Scotland's railways - the early years
Dunfermline and Stirling have long been centres of commerce, of regional government, and of industry. In between, the town of Alloa, situated on the north bank of the river Forth, was an important industrial and agricultural centre, known for brewing and distilling, glass manufacture, woollen goods, and coal.
In 1842 the Edinburgh and Glasgow Railway company opened its main line between the two cities and inter-city railway travel became a reality in Scotland. The line was immediately profitable and showed that a railway to other cities and towns could also be a commercial success. The railway network in England was growing in density and thoughts now turned to the formation of a Scottish railway network. This set off a railway building boom in Scotland, funded mainly by private companies and investors, of which there were many.
The easy availability of investment money resulted in a number of Scottish lines being proposed in the following years, and in the 1845 Parliamentary session many were authorised. Among them were the North British Railway, from Edinburgh to Berwick, the Scottish Central Railway, from the Edinburgh and Glasgow line near Castlecary to Perth, and the Caledonian Railway, from Glasgow and Edinburgh to Carlisle.
The fragmented nature of these authorisations with so many separate companies resulted in a search for alliances, and some company boards thought it essential to seek to control as much territory as possible, by alliance or by takeover. This meant that the railway map was always changing, and much money was being made or lost.
Clackmannanshire's railway lines past and present
Waggonways
Though technically not a railway in the modern sense using mechanical engines as the tractive force, the Alloa Waggonway was a direct predecessor to the modern railway systems later employed. The waggonway was used to transport coal from the local mines to Alloa harbour and the glassworks. The waggonway used horses - drawing wagons in a similar way to how they were used to pull barges along a canal - over levelled (initially wooden, later iron faced wooden) rails from the mines around Sauchie and beyond towards the river Forth. The waggonway allowed a larger load to be pulled by a single horse than could be handled by road. The Alloa waggonway was in use from 1766 until 1924. There were other waggonways of note around Clackmannanshire, from the Clackmannan mines to its harbour, Alva, Coalsnaughton and Kilbagie to Kennetpans.
The Stirling and Dunfermline Railway
The Stirling and Dunfermline Railway was a railway which passed through Clackmannanshire connecting Stirling and Dunfermline. It was planned by the Edinburgh and Glasgow Railway company to get access to the mineral deposits along the line of route, but also as a tactical measure to keep the rival Caledonian Railway company out of Fife. The entire line finally opened in 1852 after much argument and drama between the companies involved.
The Edinburgh, Perth and Dundee Railway company was authorised to make a branch from Thornton to Dunfermline. Dunfermline had once been Scotland's capital and was an ancient seat of government and industry, but it was the minerals, especially coal, in the area which encouraged the building of a line. The Edinburgh and Glasgow Railway company also saw that potential and promoted a nominally independent company, the Stirling and Dunfermline Railway, which would capture the Alloa coalfield and develop other mineral locations at Dunfermline and elsewhere.
The Edinburgh and Glasgow Railway company sought to expand northwards and to form an alliance with the Scottish Central Railway company and submitted a Parliamentary Bill for the 1846 session for a Stirling and Dunfermline railway. As well as opening up access to a considerable area of agricultural land, the line would give the Edinburgh and Glasgow Railway company access to areas of mineral extraction along the line of route, and beyond Dunfermline as well. Coal was the dominant mineral, other minerals and industries were close enough to the route to be tied in. A Special Meeting of Edinburgh and Glasgow Railway company shareholders was held on 12th May 1846 to give approval to the merger with the Scottish Central Railway Company and the promotion of the Stirling and Dunfermline line. A 35-year lease contract was agreed.
The Stirling and Dunfermline Railway was authorised on 16th July 1846. As well as the main line between Stirling and Dunfermline, branches were authorised to Tillicoultry and to Alloa Harbour. The authorised capital for over 24 miles of railway was £390,000. In 1847 and again in 1848 a number of diversions of the route, and of local waggonways, were authorised.
The planned merger of the Edinburgh and Glasgow Railway company and the Scottish Central Railway company "on equal terms" would give the Edinburgh and Glasgow Railway company the necessary access it needed to Stirling; however, during 1847 the Scottish Central Railway company reconsidered its alliance, and it decided that the Caledonian Railway, with which it was to connect near Castlecary, would be a better partner and it rejected the intended link with the Edinburgh and Glasgow railway. Suddenly the Edinburgh and Glasgow Railway company found that it had no railway link to the Stirling and Dunfermline Railway, and this meant that the new line was isolated, both geographically and from Edinburgh and Glasgow Railway assets.
