This is the principal station is Paisley on the lines between Glasgow Central and Greenock Central, Gourock, Wemyss Bay, Ardrossan, Largs, Ayr, Girvan and Stranraer.
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This junction was at the west end of Paisley station (renamed Paisley Gilmour Street in 1883). It is sometimes also referred to as ^Stoneybrae Junction^. This was an end on junction between the Glasgow and Paisley Joint Railway and the junction between the Glasgow, Paisley and Greenock Railway and Glasgow, Paisley, Kilmarnock and Ayr Railway.
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This twin frame box, opened 1888, was west of Paisley Gilmour Street. It controlled the two separate routes west from the station: to Greenock and Ayr. In addition there was a connection between the lines via a short headshunt exchange siding.
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Having crossed the White Cart Water and passed through Paisley Gilmour Street the line to Greenock continues at a high level via the Underwood Viaduct to Paisley St James.
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This was the Caledonian Railway^s mineral yard in Paisley, entirely owned by that company.
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This is a two platform station on the Glasgow - Gourock line. There is no car park.
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This junction for the [1902 [Paisley and Barrhead District Railway]] was just west of Paisley St James station on the 1841 Glasgow, Paisley and Greenock Railway. In its final days the branch was a single track serving the former Pressed Steel Co Ltd works.
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This was the northern of a triangle of lines at Walkinshaw. The junction allowed a train from the Barrhead direction to join the Greenock line. The Caledonian Railway^s plan was to create a route fully owned by the CR between Greenock and Glasgow via Barrhead and Cathcart via the Paisley and Barrhead District Railway. It was redundant after the grouping of 1923 which brought the CR and ...

Also known as the Walkinshaw Refinery or Hermand Oil Works. The oil works was located close to what became Walkinshaw Branch Junction. The works was connected to nearby pits to north and south by a private railway (Walkinshaw Ironstone Pits).
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This junction was north west of Paisley and was the location where the single track Linwood Goods [CR] branch joined the Glasgow, Paisley and Greenock Railway. It had a connection into the Clippens Oil Works at Linwood.
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This was a two platform station. There was a main station building similar to that at Bishopton on the eastbound platform and shelter on the westbound. The signal box was just north of the main building. The eastbound platform was reached by an access road from the south and the westbound by a footway rising from the roadway to the south, and there was a footbridge between the platforms.
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This junction was north of Georgetown station and south of Southbar Junction. The box at Southbar had burned down in 1934 and the box here replaced it. The box was on the east side of the line. Barochan Junction was named for Barochan House, moss and hill which are off to the west.
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This Great War period station was built to serve the Georgetown National Filling Factory, to the west. The station was south of Southbar Junction and Georgetown National Filling Factory Yard on a loop line on the west side of the main line. To the south was Houston station.
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This marshalling yard was on the west side of the main line. Approach from the north was from Southbar Junction and from the south from near Houston station.
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The Glasgow, Paisley and Greenock Railway crossed this area on an embankment due to the low lying marshy ground. This junction, named for Southbar House to the north east, served a large tip. Waste was tipped on either side of the line to the north of the junction to reclaim the marsh by Glasgow Corporation. Tipping sidings, such as Southbar Siding (East) were moved as needed.
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This is a two platform station with an original station building on the southbound (up) platform. There are car parks on the old goods yard south end of the station, east side of the line and shunted from the south) and an area of ground to the west.
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This double track tunnel is west of Bishopton. It is 330yds long. Bishopton No 2 Tunnel is just to the west.
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This double track tunnel is west of Bishopton and Bishopton No 1 Tunnel. It is 350yds long.
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About 333 yards west of Bishopton No 2 Tunnel is a class ^AM^ listed cast iron aqueduct which carries a small burn over the railway, the burn draining from south to north. The engineer was William MacKenzie.
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This signal box was west of Bishopton No 1 Tunnel and Bishopton No 2 Tunnel. The location was north east of Laigh Hatton farm and it was on the north side of the line. It controlled a trailing crossover.
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This is a two platform station with a good view of the River Clyde from its platforms.
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This signal box was west of Langbank and east of Woodhall stations. It was on the north side of the line alongside a trailing crossover. There was a level crossing.
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This is a two platform station in Woodhall, to the east of Port Glasgow. The station has a footbridge and small station building on the westbound platform. The station was built after housing was built on the Woodhall estate.
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This junction was east of Port Glasgow station. It was the junction for Port Glasgow Goods which was on the south side of the line and approached from the east and the Port Glasgow Harbour branch. To the east were further sidings at Fyfe Park.
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This shipyard is located on the south bank of the lower Clyde in the east end of Port Glasgow. It is immediately to the west of Newark Castle [Port Glasgow]. Ship building continues today and the yard has been almost entirely rebuilt and thoroughly modernised Ferguson Marine .
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This goods yard was half a mile east of Port Glasgow station. It no longer exists and its site had been robbed for a road system.
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This is a two platform station with a fine large glazed canopy on the Glasgow bound platform, slightly smaller canopy on the Gourock bound platform, a covered walkway to Princes Street and a traditional covered footbridge.
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This junction is west of Port Glasgow station. It is the junction between the Glasgow to Greenock line (the 1841 Glasgow, Paisley and Greenock Railway) and the 1Wemyss Bay line (the 865 Greenock and Wemyss Bay Railway).
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This is a minimal two platform station. It is approached by stairs from a bridge carrying Bogston Road at the east end.
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This was the junction for the short branch from the Greenock to Paisley line which ran north to the James Watt Dock. The dock opened partly in 1885 and fully in 1886. This branch was approached from the east and turned from heading west to north to east on a sharply curved and steeply graded line which dropped down to Inchgreen Goods and reversing lines from which the dock was reached by ...

This double ended shed was located to the south of the Glasgow, Paisley and Greenock Railway between Cartsdyke and Bogston station. Approach was from the west. The shed was severely damaged by bombing in the Second World War.
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This is a two platform station to the east of Greenock Central. The main station building was on the eastbound platform.
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This junction was west of Cartsdyke. Going west the line divided into three portions which were, from north to south:
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This was largely a coal yard on the north side of the railway in Greenock, served from Cartsdyke Junction to the east. Further east again was Cartsdyke station.
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The location was by the terminus Greenock, opening with the line in 1841. The works and shed were alongside each other.
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The Glasgow, Paisley and Greenock Railway main works and engine sheds were located at Greenock, close to the terminus. Opening around 1841 with the line.
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This signal box was on the eastern approaches to Greenock Central and its goods yards. It was located on the south side of the line east of Dellingburn Street.
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This is the main station in Greenock. It replaced Greenock Cathcart Street [1st] which was the original terminus of the line. The original terminus line was located slightly to the north and the line was cut back to the new station on opening. In addition the new alignment was further north in general. To great local disappointment Greenock Mansion House was demolished as part of the works. ...

This station was a terminus. It was close, but not actually at, Greenock Harbour. It was above street level (described as a ^considerable height^) and a set of steps ran from the entrance down to the street. Offices were on the ground level and the platforms were above street level. There was a colonnaded front with an archway on either side. It was close to the harbour but not on a railway pier. ...