef of *Ox* is Stephen Toman.

## Awards

## InfoBox

| Ox | |
| --- | --- |
|  | |
|  | |
| Location within Greater Belfast | |
| Restaurant information | |
| Owner(s) | Stephen Toman and Alain Kerloc'h |
| Head chef | Stephen Toman |
| Food type | Irish cuisine |
| Rating | Michelin Guide |
| Street address | 1 Oxford Street |
| City | Belfast, County Antrim |
| Postal/ZIP Code | BT1 3LA |
| Country | Northern Ireland |
| Coordinates | 54°35′57″N 5°55′19″W / 54.599287°N 5.921963°W / 54.599287; -5.921963 |
| Website | oxbelfast.com |


title: Oxylymma gibbicollis

abstract: Oxylymma gibbicollis is a species of beetle in the family Cerambycidae. It was described by Henry Walter Bates in 1873. It occurs in Bahia, Brazil.

text:
# Oxylymma gibbicollis

***Oxylymma gibbicollis*** is a species of beetle in the family Cerambycidae. It was described by Henry Walter Bates in 1873. It occurs in Bahia, Brazil.

## InfoBox

| *Oxylymma gibbicollis* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Coleoptera |
| Family: | Cerambycidae |
| Genus: | *Oxylymma* |
| Species: | ***O. gibbicollis*** |
| Binomial name | |
| ***Oxylymma gibbicollis***<br>Bates, 1873 | |
|


title: Oxylymma durantoni

abstract: Oxylymma durantoni is a species of beetle in the family Cerambycidae. It was described by Peñaherrera-Leiva and Tavakilian in 2003. It is known from French Guiana and Pará, northern Brazil.

text:
# Oxylymma durantoni

***Oxylymma durantoni*** is a species of beetle in the family Cerambycidae. It was described by Peñaherrera-Leiva and Tavakilian in 2003. It is known from French Guiana and Pará, northern Brazil.

## InfoBox

| *Oxylymma durantoni* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Coleoptera |
| Family: | Cerambycidae |
| Genus: | *Oxylymma* |
| Species: | ***O. durantoni*** |
| Binomial name | |
| ***Oxylymma durantoni***<br>Peñaherrera-Leiva & Tavakilian, 2003 | |
|


title: Oxymacaria

abstract: Oxymacaria is a genus of moths in the family Geometridae described by Warren in 1894.

text:
# Oxymacaria

***Oxymacaria*** is a genus of moths in the family Geometridae described by Warren in 1894.

## Species

## InfoBox

| *Oxymacaria* | |
| --- | --- |
|  | |
| *Oxymacaria temeraria* | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Geometridae |
| Genus: | *Oxymacaria*<br>Warren, 1894 |
|


title: Glenwood station (Metro-North)

abstract: Glenwood station is a commuter rail stop on the Metro-North Railroad's Hudson Line, located in the Glenwood neighborhood of Yonkers, New York.

text:
# Glenwood station (Metro-North)

**Glenwood station** is a commuter rail stop on the Metro-North Railroad's Hudson Line, located in the Glenwood neighborhood of Yonkers, New York.

## Station layout

The station has two slightly offset high-level side platforms each able to accommodate eight cars.

## Abandoned power plant

Between the Glenwood station and the Hudson River lies the abandoned Yonkers Power Station of the New York Central & Hudson River Railroad, a massive building which was constructed in 1907 to hold electrical generators to provide power for the electrification of the railroad.

In 2008 the Preservation League of New York State named the plant as one of the seven most endangered sites in the state, and in 2013 the building began to be renovated into the "PowerHouse", an "arts-focused event complex with eventual plans for restaurants, a hotel and a marina." Phase One of the conversion is expected to finish in 2016 at the cost of $70 million, while Phase Two, which includes the restaurant, hotel and marina, is expected to cost $80 million, and could take up to ten years to complete.