The first section of the railway, from Dunfermline, west to the village of Oakley, in Fife, opened on 13th December 1849. There were ironstone and coal deposits at Oakley, and in 1845 the Forth Iron Works started construction of its plant there. It began production the following year.
The line was extended west to Alloa on 28th August 1850. On 3rd June 1851 a branch to Alloa Harbour, already connected to the Alloa Railway, was opened, together with the first part of the Tillicoultry branch, as far as Glenfoot railway station. The completion of the Tillicoultry branch had been delayed because of difficulties in constructing a bridge over the River Devon at Glenfoot and so a temporary station was built there. In addition, a passenger station was opened at the harbour; it was named Alloa Ferry, opening the same day. There was a long-established ferry service crossing the river Forth here and the Scottish Central Railway opened a branch from its main line to South Alloa, meeting the ferry on the south side, from 12th September 1850.
Although the final section to Stirling was relatively short, the opening of that part of the line was much delayed by a dispute. The Stirling and Dunfermline Railway company had not been formed to operate the line itself, and had contracted with its sponsor, the Edinburgh and Glasgow Railway company, that the latter would lease the line and operate it upon its completion. Since that time the Edinburgh and Glasgow Railway company had failed to acquire or merge with the Scottish Central Railway, whose assets lay between the two lines. The Scottish Central Railway company had also become hostile.
As the day of opening of the Stirling and Dunfermline railway approached, it became obvious that the Edinburgh and Glasgow Railway company intended to evade its obligations to lease and work the line. On 6th April 1849 the engineer issued a certificate that the line was complete to Oakley, but the Edinburgh and Glasgow Railway company declined to operate it as had been previously agreed.
Faced with legal action to force compliance, the Edinburgh and Glasgow Railway company used the letter of the contract it had made with the Stirling and Dunfermline Railway company, insisting on completion of the Stirling and Dunfermline railway as authorised and declining to accept any deviation at Stirling to accommodate a connection with the Scottish Central Railway. (The Scottish Central Railway was prepared to accept the Stirling and Dunfermline railway crossing the Forth at Stirling on its bridge there, and using their station, but the Edinburgh and Glasgow Railway insisted on separate facilities being provided.
The Stirling and Dunfermline Railway company did not have the resources required to operate the line by itself and applied for legal sanction to force the Edinburgh and Glasgow Railway company to comply with its obligations, however this proved fruitless. Eventually on 1st July 1852 the line was opened through to Stirling. The passenger service at Alloa Ferry was closed on the same day, having been little used.
A connection between the Stirling and Dunfermline Railway and the Scottish Central Railway lines was soon made south of the river at Stirling and the Stirling and Dunfermline Railway terminal station was closed. Even now the Edinburgh and Glasgow Railway company refused to operate the line, and the Stirling and Dunfermline Railway had to purchase three locomotives and the rolling stock to operate the line by itself.
The Stirling and Dunfermline Railway company was taken over by the Edinburgh and Glasgow Railway company on 28th July 1858, having proved that their lines were profitable. The Edinburgh and Glasgow Railway company was itself taken over by the North British Railway company on 1st August 1865.
The Scottish Central Railway was absorbed by the Caledonian Railway in 1865.
Passenger services on the Stirling to Dunfermline main line were closed on 7th October 1968. Through goods services were closed on 10th October 1979. West of Dunfermline, the line through Dunfermline Upper station served Oakley Colliery until 1984. The line remained in place from Dunfermline as far as Oakley until 1993 but was subsequently lost to development within Dunfermline. The route of the line from Dunfermline as far as Clackmannan has been converted into a cycle track and pedestrian walkway.
The Alva Railway
Alva was in the mid-1800's a significant manufacturing town, especially of woollens and textiles, located north of the Stirling and Dunfermline Railway, at the foot of the Ochil hills. The Alva Railway was incorporated by Act of Parliament on 22nd July 1861; it was to be a three-and-a-half-mile branch to Alva from Cambus on the Stirling and Dunfermline Railway main line, with an intermediate station at Menstrie. It opened on 11th June 1863.
The Alva Railway company merged with the Edinburgh and Glasgow Railway company on 23rd June 1864. As well as cargo, the line had a busy passenger service between Alva and Alloa. A branch was later built from the Alva line to Glenochil mine, located roughly where the current Glenochil prison stands. This branch line was lifted after the mine closed in the early 1960's. The branch connected to the Alva line at Ditch Farm, just outside Tullibody. The remaining trackbed is now mainly used for farm access.
