Category Archives: Ireland

The Giants’ Causeway and Portrush Tramway – The Modern Tramway, Vol. 13 No. 153

In the Summer of 2024, my wife and I visited Giants’ Causeway as part of a few days meandering along the North coast of Ireland. When reading a series of older copies of the Modern Tramway, I came across an article written in 1950. … The Modern Tramway of September 1950 featured an article by D. G. Evans about one of the very early electric tramways – The Giants’ Causeway and Portrush Tramway. His article is quoted in full in this article.

Wikipedia tells us that The Giants’ Causeway, Portrush, & Bush Valley Railway & Tramway was a “pioneering 3 ft (914 mm) narrow gauge electric railway operating between Portrush and the Giant’s Causeway on the coast of County Antrim, Northern Ireland. The line, 9 1⁄4 miles (14.9 km) long, was hailed at its opening as ‘the first long electric tramway in the world’. [2] The Giant’s Causeway and Bushmills Railway today operates diesel and steam tourist trains over part of the Tramway’s former course.” [3]

The Giants’ Causeway, Portrush, & Bush Valley Railway & Tramway. [24]

Writing in 1950, Evans says that:

“The recent decision of the shareholders to close down the Giant’s Causeway tramway was sad news to those who knew the line and can recall the pleasure of breezy rides along the cliff tops in the qua’nt cars that had seen but little change since their first day of operation. The line was the first tramway in the United Kingdom to be operated by electricity and the current was produced by a hydro- electric power station at Walkmills, one mile from the Bushmills terminus. A waterfall on the river Bush was the source of the hydro-electric power.

Opened from Portrush station to Bushmills in January, 1883, the line was extended to the ultimate terminus at Giant’s Causeway in 1887. The original current collection was from a side conductor rail 17in. above ground and 22in. from the inside running rail. This method was of course unsuited to a street tramway and the portion of the line which ran in the centre of the street through the town of Portrush was therefore worked by steam tram engines of the usual vertical boiler pattern. This method of operation of the first half-mile of the tramway persisted until 1899, when a change over to the overhead trolley system was made. From that date until 1915 the steam tram engines were retained for use during the peak traffic periods in the summer at which time the original power station proved inadequate for the needs of the system.” [1: p185]

The Giants’ Causeway, Portrush, & Bush Valley Railway & Tramway Company. [1: p 185]

The Portrush Railway Station in the 1890s. The tramway terminus is in the foreground and on the left of this image, © W. Lawrence, Public Domain. [4]

A similar view in the 21st century. [Google Streetview, July 2023]

Wikipedia gives some of the background to the opening of the line: “The Giant’s Causeway Tramway came about through the enthusiasm of William Atcheson Traill, M.A.Ing., of Ballylough (1844–1934), together with his brother Dr Anthony Traill, who between them undertook most of the promotion and fundraising for the line. W.A. Traill was a man with not only an interest in railways but also a keen interest in technological developments in engineering. The Act of Parliament incorporating ‘The Giant’s Causeway, Portrush, and Bush Valley Railway and Tramway Company’ was passed on 26th August 1880. It authorised a tramway from Portrush to Bushmills and a railway from there to join the Ballycastle Railway (also 3 ft. gauge) at Dervock. The only section of the railway never built was a short spur at Dervock. [5] The Dervock section was abandoned by an 1885 Act, which authorised extension from Bushmills to the Causeway.” [3][6]

“At the Berlin Trade Fair of 1879 Siemens was demonstrating the first railway electrification system and it was that which led the British branch of the firm to be commissioned to incorporate this new technology into the Giant’s Causeway Tramway venture. Sir William Siemens (1823–83) was briefly a Director and Siemens Brothers of London were appointed electrical engineers to the company, their representative being Dr Edward Hopkinson, who later went on to work on the Bessbrook and Newry Tramway and the City & South London Railway. Surveying and civil engineering work was carried out by Edward Price, son of the eminent Irish civil engineer James Price.” [3]

“The line was the world’s first to be powered by hydroelectricity, something that was later developed at Bessbrook and in Switzerland. Traill built a generating station at Walkmill Falls (24 feet (7.3 m)) head), near Bushmills, installing 104 horsepower (78 kW) Alcott water turbines to produce up to 250 volts at 100 amps of electrical power for his line. Later 160 horsepower (120 kW) turbines were installed. [8] This building, although without its equipment, is still in existence.” [3]

The hydroelectric scheme at Walkmills, © Unknown. [25]

A diagrammatic representation of the hydro electric scheme as included in *The Engineer*, Vol. 56, 1883,© Public Domain. [25]

“Because of legal problems over water rights, erection of the Walkmills turbines was delayed and when the first section of the tramway, from Portrush to Bushmills, was opened on 29th January 1883 some of the timetabled passenger traffic was handled by steam tram engines which were in any case necessary on the town section in Portrush where it was impossible to provide electric power since this was originally fed to the trains via an elevated third rail which ran alongside the line. Therefore, a 25 horsepower (19 kW) steam generator was installed at the Portrush depot, [9] (by 1936 replaced by a 550 volt diesel generator for the Portrush-Dunluce section).” [3]

The tramway at Portrush – a steam tram can be seen on the right ▶️ f this week mage, © Public Domain. [18]

“The ceremonial opening, using electric traction, took place on 28th September 1883 although a full scheduled electric service did not begin until 5th November and steam locomotives remained available for use until at least 1926.” [3] In 1897, of the annual mileage travelled, “17,797 miles (28,641 km) were steam operated and 4,721 miles (7,598 km) electric. In 1901 the figures were 7,423 miles (11,946 km) and 23,550 miles (37,900 km) respectively. Very little use of steam was made after 1916.” [3]

Evans tells us that:

“In 1915, the Portrush power plant was installed and the two remaining steam engines were kept as stand-by equipment for use in the event of electricity failures. They were finally sold in 1930 to a public works contractor.

The voltage was 550 d.c., the Portrush plant supplying the Portrush-Dunluce section and the original station outside Bushmills the remainder of the line. Laid to the 3ft. gauge, the line was 7.5 miles in length, single track throughout with loops at irregular intervals.

The loops were normally run through on the landward line, the other line being used only when it was necessary to pass another car. All points (except those at the Portrush terminus which were tramway section) were of light railway type, controlled by dolly-weighted point levers which normally held the rails set for the direct (or landward) line.” [1: p185]

Wikipedia tells us that “the section from Bushmills to the Giants’ Causeway opened on 1st July 1887. In 1895, a cyclist died of electric shock after coming into contact with the conductor rail. At the subsequent inquiry it was revealed that the line voltage varied from an average of 290 V up to 360 V, and the company agreed to a temporary reduction in the voltage, which limited the number of services that could be electrically worked. The third rail was replaced by overhead electric wire using side poles from 26th July 1899, apparently initially at 250 V. Voltage drop remained a problem and the tram was the subject of a song by the Irish Rovers which comments on its slow speed. The song was written by Hugh Speers of Bushmills. [10] After upgrading of the Bushmills generating station in 1907 it was possible to produce a 550 V output.” [3]

Evans continues:

“As the wiring was double and followed the rails through the gantry type standards at loops, it followed that the trolley pole had to be changed from the wire normally used (the landward wire) to the seaward wire when a loop was to be used pass another tram. The writer has often seen this trolley changing performed whilst the cars her were at full speed on a downward grade and has marvelled at the dexterity with which the trolley wheel was placed on the opposite wire. The operation was also seen when the cars were descending the long hill outside Portrush. It seemed usual to lower the trolley bo boom west of White Rocks loop to the Holyrood Hotel. and coast from a point just West of White Rocks loop to the Holyrood Hotel.

The Portrush terminus was outside the N.C.C. (formerly B. & N.C.R.) station and consisted of a run-round loop and lay-by siding in Eglinton Street. At one time there was a short branch which diverged just beyond the loop and ran down to the Harbour, but this was taken up about 1893.” [1: p185-186]

The main line station at Portrush appears in this map extract from the 6″ Ordnance Survey revised 1931 and published in 1934. The tramway terminus can be seen in Eglington Street. A harbour tramway can be seen on the West side of the Station. The Giants’ Causeway tramway ran North on Eglington Street before turning sharply to the right.[19]

The sharp turn to the right can be seen at the bottom of this extract from the 6″ Ordnance Survey. This is a different map sheet to the one above, also revised in 1931 but published in 1935. The tramway ran Southeast on Causeway Street. [20]

The area of Portrush covered by the map extracts above, as it appears on 21st century satellite imagery. The station is on the left, alongside Eglington Street, Causeway Street runs Southeast from close to the top-centre of the image. [Google Maps, January 2025]

Eglington Street looking North with the railway station on the left and a tram in the centre of the image, © Public Domain. [21]

Looking North along Eglington Street with the railway station on the left. [Google Streetview, July 2023]

The tramway turned sharply to the right at the junction shown in this photograph. The road beyond the memorial and leaving the right side of the image, is Causeway Street which the tramway followed out of town. [Google Streetview, July 2023]

A tram negotiating the tight curve close to the Methodist Church in Portrush, © Unknown. [21]

A very similar view in the 21st century. [Google Streetview, July 2023]

Looking Southeast along Causeway Street in the 21st century. [Google Streetview, July 2023]

Causeway Street led out of Portrush to the Southeast. The Gas Works sat on the North side of the tramway with the tramway depot just to the East. The depot was provided with two connections to the tramway. [19]

Looking North from Causeway Street at the tram depot building, © Public Domain. [21]

Evans continues:

“For a short distance, the line ran due north before turning in a 75-degree curve into Causeway Street. The single track was of tramway section rails as far as the outskirts of the town. From a point near the depot the line was laid on flat-bottom light railway track on the seaward side of the Portrush-Bushmills road. The depot consisted of a dead end road with a permanent way yard at one side. The auxiliary power station was also here. This power station had a modern diesel plant installed in latter years.

After leaving the depot the line ran through open country on its roadside reservation. Climbing steadily, it passed the famous Royal Links and at White Rocks gained the cliff tops. Onward to Dunluce, the trams ran close to the sea and in places the cliffs fell almost sheer from the trackside. There can be no doubt that the tramway, with its open toast-rack cars, was the best means of appreciating this wild and rugged coast.” [1: p186]

The tramway depot can be seen on the left side of this extract from the 6″ Ordnance Survey revised in 1931 and published in 1934. Top-right of the extract the tramway is back very close to the coast. [19]

White Rocks and the coast are just to the North of the edge of the map sheet. [22]

The junction on the left of the map extract is shown in this view which looks Northeast towards the sea. [Google Streetview, September 2022]

The tramway ran East along the coast and the White Rocks.[20]

Beyond the White Rocks it ran a little further from the cliff edge passing on the landward side of Dunluce Castle and Dunluce House and then on the seaward side of Gallows Hill. [20]

A steam-powered tram runs towards the Causeway and is seen here passing Dunluce Castle in 1890, © W. Lawrence, Public Domain. [3]

Evans continues, again:

“Before reaching Dunluce, the tramway climbed to its highest point at Clooney Hill. This section, nearly 200ft, above the sea, abounded in sharp curves, gradients of 1 in 40 and even a short stretch of 1 in 30.

