Steam Railmotors – Part 6 – After the Grouping.

1 Reply

The new companies which came into existence with the grouping in 1923 addressed once again the best way to serve lightly populated rural communities. The options available to them centred on various forms of light railcars. Two forms of propulsion were available, the internal combustion engine and the steam engine. Electricity, in many cases required too large an investment for the likely traffic on the intermediate routes in rural areas.

Given, the lack of success of the steam railmotor experiment in the first two decades of the 20th century, it must have seemed unlikely that steam railcars/railmotors woul prove to be a success in the inter-war years. But the LNER’s persistence and the arrival of a new articulated “form of steam railcar developed by the Sentinel Waggon Works Ltd. in association Cammell Laird & Co. Ltd. [brought about] a renewed assessment of the role of the railcar.” [1: p46]

Jenkinson and Lane say that rather than simply using railcars to replace existing services, the aim became one of enhancement of services. A greater frequency of service would reduce the need for unsuitable powered units to pull trailers. Higher speeds would shorten journey times.

But, to do this “in the steam context … meant using a vehicle which, owing to its lightness and simplicity, needed a smaller and less complicated power unit than was offered by the conventional locomotive style of construction. … A tricky balancing act … because railway vehicles need to be much stronger than the road equivalent, … but the Sentinel-Cammell steam railcars were a very fine attempt.” [1: p46]

The LNER Sentinel Steam Railcars

The “Sentinel Waggon Works of Shrewsbury built their first steam railcar in 1923 for the narrow gauge Jersey Railways & Tramways Ltd. This used coachwork constructed by Cammell Laird & Co. of Nottingham, and was reportedly successful.” [2] This partnership with Cammell Laird continued when Cammell Laird became a part of Metropolitan-Cammell Carriage, Wagon & Finance Co. Ltd (‘Metro-Cammell’) in February 1929.

The first narrow-gauge railcar on Jersey plied its trade on the line  between St. Hellier and St. Aubin. [4][2] The remains of a later steam railcar is shown below, It was supplied to Jersey as a standard-gauge railcar.

The remains of Sentinel railcar ‘Brittany’ as it appeared in 1997. It was possibly one of a pair supplied by Sentinel in 1923 which ran on the 3ft 6in gauge lines on the Island of Jersey between St. Hellier and Corbiere. Were the pair articulated? Essery and Warburton say that the total weight of each original  unit “was 15 tons 3 cwt 2 quarters … The engine was totally enclosed with 6.25inch diameter cylinder with a 9inch stroke having poppet valves and mounted horizontally above the floor of the engine room. The drive from the crankshaft was by roller chain to an intermediate shaft then by separate chains to each axle of the 7’ 0” wheelbase bogie. The Sentinel vertical boiler with cross water tubes and super-heater supplied steam at 230lbs/sq. inch. Coal consumption was 5.37 lb per mile.” [12: p4]

Essery and Warburton note 3 such vehicles being employed on the narrow-gauge. [12: p7] These vehicles were probably re-gauged to standard-gauge when the narrow-gauge line closed. They also note a later purchase of 2 standard-gauge units. Although they give a date of 1924 for the later units [12: p7] which, given that this unit appears not to be articulated, is quite early. Is this, perhaps, actually one of the later rigid-bodied units? If so it would perhaps have been supplied to Jersey between 1927 and 1932.

This image was shared on the Narrow Gauge Enthusiasts Facebook Group on 20th December 2018 by John Carter, permission to include this image here is awaited. [3]

Sentinel exhibited a railcar at the British Empire Exhibition in 1924, which was noticed by Gresley. “The LNER was in need of vehicles that were cheaper than steam trains but with better carrying capacity than that of the petrol rail bus and autocar on trial in the North East (NE) Area. Hence Chief General Manager Wedgwood informed the Joint Traffic and Locomotive Committees on 31st July 1924 that a railcar would be loaned from Sentinel for a fortnight. If successful, this would be followed by the purchase of two railcars. The trial took place from 17th to 31st August 1924 in the NE Area.” [2]

The successful trial resulted in the purchase of eighty Sentinel steam railcars from 1925 to 1932.[2] (Essery & Warburton suggest that the very early Sentinel railcars were rigid-bodied units with later versions being articulated vehicles. [12: p4] This does not seem to have been the case. Early Sentinels were, in fact, articulated. There was a period when Sentinel railcars were rigid-bodied, Jenkinson and Lane talk of rigid-bodied Sentinel railcars being delivered in the years from 1927 up to 1932, [1: p54] which may have been a response to competition from Clayton. Clayton’s steam Railcars are covered below.)

In addition to the LNER’s own railcars, the Cheshire Lines railcars (4 No.) were maintained by the LNER and the  Axholme Joint Railway (AJR) railcar No. 44 was transferred to the LNER when the AJR ceased serving passengers in 1933.

The first two Sentinel railcars purchased by the LNER were set to work in “East Anglia to operate between Norwich and Lowestoft and from King’s Lynn to Hunstanton.” [1: p46]

One of the first two Sentinel railcars to be put into service by the LNER. They commenced work in May 1925 in East Anglia and were classified as Diagram 14600-614E. These railcars used the bodies from the trial railcars and the cost was discounted accordingly. They were numbered  Nos. 12E & 13E, ©  Public Domain. [2]

The East Anglian pair of railmotors “were considered to be lightweight. Later LNER Sentinel railcars were more substantial and included drawgear and buffers. Both railcars were withdrawn from traffic in November 1929 and sent to Metro-Cammell to be rebuilt into heavier railcars.” [2]

Sentinel offered two options. “One scheme was to rebuild the cars so that they resembled the later cars as closely as possible. The LNER chose to rebuild railcar No. 12E to this scheme, and was described as Diagram 153. The second scheme was to rebuild the railcars to the minimum necessary to meet the requirements. No. 13E was rebuilt to this scheme, and was described by Diagram 152.” [2]

Initially No. 13E was rebuilt without conventional drawgear and buffers. This was corrected within a few months of re-entering LNER service in 1930. [1: 46-47][2].

No. 13E (Diagram152) in ex-works condition at Doncaster in the Summer of 1930, at that time still without conventional drawgear and buffers. © Public Domain. [2]

“No. 13E was renumbered as No. 43307 in April 1932 and withdrawn in January 1940 with a mileage of 269,345 miles.” [2]

No. 12E was subject to an almost complete rebuild. It returned to the LNER by Metro-Cammell on 29th May 1930 and started trials at Colwick. After repainting at Doncaster in late June, it entered traffic on 26th September 1930. The body was raised by just over 10 inches and a third step was added below the doors. Drawgear and buffers were fitted before it re-entered service on the LNER network. [2]

No. 12E (Diagram153) in later life, As can be seen here, the 1930 refurbishment resulted in the railcar getting drawgear and buffers. © Public Domain. [2]

“No. 12E was renumbered as No. 43306 in November 1931, and was withdrawn in April 1940 with a mileage of 232,462 miles.” [2]

The RCTS tells us that, “The majority of the Sentinel railcars were named after former horse-drawn mail and stage coaches. The exceptions were the two original cars, Nos. 12E and 13E, No.51915 taken over from the Axholme Joint Railway and Nos. 600-3 on the Cheshire Lines which were all nameless. In addition the two 1927 cars, Nos. 21 and 22, ran without names for a while, before becoming Valliant (sic) and Brilliant respectively. The named cars had a descriptive notice inside detailing what was known about the running of the mail coach from which the car took its name and offering a reward for additional information.” [5: p13]

The story of the various Sentinel Railcars is covered in some detail in the LNER online Encyclopedia here. [2] If greater detail is required, then the RCTS’s Locomotives of the LNER Part 10B considers the Sentinel Railcars in greater depth. This can be found here. [5]

Sentinel produced their steam railcars for the LNER in a series of relatively small batches. Each batch varied in detailed design.

Rigid-bodied railcars were supplied by Sentinel in the period from 1927. The last rigid-bodied units being delivered in 1932. [1: p54,56] The first was an experimental unit which was in use on LNER lines in 1927 but not purchased until June 1928. [1: p58] A further 49 rigid-bodied Sentinels were ordered in 1928, 12 in 1929, 2 in 1930 [1: p56] and  3 further in 1932 [1: p54]

Jenkinson and Lane tell us that a solitary twin unit, LNER Sentinel No. 2291 ‘Phenomena‘, was developed in 1930. The rear bogie on the powered unit was shared with the trailer. They explain that the articulation between the coaches “allowed the individual unit lengths to be reduced compared with a single unit car. A more than doubled carrying capacity was achieved with only a 25% increase in tare weight.” [1: p64]

‘Phenomena’ was an articulated twin, the powered unit had much in common with the rigid-bodied Sentinel Railmotors. This image was carried by ‘The Engineer Journal of November 1930. [17]

As the number of Railcars on the LNER network increased the company felt that it would be prudent to undertake a review of the performance of all its railcars in use on its network. This review covered the year ending 30th September 1934. The best Sentinel steam railcars out-performed others on the network (particularly those of Armstrong-Whitworth). The fleet of “Sentinel railcars recorded over 2.25 million miles in the year, with railcar mileages often exceeding 30,000 miles.” [2].

“With the exception of No. 220 ‘Waterwitch’ which was wrecked in 1929, all of the Sentinel steam railcars were withdrawn between 1939 and 1948.” [2]

The LNER Armstrong-Whitworth Diesel-Electric Railcars

As a quick aside, the Armstrong Whitworth Railcars were direct competitors for the Sentinel Steam Railcars. They were early diesel-electric cars, diesel-powered precursors of what, from different manufacturers, became the dominant form of power source for railcars as the steam railmotors were retired; although what became the dominant form of diesel railcar was to use direct drive rather than traction motors. [1: p71] What became the GWR railcars were privately developed by Hardy Motors Ltd., AEC Ltd., and Park Royal Coachworks Ltd. [1: p72-73] The story  of the GWR diesel railcars is not the focus of this article, but the Armstrong Whitworth Diesel-Electric railcars were direct competitors for the Sentinel railcars and, as such, worth noting here.

In September 1919, Armstrong Whitworth became a Sulzer diesel engine licensee. During 1929 the board of Armstrong Whitworth approved the decision to enter the field of diesel rail traction and obtained a license from Sulzer Brothers for the use of their engines in these rail vehicles.

In 1931, Armstrong Whitworth began construction of “three heavy diesel electric railcars [for the LNER] which operated under the names of ‘Tyneside Venturer’, ‘Lady Hamilton’ & ‘Northumbrian’. They were powered by an Armstrong-Sulzer six cylinder 250hp four stroke diesel engine coupled to GEC electrical equipment. The vehicles were 60 feet long with a cab at each end and a compartment for the engine. They weighed 42tons 10cwt, could carry sixty passengers and luggage at 65mph. The bodywork was provided by Craven Railway Carriage & Wagon Co of Sheffield. The body was of sheet steel panels riveted together. Operating costs were expected to be half those of a steam service of similar capacity.” [8]

As well as running singly the railcars could haul a trailer coach.

“A fourth Armstrong-Whitworth diesel-electric vehicle entered service with the LNER in 1933. This was the un-named No. 294 lightweight railbus. Completed in May 1933, it performed six months of trials before entering regular services in the Newcastle area in September 1933. It was not taken into official LNER stock until August 1934, and is believed to have only been kept as a standby for one of the larger railcars.” [9][cf: 1: p70]

All of the Armstrong Whitworth railcars gave their best performances during the initial trials. “During regular operation, the Armstrong Whitworth diesel-electric railcars suffered from gradually declining performance. This was probably partly due to relatively poor maintenance on what was still a steam railway.” [9]

Ultimately, these units retired relatively early in April, May and December 1939. [9]

The LNER Clayton Steam Railcars and Trailers

The LNER on-line Encyclopedia comments that, “Clayton Wagons Ltd of Lincoln started to build steam railcars in 1927. The LNER purchased a total of eleven between 1927 and 1928.” [10]

Jenkinson and Lane note an earlier date for Clayton Wagons Ltd’s entry into the market. They say that the Clayton cars originated in 1925, originally for use in New Zealand.

The Clayton Steam Railcars were similar in overall appearance to the Sentinels but with one significant exception, the separate coal bunker and water tank that was carried on the power bogie in front of the coach body. Jenkinson and Lane comment that the unit was in essence a rigid railcar with a pivoting power bogie extending beyond the front of the rigid body, © Public Domain. [10][11][1: p50]

These cars were handicapped by the financial instability of Clayton Wagons Ltd. [10][1: p50] The LNER at times had to manufacture parts which were not available from suppliers. The first was withdrawn in July 1932. “With increasing maintenance problems, and a shortage of less strenuous short mileage work, the remainder were withdrawn between April 1936 and February 1937. Due to their short lives and persistent problems, none of the Clayton railcars clocked up significant mileages.” [10] Final mileages ranged from 72,774 to 174,691.

Trailer cars were supplied to the LNER by Clayton Wagons Ltd. The trailers were 4-wheeled with very basic accommodation. Their 4-wheel chassis may well have affected their riding quality. [1: p65] They were “classed as ‘Trailer Brake Thirds’, eight only were built and never seem to have very popular. Pictures of them in use are somewhat rare and little is on record of their working life; they were all withdrawn between March 1948 and March 1949.” [1: p55]

Three photographs can be found in Jenkinson and Jane’s book, one external and two internal views. [1:p 65]

The LMS Steam Railcars

In parallel with the LNER, the LMS had its own programme trials of Sentinel railcars. Jenkinson & Lane tell us that trials were carried out in 1925, “with a hired prototype on the Ripley Branch and a fleet of thirteen cars (the prototype plus a production batch of twelve) was put in service during 1926-7, a year or so ahead of the main LNER order. The LMS cars were all of lightweight low-slung design with less of the working parts  exposed below the frames and no conventional drawgear. They were unnamed and finished in standard crimson-lake livery.” [1: p49]

In many respects these railcars were very similar to the two early lightweight LNER vehicles. Differences were minor: “the LMS cars had only 44 seats and a slightly over 21T tare weight whereas the LNER lightweights were quoted with 52 seats at 17T tare. … The later … LNER … cars were almost 26T except for the 1927 pair (just over 23T).” [1: p49]

Essery and Warburton say that, “The thirteen LMS Sentinel/Cammell vehicles were authorized by LMS Traffic Minute 1040 dated 28th July 1926 at a cost of £3800 each and were allotted Diagram D1779 and ordered as Lot 312. The numbers first allocated are not known except one that was number 2232 with the 1932/3 renumbering scheme allocating numbers 29900-12 with all receiving the LMS standard coach livery in the first instance. … These early models suffered from poor riding qualities and so in 1928 a gear driven 100 hp vehicle was designed. The boiler was on the mainframe and the vertical two cylinder engine was mounted over the rear axle of the power bogie with the axle driven through gearing. The LNER purchased the only one built (named ‘Integrity’) that suffered from severe vibration.” [12: p4]

Essery and Warburton also provide more detail about the Axholme Joint Railway (AJR) Sentinel railcar. The line was jointly owned by the LMS and LNER “with the motive power supplied initially by the LYR and then the LMS after the grouping. The LMS supplied one of the thirteen steam railcars purchased in 1926/7 to the AJR. In February 1930 a larger car was ordered from Sentinels numbered 44 in the LMS carriage list and carried a green/cream livery carrying the name “Axholme Joint Railway” on each side. On 15th July 1933 the passenger service ceased. The car having done 53,786 miles was then purchased by the LNER and numbered 51915.” [12: p4] It seems as though the AJR railcar was rigid-bodied. [1: p62] Which suggests that the full series of LMS railcars were rigid-bodied. The illustration of the AJR railcar provided by Jenkinson and Lane shows it with drawgear and buffers which must have been added after it’s transfer from the LMS.

The Southern Railway (SR) Steam Railcar

The Sentinel railcar at Aldrington Halt which was where the Devil’s Dyke train broke away from the Brighton to Shoreham line, heading north. The station was opened in 1905, © RegencySociety.org [16]

The last steam railcar to be devised for use in the UK was an unusual unit supplied by Sentinel to run on the Southern Railway’s steeply graded branch line from Hove to Devil’s Dyke. Its design was signed off by Richard Maunsell at much the same time as the SR was introducing its new electric services to Brighton in 1933. [1: p67]

The unit was a lightweight Sentinel-Cammell railcar. It was numbered No 6 and had wooden wheel centres to reduce noise but this created problems with track circuit operation on the main line and necessitated the provision of lorry-type brake drums. [13][14][15]

Jenkinson and Lane do not have much that is positive to say about this railcar. They talk of, “the strange ‘torpedo’ shape of the solitary Southern Railway Sentinel … that … was designed for one man operation: the Devil’s Dyke branch was very short and the nature of the machinery was such as to make it possible to stoke up for a complete trip at the start of each journey.” [1: p66]

“Instead of using one of the well-proved LNER type cars (or even the lighter weight LMS alternatives), the whole operation was made the excuse for creating a new sort of one-man operated bus unit … [with] a fashionably streamlined ‘Zeppelin’ type body which seemed to be perched on top [of the chassis] as an afterthought.” [1: p67]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://www.lner.info/locos/Railcar/sentinel.php, accessed on 20th June 2024.
  3. https://www.facebook.com/share/p/djAxz1U23mUmaXFb, accessed on 20th June 2024.
  4. https://en.m.wikipedia.org/wiki/Sentinel_Waggon_Works, accessed on 20th June 2024.
  5. Locomotives of the LNER Part 10B: Railcars and Electric Stock; RCTS, 1990; via https://archive.rcts.org.uk/pdf-viewer.php?pdf=Part-10B-Sentinel-Cammell, accessed on 21st June 2024.
  6. https://archive.rcts.org.uk/pdf-viewer.php?pdf=Part-10B-Armstrong-Whitworth-D-E-Railcars, accessed on 21st June 2024.
  7. https://archive.rcts.org.uk/pdf-viewer.php?pdf=Part-10B-Clayton, accessed on 21st June 2024.
  8. https://www.derbysulzers.com/aw.html, accessed on 21st June 2024.
  9. https://www.lner.info/locos/IC/aw_railcar.php, accessed on 21st June 2024.
  10. https://www.lner.info/locos/Railcar/clayton.php, accessed on 21st June 2024.
  11. https://www.pressreader.com/uk/model-rail-uk/20160505/282961039318286, accessed on 21st June 2024.
  12. R.J. Essery & L.G. Warburton; LMS Steam Driven Railcars; LMS Society Monologue No. 14, via https://acrobat.adobe.com/id/urn:aaid:sc:EU:1bd3492c-9d09-4294-889b-7a2406986bca, accessed on 22nd June 2024.
  13. https://en.m.wikipedia.org/wiki/Brighton_and_Dyke_Railway, accessed on 22nd June 2024.
  14. Frank S. White; The Devil’s Dyke Railway; in The Railway Magazine, March 1939, p193-4.
  15. Vic Mitchell and Keith Smith; South Coast Railways: Brighton to Worthing; Middleton Press, Midhurst, 1983, caption to image 42.
  16. https://www.geocaching.com/geocache/GC4F7QY, accessed on 22nd June 2024.
  17. This illustration appeared in ‘The Engineer’ of 28th November 1930. It was included in the third page about Cambridge in the era of the Big Four on the Disused Stations website: http://www.disused-stations.org.uk/c/cambridge/index6.shtml, accessed on 25th June 2024.

Steam Railmotors – Part 5 – Articulated Steam Railmotors

1 Reply

Earlier articles in this short series about steam railmotors can be found on these links:

The Earliest Steam Railmotors:

Steam Railmotors – Part 1 – Early Examples.

Dugald Drummond and Harry Wainwright:

Steam Railmotors – Part 2 – Dugald Drummond (LSWR) and Harry Wainwright (SECR)

The GWR Steam Railmotors:

Steam Railmotors – Part 3 – The Great Western Railway (GWR)

Rigid-bodied Railmotors of Different Companies in the first two decades of the 20th century:

Steam Railmotors – Part 4 – Rigid-bodied Railmotors owned by other railway companies

Articulated Steam Railmotors in the First 2 decades of the 20th Century

Jenkinson and Lane comment that although the articulated railmotors were numerically less significant than the rigid type, “the articulated option was to sprout just as many variations, and attracted the attention of a number of eminent locomotive engineers – perhaps because they  looked more like ‘real’ trains. Be that as it may, most of them, however short-lived or unsustainable they may have been, were of more than usually pleasant visual aspect.” [1: p26]

Examples of articulated railmotors were those  of the Taff Vale Railway (TVR), the Lancashire & Yorkshire Railway (L&YR) the South Eastern & Chatham Railway (SECR),  the North British Railway (NBR), the London Brighton & South Coast Railway (LB&SCR), the North Staffordshire Railway (NSR), the Rhymney Railway (RR), the Port Talbot Railway (PTR), the Isle of Wight Central Railway (IWCR), the Glasgow and South Western Railway (G&SWR), and the Great North of Scotland Railway (GNSR).