The Menstrie - Alva stretch of the Alva branch closed to passenger trains on 1st November 1954, but a goods service continued until 1964, with passenger trains from Alloa to Menstrie continuing until January 1965. Infrequent goods trains to Mentrie continued on the branch until 1980.
The line has now been converted into a pedestrian path and cycleway from Menstrie to Cambus. Proposals have been put forward by the council (2021) to convert the Menstrie to Alva section.
Alloa Docks sidings
In 1875, the North British Railway company agreed to provide new sidings to the newly enlarged Alloa Docks, but complications with the adaptation of the Alloa Coal Company's high level Waggonway delayed their connection for two years. The sidings and the connecting branch closed in 1978.
The railway across the Forth - Alloa Railway and Alloa Swing Bridge
The Alloa Railway was built to connect Alloa to the south via a bridge over the River Forth. The Company authorised to do this was taken over by the Caledonian Railway company before it opened the line in 1885. The line was connected to the Stirling and Dunfermline railway - operated by the North British Railway company - and used their station in Alloa.
Finally, the Caledonian Railway company built a viaduct over the Forth at Alloa, and the Caledonian and the North British Railway companies collaborated in operating the new route.
North British Railway route passenger trains over the Alloa Viaduct were withdrawn from 29th January 1968 and through goods train operation ceased in May 1968. A limited goods service to supply coal to the stationary steam engine that operated the Forth Swing Bridge from Alloa continued until May 1970. The line was lifted in 1971.
The Devon Valley Railway
Proposals to link Stirling and Kinross through Tillicoultry had been formulated early in the history of railways in the region, and when the Tillicoultry branch of the Stirling and Dunfermline Railway was authorised, promoters planned a railway from Tillicoultry to Kinross. This became the Devon Valley Railway, which was authorised by Parliament on 23rd July 1858, but although parts of the line were quickly completed, difficult conditions in the central section of the line meant that it was not until 1st May 1879 that it opened throughout.
The line provided the missing link of a secondary route from the River Clyde to the River Tay by joining the Stirling and Dunfermline Railway with the Fife and Kinross Railway. Leaving the main Stirling to Dunfermline line at Alloa, other stations were built at Sauchie (Fishcross), Tillicoultry, Dollar, Rumbling Bridge, Crook of Devon, Balado and Kinross, where it joined the main Perth to Edinburgh line.
In 1851 the Stirling and Dunfermline Railway opened a branch line of their railway from Alloa to Tillicoultry. In 1863 the Devon Valley Railway, having struggled to raise sufficient capital, opened six and a half miles of the line from Kinross to Rumbling Bridge. The next four and a half miles was required to go alongside the river Devon, where there were a series of deep gorges making it very difficult to build a line. This was therefore shelved and the section from Dollar to Tillicoultry to join the existing branch line was built instead. This opened in 1869.
The North British Railway company supplied their expertise and capital to complete the line. The section at Rumbling Bridge was rebuilt, and seventeen bridges had then to be constructed and an eighty-foot cutting. The Devon Viaduct was described as a beautiful and imposing structure 390 foot long with six arches on a curve. Gairney Glen viaduct was 360 foot long with five arches. At one point the river Devon had to be diverted. The completed line was finally opened to traffic in 1871.
With the opening of the line there were now two direct routes between Glasgow and Perth. The one via the Devon Valley and the other, via the Forth Bridge. Both took about two hours to travel between Glasgow and Perth.
The railway was independent but worked by the North British Railway company until 1875 when they purchased the line. The line closed to passengers in 1964 and to all traffic in 1973, following the closure of the coal mine at Dollar. It is now used as a pedestrian path and cycleway.
The Kincardine Coastal Line
The Caledonian Railway company was constantly trying to penetrate the Fife area to get access to east coast harbours and the coalfields. The North British Railway company was against this notion, so in an attempt to forestall one such scheme, they obtained authorisation for a coastal line from Alloa through Clackmannan to Kincardine and on to Dunfermline. A line from Dunfermline south and west to Charlestown Harbour was already in existence and the new line was constructed from west to east, taking advantage of the head start. In addition to the Fife stations along the route, there were stations at Kilbagie and Clackmannan within Clackmannanshire.
The line opened between Alloa and Kincardine on 18th December 1893, and the middle section between Kincardine and Charlestown Harbour was eventually completed on 30th June 1906. The line begins in the west on the Stirling and Dunfermline railway at Kincardine Junction at Helensfield, just to the north of Clackmannan.