## InfoBox

| Glenwood | |
| --- | --- |
| Northbound view of the station and the nearby former NYC&HR Power Plant | |
| General information | |
| Location | 2 Glenwood Avenue, Yonkers, New York |
| Coordinates | 40°57′02″N 73°53′57″W / 40.9506°N 73.8991°W / 40.9506; -73.8991 |
| Line(s) | Hudson Line |
| Platforms | 2 side platforms |
| Tracks | 4 |
| Connections | **Bee-Line Bus System**: 1C, 1T, 1W |
| Construction | |
| Accessible | Yes |
| Other information | |
| Fare zone | 3 |
| History | |
| Electrified | 700 (DC) third rail |
| Passengers | |
|  | |
|  | |
| 2018 | 466 (Metro-North) |
| Rank | 76 of 109 |
|  | |
|  | |
|  | |
| Services | |
| Preceding station  Metro-North Railroad Following station  Greystonetoward Croton–Harmon  Hudson Line  Yonkerstoward Grand Central | |
|  | |
|  | |
| Former services | |
| Preceding station New York Central Railroad Following station  Greystonetoward Peekskill  Hudson Division  Yonkerstoward New York | |
|  | |
|  | |
| Location | |


title: Gmina Zalesie

abstract: Gmina Zalesie is a rural gmina in Biała Podlaska County, Lublin Voivodeship, in eastern Poland. Its seat is the village of Zalesie, which lies approximately 18 kilometres (11 mi) east of Biała Podlaska and 104 km (65 mi) north-east of the regional capital Lublin. The gmina covers an area of 147.16 square kilometres (56.8 sq mi), and as of 2006 its total population is 4,566.

text:
# Gmina Zalesie

**Gmina Zalesie** is a rural gmina (administrative district) in Biała Podlaska County, Lublin Voivodeship, in eastern Poland. Its seat is the village of Zalesie, which lies approximately 18 kilometres (11 mi) east of Biała Podlaska and 104 km (65 mi) north-east of the regional capital Lublin.

The gmina covers an area of 147.16 square kilometres (56.8 sq mi), and as of 2006 its total population is 4,566 (4,427 in 2014).

## Villages

Gmina Zalesie contains the villages and settlements of Berezówka, Dereczanka, Dobryń Duży, Dobryń Mały, Dobryń-Kolonia, Horbów, Horbów-Kolonia, Kijowiec, Kijowiec-Kolonia, Kłoda Duża, Kłoda Mała, Koczukówka, Lachówka Duża, Lachówka Mała, Malowa Góra, Nowosiółki, Wólka Dobryńska and Zalesie.

## Neighbouring gminas

Gmina Zalesie is bordered by the gminas of Biała Podlaska, Piszczac, Rokitno and Terespol.

## InfoBox

| Gmina Zalesie Zalesie Commune | |
| --- | --- |
| Gmina | |
|  | |
| Coordinates (Zalesie): 52°2′N 23°22′E / 52.033°N 23.367°E / 52.033; 23.367 | |
| Country | Poland |
| Voivodeship | Lublin |
| County | Biała Podlaska County |
| Seat | Zalesie |
| Area | |
| Total | 147.16 km2 (56.82 sq mi) |
| Population (2014) | |
| Total | 4,427 |
| Density | 30/km2 (78/sq mi) |
| Website | http://www.zalesie.pl |


title: Gmina Zakrzew, Lublin County

abstract: Gmina Zakrzew is a rural gmina in Lublin County, Lublin Voivodeship, in eastern Poland. Its seat is the village of Zakrzew, which lies approximately 40 kilometres (25 mi) south of the regional capital Lublin. The gmina covers an area of 75.38 square kilometres (29.1 sq mi), and as of 2006 its total population is 2,880.

text:
# Gmina Zakrzew, Lublin County

**Gmina Zakrzew** is a rural gmina (administrative district) in Lublin County, Lublin Voivodeship, in eastern Poland. Its seat is the village of Zakrzew, which lies approximately 40 kilometres (25 mi) south of the regional capital Lublin.

The gmina covers an area of 75.38 square kilometres (29.1 sq mi), and as of 2006 its total population is 2,880 (2,980 in 2013).

## Villages

Gmina Zakrzew contains the villages and settlements of Annów, Baraki, Boża Wola, Dębina, Karolin, Majdan Starowiejski, Nikodemów, Ponikwy, Szklarnia, Targowisko, Targowisko-Kolonia, Tarnawka Druga, Tarnawka Pierwsza, Wólka Ponikiewska, Zakrzew and Zakrzew-Kolonia.

## Neighbouring gminas

Gmina Zakrzew is bordered by the gminas of Batorz, Bychawa, Chrzanów, Godziszów, Turobin, Wysokie and Zakrzówek.