Beyond Dunluce, the line ran inland for a short distance below Gallows Hill, reaching the coast again at its most spectacular point. Here one could gaze down 140ft. to the foam-covered rocks below. From this point the line again ran inland and after three more passing loops reached Bushmills, a village known for its whisky. Bushmills had a light railway station provided with waiting room, luggage office and lavatories.” [1: p,186-187]

The tramway dropped back to the cliff edge at Gortnabane Cove and Peggy’s Hole before turning inland. [20]

Gortnabane Cove and Peggy’s Hole as they appear on Google Maps. [Google Maps, January 2025]

The view out to sea from the sharp bend on the A2 which appears on the satellite image above. The tramway ran along this section of road. [Google Streetview, September 2022]

Turning away from the coast the tramway headed for Bushmills. This is the next 6″ OS Sheet to the East. It was revised in 1921 and published in 1935. [23]

A close up of the station at Bushmills (bottom-right). The branch to the Giants’ Causeway runs away North at the West end of the station site. The road to the South side of the station became the A2. [23]

The same location in the 21st century. The station occupied the area between the A2 and Ballaghmore Road. The tramway serving the Giants’ Causeway headed away to the North on a curve just to the West of the station building which is now a private home. The building show under the lilac flag for a Red Phone Box straddles the line of the old tramway. The tramway then crossed Ballaghmore Road before turning the Northwest to run adjacent to the road. [Google Maps, January 2025]

A tram on the curve heading off to the left of the door image for Giants’ Causeway, the original station was located off to the right of this image alongside the modern A2, © Public Domain. [21]

The location of the old Bushmills Tram Station. The station buildings are now a private home. [Google Streetview, June 2023]

Evans continues:

“At one side of the station yard is a small tram shed with accommodation for two cars. The line to the car shed is of interest in that it was to have formed the beginning of an extension to Dervock on the 3ft. gauge Ballycastle Railway. It was with a view to through running with the latter railway that the narrow gauge was adopted for the electric line. The owners wisely decided that an extension to the Causeway would probably be more remunerative.

From Bushmills the line was completely private right-of-way and negotiated cuttings and embankments of railway proportions. After passing a loop, the Bushfoot Golf Links request halt was reached. Soon after this, the line crossed the Bush river by the impressive Victoria Jubilee Bridge, a three-span structure so named because it was erected in 1887.” [1: p187]

Looking North from Ballaghmore Road along the line of the old tramway. A modern standard gauge tourist line makes use of the formation of the old tramway from this level caution to its old terminus close to the Giants’ Causeway. The station platform for this modern railway can be seen on the right side of this image. The tourist line was still in operation in December 2024. [Google Streetview, June 2023]

The line North of Bushmills ran on an independent formation over private land. For a distance it ran on the Northeast side of Ballaghmore Road before turning to the Northeast. It ran on the Northwest side of Bush River to the Victoria Jubilee Bridge. This is the 6″ Ordnance Survey again, revised in 1921 and published in 2935. [23]

The line ahead, at the end of the modern station car park. A footpath closely follows the line of the railway. [Google Streetview, June 2023]

For a few hundred metres the line runs parallel to Ballaghmore Road. It then turns away to the Northeast running across open country. [Google Streetview, June 2023]

The Victoria Jubilee Bridge was a fine lattice girder structure, carried on masonry piers, the centre span was 70 feet long and about 25 feet above the river. The extension to the Causeway opened in 1887 and as this was Queen Victoria’s golden jubilee year, Mr Traill named the bridge ‘The Victoria Jubilee Bridge’. It was constructed by P & W MacLennan at their Clutha Iron Works in Glasgow, the bridge withstood the test of time facing as it did Atlantic storms and sea spray. It was finally demolished by the army in the 1970’s and replaced by a footbridge – now since itself replaced – by a new railway bridge for the heritage railway,© Public Domain. [21]

The relatively new replacement bridge over the River Bush as it appears on Google Earth (3D). The heritage line has a passing loop on the North side of the river. [Google Earth, January 2025]

The 11.30am on 14th August 2012 from Bushmills passing the little-used (and rusty) Bushfoot Golf Links loop bound for the Causeway. This section, close to the public path and Bushfoot golf course is passed at walking pace, © Albert Bridge and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [26]

And, Evans again:

“On the other side of the bridge the line passed through sandhills and rabbit warrens, reaching the coast again and following it for a short distance before finally turning inland for the last time. There were two loops between the Victoria Bridge and the terminus; the layout at this latter point consisted of a run-round loop and a siding. The passenger accommodation was unpretentious, consisting merely of a shelter. The tourist had still almost a mile to walk before reaching the Causeway itself, and here, as is usual in such places, he has to pay for admission.” [1: p187]

This extract from the 6″ Ordnance Survey shows the remaining length of the line. The terminus is shown in the top-right of the image. [23]

Discover Portrush describes the last part of the journey, thus: “the tram would run behind Black Rock Strand for about half a mile before turning right and climbing towards the Causeway Terminal. On the left passengers would see Runkerry House, a fine red sandstone house constructed in a striking location. Then part of the McNaughten Estate, occupied by two unmarried McNaughten ladies – later it became a home for the elderly after being passed to the government in lieu of death duties. Later still, it became an outward bound centre and is now divided into apartments.” [21]

An enlarged detail from the OS map above showing the Causeway terminus of the line. [23]

The terminus of the modern preservation line sits on the site of the old terminus. It has a slightly more significant footprint! [28]

A number of carriages/trailers standing at the Causeway Hotel terminus of the line, © W. Lawrence, Public Domain. [7]

Another view of the terminus. The unique tramway terminal building was constructed of corrugated iron (known locally as ‘wriggly tin’) and served as both booking office and waiting room. It had a steeply pitched roof curving up to a sharp point when viewed on the gable and had been purchased in and brought from Switzerland at a cost of £400, © Public Domain. [21]

The next three views show the modern preservation line’s buildings in the early 21st century.

The first of these three views shows the approach to the stationary from the Southwest.vThe second is a panorama of the station site and the third looks into the Station site from the East. [Google Streetview, September 2011]

Operation

Evans describes the operation of the original line:

“The somewhat tortuous route along the cliff tops gave the line a reputation for scenery rather than speed, but high speeds were frequently attained on the long falling gradient between White Rocks and the Portrush depot.

When the full summer service was operating, the lengthy sections between passing loops rendered operation difficult, and, as some of the loops were not visible from each other, boy signallers were employed. These boys were supplied with white and red flags which they would display to the drivers from a convenient vantage point, the red flag calling on an eastbound car and the white a westbound

The small shed at Bushmills was used by the morning tram from the village which left, with a load of school children and others, to journey into Portrush before the main service started from the depot The winter service was extremely meagre and did not continue beyond Bushmills out to the Causeway unless three or more passengers booked through to that point. During the summer peaks five sets (of one motor car and two trailers) were often in operation at one time.” [1: p187-188]

Wikipedia tells us that “Traill, a former geological surveyor, expected a considerable mineral traffic between quarries along the line and Portrush harbour, and there was originally a goods branch into the main square of Bushmills. However, this traffic fell away, the narrow gauge harbour branch being taken up when the Northern Counties station was opened in 1893, [11] and for most of its life the line primarily served tourists visiting the Causeway. From 1925/26 the line was closed down during each winter.” [3]

“Increased patronage, partly from military traffic, during World War II meant a brief revival of winter services, but receipts were becoming inadequate to support maintenance of the company’s ageing assets, and the line did not reopen after the end of the 1949 season (last day of regular service 30th September 1949), [12] and was subsequently dismantled.” [3]

Rolling Stock

The original power on the line was a series of four steam locomotives built by Wilkinsons. This is their Steam Tramway Locomotive ‘Dunluce Castle’ (No. 3) which served on the line until well into the first half of the 20th century. Delays to the construction of the hydroelectric plant meant that in the first instance steam needed to be used on the tramway Indeed, the need for steam remained significant in to the 29th century as water use for generating sufficient electricity to meet demand could not be fully guaranteed, © Public Domain. [21]

Evans provides details of the rolling-stock used on the line:

“The steam locomotives were Nos. 1 and 2 (1883) (scrapped 1910 and 1899 respectively), Nos. 3 and 4 (sold 1930).

The electric stock was all single deck, single truck:

Nos. 1, 2, 10 (closed trailers with end platforms).

Nos. 4-7, 11, 13, 15, 16 and 19 (toast-rack trailers with canopies).

No. 9 (vestibuled motor-car 2 x 20 h.p. B.T.H. motors. Peckham truck),

Nos. 20-23 (toast-rack motor-cars with canopies, originally completely open).