The line closed to passengers in July 1930 but remained open for goods traffic until 6th April 1981.
Stirling-Alloa-Kincardine (SAK) Railway
Funded jointly by the Scottish Government, Clackmannanshire Council and Scotrail to re-link Alloa to the rail network and to relieve congestion on the Forth Railway Bridge, the line between Stirling and Alloa was reopened to passengers and freight in 2008. Freight was able to continue east to Longannet power station for coal deliveries (the local coal mines having all closed), the line joining there with the existing coastal link to the Forth Bridge which had been used for coal trains previously. Coal trains on the route ceased with the closure in March 2016 and subsequent demolition of Longannet power station. Occasional freight and maintenance trains operate on the Alloa to Kincardine stretch now, along with the odd summer steam special, travelling from Edinburgh to Stirling. The Alloa to Stirling stretch has a busy passenger service, which continues on to Glasgow Queen Street.
Clackmannanshire's Railway Stations
Cambus railway station
Cambus railway station was opened in 1852 by the Stirling and Dunfermline Railway company on their main line, as a two-platform station. This was later extended to a three-platform station with sidings and a goods yard, serving Cambus Distillery and the Forth Brewery. A footbridge was provided over the level crossing at the east edge of the station, used to cross between the platforms and also for pedestrians when the crossing was closed. The Alva branch line opened in 1863 and closed to passengers in 1954. Closure to passengers of Cambus station came in 1968.
The station was demolished in the late 1970's / early 1980's. With the closure of the line east to Alloa Marshalling Yard in 1987, a loop was laid in within the former station grounds and the level crossing deactivated. In 1994 Glenochil Yeast at Menstrie officially ceased taking deliveries by rail and the remains of the line closed.
A New station was not built with the opening of the Stirling / Alloa / Kincardine (SAK) railway line in 2008 along the same route. However, the remnants of the old station platforms were removed. There is a new automated level crossing at Cambus, but it no longer requires a footbridge.
Menstrie railway station
In the 1860's a company, which included the owners of local mills and a distillery, financed a branch railway line through Menstrie to a terminus in Alva. The Alva line opened in 1863. This joined the Stirling and Dunfermline railway line at Cambus. Menstrie had its own passenger station at the north end of Tullibody Road. Nothing remains of the station which closed in 1954, or the railway branch line, which continued to carry goods but fell into disuse during the 1980's.
Menstrie railway station was a single platform station on the north side of the Cambus to Alva line. The platform extended under the bridge at the west end of the station. To the east was a small goods yard. There was also a branch line into the Glenochil Distillery to the south and east of Menstrie railway station. Menstrie's station closed in 1954 and the line east to Alva closed in 1964.
The distillery site itself is still in use. Glenochil Yeast was based in the north of the site and the railway remained open officially until 1994 to deliver molasses here from the James Watt Dock, Greenock. Track was left in place for a time, but it has now been removed and the line to Cambus is now a pedestrian footpath and cycleway. Plans have been promoted to extend the pathway along the track bed to Alva.
Alva railway station
Alva was the terminus of a branch line from Cambus. The station was located to the south of the village. This was a single platform terminus station with a loop. The platform was on the north side of the loop with a loading bank and goods shed at the east end and sidings to the north at the west end. The station closed to passengers in 1954 and signals were removed. The line closed between Menstrie and Alva in 1964. The station building still stands, in use now as a house. The eastern portion of the station site is now housing, and the western portion is parkland.
Before the railway opened a waggonway ran south from near the mill to a coal pit beside the river Devon. A small portion of this waggonway survived to serve a brick works at the north end and a clay pit to the South.
Sauchie railway station
Sauchie railway station, located just west of Fishcross, opened by the Devon Valley Railway in October 1873. This was a small two platform station. Immediately to the north was Auchinbaird Siding for the pits at Old Sauchie, which were also served by the Devon Sidings near Benview. The station closed to both passengers and goods traffic on 22nd September 1930.
Glenfoot railway station
Glenfoot Station was constructed by the Stirling and Dunfermline Railway and opened on June 3rd, 1851, as a temporary terminus for Tillicoultry and Devonside while the nearby viaduct over the river Devon was being built. The station was closed in December 1851, once the Tillicoultry railway station had opened. The entire Devon Valley railway was closed in 1973 and much of the viaduct has since been demolished and some of the raised earthworks cleared. The piers of the viaduct remain.