We have already picked up on the decisions made by Harry Wainwright of the SECR. Others were making the same decisions at roughly the same time. …

The Taff Vale Railway Railmotors

Tom Hurry Riches (1846–1911) “became the Locomotive Superintendent of the Taff Vale Railway in October 1873, and held the post until his death on 4 September 1911. At the time of his appointment, he was the youngest locomotive superintendent in Britain.” [5]

His steam railmotors “were built between 1903 and 1905, … one prototype and three main batches. There were 18 engine units and 16 carriage potions, … permitting stand-by power units to be available. … The pioneer power unit came from the company’s workshops (the last ‘locomotive’ to be built by the TVR in its shops at West Yard, Cardiff) followed by six each from Avonside and Kerr Stuart and a final five from Manning Wardle, the last type being much more powerful than the first three series, which were broadly identical.” [1: p21]

TVR No. 1, used on the Cardiff, Penarth & Cogan section of the TVR. 12 1st class, 40 3rd class passengers could be carried seated. It was built to the design of T. Hurry Riches, © Public Domain. [6]

The first-class compartment of Riches prototype was “furnished with longitudinal seats. The third-class compartment [was] furnished with transverse seats arranged in pairs, divided by a central gang-way. The car underframe [was] constructed of steel, and … carried at one end on an ordinary carriage bogie, the wheels of which [were] Kitson’s patent wood cushioned type; the other end of the car [was] carried on the engine.” [7]

Three photographs from the Railway Magazine of February 1904. The first shows the 1st Class compartment, the second, the 3rd Class compartment of a TVR Railmotor passenger portion.. [8]
A later view of a TVR Steam Railmotor. Engine No.6 which is in charge of an unidentified carriage portion and a single 6-wheel trailer coach, © National Museum of Wales. [9]

All of the TVR Steam Railmotors had transverse boilers and were driven from rearward-placed cylinders onto an uncoupled front axle. [7]

The Lancashire & Yorkshire Railway Steam Railmotors

The Lancashire and Yorkshire Railway (L&YR) operated two classes of twenty steam railmotors in total. [10]

Kerr Stuart Railmotors

Kerr, Stuart & Co. built 4 Steam Railmotors for the L&YR (2) and the TVR (2) as a single batch in 1905. [10]

One of the 2 Kerr Stuart Steam Railmotors on the L&YR. These shared their design, with transverse boilers, with those that Kerr Stuart built from the TVR. [12]

“The locomotive units had transverse boilers … where a single central firebox fed extremely short fire-tubes to a smokebox at each side. … These then returned to a central smokebox and chimney. The outside cylinders were rear-mounted and drove only the leading axle, without coupling rods. The locomotive units were dispatched separately to Newton Heath, where their semi-trailers were attached.” [10][11: p170-171]

Their coaches were semi-trailers, with reversible seats for 48 passengers and electric lighting. There were also a luggage compartment and a driving compartment for use in reverse. Folding steps were provided at each of the two doors on each side. [11: p155] They were built by Bristol Wagon & Carriage Works. [11: p170-171]

Hughes Steam Railmotors

George Hughes (9 October 1865 – 27 October 1945) was …  chief mechanical engineer (CME) of the Lancashire and Yorkshire Railway (L&YR) and the London, Midland and Scottish Railway (LMS). [13].

When the L&YR amalgamated into the LNWR in January 1922 he became the CME of the combined group and was appointed the CME of the LMS on its formation at the 1923 grouping. [13][14]

He retired in July 1925 after only two and a half years at the LMS. [11: p198] He was succeeded by Henry Fowler who had worked with him at Horwich Works before moving to the former Midland Railway’s Derby Works. [15: p38]

Hughes designed a second class of railmotors that were then built at Horwich and Newton Heath, in four batches over five years. They were of the “0-4-0T locomotive + semi-trailer type”, with conventional locomotive boilers. [11: p155, 170-171] In total, 18 power units were made to Hughes specification.

In LMS days, sitting at Horwich Loco Works, this is No 10617 and an unidentified passenger portion. [18]

“All were inherited by the London, Midland and Scottish Railway (LMS) in 1923, who numbered the locomotives 10600-17 and gave the trailers separate numbers in the coaching stock series. These were the only self-propelled vehicles numbered in the LMS locomotive series rather than the coaching stock series. The first was withdrawn in 1927, and only one survived by nationalisation in 1948. That railmotor, LMS No. 10617, was withdrawn in 1948 and given the British Railways internal number 50617, but got withdrawn in March of the same year. None were preserved.” [10][16]

The best-remembered of these railmotors was the ‘Altcar Bob’ service from Southport to Barton railway station (also known as ‘Downholland’) (before 1926, it ran to Altcar and Hillhouse) and the ‘Horwich Jerk’ service from Horwich to Blackrod. The latter became the last part of the L&Y System which made use of Hughes Railmotors.[10][16]

Many of the last survivors of these 18 Railmotors ended their lives at Bolton MPD and in their final hours were used on the workmen’s’ trains between that town and the works at Horwich. [17]

South Eastern & Chatham Railway (SECR) Steam Railmotors

These were covered in the 2nd article in this short series:

Steam Railmotors – Part 2 – Dugald Drummond (LSWR) and Harry Wainwright (SECR)

SECR Steam Railmotor No.1 – the first of a second series of six steam railmotors on the SECR. All six in the series were articulated. This steam railmotor operated on the Sheppey Light Railway for a few years before being moved to Tonbridge for the Otford to Sevenoaks service in 1907. In 1910, it went to Dover to serve on the Sandgate route and by 1914 was at the Bricklayers Arms to work the Woodside to Sheldon Road service. It was ‘set aside’ in 1915, © Public Domain. [19][1: p26]

Jenkinson and Lane comment that the SECR was surprisingly a leader in the field. “Harry Wainwright supervised the design of eight beautifully stylish examples in 1904-5.” [1: p26]

Despite determined efforts over the years to improve their efficiency, the Railmotors were non-too-popular and were scheduled for withdrawal in 1914. The war intervened and gave a longer life to some units, but soon after the war they were all set aside, although some survived unused into the grouping era.

Great Northern Railway (GNR) Steam Railmotors

Ivatt, on behalf of the GNR, had six railmotors built in pairs, with similar passenger accommodation but differing in other details. He had them produced “as part of a GNR experiment with self-propelled passenger units and numbered in a new series 1&2, 5&6, 7&8, the missing 3&4 being kept for two proposed petrol engined cars of which … only one was bought.” [1: p28] All six units utilised the underfloor area of the carriage portion to house the water tanks. [1: p28]

Nos. 1&2 were built by the GNR themselvescat Doncaster in 1905, the passenger portions were among the earliest passenger ‘coaches’ to be given full elliptical roofs. “In 1930, the passenger ends were converted to an articulated twin (Nos. 44151-2) but only lasted until 1937 because of damage received in a mishap at Hatfield.” [1: p27]

GNR Railmotor No. 2, © Public Domain. [25]

Nos. 5&6 were built by Kitson and Co. in 1905. The locomotive portion was of very similar design to Nos 1&2. Their passenger bodies were supplied by Birmingham Carriage and Wagon Works. They had the traditional flatter roofs which tied in with the profile of the roof of the engine portions. [1: p28]

Kitson built GNR Railmotor No. 6 standing at King’s Cross engine shed in 1924, © Public Domain. [25]

Nos. 7&8 were built by Avonside with carriage bodies from Bristol Carriage and Wagon Works. The Avonside locomotive portion was rather bulky (Jenkinson and Lane describe it as ‘brutish’ [1: p28]) and was soon remodelled because maintenance was hampered by an engine casing which cloaked most of the fitments. The passenger portions of these units were converted to another pair of articulated carriages (Nos. 44141-2) which survived until they were condemned in 1958. They “worked the Essendine- Bourne branch until 1951 and afterwards in such widespread like captions as Mablethorpe, Newcastle-Hawick and finally Bridlington-Scarborough.” [1: p28]

GNR Railmotor No. 8, before remodelling. The engine casing on these units, was removed as early as 1907, © Public Domain. [26][1: p28]
Avonside built GNR Railmotor No. 7, after the engine portion was remodelled, is standing at Louth in 1910, © Public Domain. [25]

These railmotors lasted in service until 1917 when they were set aside. After the grouping, the LNER saw little use for the units and as noted above “the carriage parts were converted into articulated ‘twins’ … And the engine portions [were] withdrawn. ” [1: p28]

Articulated twin set Nos. 44141 & 2, built from GNR  Railmotors Nos. 7&8 sitting at Bourne Station in 1951, © Public Domain. [25]

Steam Railmotors on the London Brighton & South Coast Railway (LB&SCR)

Jenkinson and Lane say that the LB&SCR and the North Staffordshire (see below) articulated steam railmotors had much in common, both being built by Beyer Peacock in 1905-6.[1: p30][21: p62] “They displayed a sort of cross-bred powered end, partially enclosed but with smokebox front and chimney projecting in a rather quaint fashion beyond the ‘cab’ –  probably very practical for cleaning purposes. The engine portions were identical on both railways but the carriage portions displayed different styling – those of the Brighton line being rather neater. Fortunately, … both types were reasonably well recorded photographically, especially those of the NSR.” [1: p30]

The LB&SCR examples did not seem to be well received and only lasted for a few years, albeit not being formally withdrawn for some time. [1: p30]

Both companies’ railmotors, by comparison with other articulated railmotors, were rather ungainly looking with a sort of tramcar-like passenger part. [1:p30]

LB&SCR Steam Railmotor No. 1 when brand new in 1905. The carriage bodywork was built by the Electric Railway and Tramway Carriage Works of Preston, Lancashire. It did not match the normal company stock of the time but appears quite stylish. Jenkinson and Lane tell us that after the unit was formally withdrawn in 1919, it was sold, in November 1919, to the Trinidad Government Railways. This image was shared on the Ferrovias & Trens Facebook Page on 23rd January 2022. It is a Southern Railway Official Image. [20][1: p30]

The pair of steam railmotors “were stationed at Eastbourne and St Leonards and ran services on the East and West Sussex coast lines. They were both loaned to the War Department in 1918/19 before being sold to the Trinidad Government Railway. [21: p67] There they have never been put in operation. One of the coach parts was converted into the Governor’s saloon and the other into a second class carriage.” [2][22]

North Staffordshire Railway Steam Railmotors (NSR)

As we have already noted, the three [1:p9][23] steam railmotors owned by the NSR were built by Beyer Peacock in 1905-6. Jenkinson and Lane comment that, given their longer active lives, (the three NSR examples ran until 1922), “they must have generated a bit of revenue during the 16 years or so before they went the way of the rest.” [1: p30]

Three steam railmotors were built for the North Staffordshire Railway by the United Electric Car Company which originated as the Electric Railway and Tramway Carriage Works Ltd. in the East Works buildings, Preston, in 1897. These were very similar to the Railmotors Beyer Peacock supplied to the LB&SCR. [24] Jenkinson and Lane note the strong visual locomotive similarities to the Brighton cars and remark on the somewhat less stylish bodywork of the set. [1: p31]

Rhymney Railway (RR) Steam Railmotors

After Tom Hurry Riches moved to the Rhymney Railway he had Hudswell Clarke build a pair of railmotors for the RR. They consisted of an 0-4-0 engine portion semi-permanently articuled with a 64-passenger coach. T. Hurry Riches designed the combination, contracting with Cravens Ltd of Sheffield to build the passenger coaches. All seating was designed for third class and was divided between smoking and non-smoking sections. [27]

Rhymney Railway Steam Railmotor No. 1, © Public Domain. [32]

In 1911, RR No. 1 “was converted to an independent, mixed-traffic tank locomotive that operated chiefly between Rhymney Bridge, Ystrad Mynach, and Merthyr with four six-wheel coaches. At that time, No. 2 still ran on the Senghenydd branch.” [27]

Port Talbot Railway and Docks Co. (PT&DR) Steam Railmotor

The Port Talbot Railway Railmotor was the largest of the Steam Railmotors and had a six-coupled power section. [31]

Port Talbot Railway and Docks Company (PT&DR) owned a single rigid-bodied steam railmotor, numbered No.1. The GWR persuaded the PTR&DR to purchase it. Tenders were submitted by 15 companies “and a joint tender from Hurst, Nelson & Co. Ltd and R. & W. Hawthorn, Leslie and Company was accepted and the vehicle was delivered in early 1907. This was the largest steam railmotor ever to run in the UK. it was 76 ft 10 in (23.42 m) long, and the bodywork was metal, that covering the engine fashioned to match the carriage. Retractable steps were fitted under each of the four recessed passenger doors, although the steps were later fixed in position.” [28][29]

Hawthorn Leslie built two steam railmotors for use in Great Britain, and at least one for abroad. [30]

“The locomotive was six-coupled with 3 ft diameter wheels; it had a conventional boiler with the firebox leading, 12 by 16 inch cylinders and a boiler pressure of 170 psi and a tractive effort of 9,792 lbs.” It was designed with a trailing load in mind. [28]

It was the only Steam Railmotor in the UK to have a six-coupled power section. [1: p9]

This Railmotor passed through GWR hands to the Port of London Authority (PLA). In 1915, the GWR moved it to their Swindon works then in 1920 it became PLA No.3. It remained in service until the North Greenwich branch of the PLA closed and was scrapped in 1928. [28]

Isle of Wight Central Railway (IWCR) Steam Railmotor

The Isle of Wight Central Railway had a single Railmotor which was built in 1906 by R.W. Hawthorn (engine) and Hurst, Nelson & Co. of Motherwell (carriage). Jenkinson and Lane tell us that this railmotor was delivered in-steam from Hurst, Nelson & Co. works to Southampton Docks.

This advertisement for R. & W. Hawthorn, Leslie and Company Ltd’s Forth Banks locomotive works (Newcastle-on-Tyne, England) is on display at the Head of Steam Railway Museum in the former Darlington North Road railway station in Durham County. The featured vehicle is Isle of Wight Central Railway (IWCR) steam railmotor No. 1. [33]

Once on the island, the railmotor took up duties on “the Merstone to Ventnor Town service, and then transferred to the Freshwater line in 1908. Although highly regarded in terms of economy, … it was … prone to oscillation and … ‘laid aside’ in November 1910.” [1: p34]

Once the railmotor was placed out of service, the two parts of the railmotor were repurposed. The carriage entered the regular coaching stock of the railway (with an added bogie). The engine “was given a small bunker and was used at Newport for occasional shunting, before being sold in 1918.” [1: p34] It was sold to Furness Shipbuilding, Haverton Hill and became their  No. 8.

Glasgow & South Western Railway (G&SWR) Steam Railmotors

The G&SWR had three steam railmotors on its books which lasted in service until 1917. Two to one design and the third to a slightly different design.

No. 1 and No. 2 were built at Kilmarnock in 1904. The ‘side tanks’ were used to carry coal with water carried in a 500 gallon well tank. These units were used on the Catrine branch shuttle to Mauchline and from Ardrossan to Largs and Kilwinning. [1: p34-5]

The only image that I have found of Railmotors No. 1 and No. 2 is a copyright protected thumbnail image. It can be seen by clicking here. [34]

No. 3 was not strictly a steam railmotor as the engine and carriage were close-coupled rather than articulated. Jenkinson and Lane winder whether it should be included within the scope of a book about railmotors but decide to include it because “it was designed as an integrated concept … Intended for the Moniaive branch on which one of the G&SWR railmotors certainly ran.” [1: p35]

Great Northern of Scotland Railway (GNSR) Steam Railmotors

The two GNSR railmotors had some unique design features – patented boilers and hemispherical fireboxes. They were, however, not a success and they were withdrawn after just a few years. [1: p34]

A GNSR Railmotor unit. The two portions of the railmotor appear to be engine No. 29 and coach No. 31, © Public Domain. The photo was carried in The Railway Magazine of October 1905, No. 100, p330. [36]

The two articulated units were designed by Pickersgill and built by Andrew Barclay & Co. of Kilmarnock and powered by vertical boilers made by Cochran & Co. of Annan. They entered service on the Lossiemouth and St. Combs branches in 1905. [35]

The boilers were new to locomotive work but of a type well-known in other fields. 10 in. x 16 in. cylinders were placed just ahead of the rear bogie wheels and drove on to the leading axle. Walschearts valve gear was used. The 4 wheels  of the power unit were 3 ft. 7in. diameter. [35]

A small bunker attached to the front of the coach body formed the back of the cab and held 15 cwt. of coal. Underneath the leading end of the coach there was a 650-gallon water tank.

The coach portion of the rail motor consisted of a long passenger compartment and a small compartment at the rear end, with doors for ingress and egress of passengers, also serving as a driving compartment when the unit was being driven from that end. The passenger compartment was 34 ft. 7in. long and seated 45 while the overall length of the car was 49 ft. 11 ½ in. and the total weight 47 tons. [35]

“The two engine units were numbered 29 and 31, (Barclay’s numbers 1056-7). The coaches were Nos. 28 and 29. Unit 29/28 went to work on the St Combs Light Railway on 1st November 1905, and 31/29 started working on the Lossiemouth branch on the same day.” [35]

The two units were not a success and “in the course of time the engine units were detached from the coaches and used as stationary boilers. Here they were apparently more successful; on the line they were dreadfully noisy and the boilers would not steam properly, and the hopes of their designer were not realized.” [35]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  3. R.M. Tufnell; The British Railcar: AEC to HST; David and Charles, 1984.
  4. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.
  5. https://en.m.wikipedia.org/wiki/Tom_Hurry_Riches, accessed on 19th June 2024.
  6. https://commons.m.wikimedia.org/wiki/File:Taff_Vale_railmotor_(Rankin_Kennedy,_Modern_Engines,_Vol_V).jpg, accessed on 19th June 2024.
  7. http://www.penarth-dock.org.uk/09_04_090_02.html, accessed on 19th June 2024.
  8. The Taff Vale Railmotor, in the Railway Magazine, February 1904; via http://www.penarth-dock.org.uk/09_04_090_02.html, accessed on 19th June 2024.
  9. National Museum and Galleries of Wales – Amgueddfa Cymru — National Museum Wales – archive; included in Mountfield & Spinks; The Taff Vale Lines to Penarth; The Oakwood Press; via http://www.penarth-dock.org.uk/09_04_090_02.html, accessed on 19th June 2024.
  10. https://en.m.wikipedia.org/wiki/L%26YR_railmotors, accessed on 19th June 2024.
  11. John Marshall; The Lancashire & Yorkshire Railway. Vol. 3: Locomotives and Rolling Stock; David & Charles, Newton Abbot, 1972.
  12. https://www.railforums.co.uk/threads/lancashire-and-yorkshire-hughes-rail-motors-running-backwards.222458, accessed on 19th June 2024.
  13. https://en.m.wikipedia.org/wiki/George_Hughes_(engineer),accessed on  19th June 2024.
  14. George Hughes; in Grace’s Guide to British Industrial History. Archived from the original on 20th June 2017 and retrieved 22nd August 2019, accessed via https://en.m.wikipedia.org/wiki/George_Hughes_(engineer),accessed on  19th June 2024.
  15. Patrick Whitehouse & David St. John Thomas; LMS 150; David & Charles, Newton Abbot, 1987.
  16. G. Suggitt; Lost Railways of Lancashire; Countryside Books, Newbury, 2003.
  17. https://wp.me/pwsVe-R1, accessed on 19th June 2024
  18. https://www.ebay.co.uk/itm/275193815724?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=yXJFhbJMSuC&sssrc=4429486&ssuid=afQhrar7TGK&var=&widget_ver=artemis&media=COPY; accessed on 19th June 2024.
  19. https://www.southeasternandchathamrailway.org.uk/gallery.html, accessed on 19th June 2024.
  20. https://www.facebook.com/ferroviastrens1/photos/a.162504877245931/2159328897563509/?type=3&mibextid=rS40aB7S9Ucbxw6v, accessed on 19th June 2024.
  21. D.L. Bradley; Locomotives of the London Brighton and South Coast Railway. Part III.; Railway Correspondence and Travel Society Press, London, 1974.
  22. Locomotives of the Trinidad Government Rlys; in Locomotive Magazine and Railway Carriage and Wagon Review, Vol. 42 No. 522, 15th February 1936, p53–55. Archived from the original on 28th January 2023. Retrieved 19 September 2023, accessed via https://en.m.wikipedia.org/wiki/British_steam_railcars, on 20th June 2024.
  23. https://www.nsrsg.org.uk/chronology.php#NSR, accessed on 20th June 2024.
  24. https://redrosecollections.lancashire.gov.uk/view-item?i=214678&WINID=1718865502724, accessed on 20th June 2024.
  25. https://www.lner.info/locos/Railcar/gnr_railmotor.php, accessed on 20th June 2024.
  26. https://x.com/SleeperAgent01/status/1280269864175894529?t=FyeWO8DJP5xUPrL5hnbaqg&s=19, 20th June 2024.
  27. https://www.steamlocomotive.com/locobase.php?country=Great_Britain&wheel=0-4-0&railroad=rhymney, accessed on 20th June 2024.
  28. https://en.m.wikipedia.org/wiki/Port_Talbot_Railway_and_Docks_Company, accessed on 18th June 2024.
  29. Robin G Simmonds, A History of the Port Talbot Railway & Docks Company and the South Wales Mineral Railway Company, Volume 1: 1853 – 1907, Lightmoor Press, Lydney, 2012
  30. http://www.britishtransporttreasures.com/product/r-w-hawthorn-leslie-co-ltd-catalogue-section-steam-rail-motor-coaches, accessed on 18th June 2024.
  31. https://www.gracesguide.co.uk/File:Im1963EnV216-p221.jpg, accessed on 18th June 2024.
  32. https://x.com/DamEdwardurBoob/status/1051567390251597824?t=q01zKvK-GVPLXT7ilVlYaA&s=19, accessed on 20th June 2024.
  33. https://pin.it/35Lh0CRNz, accessed on 20th June 2024.
  34. https://www.mediastorehouse.com.au/mary-evans-prints-online/glasgow-motor-carriage-603697.html, accessed on 20th June 2024.
  35. https://steamindex.com/locotype/gnsr.htm#:~:text=Steam%20rail%20motors%2Frailcars%20(Pickersgill%2FAndrew%20Barclay)&text=These%20units%20consisted%20of%20a,on%20an%20ordinary%20coach%20bogie., accessed on 20th June 2024.
  36. https://commons.m.wikimedia.org/wiki/File:GNSR_steam_railmotor_(Railway_Magazine,_100,_October_1905).jpg, accessed on 20th June 2024.

Steam Railmotors – Part 4 – Rigid-bodied Railmotors owned by other railway companies

1 Reply

A number of different companies bought into the trend of utilising railmotors. Rigid-bodied examples were used as we have already noted, by the LB&SR/LSWR. Please see:

Steam Railcars – Part 2 – Dugald Drummond (LSWR) and Harry Wainwright (SECR)

The LNWR built six in 1905-7 and a more powerful unit with a dedicated trailer in 1910. Jenkinson and Lane describe these as being “undeniably stylish – probably more so than any others, save perhaps for those of the Furness and Great Central Railways.” [1: p15-16] The Furness Railway had two Railmotors, the Great Central had three. [1: p9]

The Midland Railway had two Railmotors. [1: p9] These units were what encouraged me to look at the railmotors throughout the UK as a model of one of these units was built in O-Gauge by my late father-in-law, in LMS livery. More about this later.

Somewhat later in the 20th century, after the grouping of railway companies the LNER and the LMSR looked at the possibility of using rigid-bodied steam railmotors. The technological improvements available by the 1920s meant that steam railmotors were worth the investment, particularly for routes most suited to their use. These will be considered in a later article in this series.

