travel in the developing suburbs. The Clyde Commissioners were building what became the Queens Dock at Stobcross, and the NBR were anxious to ensure an efficient railway connection to it; this became the Stobcross Railway which opened in 1874, in fact before the inauguration of the dock. Further west the line ran parallel to the Clyde but at some distance from it, and in the following years much industry developed on the banks of the Clyde, in many cases displaced from Glasgow itself. The Whiteinch Railway was opened in 1874 to serve a local industrial area; it was worked by the NBR and eventually absorbed in 1891. The Stocbcross Railway formed a departure point for the Glasgow, Yoker and Clydebank Railway (GY&CR) which ran closer to the Clyde and served the continuing industrial move westward. The GY&CR was absorbed by the NBR in 1897, when the line was extended from Clydebank to join the Helensburgh line at Dalmuir, forming a loop. Meanwhile, the Glasgow City and District Railway had opened in 1886; also nominally independent but sponsored by the NBR and absorbed by the NBR on opening day, the line ran east–west through the city of Glasgow, with a new low level station at Queens Street. The line transformed suburban services: local branch trains no longer needed to terminate in Queen Street (High Level) station, but simply ran through the city. For many years, the NBR had a monopoly of the increasing lucrative traffic on North Clydeside, but eventually the Lanarkshire and Dumbartonshire Railway, nominally independent but sponsored by the Caledonian Railway, was built, opening in stages between 1894 and 1896. The L&DR used the spelling Dumbartonshire. Their line reached Dumbarton and this triggered a previous undertaking that the former Dumbarton and Balloch Railway would be made joint between the NBR and the L&DR. West Highland Railway After long deliberation about the huge area of country in Argyll untouched by railways, the decision was taken to build what became the West Highland Railway, from Craigendoran to Fort William, through largely unpopulated terrain. The constructing company was to be independent, although supported financially by the NBR. The work was authorised in 1889 and it was opened on 7 August 1894. The cost of the construction had been £1.1 million (), a considerable overrun on the estimated cost. The NBR had guaranteed a dividend to the West Highland Railway Company based on