No. 24 (vestibuled motor-car, Peckham pendulum truck, originally double deck 3ft 6in. gauge car and purchased as such from Dunfermline and District Traction Co., August, 1937. It had longitudinal cushioned seats).” [1: p188]

A typical consist on a loop on the tramway, © J. H. Meredith, most probably now Public Domain. [1: p188]

Wikipedia expands somewhat on the rolling-stock record provided by Evans: “the original cars were built by the Midland Railway Carriage and Wagon Company and were later followed by 5 examples from GEC, each with 2 x 20 horsepower (15 kW) British Thomson-Houston motors, and also a Peckham car. There were a maximum of six electric power cars owned at any one time, all being single-truck, single-deck vehicles with both enclosed and “toast rack” examples; typically these would haul several 4-wheel “toast rack” trailers, of which there were 15. There were four steam tram engines, ordered from Wilkinson of Wigan. They had vertical boilers, weighed 7 tons and burnt coke. No.2 was scrapped in 1899, No.1 converted to a ballast wagon in 1910 and Nos. 3 (Dunluce Castle) and 4 (Brian Boroihme) were sold in 1930 for the River Bann Navigation works near Portstewart.” [3][11]

“In 1938 a final electric tram was added to the stock as number 24. This vehicle was formerly a double deck Dunfermline and District Tramways car which was both re-gauged and extensively modified to become a single decker with enclosed ends for the Giants Causeway route.” [3][14]

The modified Dunfermline tram which was given the number 24. It was once a double-deck tram and ran originally on a different gauge. [21]

“A power car and trailer are restored at the Ulster Folk and Transport Museum, Cultra and another power car is in the care of the National Transport Museum of Ireland at Howth.” [3]

A motorised tramcar on display at Cultural, © Milepost98 and licenced for use here under a Creative Commons Licence (CC BY-SA 4.0). [15]

A trailer car on display at Cultural, © Milepost98 and licenced for use here under a Creative Commons Licence (CC BY-SA 4.0). [16]

Full details of the steam locomotives can be found here. [17]

Evans concludes:

“The disappearance of this historic tramway, which changed so little in its 66 years of operation, yet provided a useful amenity, and an attraction for tourists, will be mourned by many and the line will be greatly missed by holidaymakers who have in previous years enjoyed rides along its scenic coastal route.” [1: p188]

The editor of The Modern Tramway commented: “We understand that a conference of local authorities is being held to urge the Government to subsidise the Giants Causeway line to the amount of £2,000 a year, so that it may be carried on as a tourist attraction. This is a move that commands our support, but we submit that the modernisation of the line might after a while actually render the subsidy unnecessary.” [1: p188]

Preservation

The Giants’ Causeway and Bushmills Railway was later constructed over the final two miles (3.2 km) of the Tramway and carried its first passengers at Easter 2002. Trains were running at least until the end of 2024. [3][13]

The Giant’s Causeway and Bushmills Railway (GC&BR) is a 3 ft (914 mm) narrow gauge heritage railway operating between the Giant’s Causeway and Bushmills. It “uses equipment originally assembled by Lord O’Neill for a tourist line at Shane’s Castle, Country Antrim, which closed in 1994. The idea of using this to revive part of the Tramway was largely conceived and promoted by David Laing. The Giant’s Causeway and Bushmills Railway Company is a not-for-profit organisation with charitable status. Clearance of the trackbed commenced at the end of 1999 and the railway carried its first passengers at Easter 2002.” [27]

“On 10th July 2010 the railway took delivery of a specially customised 4 coach diesel multiple unit capable of accommodating up to 90 passengers. Manufactured by Severn Lamb UK Ltd., it was designed to enhance the visitor experience to the North Antrim Coast and to recreate, in so far as was possible, the passenger experience of the original hydro electric tram. Commissioning of the new rolling stock by the manufacturers began on Monday 12 July with the inaugural journey three days later. The DMU is powered by a Kubota V3600-E3 engine and shares the line with the previous steam rolling stock. All vehicles run on bogies. The power vehicle is on the Causeway side and is shorter (4 windows) than the three trailers (5 windows).” [27]

Rolling Stock

In addition to the 4-coach DMU, the line has three locomotives and a number of coaches.

The Locomotives owned by the preservation line. [27]

References

D. G. Evans; The Giants’ Causeway and Portrush Tramway; in The Modern Tramway Vol. 13 No. 153, London, September 1950, p185-188.
Railway Times; 22nd September 1883. (Cited by the article at Reference No. 3)
https://en.m.wikipedia.org/wiki/Giant%27s_Causeway_Tramway, accessed on 17th January 2025.
https://commons.m.wikimedia.org/wiki/File:Portrush_Rly_Station,_1890s.jpg, accessed on 16th January 2025.
Railway Magazine. May 1936. p. 355. (Cited by the article at Reference No. 3)
Railway Magazine. May 1936. p. 360. (Cited by the article at Reference No. 3)
https://commons.m.wikimedia.org/wiki/File:Giant%27s_Causeway_tram,_Causeway_Hotel.jpg, accessed on 17th January 2025.
Railway Magazine. May 1936. p. 359. (Cited by the article at Reference No. 3)
Railway Magazine. May 1936. p. 356. (Cited by the article at Reference No. 3)
David Hammond; The Singer’s House. Greenhays GR702, 1980, sleeve note.
Railway Magazine. May 1936. p. 361. (Cited by the article at Reference No. 3)
Irish Railway Record Society Journal, no. 9; Smmer 1951, p140.
https://m.facebook.com/profile.php/?id=100063607388865, accessed on 17th January 2025.
https://discoverportrush.com/buildings/transport-travel/giants-causeway-tramway, accessed on 17th January 2025.
https://commons.m.wikimedia.org/wiki/File:Cultra_a7.jpg, accessed on 17th January 2025.
https://commons.m.wikimedia.org/wiki/File:Cultra_a12.jpg, accessed on 17th January 2025.
http://www.trainweb.org/i3/lbld_wi.htm#loco_wi_c, accessed on 17th January 2025.
https://itoldya420.getarchive.net/amp/media/the-giants-causeway-tram-at-portrush-in-built-up-areas-was-initially-the-steam-6740ac, accessed on 17th January 2025.
https://maps.nls.uk/view/247678121, accessed on 17th January 2025.
https://maps.nls.uk/view/247678106, accessed on 17th January 2025.
https://discoverportrush.com/buildings/transport-travel/giants-causeway-tramway, accessed on 17th January 2025.
https://maps.nls.uk/geo/explore/#zoom=16.5&lat=55.20428&lon=-6.60729&layers=6&b=ESRIWorld&o=100, accessed on 18th January 2025.
https://maps.nls.uk/view/247678112, accessed on 28th January 2025.
https://www.mediastorehouse.co.uk/fine-art-finder/artists/english-school/new-electric-tramway-portrush-bushmills-23543986.html, accessed on 18th January 2025.
https://www.ulstertransportmuseum.org/collections/causeway-tram, accessed on 18th January 2025.
https://www.geograph.org.uk/photo/3083952, accessed on 19th January 2025.
https://en.m.wikipedia.org/wiki/Giant%27s_Causeway_and_Bushmills_Railway, accessed on 19th January 2025.
https://maps.nls.uk/geo/explore/#zoom=18.0&lat=55.23149&lon=-6.51811&layers=6&b=ESRIWorld&o=0, accessed on 19th January 2025.

The Cavan and Leitrim Railway at Dromod again. …

Leave a reply

It has taken me a while to get round to completing this article! ….

Saturday 6th May 2023 was the first time that I had been able to visit the Cavan & Leitrim at Dromod. A planned visit in 2020 was prevented by the COVID-19 pandemic and the associated lockdown which was enforced for our safety.

We were en-route, on 6th May, from Co. Donegal to Dublin after two great weeks following the route of the Burtonport Extension Railway between Burtonport and Letterkenny.

I had been intending to drop in to see the preservation society at Dromod either on the way to Co. Donegal or on the return journey. The second option worked in best with our travel arrangements.

My wife granted me an hour or so of freedom to explore the site at Dromod. Jo decided that she’d enjoy reading her novel more than traipsing around another railway related site. She had, after all, spent a good bit of her holiday walking along the track bed of abandoned railways.

My previous articles about Dromod and the first length of the Cavan & Leitrim Railway from Dromod to …. can be found on these links:

https://wordpress.com/post/rogerfarnworth.com/18449, and

https://wordpress.com/post/rogerfarnworth.com/19957.

The first image below shows the site of the two stations at Dromod as they appear on Google Earth’s satellite imagery.

Dromod’s railway stations as they appear on Google Earth. [Google Earth, 18th July 2023]

Drumod/Dromod on the 1″ OSi mapping of the mid-20th century. The Iarnrod Eireann Line runs from the centre-bottom of the image in a Northwest direction. The Cavan & Leitrim Railway curved away to the East from its terminus close to the mainline station.

Dromod Iarnrod Eireann Railway Station seen from the road-bridge over the approach to the station from the South. The Cavan & Leitrim Station building is hidden behind the mainline building. The Goods Shed associated with the mainline station can be seen beyond the footbridge sitting at the end of the platform. [Google Streetview, September 2019]

A platform level view of the Iarnrod Eireann Station looking North. The Cavan & Leitrim Railway Station sits behind the Station buildings in this view. Just visible above the train is the roofline of the mainline Goods Shed. [1]

The Station Approach seen from the East. The Cavan & Leitrim Railway terminus can be seen on the right of the picture, the Iarnrod Eireann Station building is on the left. [Google Streetview, May 2009]

The Cavan & Leitrim Railway terminus buildings at Dromod as seen from the Station Approach to the mainline station. The platform face was approximately on the line of the picket fence.[Goggle Streetview, May 2009]

The street side approach to the station building. The photograph is taken looking North. [My photograph, 6th May 2023]

The two stations as they appear on the 25″ OSi survey of the early 20th century. The northern approach to each station seems to have been guarded by an abattoir! [2]

Three enlarged extracts from the same mapping make it easier to pick out details at the two station sites. North of the mainline Goods Shed, there appears to have been a goods transfer platform with the 3ft gauge siding on its East side and an Irish standard-gauge line on its West side. These three map extract do not properly show the Cavan & Leitrim Railway carriage and engine shed. The next map extract shows both these buildings which were to the North of the passenger facilities. [2]

This map extract from the 25″ OSi survey shows the Cavan & Leitrim carriage shed, engine shed and turntable close to the centre of the image, the standard-gauge Goods Shed and the transfer platform are to the left of the image. [2]

The preservation line is only short in length and extends as far as the limits of the site permits towards Mohill. However, it is rightly proud of its work and continues to achieve much more than might be expected given the relatively small number of volunteers. You can visit its website by clicking here. [3]

Trains run on Saturdays, Sundays and Mondays. The group also has a transport museum, with narrow-gauge trains of every gauge, buses, planes, fire engines and artillery guns from WW1 and WW2.

‘Nancy’ sits alongside the Water Tower, outside the Engine Shed, at Dromod. She was not in steam on 6th May 2023. [My photograph, 6th May 2023]

‘Nancy’ was refurbished in the years prior to the pandemic. Work was finally completed in 2019. ‘The Railway Hub‘ reported the completion of the work on 22nd September 2019: “The restoration of the Cavan & Leitrim Railway’s Avonside 0-6-0T Nancy is officially complete after 22 years’ work and £160,000 investment. The former ironstone loco returned to steam at Alan Keef’s Ross-on-Wye workshops in March, but was delivered to Dromod without its brass dome cover as this was still being manufactured by ‘The Dorset Copperfish’. The new dome was finally delivered by Alan Keef on 27th July, and C&L volunteers wasted no time fitting it to Nancy as a final finishing touch.” [4]

The pictures taken at the preservation/museum site below are predominantly my own and were taken on 6th May 2023. By no means are these an exhaustive survey of the exhibits at Dromod.