The LNWR’s Steam Railmotors

The LNWR Railmotors were elegantly designed. This postcard view shows one (possibly No.1)  standing at Bicester Station, © Public Domain. [6]

Between 1905 and 1907, the LNWR built six rigid-bodied steam railmotors with a powered bogie that could be removed via double doors at the front end.  They could accommodate 48 passengers, all in third class. “The cars were fitted with electric lighting, and there was electric bell communication from the rear driving position and the footplate. All six were absorbed into the LMS fleet in 1923 and one, No. 3, survived to be nationalised in 1948, being withdrawn in February that year.” [2][4: p57-59]

Jenkinson and Lane say that “the LNWR cars were especially well built and were technically interesting by way of employing an inside-cylindered power unit. This certainly made them less grotesque when seen in motion from the outside, and almost certainly made them more comfortable in ride quality, if only because the cylinders were nearer to the carriage centre line. They also lasted better than most and even the ruthless LMS style of management found use for them until the late 1920s/early 1930s. One lasted (just) until BR days, and when it was withdrawn from the Moffat branch of the old Caledonian Railway in 1948, it had become the final survivor of any of its kind in Great Britain.” [1: p16]

A fascinating insight into LNWR practice can be found in the June 2024 edition of Bus Archive News (No. 25) which was sent to me by Glyn Bowen.

A 1906 timetable is included in the newsletter for early motor bus services in North Wales provided by London & North Western Railway, as well as the steam-powered railmotor car services it operated on two branch lines. The railmotor and bus services began in 1905 associated with two LNWR branch lines, Prestatyn to Dyserth and Bangor to Bethesda. Three timetable extracts from 1906  appear below. [22]

The LNWR pulled its buses out of the area in 1915.

The front cover of the LNWR timetable/brochure of July 1906. [22: p4]
The railmotor timetables for the two branch lines in North Wales. [22: p4]
The LNWR bus timetables set in July 1906 were dependent on road conditions. [22: p4]

The Furness Railway Railmotor

Some sources suggest that there were two steam railmotor sets which entered service on the Furness Railway in 1905.  Were there two? Or was there, in fact, only one railmotor, numbered No. 1? The Furness Railway Trust in a comment on its Facebook Page talks first of two railmotors and later in the comments says that there was only one. [24] This image of FR Railmotor No. 1 and it’s trailer car No. 123 was shared by the Furness Railway Trust on their Facebook Page on 1st July 2014. [20]
A beautiful study of the railmotor and its trailer at Coniston. This image was shared by Russell Barton in the Lost Lines of Furness Facebook Group on 5th October 2021. [23]

The Furness Railway Trust tells us that in 1905, the Furness Railway (FR) had two steam railmotors built. “Designed by W.F. Pettigrew, they were built at Barrow Works. The four-coupled railmotor cars were for use on the FR’s Coniston and Lakeside branches. Set No.2 was written off early in it’s career after a rumoured encounter with a buffer-stop, its classmate No.1 was withdrawn after some nine or ten years’ service on account of excessive vibration.” [20]

Jenkinson and Lane also talk of two railmotor. They say that the sets were “a highly attractive pair of steam railcars with equally good looking four-wheel trailers. … The clerestory form (for the passenger areas only) was distinctly unusual for a steam railcar.” [1: p18] Both, according to Jenkinson and Lane, were out-of-service by 1914.

The Great Central Railway Railmotors

GCR Steam Railmotor No. 1. The GCR owned three of these rigid-bodied units. [19]

Jenkinson and Lane have one photograph (of No. 1, at Barton Station presumably working the Barton-New Holland service) and a drawing at 4mm =1ft. [1: p18] They comment that, “the three Great Central railcars of 1904-5 were stylish units which bore a striking similarity to LNWR cars and also carried a slight hint of the contemporary locomotive hauled stock of the GCR in their visual lines. … In the brown and french grey livery of the period, the three railcars made a handsome sight.” [1: p18]

A Kent & East Sussex Railmotor

K&ESR No. 16, a four-wheeled railmotor, built in 1905 by R.Y. Pickering & Co. Ltd., © Public Domain. [7]

The K&ESR had one rigid-bodied four-wheeled steam railmotor. It had a steam motor. It had a high speed steam engine together with a form of gearing.  Built in 1905 by R.Y. Pickering, “this could seat 31 passengers, but suffered poor ride quality and was taken out of use. It remained on the stock list when the railway was nationalised in 1948.” [2] [4: p110]

The Midland Railway Railmotors

Two different images of Midland Railway Steam Railmotors carried by Grace’s Guide. These two images come from different sources but may be of the same Railmotor which served on the line between Morecambe and Heysham. [16][17]

The Midland Railway only had two [14] early Steam Railmotors which were numbered 2233 and 2234.

The Midland Railway Society produced a monograph about the Midland Railmotors in 2008. Details can be found here. [21]

Jenkinson and Lane tell us that the Midland railmotors “were not the best of their kind, either in technicalities or appearance. Their outside styling was vaguely reminiscent of the Midland’s turn of the century square panelled stock, but without the famous clerestory and the first power units were unreliable and had to be changed. The interiors displayed unpleasant pierced plywood seating whose comfort is best left to the imagination. However, one was converted into an officers’ saloon and as such, rescued by the NRM.” [1: p16]

The Midland Railway steam railmotors were in service only from 1904 until 1907 on the Morecambe to Heysham line. “The Heysham to Morecambe line was electrified on 13th April 1908, extended to Lancaster Green Ayre on 8th June 1908 and to Lancaster Castle on 14th September 1908.” [18] No.2234 was stored until 1917 when the boiler and engine were removed. It was converted by the Midland Railway to become an officer’s saloon for directors and officials. It was hauled by a conventional locomotive across the Midland network when lines needed inspecting, or special visits were made. [15]

“It was preserved in 1968 and became a holiday home in Machynlleth until the National Railway Museum bought it in the late 1970s. It is mahogany and teak and the ‘rooms’ are as they were when it was an officers’ saloon.” [15]

Some years ago now, my father-in-law built an O-Gauge model of one of the Midland Steam Railmotors. He painted it in LMS livery. These next few pictures show the model which now sits in a display case in our lounge on top of my wife’s piano. It was this model which provoked my reading around the different steam railmotors which were in use in the early 20th century.

Three photographs of the O-Gauge model of a Midland Steam Railmotor which is on display in our lounge. [My photographs, 18th June 2024]

The Barry Railway Railmotors

Barry Railway Railmotor No. 2, unknown photographer, licenced for use here under a Creative Commons Licence (CC0 1.0 Universal Public Domain Dedication)  Barry Railway Steam Railcar No. 1 and 2 were built in 1904 by NBL and R.Y .Pickering, They were rebuilt as  two bogie composite carriages in 1914. [12]

The Barry Railway purchased two steam railmotors from the North British Locomotive Co; “they were very similar to contemporary GWR railmotors. It ran the motor cars between Pontypridd and Cardiff via Tynycaeau Junction and St.Fagans. The service started on 1st May 1905, with the steam railmotors intermingled with conventional trains.” [13]

Warwickshirerailways.com displays a photograph of one of these two Railmotors after conversion to Auto-Trailer No. W4303 sitting in a siding at Widney Manor Railway Station in 1952. The webpage can be found here:

https://www.warwickshirerailways.com/gwr/gwrwm2627.htm

The webpage notes that the auto-coach started life as one of the two Steam Railmotors which were “built jointly by R.Y. Pickering & Co of Wishaw (near Glasgow) and the North British Locomotive Co. (Atlas Works, Glasgow) for the Barry Railway in 1905. R.Y. Pickering furnished and fitted the coach bodywork, while the North British provided the power unit – a vertical steam boiler and coupled four wheeled bogie with outside cylinders. The Steam Railmotor which would eventually become coach No W4303, was numbered No 2 by the Barry Railway. In 1914 both of the steam rail motors were converted at the Barry carriage repair shops into composite trailer coaches. This trailer coach was numbered No 178 and was recorded as having 12 second class and 56 third class seats. In 1921, No 178 together with the other trailer (No 177 converted from Steam Railmotor No 1) were regularly being used together on Barry to Bridgend services via the Vale of Glamorgan Line.” [13]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  3. R.M. Tufnell; The British Railcar: AEC to HST; David and Charles, 1984.
  4. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.
  5. https://victorianweb.org/victorian/technology/railways/locomotives/27.html, accessed on 16th June 2024.
  6. https://commons.m.wikimedia.org/wiki/File:Bicester_Town_railway_station.jpg, accessed on 18th June 2024.
  7. https://commons.m.wikimedia.org/wiki/File:KESR_steam_railcar_16_built_1905.jpg, accessed on 18th June 2024.
  8. Not used.
  9. Not used.
  10. Not used.
  11. Not used.
  12. https://commons.m.wikimedia.org/wiki/File:Barry_Railway_Steam_Railcar_1904.jpg, accessed on 18th June 2024.
  13. https://en.m.wikipedia.org/wiki/Barry_Railway_Company, accessed on 18th June 2024.
  14. Rush mentions one [4], Jenkinson lists 2 units in a summary table [1: p9]
  15. Sam Hewitt: Can We Also Save Midland Railway Steam Railmotor? In Heritage Railway Magazine, January 2019; via https://www.heritagerailway.co.uk/6651/can-we-also-save-midland-railway-steam-railmotor, accessed on 18th June 2024.
  16. https://www.gracesguide.co.uk/File:Im1904EnV98-p204a.jpg, accessed on 18th June 2024.
  17. https://www.gracesguide.co.uk/File:Im1963EnV216-p151a.jpg, accessed on 18th June 2024.
  18. https://glostransporthistory.visit-gloucestershire.co.uk/electrif.htm, accessed on 18th June 2024.
  19. https://www.prints-online.com/inst-mechanical-engineers/steam-rail-motor-coach-1-5082715.html, accessed on 18th June 2024.
  20. https://www.facebook.com/furnessrailwaytrust/photos/a.220682561319601/697678023620050/?type=3&app=fbl, accessed on 18th June 2024.
  21. Stephen Summers on; The Midland Railway Steam Motor Carriages; The Midland Railway Society, 2008. Details can be found on:  http://nicwhe8.freehostia.com/pynot//railway/steam-railmotor/steam-railmotor.html, accessed on 24th June 2024.
  22. The Bus Archive News No. 25, June 2024.
  23. https://www.facebook.com/share/p/k2G2enDH4a279KRP, accessed on 28th June 2024.
  24. Furness Railway Trust: “There was only ever one Railmotor, plus one trailer.” See the comments on the Furness Railway Trust’s post on its Facebook Page, https://www.facebook.com/share/jo3Q37knF41nXHhB. In this particular post  the Trust first talks of a second Railmotor which was written off very early in its career, before then confirming that there was only ever one railmotor.

Steam Railmotors – Part 3 – The Great Western Railway (GWR)

2 Replies

In addition to the references referred to in the text below, a significant study of the GWR Railmotors can be found in John Lewis’s book, “GWR Railmotors.” [13]

After borrowing a LSWR railmotor/railcar in the early years of the 20th century and running trials between Stroud, Chalford and Stonehouse on the ‘Golden Valley Line’, the GWR embraced this new technology. In fact, out of a total of 197 purpose-built steam railmotors/railcars built in the period from 1902 to 1911 across the UK, the GWR had 99 and was by far the largest user. [1: p9] These 99 units “represented the only truly serious attempt by a major British company to persevere with this particular solution to the fundamental operating problem.” [1: p13]

Talking of the Stroud Valley line M.G.D. Farr had a very short illustrated article about the GWR railmotors/auto-trains on that line carried by the Ian Allan journal, ‘Railway World‘ in January 1965. It followed the closure of the railcar/Railmotor/auto-train service in the valley on 31st October 1964. [14: p30]

GW steam railmotor No. 1 leaving Chalford in 1903. [14: p30]
GW steam railmotor No. 2 leaves Brimscombe Bridge Holt for Stonehouse in 1903. [14: p30]

The GWR separated its Railmotors into 2 different types: ‘Suburban’ and ‘Branch line’. The principal difference being the provision of a luggage compartment on those designed for branch line use which was not provided in those intended for suburban use. The first 16 units built did not have luggage space and were designated ‘suburban’. [6]

The majority of the GWR Railmotors were rigid framed with no articulation. Just two exceptions were articulated (No. 15 and No. 16). The remaining examples fell into two different variants. The first had an austere slab-sided appearance with matchboard side panels below the waist. They were flat-ended, as can be seen below. “Two ‘prototypes’ were built in 1903, followed by the main batch in 1904 (Nos. 3-14, 17-28).” [1: p13]

One of two ‘prototypes’, GWR Railmotor No. 1 at Stonehouse, © Public Domain. [7]
Manufacturers photograph of GWR Railmotor No. 1 © Public Domain, NRM Collection. [8]

Later GWR Railmotors (Nos. 29-99) were built between 1905 and 1908, were bow-ended and were of a much more attractive design. They had higher waist-lines than contemporary locomotive-hauled coaching stock on the GWR and retained those lines when ultimately converted to auto-trailers. [1: p13]

Restored Great Western Railway steam railmotor No. 93 at Norton Fitzwarren during a visit to the West Somerset Railway, © Geof Sheppard and licenced for use here under a Creative Commons Attribution-Share Alike 4.0 International Licence (CC BY-SA 4.0), 25th March 2013. [6]
Another view of GWR Railmotor No. 93, this time at Didcot Railway Centre, © S P Smiler, cropped by Edgepedia and included here under a Creative Commons Licence (CC0 1.0 Universal Public Domain Dedication), 22nd August 2012. [10]

GWR Railcar No. 93 has been reproduced in model form by Kernow Model Railway Centre. Details can be found here. [12]

GWR Railmotor No.45 at Penzance in circa. 1915, © Public Domain. [6]

The GWR Railmotors were generally successful in developing patronage on the lines where they were used. Often generating sufficient traffic to warrant the provision of a passenger trailer car.

The first trailer built had the same flat-ended design as the early GWR Railmotors. The remaining trailers were built to the bow-ended format.

Gibbs tells us that “Such was the demand for trailers that in 1906 existing selected coaching stock was introduced to the conversion programme. Conversion was applied to six 1890s clerestory and two four-wheelers dating back to the 1870s, the 1870s-1900s supplying some of the first conversions, with demand increasing and later periods supplying more examples for conversion, each with varying seating patterns and internal format. Thus the two four-wheel, 28.5ft-long 1870 versions were running with the new 70ft latest additions to the fleet.” [9]

The design of the GWR Railmotors had not anticipated their success. While being adequately powered as single cars they were generally, particularly which had anything but shallow gradients, “incapable of pulling an extra trailer to carry the new customers which their success had generated.” [1: p13]

Inevitably, when passenger loads increased, alternatives to the Steam Railmotors had to be found. “The emerging ‘auto train’ was showing its usefulness and adaptability. Thus we find that, from 1915, the steam railmotors themselves were on the downward path to becoming trailers, and a serious conversion programme was initiated. These were dealt with year by year in varying sized batches, not strictly in order of age, but the match-boarded designs preceded those of wood-panel format, and it will be noted that conversions were not applied to all railmotors and nor were such activities an annual event.” [9]

Generally, the powered-bogie end of each unit was converted to a luggage compartment while the drivers position at the other end of the unit was retained “with controls for regulator and brakes connected through to the tank locomotive, suitably modified.” [9]

GWR Articulated Steam Railmotors

As we have already noted, the vast majority of GWR Steam Railmotors were rigid-bodied. Just two (GWR Nos 15 and 16) were articulated.

Articulated units had the advantage of being relatively easily separated for maintenance purposes and allowed for the possibility of providing more powerful locomotive sections. Throughout the UK, where articulated Railmotors were provided the locomotive section looked more like a small standard locomotive.

Often, additional power units were purchased to allow the immediate replacement of a unit in need of maintenance. An example of this practice was the deployment of articulated railmotors on the Taff Vale Railway. The Taff Vale railmotors were built between 1903 and 1905 “in the form of one prototype and three main batches. There were 18 engine units and 16 carriage portions, thus permitting stand-by power units to be available. …  The pioneer power unit came from the company’s own workshops (the last ‘locomotive’ to be built by the TVR in its shops at West Yard, Cardiff), followed by six each from Avonside and Kerr-Stuart and a final five from Manning Wardle.” [1: p21]

GWR Steam Railmotors No. 15 and 16 were ordered from Kerr Stuart. They were built in 1905 to Kerr Stuart’s design. Bristol Wagon and Carriage Company were subcontractors, providing the bodywork for each unit. [1: p32] There being only two units, exchangeable power sections was not an option fiscally.

In 1920 No. 15 was sold by the GWR to J.F. Wake and sold on, in 1921, to the Nidd Valley Light Railway (NVLR). [1: p32]

Ex-GWR steam railmotor No. 15 was known as ‘Hill’ on the NVLR. This image shows the railmotor alongside the signal box at Pateley Bridge where the NVLR made connection to the NER branch from Harrogate via Ripley Junction. The NVLR was wholly owned by Bradford Corporation Waterworks and operated in connection with the construction of new reservoirs at the head of Nidderdale. The power unit on both GWR Nos. 15 and 16 had a transverse boiler. This feature was retained after transfer onto the NVLR. The sliding screens visible at the top of the driver’s access onto the footplate were a post-GWR alteration, © Public Domain. [11][1: p32]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  3. R.M. Tufnell; The British Railcar: AEC to HST; David and Charles, 1984.
  4. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.
  5. https://victorianweb.org/victorian/technology/railways/locomotives/27.html, accessed on 16th June 2024.
  6. https://en.m.wikipedia.org/wiki/GWR_steam_rail_motors, accessed on 17th June 2024.
  7. https://didcotrailwaycentre.org.uk/zrailmotor93/history/pictures/sub_gubbins.html, accessed on 17th June 2024.
  8. https://www.nrmfriends.org.uk/post/motoring-in-1903, accessed on 17th June 2024.
  9. Ken Gibbs; The Steam Railmotors of the Great Western Railway; The History Press, Cheltenham, 2015.
  10. https://commons.m.wikimedia.org/wiki/File:GWR_Steam_Railmotor_No_93_At_the_Didcot_Railway_Centre,_cropped.jpg, accessed on 17th June 2024.
  11. https://www.flickr.com/photos/29903115@N06/51337152220, accessed on 17th June 2024.
  12. https://www.kernowmodelrailcentre.com/pg/144/KMRC-Locomotive—GWR-Steam-Railmotor, accessed on 23rd June 2024.
  13. John Lewis; Great Western Steam Rail Motors and their services; Wild Swan Publications, Bath, 2004.
  14. M. G. D. Farr; Stroud Valley Railcars; in Railway World, January 1965, Ian Allan Publishing.

Romans 1: 16-32 – Paul’s Discussion Considered

1 Reply

Interpreting what the Bible says requires an approach which looks carefully at the context. Both literary and community contexts are always important. So, before considering particular verses in Romans 1, we need to look at the wider narrative context.

“The letter to the church in Rome is Paul’s longest letter, and his most intricate argument. Many have seen it as a complete overview of Christian doctrine, but others feel Paul was dealing with a very specific issue as the ex-Jewish rabbi who became the ‘Apostle to the Gentiles’.” [2] As Graeme Codrington explains: “The view of Romans as a systematic theology has always been problematic, especially in how to integrate chapters 9 – 11 into the flow of the book. Any explanation of the purpose of the letter must result in a consistent exegesis that makes sense of the whole letter. And seeing it a summary of the Gospel does not achieve this.” [2]

So what might Paul be doing in the early chapters of the Epistle to the Romans? And indeed, throughout the whole of the epistle?

It seems to me that the traditional reading of Romans 1, that sees homosexual activity as part of a decent into immorality and, along with other things, a sign that God has abandoned people into the sin that they have chosen, is not an unreasonable initial reading of the immediate text of Romans 1: 16-32. A caveat to this comment must be that the verse which immediately follows this passage (Romans 2: 1) begs a question regarding Paul’s purpose in writing as he does in Romans 1: 16-32 and in the whole of the epistle. Is Paul, in some way, responding to Jewish views about Gentiles?

If these verses express Paul’s consider opinions, they might be better read as Paul having a specific set of excessive sinful behaviours in mind, rather than just homosexuality in general. A better reading of Romans 1: 16-32, is to see Paul speaking to a group of people who have “taken their sexuality to excess and gone against nature, descending into sexual depravity.” [2] In addition, it seems that the traditional reading of these verses fails to consider fully, given the ‘therefore’ of Romans 2: 1, the wider context of Paul’s concerns and hence his careful argument in the letter to the Romans. If either of these questions has some merit, then, as well as seeking to understand what particular excesses Paul is speaking of, we need to:

  • take time to understand exactly who is being talked of;
  • carefully ask whether this is Paul’s thinking, or whether he is effectively quoting others before then going on to comment on their beliefs, and if so, who they might be, and why might Paul be doing so;
  • think about what having ‘gone against nature‘ means.

Graeme Codrington comments that, “most scholars believe that Paul was mainly addressing the issue of Jews and Gentiles and how they were to integrate in the New Testament era. He uses the central theme of covenant and God’s faithfulness and righteousness in covenant relationship to us as his main argument.” [2]

He quotes N.T. Wright as saying that Romans is primarily, “A Jewish Theology for the Gentile world, and a welcome for Gentiles designed to make the Jewish world jealous. … The creator/covenant god has brought his covenant purpose for Israel to fruition in Israel’s representative, the Messiah, Jesus…. The actual argument of Romans, the ‘poetic sequence’ of the letter, relates to this underlying ‘narrative sequence,’ that is, the theological story of the creator’s dealings with Israel and the world, now retold so as to focus on Christ and the Spirit.” [1]

“In fact,” Codrington continues, “Wright goes further to suggest that Paul’s specific reason for writing the letter to church in Rome was to ensure that Jews and Gentiles in Rome worked together and acted as a unified church, in order to provide a base for his missionary activities in the West. This is a very compelling reading of the whole letter.” [2]

In the first of a series of articles about Romans, Daniel Castello explains it as follows:

“Here in the Epistle to the Romans, [Paul] is advocating something that earlier in his life he would have found detestable: the inclusion of the Gentiles in Israel. What a turn of events! When Paul says he is crucified with Christ, he is not just saying something platitudinous; he speaks this way out of a reality, one that undoubtedly causes him shame, inspires within him humility, and perhaps creates within him sympathy for his fellow Jews. And yet this gospel occasioned for Paul tortuous forms of physical hardship and persecution (including stonings and lashes).

