Category Archives: Ireland

Glenties in OOn3

1 Reply

On Saturday 3rd June 2023, I attended the Craven Arms and District Model Railway Circle Annual Show at Ludlow Racecourse. The visit did not disappoint. …

One of the layouts on display was Glenties in 00n3 by Alastair Knox. A general view of the layout appears as the featured image above [My photograph, 3rd June 2023]

Having just been in Donegal for a few weeks, the presence of the Glenties layout at the Show was a pleasant surprise.

The track layout seems correct but the buildings appear to have been a little compressed to keep the layout within the available space. The stock seems to be mainly from Backwoods Miniatures. [4]

Railcar No. 12 approaches the station throat at Glenties. [2]
Railcar No. 12 crosses the stream on the approach to Glenties Railway Station. [My photograph, 3rd June 2023]
No. 3A, a 2-6-4T locomotive crosses the road on the way into Glenties Station. [3]
Phoenix shunting the goods yard at Glenties. [3]
Railcar No. 12 trundles into the platform at Glenties. [My photograph, 3rd June 2023]
Railcar N0. 12 brings its short train to a halt at Glenties Railway Station. The station buildings on the model have been condensed in the model form from their size in real life. This can be seen when comparing images of the model with the pictures at the end of this article. [My photograph, 3rd June 2023]
No. 12 is now being turned ready for departure for Stranorlar. The turntable at Glenties saw a lot of use as all of the railcars used on the Co. Donegal network only had a driving position at one end. [my photograph, 3rd June 2023]
No. 12 heads to the station throat before setting back onto its short train of wagons. [My photograph, 3rd June 2023]
No. 3A has just left its train in the goods yard to be marshalled by Phoenix and awaits clearance to run back past the train and to then be serviced and turned in the loco depot. [My photograph, 3rd June 2023]
No. 3A on the turntable at Glenties. [My photograph, 3rd June 2023]
Glenties Railway Station after closure, (c) Roger Joanes. This picture is included here under a Creative Commons Licence (CC BY-NC-ND 2.0). [5]

The main station building remains in use in Glenties as a B&B. Pictures from the booking.com website for the property appear below.

As can be seen here, the actual buildings at Gentlies were longer and wider than the model could accommodate. The passenger station on the model appears to have been compressed in length and width but not in height. [1]
A view along the station platform in the 21st century. [1]

The line from Stranorlar to Glenties is covered in the two articles below:

Co. Donegal Railways, Ireland – Part 1 – The Glenties Branch – Stranorlar to Ballinamore

Co. Donegal Railways, Ireland – Part 2 – The Glenties Branch – Ballinamore to Glenties

00n3 is “the description given to modelling 3 ft (914 mm) narrow gauge railways in 4 mm scale with 12 mm (0.472 in) gauge track. 3 ft (914 mm) prototypes were common in Ireland and the Isle of Man, but the scale is not generally used outside the British Isles. 12 mm (0.472 in) gauge track is the same as that used in TT scale and HOm, so some components used for those scales can be used.” [6]

References

  1. https://www.booking.com/Share-gRs7xU, accessed on 9th June 2023.
  2. https://i.ytimg.com/vi/ifOADJeCTPM/maxresdefault.jpg, accessed on 9th June 2023.
  3. These two images are stills from a video of the Glenties layout taken at the Liverpool Model Railway exhibition in 2022, https://www.youtube.com/watch?v=PZT3hYrtfiE, accessed on 9th June 2023.
  4. http://www.backwoodsminiatures.com/00n3kits.htm, accessed on 9th June 2023.
  5. https://www.flickr.com/photos/110691393@N07/14073602795/in/photolist-nrCTN4-nrmxoe-2fLCaHg-BreD5t-hP4yK, accessed on 22nd June 2020.
  6. https://en.m.wikipedia.org/wiki/00n3, accessed on 9th June 2023.

The Hill of Howth Tramway

5 Replies

At the end of a fortnight’s holiday in Co. Donegal my wife and I had 3 nights staying close to Dublin. We chose to stay in Howth as it was at the Northern end of the DART, but perhaps also because of its history and particularly for the Hill of Howth Tramway, or to give it it’s formal title, “The Sutton and Howth Electric Tramway.” The tramway should not be confused with the Clontaff and Hill of Howth Tramroad.

The Tramway served Howth Head, near Dublin. The termini were at Sutton railway station, by the entrance to the peninsula, and Howth railway station by the village and harbour of Howth.