We start with Michael Kennedy showing me Tralee and Dingle Railway Carriage No.10 (1891) which is stored in the carriage shed at Dromod awaiting restoration.

Tralee and Dingle Railway Carriage No.10T (1891) which is stored in the carriage shed at Dromod awaiting restoration. Michael is pointing to the faded CIE logo on the carriage side. It was in 1945 that Córas Iompair Éireann (CIÉ) was founded, uniting the Great Southern Railways with the Dublin United Tramway Company. The name means “Irish Transport Service” in the Irish language. CIÉ began its operations on 1st January 1945 as a private company with shares traded on the Dublin stock exchange. The Tralee & Dingle Railway became part of its empire! [My photograph, 6th May 2023]

An internal view of Tralee & Dingle Carriage No. 10T which sits under cover awaiting restoration. [My photograph, 6th May 2023]

Tralee & Dingle Railway Carriage No. 10T sits in the Carriage Shed at Dromod awaiting restoration. It is one of a pair of Tralee &Dingle carriages (7T and 10T). Its sister (7T) is currently in Cumbria. Both carriages were built by the Bristol Wagon and Carriage Works, 7T in 1890 and 10T in 1891. They served on the Tralee & Dingle until it closed to passenger traffic in 1939 and we’re then moved to the West Clare Railway.

They served on the West Clare until the West Clare section was dieselised in the 1950’s and the carriages became redundant, they were then sold off as bodies and used as holiday homes and huts. Number 7T and 10T became huts for drainage contractor Gerry Walsh. Micheal Kennedy recovered the carriages a number of years back. 7T is being restored in Cumbria, as of 2023, work is ongoing on the bogies and chassis.

To find out more about these carriages and about donations to the work being undertaken please follow this link. [5]

Also at Dromod is railcar trailer No. 47C of the CIE West Clare Section. Originally built in 1890 by the Bristol Carriage and Wagon Company for the Tralee & Dingle Railway as a wooden bodied 3rd Class 34 seat carriage, it carried the number 6 on the Tralee & Dingle. On one of its windows is a short history of carriage conversions undertaken to make railcar trailer No. 47C.

The information sheet on the side of Carriage No. 47c. [My photograph, 6th May 2023]

Carriage No. 47c alongside the platform at Dromod. This photograph was shared on The 3ft Gauge Enthusiasts Facebook Group by Philip Bedford on 2nd October 2021. [6]

The Cavan & Leitrim Railway logo on the side of Carriage No. 47c. [My photograph, 6th May 2023]

Ex-Bord Na Mona locos at Dromod on Saturday 22nd April 2023, © Gareth James and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [7]

More ex-Bord Na Mona at Dromod on 6th May 2023. [My photograph, 6th May 2023]

A Wickham Trolley in the shed at Dromod. This is number W6/11-4 (Works No. 9673). It was once based at Lochaber and was used for inspection duties on the 3ft gauge Lochaber system which included a section of railway going up Ben Nevis! It arrived at Dromod in the winter of 1996. [My photograph, 6th May 2023]

Affixed to the front window of the Wickham Trolley is a picture of it in use on Ben Nevis. [My photograph, 6th May 2023]

Wikipedia informs us that “the Lochaber Narrow Gauge Railway was a 3 ft (914 mm) narrow-gauge industrial railway. It was a relatively long line, built for the construction and subsequent maintenance of a 15-mile-long (24-kilometre) tunnel from Loch Treig to a factory near Fort William in Scotland.[1] The tunnel was excavated to carry water for the Lochaber hydroelectric scheme in connection with aluminium production by British Aluminium. The railway came to be known colloquially as the ‘Old Puggy Line’.” [7]

A proper look at the Lochaber Narrow Gauge Railway is for another time but it ran from Fort William to Loch Treig and on to the Laggan Dam on Loch Spean, as shown below.

Thes five extract from RailMapOnline taken together show the full length of the Lochaber Narrow Gauge Railway. Opened in 1925, the Lochaber Narrow Gauge Railway finally closed in 1977. [8]

Back to the Cavan and Leitrim at Dromod. The museum includes a series of different means of transportation. Just a few photos from my visit in 2023.

A Great Northern Railway Gardner bus sits in front of carriage 10T in the carriage shed. [My photograph, 6th May 2023]

One of the Bergbolagen Rail Tricycles restored by volunteers at the Cavan and Leitrim Railway. This tricycle was last in use by Bord na Mona on Clonsast Bog in County Kildare. [My photograph, 6th May 2023]

https://youtu.be/oxa_s5WfWn8 [11]

The Cavan and Leitrim Railway has restored two 3 foot gauge Bergbolagen Rail Tricycles, part of a batch purchased by Bord na Mona (The Irish Turf Board) in 1957 from the Bergbolagen Company in Stockholm, Sweden, the yellow one was used on Clonsast Bog in County Kildare, the green one (running second on the video) was used on Boora Bog in County Offaly. Andrew Wilson kindly donated the parts (rescued in the 1970s) from which both of these machines were restored. [9]

A replica 3 ft gauge rail inspection bicycle built by Cavan and Leitrim volunteers using the frames of 2 1920s “High Nelly’s” and original early 1900s american Teetor & Hartley wheels. [My photograph, 6th May 2023]

The Guinness Steam Loco (No. 22) at the Cavan & Leitrim at Dromod was 100 years old in 2012 which made it 111 years old in 2023. This is it, in storage at Dromod on 6th May 2023. Loco No. 22 was built in Spense’s foundry, Cork Street, Dublin in 1912.
It was part of an extensive network of locos in the Guinness brewery at St. James’s Gate in Dublin and continued in operations until 1957. In August 2003, No. 22 arrived in Dromod and since then, hard work began to restore it back to its former glory. So far the bodywork has been restored. No. 22 isn’t fully restored. Its Boiler is missing. The task of replacing it has proven challenging as it is designed to run on a 1ft 10in track, slightly narrower than the standard of 2ft. However that doesn’t mean it will never be restored. The Cavan & Leitrim continue in their search for the best replacement boiler and hope some day soon No. 22 will return to steam. [10]

Hidden amongst series of different important relics are two wagons. The first shown below comes from the West Clare Railway, the second

A chassis and frame from a 5 ton covered wagon from the West Clare Railway in storage at Dromod. [My photograph, 6th May 2023]

A 2-plank China Clay wagon from North Devon built by Marshalls in 1880 in store at the Cavan & Leitrim Railway at Dromod. [My photograph, 6th May 2023]

A restored two-plank wagon No.4318. [My photograph, 6th May 2023]

References

https://www.irishrail.ie/Admin/IrishRail/media/Stations/dromod_pic.jpg, accessed on 18th July 2023.
https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e&extent=608964.6235%2C603547.0536%2C610175.0947%2C604299.7947%2C2157, accessed on 18th July 2023.
https://www.cavanandleitrimrailway.com, accessed on 18th July 2023.
https://www.therailwayhub.co.uk/7671/new-dome-completes-22-year-restoration-of-nancy-at-dromod, accessed on 18th July 2019.
https://www.cavanandleitrimrailway.com/post/railbike, accessed on 19th July 2023.
https://m.facebook.com/groups/1529628147328240/permalink/2815090888781953, accessed on 23rd July 2023.
https://en.m.wikipedia.org/wiki/Lochaber_Narrow_Gauge_Railway, accessed on 3rd August 2023.
https://www.railmaponline.com/UKIEMap.php, accessed on 5th August 2023.
https://www.cavanandleitrimrailway.com/post/other-bike, accessed on 5th August 2023.
http://thecavanandleitrimrailway.blogspot.com/2012/06/guinness-brewery-steam-loco-celebrates.html?m=1, accessed on 6th August 2023.
https://youtu.be/oxa_s5WfWn8, accessed on 6th August 2023.

The L&LSR once again – a perspective from the 19th century! – The Railway Magazine, November 1899.

Leave a reply

The November 1899 edition of The Railway Magazine carried a short article about the L&LSR which was not heavy on technical detail. It mostly reads as though it were a holiday brochure rather than an article in a railway journal. None-the-less, the article is still of interest, particularly for the fact that it was written during the period when the L&LSR was expanding.

A map of the L&LS Railway in 1899, before its significant expansion. I was particularly drawn to this map as my wife and I spent our main holiday this year in Rathmullan directly across Lough Scilly from Buncrana. I have still to complete a series of articles about the L&LSR between Derry and Cardonagh. [1: p461]

Chisholm starts his article: the L&LSR “is one of those excellent little lines constructed on the narrow gange principle, which are to be found in all parts of Ireland. The country has the benefit of light rail ways It is with one of these lines that the present article is intended to deal. It is to be hoped that the following notes respecting the L&LSR will prove interesting to readers.” [1: p461-464]

Chisholm then spends a number of paragraphs explaining how best a traveller from the mainland to Derry.

I found his outline of the route from London interesting as it highlighted the number of railway companies whose rails the journey would cross. “Leaving London (Euston or St. Pancras) the passenger is taken to Carlisle, the ‘Clapham Junction of the North’. The journey is continued to Stranraer on the Portpatrick and Wigtownshire Joint Railway, owned by the London & North Western, Midland, Caledonian, Glasgow & South Western, Companies. The steamers run alongside the harbour station, Stran raer. The boats are well built, and are fitted with the latest improvements, The joint companies are financially interested in this steam boat service, as is also the Belfast and Northern Counties Railway. The time occupied in crossing is approximately two hours. Larne harbour station also adjoins the steamer pler, … A narrow gauge train awaits the arrival of the boat, and by this train the traveller is taken to Ballymena, It is necessary to change here into the broad gauge ‘Londonderry Express’, which speedily runs to the city on the banks of the Foyle.” [1: p464-465]

At that time, Derry “consist[ed] of two towns, one on each side of the River Foyle. The waterside station of the Belfast and Northern Counties Rail- way is on the eastern bank. The river is spanned by the stately Carlisle Bridge, a fine structure, which can truly be termed ‘[Derry’s landmark’. … The [L&LSR’s] station was on the western bank of the river. On entering it and viewing for the first time the rolling stock therein, the Londoner’s thoughts [would] immediately fly to the London and South Western Railway. The carriages before him [were] painted almost exactly after the style of that Company’s coaching stock. In addition to this, [the L&LSR] Company paint their engines a bright grass green – another prominent ‘South Western’ feature.”