These many features of his background led him to consider his apostleship with dedication and passion. At one point, he was persecuting fellow Jews for their beliefs in Jesus as Messiah; later, he became the greatest advocate for Gentile Christians among his fellow Jewish Christians. The shift was difficult for onlookers to believe and difficult for Paul to bear. The Jewish-Christian interface is not something that Paul talks about simply; it is the very stuff of his life.” [6]

Paul probably wrote to the Roman church from Corinth. The epistle is dated AD late 55 to early 57. Some textual variants name Phoebe, a deacon of the church in Cenchreae, as the messenger who took the epistle to Rome. [5] Codrington comments as follows:

“Emperor Claudius had banished Jews from Rome in 49AD, leaving an entirely Gentile church to grow without Jewish influence – a unique circumstance in the early church era. Claudius died in 54AD, and Jews began to return to Rome. Jewish Christians would have come back to the Roman church but probably not welcomed with open arms – there was considerable tension throughout the region between Jewish and Gentile Christians. Paul was planning to use Rome as a base for his missionary work in the western Mediterranean, but was nervous that Rome would succumb to the problems that had happened in Antioch when he was based there, when Jewish Christians had tried to impose Jewish traditions on the church there, and caused deep divisions between Jews and Gentiles. These problems are explained in Galatians 2 and Acts 15, including a confrontation Paul had with Peter himself over the issue of the divide between Jews and Gentiles in the early church.” [2]

This issue of the divide between Jews and Gentiles was the single most significant issue that the early church had to deal with, and provoked its first crisis.

Codrington argues that it is “no surprise that Paul dedicates a whole letter to the issue, and that in this letter we see some of his most passionate and insightful writings. This letter to the Roman church was written in order to show that the Gospel might have come to the Jews first, but it is intended for everyone. Gentiles should not marginalise Jews, nor Jews impose their Judaistic history on the Gentiles. Gentiles should not look down on Jews for their ancient spiritual practices. Jews should not try and impose these practices on Gentiles. Jews should not look down on Gentiles for some of the cultural practices of the Greeks and Romans. And Gentiles should be careful not to assimilate too closely to the Graeco-Roman culture, especially when doing so caused their Jewish brothers and sisters to battle with their faith. For example, in Acts 15:28-29, in a letter written to the churches, Christians were told that the Jewish law was no longer applicable, but that they should abstain from food sacrificed to idols and from sexual immorality. Paul specifically overrides this in Romans, with a few references to food sacrificed to idols, explaining that there are no issues with this at all in itself, but that Christians should be sensitive to each other, and especially sensitive to their weaker brothers and sisters and those with less faith (see Romans 14 in particular).” [2]

I think that this ‘theory’ about the letter to the Roman church is really quite plausible. If we are willing to accept that this is, at least, one possible way of reading the epistle, then we need to return to the text of its first chapter and look carefully at what Paul may be saying.

It seems to me that Codrington is right to assert that, “Paul begins his letter by using standard Jewish critiques of Gentiles, and especially Jewish critiques of Rome itself. These include the Jewish disgust of public nudity, public displays of sensuousness, the revealing clothes the Romans wore, homosexual relationships, and Gentile eating habits.” [2]

Codrington suggests that Jewish Christians, throughout the Roman Empire, were gravely concerned about Gentile Christians who still frequented the temples and ate food sacrificed in those temples. He says: “All of these issues were general concerns in many locations at the time – passages similar to Romans 1:18-32 can be found in The Dead Sea Scrolls, for example (in fact, some scholars suggest that Romans 1:18-32 are actually part of well-known Hellenistic Jewish literature which Paul goes on to critique in Romans 2.” [2]

Gary Shogren, in a blog which takes a traditional, non-affirming, stance on sexuality, highlights something of the parallel nature of this part of Romans with the text of particular parts of the Dead Sea Scrolls:

“In 1:29-31 Paul writes up a so-called vice list. Vice lists and virtue lists were a common figure of speech in that era, whereby the author would compile a list of [behaviours] and present them with little elaboration, in order to give his readers direction toward holiness and away from wickedness. One example from the Dead Sea Scrolls: “to the spirit of deceit belong greed, sluggishness in the service of justice, wickedness, falsehood, pride, haughtiness of heart, dishonesty, trickery, cruelty, much insincerity, impatience, much foolishness, etc.” (1QS IV, 9-11). Philo wrote one list that contains a whopping 147 elements. We have already mentioned 1 Corinthians 6:9-10; two other vice lists were likewise connected with exclusion from the eschatological kingdom (Gal 5:19-21; Eph 5:5). The fruit of the Spirit are presented in the form of a virtue list (Gal 5:22-23).

Paul mentions 20 elements in this list, ranging from breaking the Ten Commandments (“they disobey their parents”) to the mundane (“boasting”). If the greatest commandment of Torah was to love Yahweh with all one’s being (Deut 6:4), then to be a “God-hater” (v. 30) is the greatest form of wickedness.” [7]

The ‘You, therefore, have no excuse’ (Διὸ ἀναπολόγητος εἶ ὦ ἄνθρωπε = Therefore inexcusable you are O man) at the beginning of chapter 2 of the Epistle to the Romans is very significant. It is difficult to overemphasize its importance. The key question is who is being addressed in these words.

Codrington comments: “The only reading that fits into the overall flow of Romans and makes sense of the message of the letter is that in Romans 2:1 the shift to the direct address (the second person singular), along with the coordinating conjunction (Greek:  Διὸ), indicates that the reader who agrees with or [the person] responsible for writing Romans 1:18-32 is now the person addressed.” [2]

Having used a very Jewish form of critique of the Gentiles, Paul, in continuing his argument (Romans 2) is turning back to face his Jewish listeners/readers and saying: “You, therefore, have no excuse, you who pass judgment on someone else, for at whatever point you judge another, you are condemning yourself, because you who pass judgment do the same things.” [Romans 2: 1, NIV]. This is a rebuke and it is potent! [8][9][10][11]

If this is the case, Paul is effectively saying that those who believe the things stated in Romans 1: 18-32 are the one’s who will face God’s judgement. So, Paul speaks to those who support the words spoken in Romans 1:18-32 and he says:

“Because of your stubbornness and your unrepentant heart, you are storing up wrath against yourself for the day of God’s wrath, when his righteous judgment will be revealed.” (Romans 2:5. NIV)

This is a shocking statement for the Jewish Christians in Rome. Really shocking! Paul speaks to them directly, he quotes their argument/opinions and follows it with this statement: “You, therefore, have no excuse, you who pass judgment on someone else, for at whatever point you judge another, you are condemning yourself, because you who pass judgment do the same things.” [Romans 2: 1, NIV]

Paul goes on, in the verses that follow, to argue that both Jew and Gentile have rebelled against God and that: “There will be trouble and distress for every human being who does evil: first for the Jew, then for the Gentile; but glory, honour and peace for everyone who does good: first for the Jew, then for the Gentile. For God does not show favouritism.” [Romans 2: 9-11, NIV]

It is from this base that Paul develops his argument in chapter 2-8 of Romans. God’s grace and justification ‘through faith alone‘ means that, as Codrington says: “Jews are welcomed equally with Gentiles, not rejected (chapters 9-11). So now the church must live in unity, characterised by love – for each other and for everyone (chapters 12-13). Unity requires agreeing to remain in diversity and accept differences in the way we express our faith (chapters 14-16).” [2]

The whole epistle is essentially the outworking of Paul’s understanding of God’s grace. Codrington points us to what N.T. Wright says: “The poetic sequence of Romans, therefore, consists of a major argument, as is now regularly recognized, running not just as far as chap. 8 but all the way to chap. 11. A good deal of this argument is a matter of setting up the terms of the discussion so that they can then be used quite directly when the real issue is confronted head on. Once the great argument is complete, Paul can turn to other matters in chaps. 12-16. These are not to be marginalized: 15: 7-13, for instance, has a good claim to be considered the real summing-up of the entire letter, not merely of 14: 1 – 15: 6.” [1][2]

Codrington also points us to” “A good summary of … the whole letter to the Romans … in Romans 14:13-14 (similar to 2:1): ‘Therefore let us stop passing judgment on one another. Instead, make up your mind not to put any stumbling block or obstacle in the way of a brother or sister. I am convinced, being fully persuaded in the Lord Jesus, that nothing is unclean in itself. But if anyone regards something as unclean, then for that person it is unclean.‘” [Romans 14: 13-14, NIV]

Ultimately, Paul makes his point in summary in Romans 15: 7-13: “Accept one another, then, just as Christ accepted you, in order to bring praise to God.” [Romans 15: 7, NIV] … “Jews and Gentiles alike have disappointed God, but God is faithful and has established a new covenant with us, in Jesus.” [2]

So, back to Romans 1:18-32. …

It seems as though Paul’s main concern is not, primarily at least, with the content of these verses but rather with what Jewish Christians might think about Gentile behaviour. Paul is concerned about Jewish judgement of Gentiles. If we are to understand these verses correctly, this is the context within which we must work. It is, effectively, the only way in which things makes sense. The pronouncements in these verses are the self-righteous expression of Jewish condemnation of Gentiles!

As Codrington states: “The list of sins is therefore more about what Jewish people found repulsive in Gentiles than what Paul did.” [2] As the list goes on, it becomes easier and easier to hear a developing bitterness and a repudiation/judgement on virtually every aspect of Gentile life. In fact, the list covers every perceived evil in community, family and individual life that must have also been as true of Jews as well as Gentiles! … For instance, who has never disobeyed their parents? [Romans 1: 30]

The anger and judgement expressed in this passage highlights the importance of Paul’s words about judging others which follow immediately in Romans 2: 1. Paul is not describing homosexuality as worse than any other sin, but rather talking of excesses in the Gentile world. It is difficult to equate the excessive behaviour Paul seems to be describing here, with loving, close and committed same sex relationships.

We cannot even be sure that Paul sees things the way that they are expressed in these verses. Paul is primarily pointing out that seeing other people’s activities as vile and condemning them for acting in this way brings judgement on those making the assessment. … This must give us grounds to take stock of our own attitudes.

On the other hand, neither can we be sure, from this passage, that homosexuality is not sinful. There are two grounds for this.

The first is related to the context in which Paul is arguing – the idolatry of the Gentile world and particularly as it appeared in Corinth and Rome. It is impossible to separate out pagan worship in Rome’s temples or the excesses of Roman patrons to their younger charges, or the behaviour of owners with slaves, from the excesses of which Paul writes. We just cannot tell what Paul or, perhaps, any other commentator would want to say about committed, faithful homosexual relationships which may, or may not have been recognised in the society of the time. We just don’t know.

The second relates to the use in this part of the letter to the Romans of the argument that some things are ‘against nature‘ (παρὰ φύσιν). [Romans 1: 26-27] We will come back to this conundrum in another article.

We cannot legitimately use Romans 1: 16-32 to condemn all homosexual behaviour, nor can we justifiably argue that committed, faithful homosexual relationships are acceptable. That they might not be within the scope of Paul’s developing argument does not, in and of itself, indicate approval.

If, however, we look at the whole of the letter to the Romans, which emphasises God’s love, faithfulness and kindness to us, it is “quite difficult to imagine that Paul would use these verses to speak against lifelong, loving, covenantal same gender relationships. The emphasis of Romans 1 is that people who push the boundaries of their behaviour to unnatural extents are sinning against God. But all of us do this in one way or another, and we’re all in need of God’s grace.” [2]

In this short article, we have, I think, shown that there are at least some grounds for questioning traditional assumptions about the first chapter of the epistle to the Romans. When these verses are, set alongside Paul’s emphasis in the letter on God’s grace, justification by faith, and God’s faithfulness and kindness towards us, they leave us needing to take great care in how we apply them in our own context.

We will be arguing from unsure foundations if we assert that the first chapter of the epistle to the Romans makes an unequivocal statement about lifelong, loving, covenantal same-gender relationships.

We are left, however, with one significant issue to address which might seem to be conclusive – the question of what is meant by something being ‘against nature‘ (παρὰ φύσιν). We will look at this question in another short article which can be found here. Although we will need to continue to bear in mind a reservation/uncertainty about the place that Romans 1: 26-27 has in Paul’s thinking. Is it Paul’s own views, or is he quoting others? Is Paul quoting what many a Jewish Christian might be thinking and then countering it with his ‘you therefore’ in Romans 2: 1? Or is he expressing, in Romans 1:16-32, his own understanding of God’s position?

References

  1. N.T. Wright: https://ntwrightpage.com/2016/05/07/romans-and-the-theology-of-paul, accessed on 7th June 2024.
  2. Graeme Codrington: The Bible and Same Sex Relationships, Part 10: Re-read Romans 1; https://www.futurechurchnow.com/2015/10/15/the-bible-and-same-sex-relationships-part-10-re-read-romans-1, accessed on 7th June 2024.
  3. Graeme Codrington: The Bible and Same Sex Relationships, Part 11; https://www.futurechurchnow.com/2015/10/15/the-bible-and-same-sex-relationships-part-11-shameful-acts-and-going-against-nature, accessed on 8th June 2024.
  4. Graeme Codrington: The Bible and Same Sex Relationships, Part 12; https://www.futurechurchnow.com/2015/11/12/the-bible-and-same-sex-relationships-part-12-what-romans-1-is-really-all-about, accessed on 8th June 2024.
  5. https://en.wikipedia.org/wiki/Epistle_to_the_Romans, accessed on 9th June 2024.
  6. Daniel Castello; Introduction to the Epistle to the Romans; https://spu.edu/lectio/introduction-to-the-epistle-to-the-romans, accessed on 9th June 2024.
  7. Gary Shogren; Romans Commentary, Romans 1:18-3:20; https://openoureyeslord.com/2018/02/27/romans-commentary-romans-118-320, accessed on 10th June 2024.
  8. https://www.bibleref.com/Romans/2/Romans-2-1.html, accessed on 13th June 2024.
  9. https://biblehub.com/commentaries/romans/2-1.htm, accessed on 13th June 2024.
  10. Dan Wilkinson; The Punctuation Mark That Might Change How You Read Romans;  https://www.patheos.com/blogs/unfundamentalistchristians/2015/09/the-punctuation-mark-that-might-change-how-you-read-romans, accessed on 13th June 2024. Note: this article draws on  reference [11] of which I have not been able to get a copy.
  11. C.L. Porter; Romans 1.18–32: Its Role in the Developing Arguement; in New Testament Studies, 40(02), 1994; p210.

Steam Railmotors – Part 2 – Dugald Drummond (LSWR) and Harry Wainwright (SECR)

1 Reply

“Drummond was born in Ardrossan, Ayrshire on 1st January 1840. His father was permanent way inspector for the Bowling Railway. Drummond was apprenticed to Forest & Barr of Glasgow gaining further experience on the Dumbartonshire and Caledonian Railways. He was in charge of the boiler shop at the Canada Works, Birkenhead of Thomas Brassey before moving to the Edinburgh and Glasgow Railway’s Cowlairs railway works in 1864 under Samuel Waite Johnson.” [3]

“He became foreman erector at the Lochgorm Works, Inverness, of the Highland Railway under William Stroudley and followed Stroudley to the London Brighton and South Coast Railway’s Brighton Works in 1870. In 1875, he was appointed Locomotive Superintendent of the North British Railway.” [3]

In 1882 he moved to the Caledonian Railway. In April 1890, he emigrated to Australia, establishing the Australasian Locomotive Engine Works at Sydney, Australia. After only a short time he returned to the UK, founding the Glasgow Railway Engineering Company which was moderately successful, Drummond, “accepted the post as locomotive engineer of the London and South Western Railway [LSWR] in 1895, at a salary considerably less than that he had received on the Caledonian Railway. The title of his post was changed to Chief Mechanical Engineer in January 1905, [4] although his duties hardly changed. [5] He remained with the LSWR until his death” in 1912. [3]

“He was a major locomotive designer and builder and many of his London and South Western Railway engines continued in main line service with the Southern Railway to enter British Railways service in 1947.” [3]

Harry Smith Wainwright was the “Locomotive, Carriage and Wagon Superintendent of the South Eastern and Chatham Railway from 1899 to 1913. He is best known for a series of simple but competent locomotives produced under his direction at the company’s Ashford railway works in the early years of the twentieth century.” [13]

Drummond and Wainwright experimented with steam railmotors/railcars in the early years of the 20th century.

The first of Drummond’s Steam Railmotors/Railcars, in its earliest incarnation, © Public Domain. [11]

In 1902, Dugald Drummond had two built for a branch line near Portsmouth. [6][7: p7] Intended to provide “an economic service on the LSWR and London, Brighton and South Coast Railway (LB&SCR) joint branch from Fratton to Southsea two steam railmotors were built by the LSWR in 1902, entering service in April 1903, and designated as K11 Class.” [6][8: p118, 123]

The 43-foot (13 m) long carriage-element seated thirty in third class and twelve in first class. The total length of the unit was 53 ft 5 in (16.28 m). The first of these railcars/railmotors to be built was lent to the Great Western Railway, returning with favourable reports. [8: p118] “However, when introduced in summer 1903 the units struggled with passengers on the gradients on the line and it was discovered that the GWR had trialed the unit on level track and without passengers. The units were rebuilt with a bigger firebox and boiler.” [6][8: p118-119][9: p22-25]

Rebuilt LSWR railmotor with a horizontal rather than vertical boiler. [10]

Wainwright  introduced similar steam railmotors on the SECR in 1904/5. He ordered 8 in total from Kitson of Leeds. The first two for use on the Sheppey Light Railway. Numbered 1 and 2 (WN 4292 and 4293, date 1904), “the engines were ordinary four-wheeled locomotives and could be detached from the car proper if necessary. They were fitted with the first Belpaire fireboxes on the [SECR]. Both engines and cars, were painted lake, the standard colour for the coaching stock on this line. There was accommodation for 56 passengers. all of one, class. ‘One of the cars had been running experimentally on the Deal branch.” [14] Wainwright’s railmotors, while superficially similar to the early Drummond Railmotors were actually articulated vehicles.

No. 3 is shown below on a public domain image found on the Westerham Heritage website. The same image appears on the dedicated webpage for Westerham Station on the Disused Stations website. [15] Disused Stations website tells us that the apparent side tanks on the locomotive portion of the unit “were actually coal bunkers, … with water carried in well tanks. The rail-motors were of the articulated type and the fairly conventional engine portions were built by Messrs Kitson. … Following eventual withdrawal the carriage portions were converted into four two-car hauled sets circa 1923, two of which were articulated twins while the other two were non-articulated push-and-pull sets.” [15]

SECR steam rail-motor No. 3 stands at Westerham in 1907. It was built by Kitson of Leeds was introduced to the Westerham branch of the SECR in April 1906. It was not popular and was withdrawn from the branch later in 1907. [12]

“The coach portion of [SECR] No. 3 was paired with that of No. 8 to form an articulated twin set No.514. The other articulated twin became set No.513, formed from railmotors 1 and 2. Both articulated pairs, which were unique to the Southern Railway, are known to have survived until at least 1959.” [15]

After his experience with the LSWR Railmotors and after modifications had been made, Drummond ordered a further fifteen steam railmotors for the LSWR. These new railcars/railmotors were numbered 1 to 15. The earliest ‘experimental’ Railmotors were ignored in this new numbering system.

The first two were built in 1904 in two parts, “the engines at Nine Elms and the carriages at Eastleigh, and were designated H12 class. These were two feet (600 mm) shorter than the earlier cars, seated eight in first class and thirty-two in third.” [8: p119-120] Nos 1 & 2 “displayed a fully enclosed engine part, encased in a rather severe ‘tin tabernacle’.” [1: p14]

The second LSWR railmotor numbered No.2, © Public Domain. [10]

Thirteen more were built in 1905–6 to slightly different design, as class H13. [8: p120-122] These had the boiler pressure increased from 150 psi (1.0 MPa) to 175 psi (1.21 MPa). Engines and carriages were not detachable and these units were capable of towing an additional carriage. [9: p26,28] After the outbreak of World War I limited the work available for railmotors, the joint stock was taken out of service in 1914 and by 1916 only three units remained in service, to be withdrawn in 1919.” [6][9: p24,28] These units had “a very neatly enclosed locomotive portion embodying ‘coachbuilt’ styling.” [1: p14]

LSWR No.3,  the design is modified compared with No. 1 and No. 2. The leading dimensions are as follows; cylinders l0-in. by 14-in., boiler pressure 175 lbs. per sq. in.; heating surface: firebox 76 sq. ft., water tubes 119 sq.ft., flue tubes 152 sq.ft., total 347 sq. ft.; grate area 61 sq. ft.; capacity of tank 485 gallons and of bunker 1 ton, weight of coach complete 32 tons 6 cwt.; seating accommodation: 1st class 8, and 2nd class 32 passengers, total 40, © Public Domain. [16]

References

  1. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  2. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 11th June 2024.
  3. https://www.wikiwand.com/en/Dugald_Drummond, accessed on 11th June 2024.
  4. D. L. Bradley; Locomotives of the L.S.W.R. Part 2; Railway Correspondence and Travel Society, 1967, p2.
  5. J.E. Chacksfield; The Drummond Brothers: A Scottish Duo; Oakwood Press, Usk, 2005, p89.
  6. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  7. R.M. Tufnell; The British Railcar: AEC to HST; David and Charles, 1984.
  8. D.L. Bradley; Locomotives of the London Brighton and South Coast Railway. Part 3; Railway Correspondence and Travel Society Press, London, 1974.
  9. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.
  10. https://victorianweb.org/victorian/technology/railways/locomotives/27.html, accessed on 16th June 2024.
  11. https://www.flickr.com/photos/29903115@N06/48434232291, accessed on 15th June 2024.
  12. https://www.westerhamheritage.org.uk/condtent/catalogue_item/steam-railmotor-number-3, accessed on 15th June 2024.
  13. https://en.m.wikipedia.org/wiki/Harry_Wainwright, accessed on 15th June 2024.
  14. The Locomotive Magazine Volume 11 No. 150, February 1905, p20.
  15. Nick Catford; Westerham Station; http://www.disused-stations.org.uk/w/westerham/index1.shtml, accessed on 15th June 2024.
  16. The Locomotive Magazine Volume 12 No. 162, February 1906, p18; sourced as a .pdf file via:  https://www.oldminer.co.uk/pdf, accessed on 15th June 2024.

Steam Railmotors – Part 1 – Early Examples.

1 Reply

‘Lilliputian’ – An Experiment.

A small steam carriage was designed by James Samuel, the Eastern Counties Railway Locomotive Engineer, built by William Bridges Adams in 1847, and trialled between Shoreditch and Cambridge on 23rd October 1847. It was an experimental unit, 12 feet 6 inches (3.81 m) long with a small vertical boiler and passenger accommodation was a bench seat around a box at the back, although it was officially named ‘Lilliputian’ it was known as ‘Express’. [7][8: p16]

The Fairfield Steam Carriage

It seems that the earliest example of a steam railcar to enter service was another “experimental unit designed and built in 1847 by James Samuel and William Bridges Adams. In 1848, they made the Fairfield steam carriage that they sold to the Bristol and Exeter Railway, who used it for two years on a branch line.” [1] The Bristol & Exeter Railway was broad gauge.