Tillicoultry railway station
Tillicoultry railway station was opened by the Stirling and Dunfermline Railway on 22nd December 1851 after completion of the Glenfoot Viaduct. The Station originally consisted of a single platform to the north of the line. To the southwest were coal pits, being served by the Alloa Waggonway. To the north was a goods station, which had a turntable, a loading bank and a shed. The station was originally a terminus until the stations on the Devon Valley line to the east opened. Another platform was added in 1904. The station closed to both passengers and goods traffic on 15th June 1964. The line remained open from Dollar Mine to Alloa until 1973.
Dollar railway station
Dollar railway station opened on the Devon Valley Railway in 1869. This was a single platform station, the platform being on the north side. There was a goods yard at the east end of the station.
The goods yard loop was later used as the start for the branch to Dollar Mine. There was a small station building on the platform and a wooden shelter extended down from the station house. The next station to the west was Tillicoultry and to the east were Rumbling Bridge, Crook of Devon and Balado, the Devon Valley railway joining the Fife and Kinross railway at Kinross Junction.
Despite closing to passengers in 1964, the line remained open to Dollar Mine. Coal trains continued until 1973, running west to Alloa Marshalling Yard.
The station platform remains virtually intact, and the track bed is now a footpath and cycleway (NCN 767). The route is now called the Devon Way.
Alloa railway station
The original Alloa railway station opened on the Stirling and Dunfermline Railway on 28 August 1850, when the section of line from Oakley to Alloa was opened. The main station building was to the west of Greenfield Bridge and south of the rails. There was a goods yard with a large shed, to the north and sidings both sides, on the east of Greenfield Bridge was a two-road engine shed and turntable.
At this time passengers for Stirling were able to continue via ferry along the River Forth to Stirling.
The station became both a junction and a through station on 3rd June 1851 when the branches to Tillicoultry and Alloa Harbour with a terminal at Alloa Ferry opened.
The station was called Alloa North between 1875 and 1882 after which the North was dropped. Subsequent links were added southwards to Larbert via the Alloa Railway in 1885.
The network was finally completed in 1906 with the opening of a second line to Dunfermline via Kincardine and Longannet along the northern bank of the Forth estuary. This line carried a passenger service until July 1930. Freight services ceased on 6th April 1981.
A number of alterations at Alloa were undertaken in 1885 to accommodate the Caledonian Railway using the station when the Alloa swing bridge and branch opened. To accommodate the Caledonian Railway company at its station, the North British Railway company firstly opened a new goods station on 21st September 1885 to the east of Glasshouse Loan on the Harbour branch in order to create some space at the passenger station, it also undertook some alterations to the station itself.
The Caledonian Railway opened its own goods station at a site on the western side of Glasshouse Loan, directly opposite the North British Railway one. The Caledonian Railway set up its own passenger booking office at Alloa station.
The rebuilt station opened on 22nd November 1887, there was a new station building on the east side of Greenfield Bridge with a gated entrance from the bridge onto a forecourt. The booking hall had offices for both companies, and access to the parcel office. A wide staircase went down to the platform where there were four waiting rooms. There was a refreshment room, telegraph office, toilets and railway administration offices. The wide island platform, with two inset bays at its west end extended westward under Greenfield Bridge and had extensive awnings.
During the mid-1960s the lines around Alloa were progressively closed. The passenger service to Tillicoultry was the first to go on 15th June 1964. The line across the Alloa swing bridge to Larbert followed in January 1968.
The station itself together with the main line from Stirling via Cambus through Alloa and on to Dumfermline Upper was then closed to passengers on 7 October 1968. Goods services continued until 1981, though the nearby Alloa marshalling yard to the west remained open until 1988 (latterly used only by the goods train to the yeast factory at Menstrie). Following the full closure and demolition of Alloa station, a leisure centre was built on the site, though a single track was kept on the southern edge of the site.
The remainder of the original Stirling and Dunfermline Railway through the station towards the east continued in use for colliery traffic until 1979, (the line later removed) and the Kincardine branch until 6th April 1981. This latter route was left derelict but intact for some years and has since been reopened, along with a new Alloa station.
Alloa Railway Station (SAK)
Alloa railway station, a newly built single platform railway station was opened on 19th May 2008. It replaced the previous, much larger station which was on a nearby site until the 1980's
The new Alloa station is situated to the east of its predecessor, due to the earlier construction of the leisure centre. The station consists of a single platform to the south of the line, on a terminating siding. The SAK railway continues past Alloa station towards Kincardine to the north of the siding. The platform has a single waiting room building in which a passenger operated self-service ticket machine was installed in July 2008.