The featured image for this article shows L&LSR Locomotive No.1 J.T. Macky which was built by Black, Hawthorn & Co., of Gateshead in 1883. At the time of Chisholm’s article this locomotive was only around 6 years old. In a surprising digression from the more general nature of his article, Chisholm provides quite some detail about this locomotive. “It was named after the then Chairman of the Company. Mr. Fred. Dawson, the … General Manager of the Company, … supplied the [Chisholm] with the leading dimensions of ‘J.T. Macky’. It [was an 0-6-2T loco], a six-coupled engine with a two-wheeled pony truck at the rear. The diameter of the coupled wheels [was] 3 ft. 6 in., the diameter of the trailing wheels being 2 ft. 2 in. The gauge of the line [was] 3 ft 0 in. ‘J. T. Macky’ [had] cylinders 13 in. by 19 in.; a total heating surface of 592 square feet. …(112 tubes); a steam pressure of 140 lbs. per square inch, and a total length over the buffers of 27 ft. The total weight of the engine in working order [was] 23 tons 3 cwt.” [1: p462]

L&LSR Locomotive No. 1 ‘J.T. Macky’. [1: p463]

It is clear that Chisholm was quite taken by this locomotive: “The locomotive is extremely handsome, being painted … brought green picked out with black and white stripes. A bright brass dome is mounted on the top of the barrel.” [1: p462]

In 1899, Chisholm claimed that the L&LSR owned ten locomotives the first four named, respectively, J.T. Macky, Londonderry, Donegal and Inneshowen. The remaining engines bore numbers only. J.T. Macky, Londonderry, and Donegal were numbered ‘1’ to ‘3’ and were all 0-6-2T locomotives supplied by Black, Hawthorn & Co. Inneshowen was numbered ‘4’, supplied by the same company it was an 0-6-0T. I have only found evidence of a further four locomotives having been supplied to the L&LSR by 1899: No. 5(A) and No. 6(A), both supplied by Robert Stephenson & Co. in 1873, both 2-4-0T locomotives; and No. 5 and No. 6, both supplied by Hudswell Clarke in 1889, both 4-6-2T locomotives. [3]

Chisholm continues: The L&LSR consisted of “two branches. … The longer branch extend[ed] to Letterkenny, and the shorter to Buncrana. [At that time] the company work[ed] and own[ed] 14.5 miles of line.” [1: p462-463]

Chisholm goes on to write about the L&LSR’s expansion plans. Looking forward from the end of 1899, he says: “It aspires to greater things, … there are now being made extensions of great importance. The first of these is a line from Letterkenny to Burtonport, 49.5 miles. An extension from Buncrana northwards to Carndonagh (see map) is also now being undertaken. The latter will be 18.5 miles long. It will be seen that when these extensions are completed, the Lough Swilly Railway will be a comparatively big concern.” [1: p463]

From this point in his article, Chisholm sells the area around the L&LSR as a holiday destination. “The scenery in and around … County Donegal is exceptionally fine. … Buncrana has truly been described as a lovely spot. It is an ideal holiday resort. A fine building – the Lough Swilly Hotel – has been erected, where tourists will find excellent accommodation. The Lough Swilly Railway is fully alive to the fact that the district served by its line is essentially a resort for the tourist. With this view, [the Company] has introduced a number of facilities for holiday makers. For example, cheap tickets are issued daily between Londonderry and Buncrana – the fare for the double journey being only one shilling. The tickets are available by all trains. The passenger has not to get up at an unearthly hour in the morning to catch a special train. … There has also been introduced, … passengers proceed by rail from Londonderry to Buncrana, thence to Fahan, by steamer from Fahan to Rathmullan, by coach from Rathmullan to Rosapenna, Dunfanaghy, Gweedore, Dungloe, Glenties, Ardara, Carrick, Killybegs, thence by rail to [Derry]. ” [1: p463]

A train from Derry arrives at Buncrana. The Locomotive is L&LSR No. 4, ‘Innishowen’. [1: p464]

In Chisholm’s concluding remarks, he comments that “the railway is a thoroughly up-to-date concern. … The management is … thoroughly enterprising. The railway … is an interesting and well-managed line; the scenery in the district it serves can truly be described as amongst the grandest in the British Isles.” [1: p464]

References

A J. Chisholm; The Londonderry & Lough Swilly Railway; in The Railway Magazine, London, November 1899, p461-464.
My completed articles about the L&LSR can be found on this blog on the following links:
https://en.m.wikipedia.org/wiki/Londonderry_and_Lough_Swilly_Railway, accessed on 14th September 2024.

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 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

https://en.m.wikipedia.org/wiki/Londonderry_and_Lough_Swilly_Railway, accessed on 30th April 2024.
https://railmaponline.com/UKIEMap.php, accessed on 1st May 2024.
https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 5th May 2024.
Dave Bell and Steve Flanders; The Londonderry and Lough Swilly Railway: A Visitor’s Guide; County Donegal Railway Restoration Society.
https://www.facebook.com/groups/788818974978955, accessed on 18th May 2024.
https://www.facebook.com/photo?fbid=1713862078953969&set=gm.1295963820931132&idorvanity=788818974978955, accessed on 22nd May 2024.
https://en.m.wikipedia.org/wiki/Farland_Point_railway_station, accessed on 23rd May 2024.
https://www.facebook.com/share/p/Piq7PPiWx22ujqFV/, accessed on 23rd May 2024.
https://www.inchwildfowlreserve.ie/history, accessed on 23rd May 2024.
http://disused-stations.org.uk/t/tooban_junction/index1.shtml, accessed on 27th May 2024.
http://disused-stations.org.uk/t/tooban_junction/index.shtml, accessed on 27th May 2024.
http://www.disused-stations.org.uk/t/tooban_junction/index2.shtml, accessed on 27th May 2024.
http://www.disused-stations.org.uk/t/tooban_junction/index3.shtml, accessed on 27th May 2024.
https://www.flickr.com/search/?text=tooban+junction, accessed on 27th May 2024.
https://www.facebook.com/photo/?fbid=2645067492196142&set=a.1224552917580947, accessed on 27th May 2024.
https://www.facebook.com/fahaninchburt/photos/a.648557531950952/648562385283800/?type=3, accessed on 27th May 2024.
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]

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

https://en.m.wikipedia.org/wiki/Londonderry_and_Lough_Swilly_Railway, a cessed on 30th April 2024.
S. Maxwell Hajducki; A Railway Atlas of Ireland; David & Charles, Newton Abbot, 1974.
https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 30th April 2024.
https://railmaponline.com/UKIEMap.php, accessed on 1st May 2024.
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.
https://www.letterkennyhistory.com/the-railways, accessed on 13th July 2023.
https://m.facebook.com/groups/788818974978955/permalink/1011585592702291, accessed on 13th July 2023.
https://www.flickr.com/photos/29903115@N06/48627305973, accessed on 3rd May 2024.
https://www.facebook.com/share/p/wdwkAfVanbCPbvmT, accessed on 3rd May 2024.
https://www.facebook.com/share/AEut2yYnGpVF5Bdu, accessed on 3rd May 2024.
https://www.facebook.com/share/LY7arTwvoZJ3iVTs, accessed on 3rd May 2024.
https://www.facebook.com/share/p/qUSZXS8nL2jjKiYG, accessed on 4th May 2024.
http://geohive.maps.arcgis.com/apps/we2bappviewer/index.html?id=9def898f708b47f19a8d8b7088a100c4, accessed on 27th and 28th October 2020.
https://catalogue.nli.ie/Record/vtls000332873, accessed on 5th May 2024.
https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 5th May 2024.
https://www.facebook.com/share/p/8ZMXsiwAdUZFuj7X, accessed on 5th May 2024.
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].
Dave Bell and Steve Flanders; The Londonderry and Lough Swilly Railway: A Visitor’s Guide; County Donegal Railway Restoration Society.
http://donegalgenealogy.com/1901pluck.htm, accessed on 8th May 2024.
https://www.donegaldaily.com/2024/03/19/plans-for-reinstatement-of-old-east-donegal-railway-line, accessed on 9th May 2024.
https://www.facebook.com/share/p/WPFKVTW43vPdgCJY, accessed on 9th May 2024.
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.
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 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

https://www.facebook.com/AerialViewsDonegal, accessed on 5th May 2023.
https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 5th May 2023.
https://www.facebook.com/cashelnagore, accessed on 31st May 2023.
https://fishinginireland.info/salmon/north/tullaghobegley-ray, accessed on 31st May 2023.
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.
Joe Begley, Steve Flanders & E.M. Patterson; The Lough Swilly Railway: Revised Edition; Colourpoint Books, Newtownards, 2017.
https://en.wikipedia.org/wiki/Falcarragh_railway_station, accessed on 31st May 2023.
https://www.railscot.co.uk/Ireland/Irish_railways.pdf, accessed on 31st May 2023.
https://m.facebook.com/groups/276950236132781/permalink/326226897871781, accessed on 1st June 2023.
https://www.railmaponline.com/UKIEMap.php, accessed on 5th June 2023.
https://m.facebook.com/groups/276950236132781/permalink/1163181957509600, accessed on 10th June 2023.
https://pbmlkt.ie/easy-walks/12-creeslough-old-railway-loops, accessed on 11th June 2023.
https://www.buildingsofireland.ie/buildings-search/building/40813002/faymore-viaduct-masiness-creeslough-donegal#gallery-1, accessed on 20th June 2023.
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.
https://www.tiktok.com/@irishdailytimes/video/7198602746193251589, accessed on 21st June 2023.
https://catalogue.nli.ie/Record/vtls000306810/HoldingsILS, accessed on 21st June 2023.
https://www.buildingsofireland.ie/buildings-search/building/40903502/barnes-gap-viaduct-stragraddy-co-donegal, accessed on 21st June 2023.
https://www.flickr.com/photos/69692273@N03/49956131028, accessed on 21st June 2023.
https://www.postcardsireland.com/postcard/owencarrow-railway-viaduct-cresslough-co-donegal, accessed on 21st June 2023.

Derry History – The Harbour Tramways/Railways

Leave a reply

The ‘Modern Tramway’ Journal of September 1963 had a short article about the Harbour Tramways in Derry, written by J.H. Price. …

The 3-rail mixed gauge track of the dockside tramways in Derry. These were closed from 1st September 1962, © J.H. Price. [1: p315]

Friday 31st August, 1962, saw the closing of the dockside tramways of the Port and Harbour Commissioners in Derry. This was probably “a delayed outcome of the closing in 1957 of much of the hinterland railway system, which … diverted much traffic to Dublin, and since 1950 the rail traffic over the Commissioners lines has fallen from 200,000 tons to just over 10.000 tons per year. Now road transport is used for all traffic.” [1: p314]

The city of Derry was unusual in having four separate railway termini, two on each side of the River Foyle. On the western side was the Foyle Road, terminus of the Great Northern Railway’s 5ft 3jn gauge line to Omagh and Portadown, separated by nearly two miles of quays from the L&LSR’s 3 ft. gauge terminus at the Graving Dock. Across the river on the eastern shore was the Waterside terminus of the Ulster Transport Authority (ex-NCC) main line to Coleraine and Belfast, and further south on the same side was Victoria Road station, the terminus of the 3ft gauge line to Strabane owned by the Ulster Transport Authority and worked for them by the County Donegal Railway.