The Fairfield Steam Carriage, © Unknown, Public Domain. [3][5]

The Fairfield Steam Carriage was built to the design of William Bridges Adams and James Samuel at “Fairfield Works in Bow, London. It was tested on the West London Railway late in 1848, although it was early in 1850 before modifications had been made that allowed Adams to demonstrate that it was working to the agreed standards. The design was not perpetuated by the Bristol and Exeter Railway, instead they purchased small 2-2-2T locomotives for working their branch lines.” [3]

Apparently, the unit worked on the Clevedon and Tiverton branches, and perhaps on the Weston branch too. [3]

“The power unit had a single pair of driving wheels driven through a jackshaft by small 8-by-12-inch (203 mm × 305 mm) cylinders. Originally equipped with a vertical boiler 6 feet (1,800 mm) in height, 3 feet (910 mm) in diameter, this was replaced by a horizontal boiler length 7 feet 7 inches (2,310 mm), diameter 2 feet 6 inches (760 mm). The boiler was not covered by a cab or other bodywork; the two pairs of carrying wheels were beneath the carriage portion. It had seats for 16 first class and 32 second class passengers. It was once timed as running at 52 miles per hour (84 km/h).” [3][4]

The Fairfield Steam Carriage, © Unknown, Public Domain. [6]

Numbered No. 29 in the Bristol and Exeter Railway locomotive list, it was generally referred to as “the Fairfield locomotive”. It was not a great success, and although Samuel & Adams built another couple of steam railmotors at around the same time, the concept did not result in any further orders. [3]

Jenkinson & Lane dismiss this railcar as one of a few “rather weird and impracticable 19th Century ideas.” [2: p9] Nonetheless, it meets their criteria for a railcar. They state that a railcar should “contain within itself the means of propulsion as well as seats for the passengers, … the design should represent an ‘integrated concept’ … [in which] neither could function independently of the other.” [2: p5]

The ‘Enfield’ Steam Carriage

Built at about the same time as the Bristol & Exeter Steam Carriage was one which was purchased by the Eastern Counties Railway. …

The steam railcar ‘Enfield’
which was used by the ECR from 19th January 1849. [6]

‘Enfield‘ was larger than ‘Fairfield’. Built by Samuel and Adams this was used in regular service by the Eastern Counties Railway until the engine was converted into a 2-2-2 tank locomotive. [7][8: p18]

Another Early Example

“More engine and carriage combinations to Samuel designs were built in the 1850s in the Eastern Counties railway works, and another by Kitson & Co. called Ariel’s Girdle. Later, in 1869, Samuel, Robert Fairlie and George England collaborated to build a prototype articulated steam railcar at England’s Hatcham Ironworks that was demonstrated in the works yard. However, England went out of business at about this time and nothing is known about the fate of this vehicle.” [7][8: p19]

References

  1. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 11th June 2024.
  2. David Jenkinson & Barry C. Lane; British Railcars: 1900-1950; Pendragon Partnership and Atlantic Transport Publishers, Penryn, Cornwall, 1996.
  3. https://en.m.wikipedia.org/wiki/Bristol_and_Exeter_Railway_Fairfield_steam_carriage, accessed on 11th June 2024.
  4. William Bridges Adams; “Road Progress, Or, Amalgamation of Railways and Highways for Agricultural Improvement, and Steam Farming, in Great Britain and the Colonies: Also Practical Economy in Fixed Plant and Rolling Stock for Passenger and Goods Trains; George Luxford, London, 1850, p15. George Luxford. p. 15.
  5. “The Fair-Field Steam Carriage“. Illustrated London News. 1849.
  6. http://britbahn.wikidot.com/dampftriebwagen, accessed on 14th June 2024.
  7. https://en.m.wikipedia.org/wiki/British_steam_railcars, accessed on 14th June 2024.
  8. R.W. Rush; British Steam Railcars; Oakwood Press, 1970.

The Lough Swilly Railway continued. … Letterkenny to Derry – Part 2

1 Reply

This is the second post in a series about the L&LSR line from Letterkenny to Derry, the first can be found on this link:

The Lough Swilly Railway continued. … Letterkenny to Derry – Part 1

The last article left us at Newtowncunningham Railway Station. We continue from that location in this article.

Newtoncunningham to Tooban Junction Station

Newtowncunningham Railway Station as shown on the OSi 25″ survey. [3]
Newtowncunningham Railway Station as shown on railmaponline.com’s satellite imagery. Comparison with the map extract above shows that the bridge at the northern end of the station site has been removed and the road realigned, and the Goods Shed has been removed. Not seen easily on this satellite image is the Water Tower which remains in place. [2]
A plan of Newtowncunningham Railway Station provided by Dave Bell and Steve Flanders in their book: The Londonderry and Lough Swilly Railway: A Visitor’s Guide, and used by kind permission of Steve Flanders and the Donegal Railway Heritage Museum. [4: p39]
A series of three photographs taken at Newtowncunningham Railway Station provided by Dave Bell and Steve Flanders in their book: The Londonderry and Lough Swilly Railway: A Visitor’s Guide, and used by kind permission of Steve Flanders and the Donegal Railway Heritage Museum. The first shows the Station in 1953 and looks towards Derry, © H.C. Casserley. The second shows Locomotive No. 15 shunting the yard, © R.M. Casserley. The third, looks towards Derry and shows the water tower and signal box, H.C. Casserley. [4: p39]
Newtowncunningham Railway Station in 1937, looking towards Letterkenny, © H.C. Casserley, provided by Dave Bell and Steve Flanders in their book: The Londonderry and Lough Swilly Railway: A Visitor’s Guide, and used by kind permission of Steve Flanders and the Donegal Railway Heritage Museum. [4: p38]
The Station Approach, now in private hands, at Newtowncunningham Railway Station in the 1980s, provided by Dave Bell and Steve Flanders in their book: The Londonderry and Lough Swilly Railway: A Visitor’s Guide, and used by kind permission of Steve Flanders and the Donegal Railway Heritage Museum. [4: p38]
This image was shared on the Londonderry & Lough Swilly Railway Facebook Group by Willie Rodgers on 19th November 2021. [5]
Newtoncunnigham Railway Station House as seen from the highway. The building is now in private hands. [My photograph, 9th May 2024]
The road outside Moyle National School in the 21st century. Much of the embankment in the immediate vicinity of the road has been removed, the old bridge has gone and the road has been realigned. [Google Streetview, July 2021]

This next series of five extracts from the 25″ OSI survey show the Lough Swilly Railway heading North away from Newtowncunningham Railway Station.

The series of five map extracts above show the Lough Swilly Railway to the North of Newtoncunningham and parallel to Back Shore  Road. [3]
This extract from railmaponline.com’s satellite imagery shows the railway heading North from Newtowncunningham Station, alongside Back Shore Road, and covers the same length of the line as shown in the five map extracts above. [2]
A track can be seen on the satellite image above crossing the line of the old railway as it curved round toward Moneygreggan. This photograph shows that lane. The photograph is taken from Back Shore Road running parallel to the line of the railway at this point. The track at this point was probably provided after the closure of the railway. It gives access to what was the old line of the road prior to the construction of the railway. With the construction of the railway the road was diverted to cross the railway further to the North. [Google Streetview, July 2021]
This enlarged extract from the OSi 25″ survey shows the changes made at the location of the photograph immediately above. [3]
This extract from the railmaponline.com satellite imagery shows the same location as the map extract immediately above. [2]

The next three images show the bridge in Moneygreggan which carried Back Shore Road over the line just to the North of the location above.

The road bridge constructed to carry Back Shore Road over the Lough Swilly Railway north of Newtoncunningham. [My photograph, 9th May 2024]
The view South across the bridge parapet in the direction of  Newtown Cunningham Station. [My photograph, 9th May 2024]
The view North across the parapet of the same bridge. [My photograph, 9th May 2024]
The next location worth noting along the line is a bridge over another minor road which headed West from Back Shore Road [3]
The same location, this time on the satellite imagery from railmaponline.com. [2]
The lane and the embankment are shrouded by trees. The line crossed the lane very close to its junction with Back Shore Road. [Google Streetview, July 2021]
The next crossing of the line was for what was once a through route of sorts but which now is really no more than a farm access track. On the OSi 26″ survey this appears to have crossed the old railway by means of an over bridge. [3]
Railmaponline.com’s satellite imagery shows the rail route in the 21st century shrouded in trees. [2]
This image looks West along the access road in 2011. Hidden in the trees over the line of the Lough Swilly Railway there are some masonry remains which might be parapet walls for a bridge. Either side of the track the undergrowth and tree cover is dense.[Google Streetview, August 2011]

A series of three further extracts from the 25″ OSi survey show the next length of the Lough Swilly Railway as it turned to the East.

This section of the line ran North from the access road noted above. Back Shore Road crosses the old railway at a level-crossing at the top of this map extract. The stream that has followed the road North emptied into the Lough by means of a stone arch under the of railway. A photograph taken by Willie Rodgers of the stone-arched bridge carrying the old railway over the stream can be seen below. [3]
Then curving round to the Northeast, the line crossed a long embankment over part of Lough Swilly. Open water was to the Northwest of the line, a lagoon and saltmarsh prone to flooding was to the Southeast of the line. [3]
This extract from the 25″ OSi survey shows the line leaving the  embankment and curing further round to the East. [3]
The same length of the Lough Swilly Railway as shown in the three map extracts immediately above, as it appears on railmaponline.com’s satellite imagery. What was saltmarsh to the Southeast of the line has been reclaimed and is now in use as arable land. [2]
Looking Southwest along the line of the embankment in the 21st century. Back Shore Road ends today in a small unmetalled carpark and a gate into the farmland visible to the top-right of this photograph. [My photograph, 9th May 2024]
The small unmetalled carpark at the end of Back Shore Road. The route of the old railway is marked by the orange line heading out onto the embankment. [Google Streetview, July 2021]
The stone-arched bridge at the Southwest end of the embankment which carries the route of the L&LSR over the drainage stream which empties into the Lough at this point. This image was shared on the Londonderry & Lough Swilly Railway Facebook Group by Willie Rodgers on 19th November 2021. [5]
Looking Northeast along the line of the Lough Swilly Railway from a point 100 metres out along the embankment form the carpark noted above. [My photograph, 9th May 2024]

An aerial image taken by Michael Roulston in February 2021 looking Southwest along the embankment and showing the curve of the old line on its Southwestern approach can be seen by following this link: https://maps.app.goo.gl/vEEn4ViuBhW5QiTD6

A photograph taken by David Hughes in July 2020 from a point about halfway along the embankment can be found on this link: https://maps.app.goo.gl/zb85mGUaBZRqafHa6

A similar photograph taken by David Hughes on the same day shows the view along the embankment from the location of the sluice gates. The railway began to curve away from the line of the embankment at this point. The photograph can be found on this link: https://maps.app.goo.gl/o6TbpWy19muqJypu8

This enlarged extract from the 25″ OSI shows the old railway curving away from the straight line of the embankment. [3]
The railway curved away from the straight line of the embankment. [Google Maps, May 2024]
This view looks South from just to the North of the Northeast end of the embankment. The L&LSR can be seen curving away to the East and crossing the access road to the location of the photographer via a stone-arched bridge. [Google Streetview, September 2010]
A better image of the bridge seen above, also taken from the North. This image was shared on the Londonderry & Lough Swilly Railway Facebook Group by Willie Rodgers on 19th November 2021. [5]
The same bridge, seen this time from the South. This image was shared on the Londonderry & Lough Swilly Railway Facebook Group by Willie Rodgers on 19th November 2021. [5]
The same structure seen from further to the South along the lane. The tree line to the right of the bridge marks the line of the Lough Swilly Railway. [Google Streetview, September 2010]
The next significant location was a little further to the East where another minor road crossed the lien fo teh railway on a bridge. This enlarged extract from the 25″ OSi survey shows the location. [3]
This enlaregd extract from the railmaponline.com satellite imagery shows the same location in the 21st century. [2]
This view from the South shows the bridge parapets in place in the 21st century. The L&LSR cutting has been infilled and returned to arable use. [Google Streetview, July 2021]

The next three extracts from the 25″ OSI survey show the line turning first to the Northeast and after a short distance reaching Carrowen Railway Station.

These three extracts from the 25″ OSI surveytake us as far as Carrowen Station. [3]
This extract from railmaponline.com’s satellite imagery covers the same length of line as appears in the three map extracts immediately above. [2]
When the L&LSR was in use it was bridged by a minor road which linked roads to the North and South of the line and provided access to the complex of buildings shown on this enlarged extract from the 25″OSi survey. [3]
A wider view of the same location in the 21st century as provided by railmaponline.com’s satellite imagery. Both the road and the old railway have been ploughed back into the landscape. [2]
Approaching Carrowen Railway Station, the line was carried over a road close to Carrowen School. [3]
Railmaponline.com’s satellite imagery shows the same area as covered by the map extract above. [2]
Trees appear to form an arch over the narrow road at the point where the L&LSR was carried by a bridge across the road close to the site of what was Carrowen School. [Google Streetview, July 2021]
An enlarged view of Carrowen Railway Station as shown on the 25″ OSi survey. [3]
The Station site as shown on an enlarged extract from railmaponline’s satellite imagery. The old station househas been extended out across the line of the railway. [2]
Carrowen Station Hose and platform viewed from the West. The building was not of the same design of other larger station houses that we have encountered in our journey along the line of the L&LSR. This photograph was shared on the Londonderry & Lough Swilly Railway Facebook Group by Conor Harkin on 27th April 2022 courtesy of Fahan Inch & Burt Parish. [6]
The modern private dwelling on the site of Carrowen Station House includes the original station house It is seen here viewed from the village road to the East of the L&LSR. The photograph looks along the old station approach. The extension to the right of the building sits over the formation of the old railway. [Google Streetview, July 2021]
This next extract from the 25″ OSi survey shows the old railway heading North-northeast away from Carrowen Railway Station and bridging a local road. [3]
The same length of the line as it appears on modern satellite imagery. The rail-over-road bridge was sited at the top-right of the image. The bridge has gone a a minor realignment of the road carriageway has taken place. [2]
Looking Northwest through the location of the bridge. The bridge and the line’s embankments have been removed. The orange line indicates the approximate line of the L&LSR. [Google Streetview, July 2021]
Continuing North-northeast, the L&LSR ran through two level crossing close to Drumgowan. [3]
the location of each of the crossings can easily be picked out on the modern satellite imagery of railmaponline.com. [2]
This photograph taken from the closest metalled road shows the first crossing encountered. It was about 50 t0 100 metres down the lane at the centre of the image. The approximate line of the L&LSR is shown as an orange line beyond the trees. [Google Streetview, July 2021]
From a very similar location to the last photograph but this time looking North-northeast. The line of the L&LSR crossed the field to the right of the photograph and ran through the trees which appear left of centre towards the top on the image. The track on the left of the image meets the line o0f the old railway at the first of the trees and then runs along what would have been the formation of the old railway to the coast of Lough Swilly, this can be seen on the next satellite image below. [Google Streetview, July 2021]

The next three extracts from the 25″ OSi survey show the L&LSR curving round to the East to run along the side of Lough Swilly. The earthworks of the earlier line from Derry to Farland Point can be seen to the North of the line.

The station at Farland Point opened on 12th December 1864 when the Londonderry and Lough Swilly Railway built its line from Londonderry Middle Quay railway station to a terminus at Farland Point. The L&LSR owned ferries which operated from Farland Pier. [7]

The L&LSR curved round to the East to run along the side of the Lough. Close to the flood gates earthworks from an abandoned line serving Garland pier would have been visible from trains running between Letterkenny and Derry. [3]

.

The original L&LSR line terminated at Farland Point. When the line was extended through Letterkenny and beyond the short stub to Farland Point was removed leaving only the earthworks. [3]
The line continued East alongside the sound on the South side of Inch Island which has been cut by an embankment causeway. [3]
This extract from railmaponline.com’s satellite imagery shows the same length of the L&LSR as covered by the three map extracts above. The embankment visible in the map extracts above still exists in the 21st century. Farland Pier is to the West of the embankment. [2]
Looking East along what was the line of the old railway round the curve shown on the left of the railmaponloine.com image above. [Google Streetview, September 2009]
Looking back Southwest along the curve of the old railway shown on the left of the railmaponline.com image above. [Google Streetview, September 2009]
Looking East along the line of the L&LSR which ran along the embankment beyond the gate ahead. [Google Streetview, September 2009]
Looking back through the gate from the line of the old railway towards Drumgowan (c) Roy Smyth. [Google Streetview, January 2023]
The remains of Farland Pier as they appear on Google Maps. [Google Maps, 23rd May 2024]
Looking West towards Farland Pier with Inch Castle beyond., © Oliver Dixon and shared on Geograph by him on 12th July 2013. This image is licenced for reuse under a creative commons licence (CC BY-SA 2.0). [8]

John McCarton comments on the Londonderry & Lough Swilly Railway Facebook Group: “The Londonderry and Lough Swilly Railway Company opened a railway service from Derry to Farland Point (Inch Level Wildlife Reserve today) in December 1861. From Farland Point, a paddle steamer service took train passengers across Lough Swilly, to Ramelton or Letterkenny. Paddle steamers were chartered in from existing Lough Foyle and Clyde companies to inaugurate this new service. In September 1864, the line was extended from Tooban Junction to Buncrana, with a spur to Fahan, extending Into sidings at the pier for the transportation of goods and passengers to and from the paddle steamers. The ferry service moved to Fahan in 1866, which then became the hub for the L&LSR’s passenger and freight services, to Ramelton, Rathmullan and Portsalon.” [8]

These two extracts from the OSi 25″ survey show the L&LSR running along the South side of what became Inch Wildfowl Reserve. [3]
This railmaponline.com satellite image covers the same length of the old railway as the two map extracts immediately above. [2]
Looking East along the line of the old railway about 200 metres further along the embankment, (c) Roy Smyth. [Google Streetview, January 2023]
Looking East-northeast along the line of the old railway as it curves with the embankment towards the Northeast, (c) Roy Smyth. [Google Streetview, January 2023]
Looking Northeast at a point close to the right side of the railmaponline.com satellite image above, (c) Roy Smyth. [Google Streetview, January 2023]

The next few map extracts follow the old railway heading Northeast towards Tooban Junction Station. …

These three extracts form the OSi 25″ survey show the remaining length of the embankments alongside Lough Swilly as the line heads Northeast towards Tooban Junction. After turning to the Northeast the line can be seen running on a secondary embankment to the East of that facing the sea. [3]
This extract from the railmaponline.com satellite imagery shows the length of the L&LSR covered by the three map extracts above. [2]
Looking back to the Southwest along the L&LSR formation from the Inch Wildfowl Reserve car park. The railway ran along a low embankment to the East of the main embankment and to the East of the modern walkway. [Google Streetview, September 2010]
Looking Northeast along the L&LSR formation from the Inch Wildfowl Reserve car park. The line ran, approximately, along the tree line close to the centre of this photograph. [Google Streetview, September 2010]
Looking Northeast along the L&LSR formation again. (The line ran to the right of the path ahead.)
As is evident in these last few images, the old railway was protected from the worst of the weather over Lough Swilly by a high embankment. We are closing in on the curve taking the line into Tooban Junction Station, (c) Roy Smyth. [Google Streetview, January 2023]

Inch Wildfowl Reserve

The story of the Wildfowl Reserve is told on its website: [9]

“Inch Lough is a brackish lagoon cut out from Lough Swilly by embankments, and penned between Inch Island and extensive flat agricultural polders (slobs) on the mainland of County Donegal by a third long embankment.

Historically there was a large area of Lough Swilly between Inch Island and Burt, which lies at the foot of Grianan Mountain (the site of the famous Iron Age hillfort, Grianán of Aileach).  In 1836 it was proposed to claim this shallow expanse of tidal estuarine mud from the lough.  Work started around 1840 and was complete by 1859.

The first stage was the construction of the Tready Embankment across the centre of the area, from Tooban Junction near Burfoot in the east, to Farland Point in the west.  It would also serve as the route of the Londonderry and Lough Swilly Railway – a narrow-gauge line connecting Carndonagh and Derry in the north-east, with Letterkenny and Burtonport in the far west.  The line operated between 1863 and 1953.

North of Tooban was a point where the mainland was close to Inch Island, and where a causeway, the Inch Embankment, was built to link the island to the mainland.

The third stage was to construct a parallel embankment in the west, between Farland Point and the island, the Farland Embankment, or as it is now generally called, the Farland Bank.

So between these three embankments and Inch Island there was a section of water cut off from Lough Swilly, and also from the mud flats to be drained. This area would be kept as a holding tank, to receive the waters drained from the south and keep out the tidal extremes of Lough Swilly.  Thus Inch Lough was created, and over the years has become steadily less salty.

South of the Tready Embankment, between it and Grianan Mountain, all that area of Lough Swilly now isolated from the tidal waters could be drained through a complicated system of large and small drains, to create agricultural land.  This huge expanse of flat polderland is locally known as The Slobs, or more formally as Inch Level.  The drainage was not initially very successful.  Until the late 1950s the patchwork of small fields were very marshy, and included some areas of unambiguous marshland.

At that time, industrialist Daniel McDonald, started to buy up the small properties and by 1961 had amalgamated all into Grianán Estate, the largest arable farm in Ireland at around 1200ha.  The fields could then be enlarged and the drainage system re-vitalised.

There have been a few changes of hands since then.  Most notably, a consortium of businessmen bought the estate in 1980 and announced plans to drain the northern half of the lake.  A local campaign was immediately launched to resist this – mainly defending Inch Island’s status as an island, but concerned also about the threat to wildlife from the loss of half of the lake.  The consortium claimed that the scheme proved to be technically unviable, and whether or not that was the real reason, or they were overwhelmed by the strength of the opposition, they abandoned the scheme and sold up in 1989.

