The southern end of the site near the River Gryfe was connected to what was then the LMS former Caledonian Railway line.
The connection, just north of the former Georgetown railway station, dated back to World War I and the Georgetown Filling Factory.
The railway connection was probably severed and the rail tracks lifted when the Inverclyde Line was electrified in the 1960s.
Within ROF Bishopton's perimeter fence this line was still there in the 1990s, albeit with 20- to 30-year-old trees growing between the sleepers and rails.

There was also a link from the ROF railway line to the Inverclyde line.
The factory had transfer sidings connected to both the up and down lines.
The ROF line, which was never electrified, ran on to the transfer sidings a few yards west from the Bishopton station.
It crossed Ingleston Road via a gated level crossing, entering the ROF site from the north.
The link remained in-situ up until closure of the factory, but was little used after the early 1990s.

There was about 20 miles (32 km) of standard gauge railway line within the perimeter fence.
The factory had its own fleet of nitric acid wagons and diesel shunting locomotives.
The latter were used to move wagons between the transfer sidings and various locations within the site.
In addition, ROF Bishopton had some 80 miles (130 km) of 2 ft 6 in (762 mm) narrow gauge railway lines for transporting explosives around the site.
There was a large fleet of rolling stock and a specialist workshop for maintenance of the locomotives, which were kept in excellent mechanical condition.
Much of Bishopton’s narrow gauge railway equipment still exists, and can be seen at locations such as the Almond Valley Light Railway (six assorted locomotives) and the Amberley Museum Railway (locomotive No.
12 and several wagons).
The southern end of the site near the River Gryfe was connected to what was then the LMS former Caledonian Railway line. The connection, just north of the former Georgetown railway station, dated back to World War I and the Georgetown Filling Factory. The railway connection was probably severed and the rail tracks lifted when the Inverclyde Line was electrified in the 1960s. Within ROF Bishopton's perimeter fence this line was still there in the 1990s, albeit with 20- to 30-year-old trees growing between the sleepers and rails.
There was also a link from the ROF railway line to the Inverclyde line. The factory had transfer sidings connected to both the up and down lines. The ROF line, which was never electrified, ran on to the transfer sidings a few yards west from the Bishopton station. It crossed Ingleston Road via a gated level crossing, entering the ROF site from the north. The link remained in-situ up until closure of the factory, but was little used after the early 1990s.
There was about 20 miles (32 km) of standard gauge railway line within the perimeter fence. The factory had its own fleet of nitric acid wagons and diesel shunting locomotives. The latter were used to move wagons between the transfer sidings and various locations within the site. In addition, ROF Bishopton had some 80 miles (130 km) of 2 ft 6 in (762 mm) narrow gauge railway lines for transporting explosives around the site. There was a large fleet of rolling stock and a specialist workshop for maintenance of the locomotives, which were kept in excellent mechanical condition. Much of Bishopton’s narrow gauge railway equipment still exists, and can be seen at locations such as the Almond Valley Light Railway (six assorted locomotives) and the Amberley Museum Railway (locomotive No. 12 and several wagons).
ROF Bishopton