The narrow gauge lines were closed in 1953 and 1954 respectively, but the broad gauge lines were still in use in 1963.

“To allow railway wagons to reach the town quays and the quayside warehouses, the … Port and Harbour Commissioners built from 1867 onwards a system of dock tramways worked initially by horses. Most of the lines were of three-rail mixed gauge. … In 1872 steam traction was introduced, with broad-gauge tank locomotives fitted with dual couplings so as to haul broad or narrow-gauge wagons; mixed gauge trains were not unusual.” [1: p314]

From about 1950 the Commissioners two latter-day locomotives (both 0-6-0 saddle tanks) were displaced by road tractors, but remained in their shed for another three years. Photographs of these two locomotives can be seen towards the end of this article.

“For a short time in the 1880 the Lough Swilly passenger trains ran over the dock tramways as far as the Middle Quay, but this ceased in 1888, and a link for passenger traffle was provided instead from 1897 onwards by the 4ft 8in gauge horse tramway of the City of Derry Tramway Company, replaced by motor buses in 1920.” [1: p314-315]

“Since part of the original scheme was to allow the railways of the eastern shore an access to the quays and warehouses on the western, or town, side, the layout included a railway across the lower deck of the Carlisle Bridge, and this was continued when the bridge was reconstructed as the Craigavon Bridge in 1933. The upper deck of the bridge carrie[d] a roadway and footpaths. Locomotives were not allowed on the bridge, and for many years the wagons were moved across by rope and capstan.” [1: p315]

The lower deck of the Craigavon Bridge in Derry showing one of the mixed gauge turntables, © J.H. Price. [1: p315]

The lower deck of the Craigavon Bridge in 2023. [Google Streetview, April 2023]

This installation included two of Ireland’s few mixed-gauge turntables (the others were at Strabane, Larne Harbour and Carnlough), and to ensure that the narrow-gauge wagons were balanced correctly on the turntables, the 3 ft. gauge track was brought to the centre of the broad gauge instead of remaining at one side.

Price commented that the whole layout was distinctly unusual. He considered it likely (in 1963) that some portions of the trackwork would remain in place for years to come.

Craigavon Bridge was designed by the City Architect, Matthew A Robinson. Construction began in the late 1920s and was finished in 1933. As we have noted, the lower deck of the bridge originally carried a railway line for freight wagons, but that was replaced by a road in 1968. At each end, a silhouetted mural of a railway station stands to mark the former railway. [2]

The Port and Harbour Commissioners Tramways have been carefully mapped by Chris Amundson after study of all available sources. His work covers track layouts throughout the life of railways and tramways in Derry. This is not the place to share large electronic files but his mapping can be found on the Irish Railway Modeller forum. His CAD map from the late 1940s can be found here. [3] Just a few extracts from that drawing. …….

This first extract shows the track layout close to Craigavon Bridge. The grey/black lines are those of the Port and Harbour Commissioners Tramways, the red lines are those of the County Donegal Railways Joint Committee. The turquoise blue lines are those of the Great Northern Railway (Ireland). It is worth noting the two wagon turntables, each of which sits at one end of the bridge, © Chris Amundson. [3]

Craigavon Bridge in 1949, as seen in a Britain from Above Aerial Image (XAW027082) © Historic England. [13]

A general aerial view of the quays at Derry with the centre of the city close alongside. The light roofed building adjacent to the ship at Prince’s Quay. Further to the North are the transshipment sheds opposite the Guildhall sitting between Prince’s Quay and Queen’s Quay. [11]

Abercorn Quay and the GNR(I) Foyle Road station with covered wagons sitting on the Port and Harbour Commissioners’ rails, on an extract from photograph XAW027081, © Historic England. [12]

This extract from photograph XAW027081 overlaps with the one above and also shows Abercorn Quay, © Historic England. [12]

Open wagons sit on the Port and Harbour Commissioners’ rails at the South end of Prince’s Quay on an extract from photograph XAW027081, © Historic England. [12]

The transshipment shed on the quayside between Prince’s and Queen’s Quays. The Guildhall is just off the extract on the left. This extract is also taken from photograph XAW027081, © Historic England. [12]

The Port and Harbour Commissioners Tramways ran along the City side (West side) of the River Foyle. This extract shows Abercorn Quay and Prince’s Quay, © Chris Amundson. [3]

This extract shows Queen’s Quay and includes the location of the Port and Harbour Commissioners Tramways Loco. Shed, © Chris Amundson. [3]

This photograph looks North from Prince’s Quay. The 2 cranes are unloading coal at Berths 12 and 13. Astern of the ship (Kelly’s ‘Ballyedward’) in the foreground are the Liverpool and Heysham berths and their transshipment sheds. The Guildhall is hidden by the buildings on the left. The large building to the left of the tip of the righthand crane is McCorkells grain store. The new City Hotel and Quayside are now on that site. The boat behind the ‘Ballyedward’ on the right is the Belfast SSCo’s ‘Ulster Drover’ which carried cattle to Glasgow until about 1958. Scrapped in 1959. This photograph was shared on the Derry of the Past Facebook Page on 22nd January 2017. [14]

The quay, before the 1890s as the Guildhall has yet to be built. You can see Harbour House and Custom House in the image (the Guildhall would have been just behind the Harbour House). The platform in the foreground is the Lough Swilly Railway’s original Middle Quay Station. This image was shared to the Derry of the Past Facebook Page by Michael Burns & J Knox on 9th August 2016. [5]

A similar view in 2020. Harbour House and Custom House are visible in this photograph which was taken when the leaves were not on the trees. The Customs House is closest to the right side of the image. The Guildhall beyond Harbour House. [Google Streetview, December 2020.

This view looks South from alongside the Transit Shed. The balconied building on the right is the Guildhall. The dual-gauge track enabled wagons of both gauges to access the various warehouses and quays along the River Foyle. This image was shared on the Irish Railways Past and Present Facebook Group by John McKegney on 9th December 2020. [5]

The best that we can do using Google Streetview to replicate the older image above. The Guildhall is on the right of this view camouflaged by the bare trees of winter. The Christmas tree is probably siting over the place that the old tracks in the image above would have run. [Google Streetview, December 2020]

Looking South towards the Guildhall (the clock tower is clearly visible) from Queen’s Quay, probably sometime in the first decade of 20th century. The smaller vessel, nearest the photographer, is the Screw Steamer ‘Harrier’. Built in 1892, she was torpedoed in 1943 (by U-boat U181). The larger steamer, just beyond, is the Packet Steamer ‘Duke of York’. Built in 1894, she was renamed the ‘Peel Castle’ in 1911/1912, and pressed-into service as an Armoured Boarding Vessel during WWI, © Robert French, held in the Lawrence Photograph Collection of the National Library of Ireland. [15]

North of the Guildhall and the large transit shed but South of the Loco Shed there is a second transit shed shown on the mapping . This photograph was taken in the 1980s looking South from alongside that transit shed towards the crane tracks. The crane is sitting at the North end of the tracks. The image was shared on the Derry of the Past Facebook Page by Joseph Keys on 7th July 2020. [6]

A similar view in September 2009. [Google Streetview, September 2009]

This final extract shows the northern extent of the Port and Harbour Commissioners Tramways. The Loco. Shed can be seen bottom-left. McFarland Quay and the Graving Dock appear to the South of the L&LSR Graving Dock station. The L&LSR’s tracks are shown by the green lines, © Chris Amundson. [3]

To the North of the Goods Shed and just off the North edge of the extract above the L&LSR crossed the Strand Road at level on a shallow angle.

This photograph is taken looking North through the level-crossing on Strand Road. It shows the final train on the L&LSR, entering Graving Dock Station from the North, crossing Strand Road. The Crossing Gates emphasise the width of the road and the shallow angle of the crossing. [16]

This extract from the Ordnance Survey at the turn of the 20th century shows the Graving Dock, the L&LSR Station and the Strand Road crossing. The Port and Harbour Commission’s dual-gauge tramroad enters the extract from the South and terminates alongside Graving Dock Railway Station where a connection is made with the L&LSR sidings. Ownership of the tracks switched from the Commission to the L&LSR at the Southwest end of the Graving Dock.

The view North from the mouth of Duncreggan Road in 2022. The western kerb of Strand Road was under the location of the car parked on the grass verge close to the centre of the picture, perhaps under the location of the offside rear wheel. The level crossing gates were perhaps a short distance to the North of the same car. [Google Streetview, October 2022]

The next two images show the Port and Harbour Commission’s Locomotive 0-6-0ST No. 1 at work on the West side of the River Foyle. Both are embedded Getty Images.