An Grianan Farm is now in the hands of Donegal Creameries plc., and managed as an organic dairy farm.  Parts of it are leased to local farmers.  In 2002 the National Parks and Wildlife Service took on a thirty year lease of Inch lough and its surrounding wet grasslands.  Since then, NPWS along with various stakeholders have developed the site, with ongoing work in conservation management, community involvement, and development of visitor infrastructure.  The aim now is to sustainably develop Inch Wildfowl Reserve for the future, integrating conservation with community and farming, whilst allowing limited access for the public.” [9]

This extract from the 25″ OSi survey covers the next length of the line. Included in this extract is Tooban Junction and its station and the start of the branch to Cardonagh. [3]
An enlarged extract focussing on Tooban Junction. The L&LSR line to Derry is the more northerly of the two line leaving the right of this image. The other line is a long storage line or headshunt. [3]
This extract from the railmaponline.com satellite imagery covers the same length of the L&LSR as shown in the map extracts immediately above. It centres on the location of Tooban Junction Station. [2]
Facing Northeast along the L&LSR formation again. This time on the curve round to the location of Tooban Junction Station, (c) Roy Smyth. [Google Streetview, January 2023]
Facing East along the line of the old L&LSR through the location of Tooban Junction Station from the modern footbridge over the drainage channel. Note the signal post with two arms which stands on the station site, This is a reconstruction by Buncrana sculptor John McCarron as part of the Ghosts of Tooban Junction project, (c) Roy Smyth. [Google Streetview, January 2023]
Tooban Junction Station seen from the West. This image was shared by Donegal Railway Heritage Museum in their Facebook Page on 6th February 2020, (c) Edward Patterson
Looking West at Tooban Junction on 20th April 1953. The line to Letterkenny is to the left of the water tower, that to Cardonagh is to the right. This photograph was shared on the Fahan Inch & Burt Parish Facebook Group on 6th September 2015. [16]

The ‘Disused Stations’ website has a series of pages focussing on Tooban Junction Station. [10][11][12][13] These pages include a history of the station and a number of photographs of the station from various sources. Click here to visit the first of these pages.

Ernie’s Archive includes a number of photos of the station. [14] Click here to access these images.

Wikipedia notes that “the station opened on 9th September 1864 when the Londonderry and Lough Swilly Railway built their line from Londonderry Middle Quay to Farland Point. It closed for passengers on 23th October 1935. Freight services continued until 10th August 1953.” [17]

We take a break at Tooban Station and await the next train!

References

  1. https://en.m.wikipedia.org/wiki/Londonderry_and_Lough_Swilly_Railway, accessed on 30th April 2024.
  2. https://railmaponline.com/UKIEMap.php, accessed on 1st May 2024.
  3. https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 5th May 2024.
  4. Dave Bell and Steve Flanders; The Londonderry and Lough Swilly Railway: A Visitor’s Guide; County Donegal Railway Restoration Society.
  5. https://www.facebook.com/groups/788818974978955, accessed on 18th May 2024.
  6. https://www.facebook.com/photo?fbid=1713862078953969&set=gm.1295963820931132&idorvanity=788818974978955, accessed on 22nd May 2024.
  7. https://en.m.wikipedia.org/wiki/Farland_Point_railway_station, accessed on 23rd May 2024.
  8. https://www.facebook.com/share/p/Piq7PPiWx22ujqFV/, accessed on 23rd May 2024.
  9. https://www.inchwildfowlreserve.ie/history, accessed on 23rd May 2024.
  10. http://disused-stations.org.uk/t/tooban_junction/index1.shtml, accessed on 27th May 2024.
  11. http://disused-stations.org.uk/t/tooban_junction/index.shtml, accessed on 27th May 2024.
  12. http://www.disused-stations.org.uk/t/tooban_junction/index2.shtml, accessed on 27th May 2024.
  13. http://www.disused-stations.org.uk/t/tooban_junction/index3.shtml, accessed on 27th May 2024.
  14. https://www.flickr.com/search/?text=tooban+junction, accessed on 27th May 2024.
  15. https://www.facebook.com/photo/?fbid=2645067492196142&set=a.1224552917580947, accessed on 27th May 2024.
  16. https://www.facebook.com/fahaninchburt/photos/a.648557531950952/648562385283800/?type=3, accessed on 27th May 2024.
  17. https://en.wikipedia.org/wiki/Tooban_Junction_railway_station, accessed on 27th May 2024. However, note comments made in response to this article by Martin Baumann: “The Derry to Buncrana line saw passenger services on bank holidays after regular services had ceased. The last day this happened was 6th September 1948. … Freight traffic ceased on 8th August 1953, not the 10th but it was possible to travel on freight services as the Swilly had no Goods Brake Vans so a Passenger Brake with some seats was always in the formation.”

The Lough Swilly Railway continued. … Letterkenny to Derry – Part 1

2 Replies

Letterkenny once had two railway stations immediately adjacent to each other. One was the terminus of the County Donegal Railways Strabane to Letterkenny branch. The other was a through station on the Lough Swilly (when operation in the first half of the 20th century it’s formal title was the ‘Londonderry & Lough Swilly Railway’).

The two railway stations in Letterkenny lay side by side. That to the North was the terminus if the County Donegal Railways branch which connected Letterkenny to Strabane. That to the South was the Lough Swilly station through which passed trains between Burtonport and Derry. OSi 6″ to 1 mile last series. [3]
The same area as shown on the railmaponline.com satellite imagery. Contrary to what appears on the image, both railway lines ran on the South side of Ramelton Road. That shown in Orange is the Lough Swilly line. [4]

In an East-Southeast direction, the two companies’ lines ran parallel for some distance, before the Co. Donegal line headed away to the South through Convoy and Raphoe before crossing the border at Lifford and meeting the other Co. Donegal lines at Strabane. The Loch Swilly found its way to Derry via Tooban Junction where a significant branch line to Buncrana and Cardonagh left the line to Derry.

To the West, the Lough Swilly’s Burtonport Extension Railway meandered across the moors and between small villages nearer the coast.

Three articles cover the Strabane to Letterkenny branch of the Co. Donegal Railways. They can be found on the following links. ….

Co. Donegal Railways, Ireland – Part 4 – Strabane to Letterkenny (Part A – Strabane to Raphoe)

Co. Donegal Railways, Ireland – Part 5 – Strabane to Letterkenny (Part B – Raphoe to Convoy)

Co. Donegal Railways, Ireland – Part 6 – Strabane to Letterkenny (Part C – Convoy to Letterkenny)

The Burtonport Extension of the Lough Swilly is covered in four other articles which can be found on these links. …

The Burtonport Extension of the ‘Londonderry & Lough Swilly Railway’ – Part 1

The Burtonport Extension of the ‘Londonderry & Lough Swilly Railway’ – Part 2

The Burtonport Extension of the L&LSR (Londonderry & Lough Swilly Railway) – Part 3 – Cashelnagor Railway Station to Barnes Gap

The Burtonport Extension of the L&LSR (Londonderry and Lough Swilly Railway) – Part 4 – Barnes Gap to Letterkenny. …

The Lough Swilly’s line between Derry and Letterkenny was built in stages and included a change of track gauge from 5ft 3in to 3ft.

“The railway was initially planned as the Derry and Lough Swilly Railway Company when an application for incorporation was filed in 1852,  … The company opened its first line, a 5 ft 3 in (1,600 mm) link between Derry and Farland Point, on 31st December 1863. A branch line between Tooban Junction and Buncrana was added in 1864 and much of the Farland Point line was closed in 1866.” [1][2: pxiv]

Wikipedia’s history of the railway company goes on to say that “in 1883, the 3 ft (914 mm) narrow gauge Letterkenny Railway between Cuttymanhill and Letterkenny was opened and the L&LSR connected with it by reopening the Tooban Junction – Cuttymanhill section of its Farland Point line. The L&LSR worked the Letterkenny Railway, and in 1885 it converted its track from 5 ft 3 in (1,600 mm) gauge to 3 ft (914 mm) narrow gauge to enable through running. In 1887, ownership of the Letterkenny Railway passed to the Irish Board of Works, which continued the agreement by which the L&LSR operated the line.” [1][2: pxiv & p3]

“Carndonagh was reached by an extension completed in 1901 and Burtonport by a one completed in 1903. Both lines were constructed as joint ventures with the UK Government, with ownership and liabilities shared between the two parties. During this period the company did not make a profit, and struggled to meet its debts.” [1][2: p2 & p3]

The Lough Swilly Railway between Letterkenny and Derry in 1926. © Public Domain. [1]

Letterkenny to Newtowncunningham

Letterkenny to Newtoncunningham. The L&LS railway is shown on this extract from OSi mapping of the mid-20th century. [3]

The first map extract from OSi mapping which appears close to the top of this article shows the Co. Donegal and the Lough Swilly stations in Letterkenny. The 6″to 1 mile series as digitised is not the clearest mapping. An earlier 25″ to 1 mile series shows only the Lough Swilly line but is of a higher quality.

These first two 25″ OSi map extracts show only the Lough Swilly Station and line. When the Co. Donegal branch was constructed the Ramilton Road had to be realigned northward.
Letterkenny & Burtonport Extension Railway (L&BER) No. 3 was a 3ft gauge 4-6-0T, built by Andrew Barclay & Sons Co. in 1902 for the Letterkenny and Burtonport Extension Railway. The line was operated by the L&LSR. No.3 was scrapped in 1954. It is seen here heading from Burtonport to Letterkenny, © Courtesy of Trainiac on Flicker (Public Domain). [8]

Ernie’s Railway Archive on Flickr has a range of photographs of the L&LS Letterkenny Railway Station site from the 1950s, the links are embedded here below, click on each link to see the image in Ernie’s Railway Archive on Flickr:

https://flic.kr/p/2nMqBvu – The L&LSR Station site from the East in 1952. The carriage shed is closest to the camera on the right of the image. The locomotive shed and turntable are hidden behind the carriage shed. At the centre-top of the image, the Goods Shed can be seen.

https://flic.kr/p/2nM8xYs – The Goods Yard of the L&LSR in 1952. Beyond wagons L&LSR No. 124 and L&BER No. 73 the Goods Shed and the passenger station building can be seen.

https://flic.kr/p/2nWyB5y – The L&LSR Goods Yard in 1952. The side elevation of the Goods Shed is visible beyond the wagons in the yard. Prominent in the picture is L&LSR Wagon No. 71.

https://flic.kr/p/2nCR8dg – L&LSR No. 12 is featured in this image from 1952. No. 15 is just poking its nose into the shot on the left.

https://flic.kr/p/2kHNdD9 – L&LSR No. 8 is being turned on Letterkenny’s turntable on 27th June 1952.

https://flic.kr/p/JoWHRY – L&LSR No.15 sits in front of Letterkenny WaterTower in 1953.

https://flic.kr/p/BWoyiF – L&LSR No3 at Letterkenny. On the left, the image is framed by the wall of the Goods Shed. The crossing gates at the West end of the station are visible beyond No. 3’s train. The passenger facilities are on the right. Note the coach acting as a brake van for the train. (c) JW Armstrong/ARPT

https://flic.kr/p/BvajsP – L&LSR No. 12 in the Engine Shed at Letterkenny, (c) JW Armstrong/ARPT

https://flic.kr/p/2ma5Lo3 – The L&LSR Station at Letterkenny on 1st July 1959 after the rails had been lifted. The Goods Shed door is closed (on the left) and the station buildings are on the right.

https://flic.kr/p/2k1hGvQ – The L&LSR operated a daily goods service by lorry after the closure of the line. A company rail lorry bearing the number plate IB7024 is shown standing where trains would once have passed, adjacent to the station building at Letterkenny. The photograph was taken on 23rd August 1954.

Other photographs of Letterkenny’s L&LSR railway station can be found on Flickr or elsewhere on line:

The last engines to be built for the Swilly were a pair of extraordinary 4-8-4Ts, weighing 58 tons each. No 6, with LSR diamond on the tanks, is outside Letterkenny shed on 15 June 1948. This image was shared on eBay [5]
L&LSR No. 3 at the head of a train from Derry at Letterkenny Station, either heading for Burtonport or terminating at Letterkenny. The image was shared by Letterkenny History on their webpage. [6]
Plenty to see in this shot at Letterkenny. Locomotive No. 12 is facing the photographer and a CDR engine is in the background. Shared by Kerry Doherty on the L&LSR Facebook Group on 1st February 2021. [7]
A goods train has just arrived from Derry in June 1950, © John Edgington c/o Pendragon Collection and shared on the Donegal Railway Heritage Museum Facebook Page. [9]
The L&LSR’s Letterkenny Station, seen from the Northeast. Either this train has just arrived from Burtonport or is setting off for Derry. This image was shared by Gabe J. McTuile on the Letterkenny Community Heritage Facebook Group on 19th January 2017. [10]
The two Letterkenny Railway Stations. The terminus of the Strabane to Letterkenny Branch of the Co. Donegal Railways Joint Committee is on the left. The L&LSR station which sat on the line between Derry and Burtonport. This image was shared on the Donegal County Museum Facebook Page on 20th February 2013. [11]
Another view of the two station buildings in Letterkenny. This image was shared by Keiran Kelly on the Letterkenny Community Heritage Facebook Group on 13th October 2014. [12]

These next images show the railway station buildings in Letterkenny after the closure of both lines.

The remains of both station buildings can be seen at the centre of this aerial image. There  are quite a few of the Lough Swilly Bus Company’s fleet of buses visible. This image was shared by Gabe J. McTuile on the Letterkenny Community Heritage Facebook Group on 18th June 2016 . [13]
The Co. Donegal terminus in Letterkenny is now repurposed as the passenger facilities for the town’s bus station. My photograph, 29th April 2023.
The length of the two lines between the stations and Port Bridge, superimposed on Google Maps satellite imagery. [April 2023]
Leaving the Station site, the two railway lines ran parallel to each other. Both lines crossed the old Port Road by means of girder bridges with stone abutments. The lines then crossed the River Swilly by means of lattice girder bridges alongside the road bridge. After which, the Co. Donegal line rose above the L&LSR, turning South as it bridged the L&LSR line. [13]
The North abutment of one of the bridges which carried the two lines over the Port Road. © Kerry Doherty. [17, May 2020]
Looking ahead along the line of the two railways towards the River Swilly. The remaining abutment is alongside the camera. The plaque which can be seen in the foreground close to the abutment illustrates what the bridges would have looked like, © Kerry Doherty. [17, May 2020]
The plaque mentioned above, © Kerry Doherty. [17, May 2020]
Port Bridge, Letterkenny, seen from the South, presumably before the construction of the Co. Donegal Railway Structure.  [14]
An extract from the 1st edition 6″ OSi mapping which shows just the road bridge. [15]
The same location after the construction of the L&LSR line from Derry to Letterkenny as it appeared on the 25″ OSI mapping.. [15]
The same location once more. This is an extract from the last 6″ edition of the OSi mapping. [15]
A modern aerial view of Port Bridge (seen from the downstream side) and the Polestar roundabout. This image was shared by Gabe J. McTuile on the Letterkenny Community Heritage Facebook Group on 1st February 2017. [16]
Looking Northwest along the N56 towards the Polestar roundabout. The modern bridge sits directly over the location of the old railway bridges scanning the River Swilly. [Google Maps, April 2020]
This extract from the 25″ OSi mapping which predated the construction of the CDR branch. The old main road to Derry runs parallel to the railway line to the North. Another road rises on an embankment to cross the L&LSR. [15]
The same location on the last 6″ OSi survey. The embankment has been shifted to accommodate the CDR branch. [15]
Approximately the same area as covered by the 25″ extract above as shown on the railmaponline.com satellite imagery. The road alignment shown in the OSi extracts above remains. The bridge over the two lines has been partially infilled. [4]
The embankment highlighted above is to the right of this image. The area adjacent to the white van is the bridge location. The area under the bridge has been altered to act as garage space. This image is the view westward from the modern N56.  [Google Street view, April 2023]

Dave Bell and Steve Flanders describe the use of the bridge arches in the 1980s like this: “The present owner of the filling station has made good use of the … bridge by bricking up one side and building a garage against the other. In effect he now has a garage with three bays, the roof of which is actually the side road.” [18: p47] There are two pictures of the arched bays in Bell and Flanders book.

Kerry Doherty also very kindly supplied this photograph which shows the arches of the old bridge inside the garage facility, (c) Dave Bell. [17]

A short distance to the South East the CDR branch crossed the Lough Swilly and turned away to the South.

The next extract from the 25″ OSi survey. [15]
The immediate area of the bridge carrying the CDR over the Lough Swilly line as shown on the last 6″ OSi mapping.. [15]
Approximately the same area as covered by the 25″ extract above. [4]
As we have already noted, after crossing the River Swilly the two railway lines ran approximately parallel to each other. The Co. Donegal branch line climbed gradually until it was able to bridge the Lough Swilly line and head away to the South. By the time this picture was taken the Lough Swilly line had closed and had been lifted. This picture was kindly supplied by Kerry Doherty. It shows Co. Donegal Railway No. 5 Drumboe at the head of a goods train in 1959, © J.G. Dewing, Color-rail. [17]

A short distance to the East of the over bridge the Lough Swilly line crossed another road at a level crossing.

The site of the level-crossing as shown by Google Maps [May 2024]
At the site of the level-crossing, this view looks back towards Letterkenny along the line of the old railway. [Google Streetview, August 2021]
Also at the level-crossing this view looks ahead to the Southeast along the line of the railway. [Google Streetview, August 2021]

A few hundred metres to the Southeast the line crossed Clanree Lane at the level.

The old railway ran approximately along the line of parked cars in the Clarence Hotel carpark in this Google Maps satellite image, across Clanree Lane and through the house which has been built over the old railway. [Google Maps, May 2024]
Looking back along the line of the Lough Swilly Railway from the location of the level-crossing on Clanree Lane. [Google Streetview, August 2021]
Looking East from the lpcation of the level-crossing on Clanree Lane. The house has been built over the old formation. [Google Streetview, August 2021]
The next length of the old railway as shown on the 25″ OSi survey. [15]
The same length of the Lough Swilly Railway as it appears on railmaponlin.com’s satellite imagery. The old railway formation is buried under the earthworks of the modern N13 road. [4]
This next extract from the OSi 25″ survey shows the old road to Derry passing under the Lough Swilly. [15]
The route of the Lough Swilly Railway continues to be located under the earthworks of the N13 dual-carriageway. [4]
This next OSi extract (from the 25″ survey shows the line meandering to the North. [15]
The N13 continues to follow the route of the old railway. [4]
The 25″ OSi survey again. … The line continues to follow the contours as it curves around higher land. [15]
Railmaponline.com continues to show the line of the Lough Swilly Railway in orange. [4]
This next extract from the OSi 25″ survey shows the Lough Swilly Railway crossing the old main Road by means of a bridge and continuing to cut e round towards a southerly alignment. [15]
For much of this extract from railmaponline.com the route of the old railway is followed by the N13. However close to the bottom-right of the extract the route of the Lough Swilly Railway turns South away from the modern N13. [4]
Travelling South toward Pluck, the line ran along the West side of the old road to Derry. [15]
Railmaponline.com’s satellite imagery shows that the route of the old line is still marked by hedge lines which mark the old boundaries of railway land. [4]
On the approach to Pluck Station the line bridged a narrow lane before curving round into the station.When the line was built the lane providing access to the station was diverted to allow it to bridge the line. The bridge is visible in the bottom-right of the extract. [15]
The modern satellite imagery shows that the road layout around Pluck Station is little changed. [4]
Looking East along the minor road shown in the top half of the map extract and satellite image above. The bridge abutments of the railway bridge crossing the road remains. [Google Streetview, August 2021]
An enlarged extract from the 25″ OSi survey showing Pluck Station. [15]
The same location as it appears on Google Maps. The original station building at Pluck is now in private hands and much extended/altered. [Google Maps May 2024]
Pluck Station building in 1901, seen from the North [19]
The much altered and extended building that was once Pluck Station building, seen from the North. [Google Streetview, April 2011]
Pluck Station railway bridge seen from the road to the West of the structure. The road looped round over the bridge and provided access to the Station from the South. [Google Streetview, April 2011]
To the Southeast of Pluck Station, after passing under the station bridge, the Lough Swilly Railway crossed a culverted stream and a narrow road. [15]
The same area as shown on the map extract above. The orange line represents the route of the Lough Swilly Railway. Field boundaries and hedgerows delineate the route on the ground. [4]
To the Southeast of Pluck Station the railway crossed a narrow lane by means of a stone-arched bridge. This image shows the bridge from the North. [Google Streetview, July 2021]
This next extract from the OSi 25″ survey shows the line continuing in a southeasterly direction and crossing over a further road by means of ankther stone-arched bridge. Two roads would have crossed the line in short succession had the most easterly of these not been diverted. [15]
The railmaponline.com satellite imagery shows the heavily wooded embankment which once carried the railway. [4]
Looking North though the bridge which carried the old railway over the minor road at the top left of the extracts above. [Google Streetview, July 2021]
Looking Southeast along the minor road which was diverted as part of the construction of the Lough Swilly Railway. The railway embankment is on the left of this image and the bridge in the photograph above is behind the camera to the left. [Google Streetview July 2021]
The line then curved round through East to a east-northeastly direction. A further road crossed the line in the bottom-right of this extract. [15]
The satellite image shows that the line has been ploughed back into the landscape over much of the length covered in these extracts. Towards the right of this extract, a farm track can be seen following the line of the old railway. [4]
Looking back along the line of the Lough Swilly Railway to the West. The farm track sits on the line of the old railway. [Google Streetview, July 2021]
The road mentioned in the satellite image and the map extract above is shown on the left side of this next extract from the OSi 25″ survey. A further road appears at the right of this extract. When the line was built that road was diverted so as to be able to bridge the line. [15]
From the road on the left of these extracts a further length of the old railway has been ploughed back into stable land. At the third point in this image the route of the old line is once again shrouded by trees. As can be seen here and below, the road diversion remains in place but the cutting appears to have been infilled and there is no longer any evidence of the bridge over the railway. [4]
Looking ahead from the road on the left of the two extracts above, facing East along the line of the old railway. The line ran to the right of the trees behind the black farm building. It crossed this minor road on the level. [Google Streetview, July 2021]
A Streetview image showing the road at the right of the map and satellite images above. The Lough Swilly Railway passed under the road at this location. As noted above there is no evidence except for the road alignment that the railway was present. [Google Streetview, July 2021]
The sinuous curving of the line continues on this next extract as the line continued to cross open farmland. The road at the left of this image is that at the right of the last map extract. [15]
Even without the orange line provided by railmaponline.com, the route of the old railway would be easy to pick out. [4]
The line then entered Manorcunningham Station. [15]
This is the same area as shown on the map extract above. The route of the old Letterkenny to Strabane road shows up as a grey line on the satellite imagery. The modern road was constructed long after the closure of the railway. [4]
This is the point at which the old main road leaves the modern road. Road traffic ran across the North side of the railway station and then turned sharply to the South to cross the line at the East end of the station. [Google Streetview, July 2021]
This enlarged extract from the 25″ OSi survey focusses on Manorcunningham Railway Station. [15]
This satellite image shows the same area as that covered by the map extract above. [4]
Manorcunningham Railway Station in the first half of the 20th century. [20]
A similar view of the Railway Station as it appeared in the 1980s. This image was included in Dave Bell and Steve Flanders book: The Londonderry and Lough Swilly Railway: A Visitor’s Guide and used by kind pe
The old station forecourt as seen from the modern N14. [Google Streetview, July 2021]
An enlarged view of the old Manorcunningham station building in the 21st century. [Google Streetview, July 2021]
A better view of the station building. This image was shared on the Donegal Railway Heritage Museum Facebook Page on 25th December 2021. [21]
A modern view of the platform side of Manorcunningham Station. [Google Streetview, July 2021]
The old main road ran on the North side of the station and railway line and at the end of Manorcunningham station site, turned sharply to the South passing under the railway. The abutments of the bridge carrying the railway over the road can still be found by following the old main road where it diverts from the modern N14. [My photograph, 10th May 2024]
A further road crossed the line close to Drumoghill. [15]
This extract from railmaponline.com satellite imagery covers a similar area to the map extract above. The Lough Swilly Railway’s route now runs Northeast in a straight line. There is no sign of the short viaduct which spanned both river and road as can be seen in the enlarged map extract below. [4]
This enlarged extract from the OSi 25″ survey shows the erstwhile viaduct close to Drumoghill. [15]
Looking Southeast along the line of the minor road approaching Drumoghill through the location of the old railway viaduct. [Google Streetview, July 2021]
Remains of the viaduct which crosses the stream. The section over the road has been removed. This and the following three photographs were shared on the Londonderry and Lough Swilly Railway Facebook Group by Willie Rodgers on 13th December 2021. [23]
Three photos taken in sequence looking and walking Northeast along the L&LSR from the location of the old viaduct shown on the enlarged map extract above. These pictures were all shared on the Londonderry and Lough Swilly Railway Facebook Group by Willie Rodgers on 13th December 2021. [23]
After Drumoghill, the Lough Swilly Railway continues Northeast over open farmland. [15]
Approximately the same area as shown on the map extract above. A green lane marks the line of the old railway. Hedges mark the extent of railway land. [4]
Turning further towards the North, the line ran to the East of Tullybogly. [15]
The Lough Swilly Railway passed beneath a minor road as it travelled North. [4]
Looking East along the lane which bridged the Lough Swilly Railway to the South of Tullybogly. The road can bee seen to rise and then fall away quickly after crossing the old line. [Google Streetview, July 2021]
The line continued Northeast passing close to Monclink where there was a single siding. [15]
A similar area as covered in the map extract above. A racetrack has been built over the line of the old railway at Monclink (Manor Race Track). [4]
This next extract from the OSi 25″ survey shows the line curing round towards the East and entering Sallybrook Station. [15]
The same length of the Lough Swilly Railway as shown on the railmaponline.com satellite imagery. [4]
An enlarged extract from the 25″ OSi mapping showing the Sallybrook Station site and the adjacent creamery. The road crossing ran through the heart of the station site at level, with the goods shed to the East of the road and passenger facilities to the West of the road. [15]
Approximately the same location as the enlarged extract from the OSi mapping showing the station location. [4]
Sallybrook Station House, seen from the North in July 2021. The brick out building was built on the platform after closure of the line. [Google Streetview July 2021]
Sallybrook Station as illustrated in Dave Bell and Steve Flanders book: The Londonderry and Lough Swilly Railway: A Visitor’s Guide; County Donegal Railway Restoration Society and used by kind permission of Steve Flanders and the Donegal Railway Heritage Museum. The two images on the right show the station as it was in 1953, © H.V. Casserley. Those on the left show the s[18: p41]