Construction of the SAK railway started in 2005, with track laying commencing at the end of September 2006. It was originally projected that the station would re-open to passenger traffic in the summer of 2007, but this date was then put back to allow for the upgrading of a level crossing.
The official opening took place on Thursday, 15 May 2008. Passenger use of the new railway station has exceeded forecasts and since re-opening the service has been improved in frequency.
The completion of electrification of the railway between Polmont Junction, Stirling, Dunblane and Alloa during 2018 allowed the introduction of new electric-powered rolling stock for services from 9th December 2018.
Clackmannan Road railway station
Clackmannan Road railway station served the town of Clackmannan, Clackmannanshire, Scotland from 1850 to 1921 on the Stirling and Dunfermline Railway. The station was opened by the Stirling and Dunfermline Railway as Clackmannan railway station on 28 August 1850.
Clackmannan Road railway station was a two-platform station. It was located between the B910 and a viaduct over the Black Devon, north of Clackmannan. A small goods yard was located the northeast of the station. The station's name was changed on 18th December 1893 to Clackmannan Road railway station to avoid confusion with the new Clackmannan and Kennet railway station, which opened in the village the next day.
From then onwards most passenger traffic to Alloa and westwards used the Clackmannan and Kennet Station. The Clackmannan Road station closed temporarily on 1st January 1917 and reopened on 1st April 1919, closing finally on 1st December 1921.
Very little remains of the station and the line from Helensfield to Dunfermline was removed in the mid-1980's and is now a footpath and cycleway (NCN 764).
The line previously ran from Alloa, via Clackmannan Road, to Forestmill, Bogside, Blairhall, Oakley and Dunfermline. Several industries in Clackmannanshire fed into this line, including Cherryton brickworks and several coal mines. The line entered Dunfermline via Tower Burn viaduct at Buffies Brae and along what is now Winterthur Lane to Dunfermline Upper station, which is now a retail park at Inglis Street. A line from Dunfermline Upper station continued through the north of the town centre until it tied in to the railways within Dunfermline at Townhill junction adjacent what is now Dunfermline Queen Margaret Station.
Forestmill railway station
Forest Mill railway station served the hamlet of Forestmill, Clackmannanshire, Scotland from 1850 to 1930 on the Stirling and Dunfermline Railway.
The station opened as Kincardine railway station with two platforms on 28th August 1850 by the Stirling and Dunfermline Railway. To the east was a goods yard. To the west was a coal yard which was served by a siding. The station's name was changed to Forestmill on 18th December 1893. It closed to passengers on 22nd September 1930. The station remained open for goods until 6th October 1979.
The station was located to the west of the bridge over the A977. The main station building was on the westbound platform and there was a goods yard on the south side of the line. This part of the line was closed in 1980. The goods yard area remains identifiable and has become a small wood and farm access.
Clackmannan and Kennet railway station
Clackmannan and Kennet railway station served the town of Clackmannan, Clackmannanshire from 1893 to 1930 on the Kincardine Line.
This line split from the Stirling and Dunfermline railway at Kincardine Junction, just before Clackmannan Road station and follows the River Forth route via Kincardine, Coulross, Valleyfield, Newmills and Torryburn before moving inland towards Cairneyhill then joining the railways within Dunfermline just before Dunfermline Town (previously named Dunfermline Lower) station to the south of the town centre. The line is still in place, although is rated mainly for goods use from through Clackmannanshire.
Clackmannan and Kennet railway station was built by the North British Railway, and it opened on 19th December 1893. To the southeast was the goods yard. The station was located on Alloa Road, Clackmannan at the end of what is now Hetherington Drive. This street and the adjacent open land to the west, which still belongs to the railway, were within the station grounds. The station closed on 7th July 1930.
The line was (and remains) single-track and Clackmannan and Kennet railway station consisted of a single platform to the south of the rails. Access to the station was via a ramp down from Alloa Road. All signs of the station have been removed.
Kilbagie railway station
Kilbagie railway station served the hamlet of Kilbagie, Clackmannanshire, Scotland from 1894 to 1930 on the Kincardine Line.
This single platform station was opened by the North British Railway on 17th September 1894. To the west was Kilbagie Paper Mill, which was served by a spur line to the south. The station closed on 7th July 1930.
The platform was on the east side of the line with a station building and later a station cottage. In 2008 the line was reopened with a new track bed and track. This project was named the Stirling/Alloa/Kincardine (SAK) railway. The old station cottage remains but nothing is left of Kilbagie station. Kilbagie House is west of the former station.