Londonderry Port & Harbour 0-6-0ST No.1. Locomotive & General Railway Photographs. Ireland, 1933. — Locomotive 0-6-0ST No. 1 in 1933, (Photo by Science & Society Picture Library/SSPL/Getty Images). [7]

Londonderry Port & Harbour 0-6-0ST No. 1 — Locomotive 0-6-0ST No. 1 again, (Photo by Science & Society Picture Library/SSPL/Getty Images). [8]

Locomotive No. 1 again, this locomotive was built by Robert Stephenson & Co. (Works No 2738). It is on display in the Ulster Folk and Transport Museum at Cultra near Belfast. [9]

The Port and Harbour Commission’s Locomotive No. 3, ‘R.H. Smyth’. This locomotive is an Avonside Engineering Company locomotive, built in 1928, (Works No. 2021). Described as “generally similar to the B6 class 0-6-0 saddle tanks, but with a wheelbase of 9 feet and a gauge of 5 feet 3 inches”. The engine was designed to work on dual gauge track with both 5’3″ and 3′ gauge wagons, and had a pair of offset narrow gauge buffers. It was stood down from operational duties in 1959. By 1968 the engine had been out of use for several years and the Reverend L.H. Campbell decided to buy her to save her from the scrapyard. By February 1968 the engine was his, remaining for the time being in the Harbour Commissioners’ sheds. In 1972, the Reverend decided to pass the engine on to the Railway Preservation Society of Ireland so that it could be restored to working order. The handover officially took place on 1st May that year. It has an interesting history in preservation. [10]

No. 3’s story is taken up by the Railway Preservation Society of Ireland: “The little engine lay outside for many years until it became practical to overhaul her. She first steamed in preservation in summer 1977. For many years she served as yard shunting engine at Whitehead, and was a guinea pig for the inner firebox repair on No.85. Her public duties included train rides up and down the site at Whitehead, hauling early Easter Bunny and Santa trains before they became mainline trains. … In the summer of 2000 the loco was hired to contractors Henry Boot who were relaying the Bleach Green – Antrim line for NIR. A locomotive was needed to pull ballast hoppers, and as IÉ and NIR were not in a position to loan a locomotive, the RPSI was approached. The locomotive pulled over fifty thousand tons of stone from 18th June until 25th November 2000. On the latter date she returned to Whitehead and resumed her shunting duties. … By 2004 “R.H. Smyth” was in need of an overhaul, but didn’t seem likely to return to steam until the Guinness engine came out of traffic as steam shunting engine. Then the contractors relaying the Bleach Green – Whitehead line stepped in. They required an engine to haul ballast trains, just as Henry Boot had. The locomotive was given a thorough overhaul in double quick time, and was moved to Greenisland in early August 2005. After a busy five months ballasting, the engine returned home to Whitehead in December 2005. … From 2006 until 25th November 2012, when it returned to Whitehead, the engine was on loan to the Downpatrick and County Down Railway, although for the last couple of years of that stay, the locomotive was out of service awaiting a decision on boiler repairs. … In late 2019 the locomotive received a cosmetic overhaul and went on display in the Museum at the head of a mini goods train. The narrow gauge coupler has been reinstated.” [10]

References

J.H. Price; The Londonderry Harbour Tramways; in Modern Tramway and Light Railway Review, Volume 26, No. 309; Light Railway Transport League and Ian Allan Hampton Court, Surrey; September 1963, p314-315.
https://en.m.wikipedia.org/wiki/Craigavon_Bridge, accessed on 23rd August 2023.
https://irishrailwaymodeller.com/uploads/monthly_2023_08/_com.apple.Pasteboard.nBUrho.png.5793b7e2d13018c0cf5dab48c9af4431.png, accessed on 24th August 2023.
https://www.facebook.com/Derryofthepast/photos/a.1007190669332324/1210256352359087, accessed on 31st August 2023.
https://www.facebook.com/photo/?fbid=10157961821301219&set=gm.1848708821949134, accessed on 31st August 2023.
https://www.facebook.com/Derryofthepast/photos/a.1007190669332324/3528479063870126, accessed on 31st August 2023.
https://www.gettyimages.co.uk/detail/news-photo/londonderry-port-harbour-0-6-0st-no-1-locomotive-general-news-photo/102725492?adppopup=true, accessed on 31st August 2023.
https://www.gettyimages.co.uk/detail/news-photo/londonderry-port-harbour-0-6-0st-no-1-news-photo/102725493?adppopup=true, accessed on 31st August 2023.
https://preservedbritishsteamlocomotives.com/1-londonderry-port-and-harbour-commissioners-0-6-0st-robert-stephenson-co-works-no-2738, accessed on 31st August 2023.
https://www.steamtrainsireland.com/rpsi-collection/12/no3-rh-smyth, accessed on 31st August 2023.
https://www.foyleport.com/history, accessed on 2nd September 2023.
https://www.britainfromabove.org.uk/image/XAW027081, accessed on 2nd September 2023.
https://www.britainfromabove.org.uk/image/XAW027082, accessed on 2nd September 2023.
https://encrypted-tbn0.gstatic.com/images?q=tbn:ANd9GcR1FLJqvbOkkkChRaiNFNgSY3FWAMKYYHSyWg&usqp=CAU, accessed on 3rd September 2023.
https://flic.kr/p/267Co9D, accessed on 3rd September 2023.
https://www.derryjournal.com/lifestyle/travel/remembering-the-swilly-train-3330773, accessed on 10th September 2023.

The Tralee & Dingle Railway

Leave a reply

The Lightmoor Press has developed a reputation for producing a substantial number of high quality railway-interest books. One of their latest has been produced about the Tralee and Dingle Railway in Co. Kerry, Ireland. The author is Michael Whitehouse. [1] It is another excellent publication.

The book is an enlarged and extended version of that written by Michael’s father, Patrick Whitehouse (PWB) in collaboration with John Powell in the mid-1950s.

The Lightmoor Press edition is given the status of a second edition with PWB’s 1954 book called the first edition. [2]

The ‘first edition’ book about the Tralee & Dingle Railway written by P.B. Whitehouse. [2]

Wikipedia tells us the Tralee and Dingle Light Railway and Tramway was a 32 mile (51 km), 3 ft (914 mm) narrow gauge railway running between Tralee and Dingle, with a 6.2 mile (10 km) branch from Castlegregory Junction to Castlegregory, in County Kerry on the west coast of Ireland. It operated between 1891 and 1953; the Castlegregory branch closed shortly prior to the outbreak of the Second World War. [3]

A route map of the Tralee and Dingle Light Railway, © Stabilo Boss and included here under a Creative Commons Licence (CC BY-SA 3.0). [3]

It was one of the most westerly railway lines in Europe, but the terminus of the Valentia Harbour branch to the South was further west.

As the Lightmoor Press says, “The Tralee & Dingle Railway still stirs the hearts and imagination. Many ferro-equinologists, including the author’s father, flocked to the railway, but most only just in time. They saw the last rites of the monthly cattle train serving the Dingle fair in the early 1950s and experienced the thrill of a lifetime riding the narrow gauge train and even the footplates of the steam locomotives as they rushed the steep gradients and flew down the other side, brushing red fuchsias into disarray. All spiced by the general hazards of near-derelict rolling stock running over grass-covered and barely maintained track, often wet from Irish rain and mountain mists and over some of the most frightful curves and gradients ever engineered on a narrow gauge railway.” [4]

“The Dingle peninsula has some of the best scenery in Ireland to travel through which is a draw all of its own. Fact and folklore generated by this three-foot narrow gauge railway was all quite remarkable, as was its involvement in the developing Irish political environment.” [4]

In this book, “Michael Whitehouse revisits the story of this remarkable railway using his father’s photographs and research notes, together with considerably expanded text to place the railway in its political, economic and social context.” [4]

Lispole Viaduct was the significant structure on the line, © ‘Felix O’ and used here under a Creative Commons Licence (CC BY-SA 2.0). [3]

The book begins with a series of different prefaces before chapters 1 to 4 cover a history of the line. Chapter 5 relates the story of the short-lived preservation line, the Tralee & Blennerville Railway and the surviving stock from the old railway which found its way to other locations.

The Tralee & Blennerville Railway provided the setting for 5T a 2-6-2T locomotive manufactured by the Hunslet Engine Company in 1892 and restored to run on the short-lived preservation railway, © ‘King Dumb’ and included here under a Creative Commons Licence (CC BY 3.0). [5]

Whitehouse then takes readers on a journey on the line (in Chapter 6), the political and economic environment in which it operated (in Chapter 7), the work of the running department: the men and the locomotives (in Chapter 8). He devotes a chapter to the carriages and wagons used on the line (Chapter 9). Two chapters cover the development of operations and signalling on the line and significant accidents (Chapters 10 & 11). A series of appendices including, among other things, facsimile copies of: the full text of The Tralee & Dingle Light Railway Order, 1888; the Bye-laws & Regulations; and the Working Timetables & Rules which detailed what were the Company’s expectations of its staff.

The book is published on high quality glossy paper held between strong board covers. It is a detailed, well-illustrated and comprehensive account which qualifies admirably as a final word on the Tralee & Dingle Railway.

The costs of publication of specialist, high quality books is high and is rising. The recommended retail price is £60.00. The Lightmoor Press will supply it direct and it can be bought from other outlets as well.

Highly recommended!

References

Michael Whitehouse; The Tralee & Dingle Railway: 2nd Edition; Lightmoor Press, Lydney, Gloucestershire, 2023.
Patrick B. Whitehouse; The Tralee & Dingle Railway; Locomotive Publishing Co Ltd., 1954.
https://en.m.wikipedia.org/wiki/Tralee_and_Dingle_Light_Railway, accessed on 9th July 2023.
https://lightmoor.co.uk/books/the-tralee-dingle-railway/L9214, accessed on 9th July 2023.
https://en.m.wikipedia.org/wiki/TDLR_5, accessed on 9th July 2023.

The Donegal Railway Heritage Trail.

2 Replies

On 28th February 2022 the Donegal Railway Heritage Centre announced that, with funding provided through the “Creative Ireland” programme administered by Donegal County Council, they completed the production of a map of County Donegal showing some of the main Donegal railway heritage still to be seen across the County and into Northern Ireland.

Niall McCaughan, Manager of the railway Museum stated: “In recent years there has been an increased interest in railway heritage, locally, nationally and internationally. Here in Donegal is no different, but the uniqueness of the railways that operated across Donegal has a special place in the hearts of the local population, not to mention too the international interest it rightly deserves. Although much of our great railway heritage has disappeared over the decades, there still is surprising a lot about, hidden in plain sight and some of Donegal’s railway heritage is still in operation for different purposes, including as the Bus Éireann bus station in Letterkenny and their depot in Donegal town, both previously part of the Donegal railway network. This includes Station buildings, halts, Gatehouses, bridges, etc. With this in mind, we have produced a simple easy to read folded “Heritage Trail” guide for the county, as well as some locations just across the border.” [1]

I picked up one of these leaflets at the Heritage Centre in Donegal Town. It is a really well-prepared fold-out map with a significant number of important locations on both the Londonderry and Lough Swilly Railway (which served the Northern half of County Donegal from its station in Derry) and the Co. Donegal Railways network.

If you are planning a holiday in Co. Donegal then writing off for one of the leaflets would be worthwhile. They are supplied free, provided the buyer covers postage and packing costs. Alternatively, the leaflet is also available to download as a .pdf file, here. [2]

This is a low resolution copy of the map which forms part of the heritage trail leaflet. Each of the numbered locations has its own short note and photograph on the reverse side of the leaflet. [2]

Just a few of the locations highlighted in the leaflet. [2]

This is an excellent leaflet providing a great way to plan a trip round Co. Donegal to find railway heritage and to enjoy Donegal’s wonderful scenery. Don’t get so focussed on the railway history that you miss the superb beaches and the rugged moorland scenery.