Anticipating that the Sallybrook Station House would’ve been fully renovated, we drove down the access road and discovered that no further work had been undertaken since the July 2031 photo was taken. Two pictures of the building are included here.

The station forecourt side of Sallybrook Station building, [My photograph, 10th May 2024]
Looking West along the line of the Lough Swilly Railway along the platform side of the Station building. [My photograph, 10th May 2024]
Looking Northwest from the minor road across the level-crossing at Sallybrook Station. [Google Streetview, July 2021]
Looking ahead, East, at Sallybrook Station, towards Newtoncunningham. [Google Streetview, July 2021]
The next extract from the 25″ OSi survey shows the length of the line immediately yo the East of Sallybrook Station. Land levels are such that the Lough Swilly Railway [passed over the next road. [15]
Google Maps shows the same location in the 21st century. [Google Maps, 15th May 2024]
Looking North along the minor road which appears in the map extract and the image above. The trees to the right and left of the road mask the embankment which carried the old railway. The bridge at this location has been removed. [Google Streetview, October 2021]

This next series of extracts from the 25″ OSi survey shows the Lough Swilly Railway crossing opens country between Sallybrook Station and Newtoncunningham Station.

The seven map extract above show the Lough Swilly Railway traversing open country/farmland in a generally Northeasterly direction. [15]
This satellite image from Google Maps shows that same length of the line as covered by the seven extracts immediately above. Field boundaries remain as they were at the time of the 25″ OSi survey. Over parts of this length of the line, hedgerows which used to flank the old railway have disappeared. [Google Maps, 16th May 2024]
This next extract from the 25″ OSi survey shows the point at which Castleblaugh crossed the line. [15]
A similar area to that shown on the map extract immediately above as it is shown on Google Maps satellite imagery in the 21st century. [Google Maps, 16th May 2024]
Looking East along Castleblaugh, the only indication of the old railway at this point is the crest in the road alignment at the point where the road bridged the line. [Google Streetview, July 2021]

From Castlebaugh heading North to Milltown much of the old railway formation has been ploughed back into the landscape. The next few 25″ OSI survey extracts show the line as it was.

The eight extracts from the 25″ OSi survey show the length of the railway between the road bridge carrying Castleblaugh and that at Milltown. [15]
The length of the Lough Swilly Railway from Castleblaugh to Milltown as shown on railmaponline.com’s satellite imagery. Much of the formation of the old railway has been ploughed back into farmland. [4]
The Flax Mill at Milltown and the road bridge over the Lough Swilly Railway. [15]
Railmaponline.com’s satellite imagery shows the same area close to the old flax mill, as it appears in the 21st century. [4]
The bridge at Milltown as it appears in the 21st century. This view looks from the East over the bridge towards the location of the flax mill. [Google Streetview, July 2021]
Looking South from Monad Road along the line of the old railway. The curtting at this location has been infilled and only the bridge parapet remains visible. [Google Strettview, July 2021]
Looking North from Monad Road along the line of the Lough Swilly Railway towards Newtoncunningham. More of the cutting of te old railway can be seen in this direction. [Google Streetview, July 2021]

The next 4 extracts from the 25″ OSi survey cover the length of the line as far as Mason Lodge and the overbridge at that location.

Four extracts from the OSi 25″ survey take us as far as Mason Lodge and the bridge over the line at that location. [15]
The length of the line covered by the four map extracts above as it is shown on railmaponl;ine.com’s satellite imagery. [4]
An enlarged extract from railmaponline.com’s satellite imagery focussed on the location of the bridge over the line adjacent to Mason Lodge. [4]
Looking West across the old bridge over the Lough Swilly Railway adjacent to Mason Lodge. This 21st century image shows the bridge parapets still in place. [Google Streetview, July 2021]
Looking South along the old railway the cutting is heavily overgrown in the 21st century. [Google Streetview, July 2021]
Looking North over the bridge parapet in 2021a private property straddles the old formation with the line running close to the hedge in the foreground and through the out-building ahead. {Google Streetview, July 2021]
From a point a little further to the North on the minor road which ran parallel to the old railway, it is possible to make out the stone arch which carried the road over the line. It is masked by the landscaping of the private garden. [Google Streetview, July 2021]
The line continued Northward in cutting. [15]
As this next extract from the 25″ OSi survey shows, where the cutting came to an end and before the line ran North onto embankment there was a further road crossing, this time at level. [15]
This extract from railmaponline.com’s satellite imagery covers the same length of the old railway as the two map extracts immediately above. The bridge close to Mason Lodge appears at the southern edge of the extract, the level crossing noted above appears at the top of this image. [4]
This photograph shows the view looking West across the line of the old railway at the location of the lvel-crossing. [Google Streetview, March 2011]
Looking South along the line of the Lough Swilly Railway from the levle-crossing noted above, the formation continues to be defined by boundary hedges although, in the 21st century, it is in private hands. [Google Streetview, March 2011]
Looking North from the location of the level crossing. The approximate route of the old railway is shown by the orange line. [Google Streetview, March 2011]
This next extract shows that the line North of the level crossing was on a relatively significant embankment. [15]
Continuing to the North, this next extract from the 25″ OSi survey shows a significant viaduct which carried the line over a stream. [15]
The line then crossed a more significant road by means of another bridge. This road was to become the N13 linking Letterkenny to Derry. [15]
The location of the level-crossing appears at the bottom of this next extract from railmaponline’s satellite imagery, the N13 at the top and the viaduct location just above the centre of the image. [4]
Looking Northeast along the N13 through the location of the bridge which carried the Lough Swilly Railway over the road. [Google Streetview, November 2022]
Looking South from the N13 the rail embankment has been removed for some distance from the modern road, but the embankment can be seen in the distance. Railway land at this location was wide enought o accommodate the full width of the embankment and remains delineated by the modern hedges seen in this image. [Google Streetview, November 2022]
Looking Northwest from the N13, the embankment has not been removed. The stonework of the bridge abutment and the springing at the base of the arch which spanned the old road before its widening can clearly be seen. [Google Streetview, November 2022]
The two extracts from the 25″ )Si survey show the southern approach to the station at Newtowncunningham. [15]
Newtowncunnigham Railway Station as shown on the 25″ OSi survey. The station was sited in the area known as Moyle. [15]
The site of Newtowncunningham Railway Station as shown on railmaponline.com’s satellite imagery. The bridge at the North end of the station has been removed and the road realigned. The Station House and the Water Tower remain. The Station House in private hands. [4]

(c) National Inventory of Architectural Heritage (@niah_ireland [Instagram], @NIAH_Ireland [Twitter])

Two views of Newtowncunninham Railway Station House, now in private ownership, (c) National Inventory of Architectural Heritage (@niah_ireland [Instagram], @NIAH_Ireland [Twitter]). [22]

Newtowncunningham Station Water Tower. The National Inventory of Architectural heritage describes this as a “freestanding single-bay two-storey former railway water tower associated with Newtowncunningham Railway Station, built c. 1883, having rendered platform over surmounted by timber-clad metal water tank.” (c) National Inventory of Architectural Heritage (@niah_ireland [Instagram], @NIAH_Ireland [Twitter]). [22]

The Station House seen from the road. [My photograph, 9th May 2024]

We complete this article here at Newtowncunningham Railway Station. The next article in this series will look at the line from Newtowncunningham to Derry.

References

  1. https://en.m.wikipedia.org/wiki/Londonderry_and_Lough_Swilly_Railway, a cessed on 30th April 2024.
  2. S. Maxwell Hajducki; A Railway Atlas of Ireland; David & Charles, Newton Abbot, 1974.
  3. https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 30th April 2024.
  4. https://railmaponline.com/UKIEMap.php, accessed on 1st May 2024.
  5. https://www.ebay.co.uk/itm/293669517301?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=vFhrxofnRnO&sssrc=4429486&ssuid=afQhrar7TGK&var=&widget_ver=artemis&media=COPY, accessed on 13th July 2023.
  6. https://www.letterkennyhistory.com/the-railways, accessed on 13th July 2023.
  7. https://m.facebook.com/groups/788818974978955/permalink/1011585592702291, accessed on 13th July 2023.
  8. https://www.flickr.com/photos/29903115@N06/48627305973, accessed on 3rd May 2024.
  9. https://www.facebook.com/share/p/wdwkAfVanbCPbvmT, accessed on 3rd May 2024.
  10. https://www.facebook.com/share/AEut2yYnGpVF5Bdu, accessed on 3rd May 2024.
  11. https://www.facebook.com/share/LY7arTwvoZJ3iVTs, accessed on 3rd May 2024.
  12. https://www.facebook.com/share/p/qUSZXS8nL2jjKiYG, accessed on 4th May 2024.
  13. http://geohive.maps.arcgis.com/apps/we2bappviewer/index.html?id=9def898f708b47f19a8d8b7088a100c4, accessed on 27th and 28th October 2020.
  14. https://catalogue.nli.ie/Record/vtls000332873, accessed on 5th May 2024.
  15. https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 5th May 2024.
  16. https://www.facebook.com/share/p/8ZMXsiwAdUZFuj7X, accessed on 5th May 2024.
  17. In 2020, Kerry Doherty of Ballindrait very kindly sent me a series of pictures of the Co. Donegal Railways Strabane and Letterkenny Railway route. Each of these, in this article, bears the reference number [17].
  18. Dave Bell and Steve Flanders; The Londonderry and Lough Swilly Railway: A Visitor’s Guide; County Donegal Railway Restoration Society.
  19. http://donegalgenealogy.com/1901pluck.htm, accessed on 8th May 2024.
  20. https://www.donegaldaily.com/2024/03/19/plans-for-reinstatement-of-old-east-donegal-railway-line, accessed on 9th May 2024.
  21. https://www.facebook.com/share/p/WPFKVTW43vPdgCJY, accessed on 9th May 2024.
  22. https://www.buildingsofireland.ie/buildings-search/?query=&location_type=building&county=DG&town=Newtowncunningham&townland=&group=&type=&date_from=&date_to=, accessed on 16th May 2024.
  23. https://www.facebook.com/groups/788818974978955/permalink/1209152166278965/?app=fbl, accessed on 2nd June 2024.

The Burtonport Extension of the L&LSR (Londonderry & Lough Swilly Railway) – Part 3 – Cashelnagor Railway Station to Barnes Gap

4 Replies

This third article about the Burtonport Extension covers the length from Cashelnagor Station to Barnes Gap.

The first two articles in this series can be found on the following links:

The Burtonport Extension of the ‘Londonderry & Lough Swilly Railway’ – Part 1

and

The Burtonport Extension of the ‘Londonderry & Lough Swilly Railway’ – Part 2

The featured image above shows Cashelnagor Railway Station from the air, momentarily lit by sunlight © Proinsias Carr. The image is used by kind permission. His photography can be found here. [1]

Images of traffic on the line when it was still operating seem to be few and far between. I am continuing to look for images and may post an addendum if sufficient come to light in due course.

The 1940s 1″ OSi mapping below shows the length of the covered in this third article.

This first segment covers Cashelnagor Railway Station via Falcarragh Railway Station to Lough Agher. [2]
This next segment runs from Lough Agher via Dunfanaghy and Creeslough Railway Stations, across the Owencarrow Viaduct and through Barnes Gap. [2]
Our starting point for this part of the journey along the Burtonport Extension Railway is at Cashelnagor Railway Station. This is an extract from the 25″ OSi mapping of the early 20th century. [2]
A very similar area as covered in the map extract above. This is how the site of Cashelnagor Railway Station appears on the satellite imagery provided by Google Earth [May 2023]
Cashelnagor Railway Station viewed from the crossing location to the South of the Station in April 2023. As we noted in the lst article about the line, the station building has been refurbished and is in use as a holiday let. [3][My photograph, 24th April 2023]

The length of the line from Cashelnagor Railway Station to Falcarragh Railway Station is best seen on the 6″ OSi mapping of 1901 as one sheet of the 26″ mapping covering the route is not available on line. The quality of the reproduction of the map extracts below is not as good as it might be, but it is the best available at present. [2]

The 6″ OSi mapping shows the old railway heading almost due North away from Cashenagor Railway Station. [2]
A similar length of the old line as it appears on Google Earth in 2023. [Google Earth, 31st May 2023}
At Milepost 56 (56 miles from Derry) the line begins to curve round to the East. [2]
Another Google Earth satellite image which shows the route of the old line as it appears in 2023. [Google Earth, 31st May 2023]
Looking back Southwest from the minor road which appears on the Google Earth satellite image above. The route of the old railway is shown by the superimposed yellow line. [Google Streetview, August 2021]
At the same location, looking Northeast along the route of the old railway. The minor road on which we are standing was no more than a track in the days when the railway was operating. The map extract above shows it petering out after crossing the line. It linked in to another track to the North of the line. [Google Streetview, August 2021]
The old railway crossed the Tullaghobegly River on embankment while running in a Northeasterly direction. We are on the next OSi 6″ map sheet from 1901 and the detail is a little easier to make out. In the bottom left of the extract there is a track crossing the old railway. [2]
This extract from the Google Maps satellite imagery shows the same length of the old railway as the map extract above. The Tullaghobegly River is easy to make out running across the image from South to North. The old railway route is still clearly visible as well running from the lower left of the image to the top-right. [Google Maps, 31st May 2023]
This enlarged extract from Google Maps satellite imagery shows the minor road crossing the line of the old railway which appeared in the bottom-eft of the image above. [Google Maps, 31st May 2023]
Looking back Southwest from the minor road shown on the Google Maps extract above. [Google Streetview, August 2021]
From the same location, looking Northeast towards Falcarragh Railway Station, with the line of the old railway superimposed. The house here is not recorded as a crossing keeper’s hose so the track will have crossed the line at an ungated crossing. [Google Streetview, August 2021]
The railway bridge over the Tullaghobegly River still stands in 2023. We did not get a photograph of this bridge when we walked to Falcarragh Railway Station. [Google Maps, 31st May 2023]

“The Tullaghobegley River (also known as the Bawaan River) flows for some 9 miles, emptying into Ballyness Bay and thence to the sea. The source of the river is Lough Altan at the base of Mount Errigal in Glenveagh National Park. … The Tullaghobegley, though small, is a productive salmon and sea trout fishery recording around 300 salmon per season. The river fishes from June onwards. During spates there are some nice pools above the Main Road Bridge, above the old Railway Bridge and at Meendarragh.” [4]

The railway continued in a Northeasterly direction, running to the Northwest of Creenlougher and on past Milepost 54. [2]
A similar area on Google Maps satellite imagery to that shown in the extract above. Note the bridge over the old railway in the bottom-left of this image. [Google Maps, 31st May 2023]
Looking North from the road which bridged the old railway, at the bridge which still carries that road. AS can be seen, the arch has been infilled with concrete. [Google Streetview, August 2021]
Looking back to the Southwest from the road bridge at Creenlougher. {Google Streetview, August 2021]
Looking Northeast from the bridge over the old railway at Creenlougher in 2023. [Google Streetview, August 2021]
Curving a little to the East, the railway approached Falcarragh Station at Fiddler’s Bridge. [2]
A very similar area to that shown on the map extract above, as it appears on Google Maps in 2023. [Google Maps, 31st May 2023]
A closer view of Falcarragh Railway Station from above. The line of the old railway is superimposed. The station building was immediately adjacent to the road with the goods shed behind it (to the North), both are still in use in 2023. [Google Maps, 31st May 2023]
This station layout appears in Dave Bell and Steve Flanders book about the Londonderry and Lough Swilly Railway. The layout of the station is such that should it have been required to allow a train from the opposite direction to pass, laying back into the goods loop, or pulling into the goods loop would be possible. [5: p77]
The view Southwest along the old railway from just to the West of the R256. [My photograph, 27th April 2023]
The view East across the R256 into the site of Falcarragh Railway Station. [My photograph, 27th April 2023]
The view East along the line if the old railway from the location of the level crossing on what is now the R256. [My photograph, 27th April 2023]
This photograph shows Falcarragh Railway Station after final closure of the line in 1947. It was shared by Joe Begley on the Memories of Falcarragh/Gortahork Facebook Group on 30th January 2018. [9]
Falcarragh Railway Station as seen in the early 2000s. This picture was included in E. M. Patterson, Joe Begley and Steve Flanders book about the line. [6: p167]
A similar view to the monochrome image and the early 2000s image above as the Station appears in 2023. [My photograph, 27th April 2023]

“Falcarragh railway station served the village of Falcarragh, 4 km (2.5 mi) away. … [It] opened on 9th March 1903 when the Londonderry and Lough Swilly Railway opened their Letterkenny and Burtonport Extension Railway, from Letterkenny to Burtonport. It closed on 3rd June 1940 [to passenger traffic] when the LLSR closed the line from Tooban Junction to Burtonport in an effort to save money.” [7] Final closure to all traffic occurred on 6th January 1947. [8]