## InfoBox

| Gmina Zakrzew Zakrzew Commune | |
| --- | --- |
| Gmina | |
| Coordinates (Zakrzew): 50°53′22″N 22°35′27″E / 50.88944°N 22.59083°E / 50.88944; 22.59083 | |
| Country | Poland |
| Voivodeship | Lublin |
| County | Lublin County |
| Seat | Zakrzew |
| Area | |
| Total | 75.38 km2 (29.10 sq mi) |
| Population (2019) | |
| Total | 2,880 |
| Density | 38/km2 (99/sq mi) |
| Website | http://www.zakrzew.lubelskie.pl |


title: Gliny, Chełm County

abstract: Gliny is a village in the administrative district of Gmina Siedliszcze, within Chełm County, Lublin Voivodeship, in eastern Poland.

text:
# Gliny, Chełm County

**Gliny** \[ˈɡlinɨ\] is a village in the administrative district of Gmina Siedliszcze, within Chełm County, Lublin Voivodeship, in eastern Poland.

## InfoBox

| Gliny | |
| --- | --- |
| Village | |
| Gliny | |
| Coordinates: 51°11′37″N 23°07′49″E / 51.19361°N 23.13028°E / 51.19361; 23.13028 | |
| Country | Poland |
| Voivodeship | Lublin |
| County | Chełm |
| Gmina | Siedliszcze |


title: Gliny Wielkie

abstract: Gliny Wielkie is a village in the administrative district of Gmina Borowa, within Mielec County, Subcarpathian Voivodeship, in south-eastern Poland. It lies approximately 4 kilometres (2 mi) west of Borowa, 15 km (9 mi) north-west of Mielec, and 64 km (40 mi) north-west of the regional capital Rzeszów.

text:
# Gliny Wielkie

**Gliny Wielkie** \[ˈɡlinɨ ˈvjɛlkʲɛ\] is a village in the administrative district of Gmina Borowa, within Mielec County, Subcarpathian Voivodeship, in south-eastern Poland. It lies approximately 4 kilometres (2 mi) west of Borowa, 15 km (9 mi) north-west of Mielec, and 64 km (40 mi) north-west of the regional capital Rzeszów.

## InfoBox

| Gliny Wielkie | |
| --- | --- |
| Village | |
| Gliny Wielkie | |
| Coordinates: 50°23′19″N 21°18′17″E / 50.38861°N 21.30472°E / 50.38861; 21.30472 | |
| Country | Poland |
| Voivodeship | Subcarpathian |
| County | Mielec |
| Gmina | Borowa |


title: Glycogen phosphorylase isoenzyme BB

abstract: Glycogen phosphorylase isoenzyme BB is an isoenzyme of glycogen phosphorylase. This isoform of the enzyme exists in cardiac (heart) and brain tissue. The enzyme is one of the "new cardiac markers" which are discussed to improve early diagnosis in acute coronary syndrome. A rapid rise in blood levels can be seen in myocardial infarction and unstable angina. Other enzymes related to glycogen phosphorylase are abbreviated as GPLL (liver) and GPMM (muscle).

text:
# Glycogen phosphorylase isoenzyme BB

**Glycogen phosphorylase isoenzyme BB** (abbreviation: **GPBB**) is an isoenzyme of glycogen phosphorylase. This isoform of the enzyme exists in cardiac (heart) and brain tissue.

The enzyme is one of the "new cardiac markers" which are discussed to improve early diagnosis in acute coronary syndrome. A rapid rise in blood levels can be seen in myocardial infarction and unstable angina.

Other enzymes related to glycogen phosphorylase are abbreviated as GPLL (liver) and GPMM (muscle).

* Apple FS, Wu AH, Mair J, et al. (May 2005). "Future biomarkers for detection of ischemia and risk stratification in acute coronary syndrome". *Clin. Chem*. **51** (5): 810–24. doi:10.1373/clinchem.2004.046292. PMID 15774573.
* Peetz D, Post F, Schinzel H, et al. (2005). "Glycogen phosphorylase BB in acute coronary syndromes". *Clin. Chem. Lab. Med*. **43** (12): 1351–8. doi:10.1515/CCLM.2005.231. PMID 16309372. S2CID 6999436.