The leaflet’s suggested stop-off points can supplemented by some excellent railway walking.

The first 6 km of the line from Burtonport (on the L&LSR [3]) is an easily accessible, well-maintained walk. Full details of the walk and associated historic photographs can be found on this link:

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

A further excellent walk, part metalled, runs between Falcarragh Railway Station and the Foot of Muckish Trailhead, also on the L&LSR, which can be found within this link:

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

An easy stroll is also available adjacent to Lough Connell which can be found within this link:

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

Lough Connell, Meenderrynasloe, Co. Donegal. The old railway ran along the North side of the lough. Parking is available at the West end of the lough. [Google Maps, 5th June 2023]

It is also possible to follow other lengths of the line which are part of other walking trails or which require a little more adventurous spirit. The full length of the Burtonport Extension of the L&LSR is covered by the series of of which the three above are a part.

References

https://www.govisitdonegal.com/blog/february-2022/donegal-railway-heritage-trail-guide-launched, accessed on 28thbMay 2023.
https://www.govisitdonegal.com/getmedia/840d4949-e1f3-4ea2-97b1-c2757fb3e3c2/Donegal-Railway-Heritage-Trail-FINAL.pdf.aspx
The L&LSR served the northern area of Co. Donegal with a main terminus in Derry. The L&LSR was the ‘Londonderry & Lough Swilly Railway’.

The Modern Tramway – Part 4 – Touring Ireland’s Light Railways in June 1953.

2 Replies

The featured image above shows one of the last tram journeys in Belfast. This tram is travelling along Castle Place on 27th February 1954, heading for Ardoyne Depot. [7]

In ‘The Modern Tramway’ of August 1953, [1] there was a report of an expedition by members of the Light Railway Transport League in June 1953 which toured a number of Ireland’s Light Railways. [1: p150-155] The visits included:

The Hill of Howth Tramway, Great Northern Railway, 5 ft. 3 in. Electric. (For further details and a survey of the old line, please follow this link: https://rogerfarnworth.com/2023/05/14/the-hill-of-howth-tramway/ [2])
The Fintona branch, Great Northern Railway, 5 ft. 3 in. Horse. (For further details and a survey of the old line, please follow this link: https://rogerfarnworth.com/2022/06/01/the-fintona-line/ [3])
Belfast Corporation Tramways, 4ft. 8.5in. Electric.
Belfast-Bangor section, Ulster Transport Authority 5 ft. 3 in. Diesel.
Sligo, Leitrim and Northern Counties Railway, 5 ft. 3 in. Steam & diesel.
The Londonderry and Lough Swilly Railway, 3 ft. 0 in. Steam.
The County Donegal Railways Joint Committee, 3 ft. 0 in. Steam & diesel. (For further details of the two railway networks in Donegal and a survey of the old railways, please follow this link: https://rogerfarnworth.com/category/railways-and-tramways-blog/ireland/co-donegal/ [5])
CIE., Cavan and Leitrim section, 3 ft. 0 in. Steam. (For further details of the railway in and a survey of the old lines, please follow this link: https://rogerfarnworth.com/category/railways-and-tramways-blog/ireland/cavan-and-leitrim/ [6])
CIE., West Clare section, 3 ft. 0 in. Steam & diesel. (For further details and a survey of the old railway, please follow this link: https://rogerfarnworth.com/category/railways-and-tramways-blog/ireland/west-clare/ [4])
CIE., Tralee and Dingle section, 3 ft. 0 in. Steam.
Irish Turf Board, Clonsast bog railway … 3 ft. 0 in. Steam & diesel.

In 1953, this represented all the remaining Irish narrow gauge railways and tramways, with the exception of the derelict Schull and Skibbereen and Ballycastle lines and certain industrial lines (Guinness Brewery, British Aluminium Company, several Irish Turf Board lines and a few others) The Lough Swilly and Tralee and Dingle railways were both to close in the summer of 1953.

The tour commenced in Belfast on Saturday, 6th June and the morning was spent on the Belfast Bangor section of UTA, which was served by 3-car diesel trains. In the afternoon, a tour of Belfast Corporation Tramways ran from the Mountpottinger Depot in an old tram (No. 340). It was noted that tramcars and track on the Belfast network were in a very poor state. Belfast had just purchased 100 surplus London buses which would hasten the closure of the tramway network.

A visit to the Hill of Howth Tramway consumed much of the next day.

The tour party at Sutton Depot with Tram No. 9 which provided transport for the journey along the full length of the line, © J.H. Price. [1: p151]

On the Cavan and Leitrim, the tour party travelled behind 2-4-2T No. 12L. The train consisted “two open platform coaches and a sting of vans, some of which were detached and shunted at Mohill.” [1: p152] The description of the time on the Cavan & Leitrim continued: “At Ballinamore our coach was transferred to another, smaller train behind 4-4-0 tank locomotive No. 31, complete with cowcatcher for the roadside journey, to Arigna. This line is the last roadside steam tramway with passenger service in the whole of the British Isles, and is kept open by reason of the fact that it serves the Arigna coal mines. The speed is quite brisk, despite some really abrupt curves and switchback gradients, but the journey was cut short by an encounter with a road vehicle at Mahanagh (Shannon Crossing), through no fault of the train crew.” [1: p152]

After a short hiatus while a policeman from Drumshambo took everyone’s particulars the tour continued to Manorhamilton and then to Enniskillen and Fintona Junction where they enjoyed a short return journey on the newly reconditioned Fintona horse tram (G.N.R. No. 381), continuing later to Omagh and then Derry (Londonderry).

The reconditioned Fintona horse tram at Fintona Town Station, © J.H. Price. [1: p151]

From Derry, the tour party travelled to the border behind 4-6-2T No 15. This loco was replaced by 4-6-2T No. 10 for the remainder of the outward journey to Buncrana. The article continues: “The return journey from Buncrana was run as a mixed train. At Pennyburn sheds were locomotives Nos. 2, 4, 5, 6 and 8 – Nos. 5 and 6 are 4-8-4 tanks, the most powerful locomotives ever built for the Irish narrow gauge.” [1: p152]

The article reported that at the time of the visit, Derry had “four quite separate railway termini, each served by a different company and linked only by mixed gauge tracks laid along the quays and across the lower deck of the Craigavon Bridge. One railway, the 3 ft. gauge Londonderry and Lough Swilly, is to close down very shortly, and the special 3-coach passenger train provided on 9th June to take the L.R.T.L.-I.RR.S. party to Buncrana and back is likely to be the last; regular passenger service ceased in 1948.” [1: p152]

After a morning spent on the Lough Swilly, the party travelled to Strabane to explore parts of the Co. Donegal Railways system. They were taken from Strabane to Stranorlar in Railcar No. 19 and toured the company’s workshop. They noted what at the time was “probably the oldest surviving railcar in the British Isles, a small 8-seater built as an inspection car in 1906 and fitted latterly with a Ford engine for use in pass- enger service; it [was] still in working order, and … stored at Stranorlar together with the Directors’ Saloon, which [was] still used once per year for an annual inspection by representatives of the Joint Committee. The locomotive shed housed two locomotives in startling brick-red livery as [were] the coaches and railcars.” [1: p153]

Co. Donegal Railways Railcar No. 19, © C. L. Fry. [1: p151]

From Stranorlar, Railcar No. 19 took the party non-stop through Barnesmore Gap to Donegal town, where it coupled with Railcar No. 10 and ran on to Killybegs. Returning to Donegal town the party transferred to a train of “Railbus No. 14, observation saloon No. 30 and trailer No. 1 for the last section to Ballyshannon, which ran fast to Rossnowlagh Friary halt and there picked up about 70 churchgoers from the Tuesday evening service at the Fransiscan Friary, some of whom were subsequently set down at their cottages along the line.” [1: p153]

Wednesday, 10th June started with a long cross-country journey to Ennis for a visit to the West Clare section. In 1952, the section had received 4 new railcars and a demonstration run between Ennis and Kilkee was provided for the tour group.

The following day saw the group travelling on the Tralee and Dingle Railway. By this date only monthly trains timed for the Dingle Fair were timetabled. The visit was on a Thursday and a special train was provided. 2-6-0T No. 8 took charge of two bogie vans fitted with new wooden benches and a few from the station platforms. The journey to Dingle took more than three hours and was followed by a return journey which also lasted longer than three hours and included a marvellous view of the sun setting over Tralee Bay.

Other visits followed before the tour returned to Dublin. None of which quite measured up to their experiences on the Tralee and Dingle!

Associated news carried by The Modern Tramway in the same issue of the journal included:

The end of the Londonderry and Lough Swilly

“The Londonderry and Lough Swilly Railway, a light railway, which together with the Burtonport Extension, was once Ireland’s largest narrow gauge railway (99 miles of route) closed finally on 1st August. At its fullest extent, the line once extended from Londonderry to Burtonport with a long branch to Cardonagh. The Company, unlike its railcar-minded neighbour, the County Donegal Railway, decided that its future lay on the roads, and in 1929 began to operate buses, closing the railway between Buncrana and Carndonagh six years later. The Gweedore Burtonport section was closed on 3rd June, 1940 and the Letterkenny-Gweedore section in 1949. Occasional passenger trains during the holiday season, to relieve double-deck buses, ran to Buncrana until August, 1951.” [1: p159]

Belfast

“The General Manager stated recently that in conformity with the policy of abandoning tramcar operation at the earliest possible date, tramway repairs and maintenance have been reduced to the minimum consistent with safety. The Queen’s Road tramway will not be replaced by trolleybuses but by motorbuses as the movement of large pieces of machinery to and from the shipyard is inconvenienced by overhead wires (in the past the tramway wires have occasionally been temporarily removed to allow “out-of-gauge” loads to pass along this way). During June and July the following tramcars were withdrawn and scrapped: [300, 301, 320, 337, 338, 340, 341, 369, 392, 394, 400, 413, 415, 419, 428].” [1: 159-160]

Late News from Ireland

“Two steam-worked light railways visited during the Irish Tour have just been finally closed. On the Tralee and Dingle Railway, the last train ran on Wednesday 22nd July, to collect wagons from Dingle station yard. On the Londonderry and Lough Swilly Railway, the last goods train was due to run on 10th August.” [1: p160]

References

	Paul Robson on The Stockton & Darlington…
	Roger Farnworth on The Modern Tramway – Par…
	CF on The Modern Tramway – Par…
	74: Return to Luxuly… on The Cornwall Minerals Railway…
	jgregson28 on The Garstang and Knott End Rai…