Two further views of Falcarragh Railway Station in April 2023. Notice the Station Nameplate now on the platform face of the building. [My photographs, 27th April 2023]
The house facing the Railway Station. [My photograph, 27th April 2023]
The Falcarragh Goods Shed/Store as shown in Patterson, Begley and Flanders book. This view is from the East. [6: p167]
The view of the old goods shed/store and the passenger station building from the R256 looking East. [Google Streetview, November 2022]
The approach to Falcarragh Railway Station from the East. The ford across the River Ray is to the left of the line. The station buildings were on the other side of the line facing the house visible in the distance. This photograph was shared on the Memories of Falcarragh/Gortahork Facebook Group on 30th January 2018 by Joe Begley. [9]
The same location as it appears on Google Maps/Google Streetview on 2nd June 2023 on my mobile. The top half of this image is the view at the location marked by the red flag and looking in the direction of the white on blue arrow indicates in the bottom half of the image. We are looking West across the bridge over the River Ray. The trees on the left camouflage the house opposite the Station, those immediately beyond the bridge hide the Station site.[Google Streetview, August 2021]
This is the only picture that I have been able to find which shows the old railway bridge from river level. It was shared by Carmel Boyle on the Memories of Falcarragh/Gortahork Facebook Group on 24th September 2021. [11]
The River Ray Bridge viewed from the South, on the old road where it forded the river, in 2023. [My photograph, 27th April 2023]
Looking East from the throat of the ols railway station across the moderm road bridge which replaced the old railway bridge. [Google Streetview, August 2021]
The OSi 6″ Map shows the old railway heading sinously East from Falcarragh. [2]
RailMapOnline shows the route of the old railway East of Falcarragh Railway Station. [10]
The view East from the bridge over the River Ray. Pedestrian access is permitted beyond the fence line ahead. [My photograph, 27th April 2023]
Looking East along the old railway formation. [Google Streetview, August 2021]
The old railway continues to run East. [My photograph, 27th April 2023]
Two level crossings and a relatively significant structure appear on the next extract from the 6″ OSi mapping of 1901. As will be seen on the Google Maps extract below, the first of these, approximately at the centre of this image, seems to be of lesser importance in the 21st century than it was at the beginning of the 20th century. The second, more Easterly, of the two crossings seems to be on a slightly more used track in the image below. The building adjacent to the crossing is a B&B now. [2]
The old railway formation continues East. [10]
The fenceline marks the end of the permissive length of the route over private land. The building in the distance is the B&B marked on Google Maps to the right of the satellite image immediately above. [My photograph, 27th April 2023]
Closer to the B&B the line crosses a moorland river. the low parapet walls belie the substantial nature of the structre. [My photograph, 27th April 2023]
The bridge carrying the old line across a moorland river, (The Lough Agher River). [My photograph, 27th April 2023]
The line continues in an Easterly direction. [2]
The moorland river/stream (The Lough Agher River) crossed to the West of the B&B closely follows the old railway formation; passing under it once again through the bridge shown below. [10]
Two images of the bridge which we noted on the RailMapOnline.com image above. The first is taken looking East, the second looks from the South across the line of the old railway. [My photographs, 27th April 2023]
Looking Southeast from the line of the Burtonport Extension close to the right edge of the RailMapOnline.com image above. The ropad/track heading South appears both on the above satellite image and on the left side of the one below. [My photograph, 27th April 2023]
The old railway continues eastward. [2]
The old railway continued East as this next RailMapOnline.com satellite image shows. [10]
Looking East at the point where a track crosses the line of the old railway. This location appears at the right side of the satellite image above. [27th April 2023]
Walking these long straight sections of the old line takes time. The distant hills only gradually appear closer. [My photograph, 27th April 2023]
The view North from the track running on the South side of the old railway. The very shallow embankment carrying the line at this point can just be made out. This image comes from a point on the track at the right-hand edge of the RailMapOnline.com image above and the left-hand side of the satellite image below. [Google Streetview, October 2009]
The old railway turned to the Northeast just beyond the small bridge shown in images below. [2]
Another moorland stream is crossed on this next length of the route of the old railway, as shown on RailMapOnline.com, and the line turns to follow as East-Northeast alignment. [10]
This picture is taken looking East from the bridge over the moorland stream mentioned above. The line curves towards the North ahead taking an East-Northeast alignment. [My photograph, 27th April 2023]
The view from the Northwest of the culvert/bridge which takes the stream under the old railway formation. [My photograph, 27th April 2023]
The view from the Southeast of the same culvert/bridge. [My photograph, 27th April 2023]
Further round the curve seen ahead on the view along the line across the stream culvert/bridge above. [My photograph, 27th April 2023]
Now beyond the curve, the line ran straight towards Lough Agher ahead. a careful study of the phto will shw that the line is crossed by a fence line ahead. [My photograph, 27th April 2023]
This next extract from the 6″ OSi mapping of 1901 shows a further straight length of the line crossing a moorland track at a shallow angle by means of an ungated crossing and then following the southern shoe of Lough Agher which appears in the top-right of the extract [2]
As this satellite image shows, alongside Lough Agher the line curved further to the Northeast and followed the shore of the lough. As we will see below the route of the old railway is metalled to the East of the moorland road shown here. [10]
Approaching a moorland lane which crosses the old railway route at a shallow angle we reached the length of the old line which had very recently been metalled. Lough Agher is just beyond the horizon at the left of the image. [My photograph, 27th April 2023]
A similar view to that shown above looking along the line of the old railway. This time from 2009. Lough Agher can just be seen close to the horizon in the centre of this image. This and the following image are provided to give an indication of the dramatic change in the accessibility which has been achieved in recent years. [Google Streetview, October 2009]
Looking back West towards Falcarragh in 2009! [Google Streetview, October 2009]
The line followed the southern shore of the lough. [2]
A similar area as shown on the satellite imagery provided by RailMapOnline.com. [10]
The mettalled track follows the southern shore of Lough Agher. [My photograph, 27th April 2023]
The powers that be have provided some excellent amenities along the route. [My photograph, 27th April 2023]
At the Northeast end of the Lough the railway curved round from its Northeasterly trajectory towards the Southeast. [2]
A similar area as shown on the modern satellite imagery with the route of the railway superimposed in yellow. [10]
These two images show the metalled footpath on the old railway line approaching the Northeast corner of Lough Agher. The line curves round between the two hills directly ahead of the camera in the second shot. [My photographs, 27th April 2023]
The line beginns to curve round to the Southeast. [My photograph, 27th April 2023]
The 6″ OSI survey of 1901 shows little in the way of features around the old railway as it ran first in a Southeasterly direction and then began to curve round to the Northeast again. [2]
The same area as shown by RailMapOnline.com with the route of the old railway shown in yellow on the Google satellite imagery. [10] The Foot of Muckish Trailhead provides a some parking and access to a number of local footpaths. [10] Examples of the walking available can be found here. [12]

The Foot of Muckish Trailhead provides a some parking and access to a number of local footpaths. Examples of the walking available can be found here. [12] The sequence of photographs immediately below follow the tarmacked trail to the car park at the Muckish Trailhead.

The sequence of photos above shows the route of the old railway as it appears in the 21st century, approaching the Muckish Trailhead and car park. [My photographs, 27th April 2023]
The information board at the Muckish Trailhead. [My photograph, 27th April 2023]
A few metres beyond the information board stands a trail marker for the tarmacked length of the old railway formation. [My photograph, 27th April 2023]
The view ahead to the Northeast along the line of the old railway which runs on shallow embankment for much of the next kilometre. [My photograph, 27th April 2023]
A panoramic view looking South from adjacent to the Muckish Trailhead Car Park with Muckish Mountain right-of-centre and the old railway embankment visible across the middle of the image. [My photograph, 27th April 2023]
The 6″ OSI survey of 1901 now shows the old railway meandering Northeast on embankment. [2]
This RailMapOnline.com extract shows the same area as it appears in 2023, as the map extract above. [10]
A view of the old railway embankment from the Muckish Miner’s Path Trailhead. The line of the embankment is below the horizon and just above the top of the signpost. [Google Streetview, August 2021]
Still 49km from Derry, the line continued East-northeast.
The same area, once again, as in the map extract above. [10]

Before moving on, it is worth noting that Begley and Saunders [6] number the next two crossing-keeper’s cottages differently from Bell & Saunders [5]. In order to reflect both of these opinions the Bell & Saunders numbers are referred to in brackets below.

These two extracts from the OSi historic mapping show the next length of the old railway. The first is from the 6″ survey and shows Gatehouse No. 12 (14) just to the East of the join between two map sheets. The second covers a length eastwards from a point just to the West of Gatehouse No. 11 (13). It is taken from the 25″ survey. [2]
This satellite image from RailMapOnline.com shows the same length of the old railway as covered by the two images above. Gatehouse No. 12 (14) is just to the right of centre and guarded access across the line on the lane which meanders around to the South of the route of the old line. [10]
Gatehouse No. 12 (14) as shown on Google Maps with the old line superimposed. [Google Maps, June 2023]
Two images of Gatehouse No. 12 (14) as it appeared in 2021. [Google Streetview, August 2021]
Gatehouse No. 12 (14) in 2023. [My photograph, 27th April 2023]
Looking back to the West along the old railway formation with renovation being undertaken at Gatehouse No. 12 (14) which encroaches across the line if the railway. [My photograph, 27th April 2023]
Looking East along the old railway formation from the track outside Gatehouse No. 12 (14). [My photograph, 27th April 2023]
The 25″ OSi survey of 1901 shows the old line continuing first in an Easterly direction and then turning to the Northeast. [2]
RailMapOnline.com shows the same length of the old line as the two map extracts above. [10]
A much closer view of Gatehouse No. 11 (13) as seen on Google Maps satellite imagery. [Google Maps, June 2023]
Gatehouse No. 11 (13) at the turn of the 21st century. [6: p166]
Gatehouse No. 11 (13) in 2023. The site around the building was relatively rundown. [27th April 2023]
This sequence of three map extracts from the OSi 25″ mapping show the line maintaining its Northeasterly direction of travel. [2]
The same length of line is represented by this single extract from RailMapOnline.com’s satellite imagery. [10]
These two map extracts are both taken from the OSi 25″ 1901 Survey. They show the line curving round from an Northeasterly trajectory to a Southerly one. [2]
The last two map extracts from the 25″ 1901 OSi Survey are covered by the scope of this satellite image, the old railway route is shown again by the yellow line. [10]
The old line continued South. This extract from the 25″ OSi survey of 1901 shows both Dunfanaghy Road Station and Faymore Viaduct. [2]
The same location in 2023 as shown on RailMapOnlone.com’s satellite imagery with the route of the old railway superimposed. [10]
Dunfanaghy Road Railway Station as shown on the 25″ OSi mapping of the turn of the 20th century. The station had no passing loop, but did have a single goods siding which could be used to allow trains to pass. [2]
The view Southwest from the N56 into what was Dunfanaghy Road Railway Station. [Google Streetview, August 2021.
Faymore Viaduct seen in 1937 from a train which has just left Dunfanaghy Road Station heading for Letterkenny. [5: p70]
A little further South on the N56, we get a first view of what remains of Faymore Viaduct. [Google Streetview, August 2021]
The two remains stone piers of Faymore Viaduct. [Google Streetview, August 2021]
Two images of the remaining parts of Faymore Viaduct. [13]

The National Inventory of Architectural Heritage records the structure as follows:

Faymore Viaduct is now a “series of freestanding piers formerly supporting multiple-arch railway viaduct, built c. 1903, formerly carrying the Letterkenny to Burtonport section of the Derry (Middle Quay) to Burtonport railway line over road and the Faymore River. Viaduct now out of use with railway deck now removed (closed 1947). Piers constructed squared and snecked stonework with drafted margins to corners, and with projecting stringcourse to girder level. Spans road (N56) and Faymore River in the rural landscape to the north\north-west of Creeslough.

This series of impressive piers that formerly supported a long railway viaduct that spanned the road and the Faymore River. The piers are well-built using good-quality mildly rock-faced and snecked stone masonry that is a feature of Victorian and Edwardian railway engineering and architecture in Ireland. The piers now stand almost like pieces of sculpture, and are interesting features of some historic merit in the scenic rural landscape to the north\north-west of Creeslough. The viaduct was originally built to serve the Letterkenny to Burtonport section of the Derry (Middle Quay) to Burtonport railway; this section was built by the Letterkenny to Burtonport Extension Railway Company and was opened in 1903. This railway line was built to the 3 foot narrow gauge, a feature of many of the former railway lines in Donegal. The railway line was closed from Gweedore to Burtonport in 1940 but the Letterkenny to Gweedore section remained in use until 1947. This former railway forms part of a group of structures associated with this railway line in the area, and is an integral element of the built heritage and transport history of County Donegal. It was probably built to designs by Taggart Aston of Belfast who was responsible for the design and construction of many of the bridges on the Letterkenny to Burtonport narrow gauge railway line.” [13]

To the South of the River Faymore the old railway line continued in a southerly direction towards Creeslough Railway Station just a short distance to the South.

This series of three map extracts, from the 25″ OSI mapping of 1901, show the length of the line from Faymore Viaduct (at the top of the first extract) to Creeslough Railway Station which just creeps onto the bottom-right corner of the third extract. [2]
This satellite image from RailmapOnlime.com shows the same length of the old railway as appears in the three map extracts above. [10]

At Massinass a side road leaves the N56 and would once have passed under the old railway. The bridge abutments still remain.

The abutment of the old bridge remain. This view is from the West. [Google Streetview, August 2021]
The same bridge but from the East. [Google Streetview, August 2021]

The next side-road passed over the the old line.

The point at which the next minor road crossed the old railway. [Google Streetview, August 2021]
This photograph shows the point at which the next minor road crosses over the old railway. [Google Streetview, August 2021]
Creeslough Railway Station as shown on the 25″ OSi survey of 1901. It is worth comparing this location with the station at Gweedore. The layout appears to be very much the same. [2]
The site of Creeslough Railway Station as it appears on Google Maps satellite imagery. The line of the railway has been superimposed. [Google Maps, June 2023] NB: RailMapOnline.com [10] shows the line curving in essentially the same way but a little to the West of the line shown here.
The road bridge over the old railway at Creeslough Railway Station as seen from the West in 2021. The old railway station site is beyond the tree on the right of this image. [Google Streetview, August 2021]
Looking to the North from the road bridge. It and the rock cutting to the North of the road have been filled in. The old line curved round towards the top-left corner of this photograph. [Google Streetview, August 2021]
The site of Creeslough Railway Station seen from the Road which crossed the line on the North side of the Station. [Google Streetview, August 2021]
A relatively low grade image which shows the old station building in 1995. That building has now been replaced by a larger domestic dwelling. [5: p68]
Creeslough Railway Station in 1937, looking North. The rock face of the cutting just North of the station can just be made out, © H C. Casserley. [5: p68]
JP Box 2-107
This picture of Creeslough Railway Station is embedded from Andrew Lance’s flickr stream. This is the view from the North end of the station some time after closure. [18]
The view South from the road bridge along the cutting that defined the throat of Creeslough Railway Station. The rock cutting is now filled with vegetation. [Google Streetview, August 2021]
Creeslough Railway Station site, seen from the East, as it appeared in 2021. The old railway line curved round behind the house and garage seen here. [Google Streetview, August 2021]
The good shed is still standing. This telephoto image was taken from the road to the North of the station site and is as a result not as sharp as it could be. [Google Streetview, August 2021]
The view South from Creeslough Railway Station taken from the train. The engine is No. 12 and it heads the 8.30am service from Burtonport to Letterkenny on 24th June 1937. [5: p68]

South of Creeslough Station the line curved round to the Southwest and then back towards the Southeast heading for the Owencarrow Viaduct which was the site of a notorious railway accident in the early 20th century. [14] The first three map extracts below are taken from the 25″ survey of 1901. The next map sheet at that scale is not available online at present. The subsequent map extracts come from the 6″ OSi survey of the early 20th century.

These two map extracts show the old railway heading Southwest and then running along the East shore of Lough Natooey South (named Creeslough on modern satellite imagery).
This RailMapOnline.com satellite image covers the same length of the old railway as covered by the map extracts above.
This Google Streetview image from 2009 shows the route of the old railway. The photo looks North from the point where the old railway line met the old mainroad, now the N56). The drive on the right of the picture follows the line of the old railway. In later images the vegetation has grown considerably to mean that this view is not available in the 2020s. [Google Streetview, August 2009]

For a short distance, the old railway and the old road ran alongside each other and then the railway crossed the old road at a level crossing with an adjacent crossing-keepers cottage (No. 10), which can be seen on the enlarged map extract, before then running along the shore of the Lough Natooey South (Creeslough).

Taken on the same day as the last photograph but a little further South on the N56, the route of the old railway can be seen running away from the road. Creeslough (or Lough Natooey South) can be seen on the right side of this image. [Google Streetview, August 2009]
A very similar view in 2022. The track which follows the old railway formation can still be seen beyond the galvanised steel gate. [Google Streetview, November 2022]
South of the Lough, the line crossed a minor road junction as shown on this extract from the OSi 25″ Survey of 1901. Crossing-keeper’s Cottage No. 9 can be seen to the South of the road junction. [2]
From this point southwards there is no 25″ OSi Survey Sheet. Only 6″ OSi survey mapping is available for the next section of the old railway. This 6″ extract shows the road and railway running close together. The track from the N56 to Terlin crosses the old line on the level at an ungated crossing. At the bottom of this extract, road and rail run immediately next to each other. [2]
This satellite image shows the same length of the line as covered on the two map extracts immediately above. [10]
A view North along the formation of the old railway from the minor road which has a junction with the N56 just off to the right of the image on the opposite side of the old railway. [Google Streetview, August 2021]

South of the junction mentioned above the line and the road ran immediately next to each other, as shown below.

This view looks South along the N56. The N56 runs alongside the old railway formation. [Google Streetview, August 2021]
These three map extracts take the line South to the Owencarrow Viaduct, after which the line turned to the East. [2]
This satellite image covers the same length of the line as the three map extracts above. [10]
Further to the South, the line of road and that of the old railway diverge and run parallel to each other. [Google Streetview, August 2021]
Further South and looking Southwest from the N56 in 2023, this image shows the line of the Burtonport Extension from right to left the old line ran parallel t the road, across the picture in the middle distance immediately alongside the solitary tree in the centre of the image. [Google Streetview, August 2021]
Looking North from the minor road which meets the N56 close to Creeslough Tyre & Battery centre, the line of the old railway passes through the vegetation at the centre of the image. The yellow line, far-left and centre-right gives an idea of its actual route. [Google Streetview, August 2021]
Looking Southwest along the next minor road leaving the N56 which crossed the old railway on the bridge shown here. [Google Streetview, August 2021]
Owencarrow Viaduct as it appears on Google Maps in 2023. [Google Maps, 20th June 2023]
A little to the Southwest of the railway alignment a new memorial has been set up to those who died in 1925. [14] This is the view of the remains of the viaduct from the memorial. [My photograph, 30th April 2023]
Owencarrow Viaduct again as it is seen in the 21st century. This photograph is taken looking Southeast, along the line heading towards Letterkenny, from the L1332 which runs along the North side of the Owencarrow river valley. The memorial to the accident features in the bottom-right of this picture. [Google Streetview, August 2021]
Three close-up photographs taken of the memorial to those who died in the Owencarrow Viaduct accident in 1925. [14] [My photographs, 30th April 2023]
An enlarged photograph of the picture on the memorial which shows the aftermath of the accident at Owencarrow viaduct in 1925. [14]
Owencarrow Viaduct in better times, viewed from the North. [19]
A view of the viaduct from the South, looking towards Creeslough. This is a still from a ‘cinefilm’ or equivalent of a journey on the Burtonport Extension from Letterkenny to Burtonport. [15]
The 6″ OSi survey of 1901 shows the line approaching Barnes Gap. [2]
The same area as covered by the map extract above as it appears on RailMapOnline.com’s satellite imagery. [10]
This is Barnes Gap Viaduct as it appeared when in use. Two of the piers were removed to allow the N56 to have a full carriageway width. This image is a coloured black and white image. The colourised image appeared on the Old Donegal in Colour Facebook Page (@OldDonegalinColour) on 29th January 2020.
A similar view in 1966. The bridge decking has been removed by this time, © James P. O’Dea, 1910-1992. (LLSR Viaduct, Barnes Gap, Co. Donegal. 1966). [16]
Looking Southeast along the N56 in 2021. Barnes Gap Viaduct was at this location. Viewed from the North it appears that only the piers remain. [Google Streetview, August 2021]
This view from the South shows that the approach arches also remain. [Google Streetview, August 2021]

The National Inventory of Architectural Heritage describes the structure as being a:

“Former railway viaduct taking former Letterkenny to Burtonport line over road, erected c.1903, comprising two rusticated arches to southeast and two freestanding rusticated stone piers to northwest, formerly carrying steel girders. Rusticated stone voussoirs forming round arches, with coursed rusticated masonry with drafted margins to spandrels and extending to low parapet having concrete copings with string course at springing level of arch to northwest. Coursed rusticated piers with drafted margins and ashlar rusticated copings. Set adjacent to, and crossing, N56 road to south of Creeslough.

This is an impressive structure of considerable architectural, social and technical significance to the region. The remains of the Barnes Gap Viaduct represent the latest expansion of transport networks in the late nineteenth/early twentieth centuries. It was built to carry the Letterkenny to Burtonport railway line, which opened in 1903 and closed in 1947. The viaduct exhibits high-quality stone masonry and the robust texture of the rusticated stonework enhances the visual aesthetics of the structure in the landscape.” [17]

This brings us to the end of this length of the old railway. In the next post we will continue on towards Letterkenny.

References

  1. https://www.facebook.com/AerialViewsDonegal, accessed on 5th May 2023.
  2. https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 5th May 2023.
  3. https://www.facebook.com/cashelnagore, accessed on 31st May 2023.
  4. https://fishinginireland.info/salmon/north/tullaghobegley-ray, accessed on 31st May 2023.
  5. Dave Bell & Steve Flanders; Donegal’s Railway Heritage Guide No. 2, The Londonderry & Lough Swilly Railway: A Visitor’s Guide to the old railway and all the bits that can still be seen; County Donegal Restoration Society, Donegal Town, Co. Donegal, 198….. The Donegal Railway Heritage Trust hold the copyright of this book and images are used here with the kind permission of Jim McBride, a director of the Museum Trust.
  6. Joe Begley, Steve Flanders & E.M. Patterson; The Lough Swilly Railway: Revised Edition; Colourpoint Books, Newtownards, 2017.
  7. https://en.wikipedia.org/wiki/Falcarragh_railway_station, accessed on 31st May 2023.
  8. https://www.railscot.co.uk/Ireland/Irish_railways.pdf, accessed on 31st May 2023.
  9. https://m.facebook.com/groups/276950236132781/permalink/326226897871781, accessed on 1st June 2023.
  10. https://www.railmaponline.com/UKIEMap.php, accessed on 5th June 2023.
  11. https://m.facebook.com/groups/276950236132781/permalink/1163181957509600, accessed on 10th June 2023.
  12. https://pbmlkt.ie/easy-walks/12-creeslough-old-railway-loops, accessed on 11th June 2023.
  13. https://www.buildingsofireland.ie/buildings-search/building/40813002/faymore-viaduct-masiness-creeslough-donegal#gallery-1, accessed on 20th June 2023.
  14. The accident at the Owencarrow Viaduct is covered in a separate article: “The Owencarrow Viaduct Accident in 1925,” https://rogerfarnworth.com/2021/05/30/the-owencarrow-viaduct-accident-in-1925.
  15. https://www.tiktok.com/@irishdailytimes/video/7198602746193251589, accessed on 21st June 2023.
  16. https://catalogue.nli.ie/Record/vtls000306810/HoldingsILS, accessed on 21st June 2023.
  17. https://www.buildingsofireland.ie/buildings-search/building/40903502/barnes-gap-viaduct-stragraddy-co-donegal, accessed on 21st June 2023.
  18. https://www.flickr.com/photos/69692273@N03/49956131028, accessed on 21st June 2023.
  19. https://www.postcardsireland.com/postcard/owencarrow-railway-viaduct-cresslough-co-donegal, accessed on 21st June 2023.