The tramway operated from 17th June 1901 to 31st May 1959 and was run by the Great Northern Railway (Ireland) (GNR(I)), which viewed it as a way to bring more customers to its railway stations at Sutton and Howth. The tramway replaced a horse bus service, which had run since 1867. [1][2]

When it opened, “the Hill of Howth Tramway had eight trams, open-top 67-seaters built by Brush of Loughborough. … Traction current at 550 volts dc was drawn from the overhead wires by conventional trolleypoles. … In 1902, two further trams … were obtained. Nos. 9 and 10 were 73 seaters built by Milnes, the firm which also supplied Dublin’s first electric trams in 1896. There were 41 seats upstairs and 32 inside seats.” [9]

“The tramway also had a freight and engineering car, No. 11, built in 1903. This … had a cab at each end, with a wagon body between. No. 11 also had a maintenance tower and at least in its later years was fitted with a telephone which could be connected into the wires along the line.” [9]

“Around 1918, the original crimson lake and ivory livery gave way to varnished grained teak. When the colours changed again around 1930 to blue and cream, Nos. 9 and 10, being used so seldom, remained in teak. Reasons for their lack of use included [an] awkward seating layout and a tendency to derail because the motors were outside the wheelbase. Furthermore, cross springs were not fitted between the bogies: when these were added in the fifties, their performance improved. By then these two cars were in constant demand and the invariable choice of the many enthusiast groups visiting the line in its twilight years.” [9]

“No. 9 was the last tram to run in public service on the Hill of Howth on 31st May 1959, and thus the last to operate anywhere in Ireland. Following the closure, No. 10 was sent to Britain’s National Tramway Museum at Crich in Derbyshire, while No. 2 went to California and No. 4 to Belfast. Due to vandalism and apathy, No. 9 was the only survivor of three cars set aside for inclusion in a future museum” [9] at the National Transport Museum at Howth Desmesne.

“On 1 October 1958, Córas Iompair Éireann (CIÉ) took over GNR(I)’s operations in the Republic of Ireland, including the Howth Tram. [7: p32] A year later, the tramway was closed down. It was initially replaced by two CIÉ bus routes – numbers 87 (Sutton to Ceanchor Road) and 88 (Howth to Windgate Road). [8] Two routes were necessary, as several narrow hill curves were not passable by the buses used. Eventually, sections of the disused tram route between the Baily post office and the Summit were expanded to form an extension of Carrickbrack Road; this enabled a single bus route (number 88) to be used.” [1]

The area was then served by the 31, 31a and 31b bus routes, which operated from Abbey Street in the city centre. In winter, icy roads on the hill occasionally cause the bus service to be suspended, unlike the tram, which ran in all weather conditions. A public footpath now follows the tram route between Howth station and the Summit.

It is important not to confuse the Hill of Howth Tramway with the Clontarf and Hill of Howth Tramroad, a completely different company which ran trams from Dublin to Howth.

The Clontarf and Hill of Howth Tramroad Company (C&HoHT) “operated a tram service from central Dublin via Dollymount in Clontarf to Howth Harbour in the Dublin area of Ireland from 1900 to 1941. Formed in the 1880s, it was a separate entity from the other Dublin tramways, notably the Dublin United Tramways Company (DUTC), but worked closely with the latter, who owned the line as far as Dollymount, for most of its operating existence.” [5]

A horse-drawn or steam tram service for the Howth area was first proposed in 1883, by the Great Northern Railway (Ireland) (GNR), to bring more passengers to Howth and/or Sutton railway stations. The Clontarf and Hill of Howth Tramroad Company (C&HofHT) raised the idea of a circular line around Howth Hill. “Neither idea progressed, not least because the slopes of the hill were too steep to be safe for horses, or practical for steam power, though a line may have been considered using a viaduct over Balscadden Bay, just beyond Howth village, to keep gradients within the range of steam propulsion.” [5]

In 1890, the C&HofHT sought an Order in Council to allow it to build a tram line from Howth Harbour to Dublin’s fish market. It was intended that the line should have “a gauge of 3 feet, with lines running from Mary’s Lane past Halston Street to Capel Street, and then along Parnell Street and Summerhill, through Ballybough, Fairview, Killester and Raheny, then along the coast through the fields of Kilbarrack to Sutton and Howth. While this matter did not proceed, the company developed two new proposals after the DUTC received permission to electrify its lines. The proposed lines, at a gauge of 5 feet 3 inches, were from the DUTC’s terminus in the Clontarf area, via the hamlet of Raheny-on-the-Strand and Sutton, to Howth Harbour, and from the Summit on Howth Hill down past Howth Station and the Howth Estate to the gates of Claremont. The GNR made a two-part counter proposal, seeking to electrify their railway line from Amiens Street Station to either Sutton or Howth, and to provide a circular tram line, with connections at Sutton Cross and Howth, and with the trams able to move all the way to Dublin’s centre. The C&HofHT added a third element to their proposal, for a tram line from Sutton Cross to the Summit, and the GNR then objected to the whole package, and won. The GNR then received permission for its proposed circular line, which became the Hill of Howth Tramway, and dropped the idea of electrification from the peninsula to Amiens St., and so of trams through-running around Howth and to the city centre.”

The C&HofHT eventually received “permission for a line from the DUTC’s depot at what had become Dollymount in Clontarf to Howth Harbour, and this was enshrined in a Private Local Act of 1898, The Clontarf and Hill of Howth Tramroad Bill, 61 & 62 Victoria I, cap. clxxxii. This Act had its Second Reading on 3 March, and on 18 July was the subject of debate about the possible insertion of a clause requiring the purchase of rolling stock from England, the promoters having expressed a preference for buying from the DUTC, or failing that, from the United States. The bill was returned to the House of Lords on 26 July, and later completed its passage.” [5][6]

Construction costs ultimately came to £71,624. Much of the work was “straightforward, allowing for the challenges of building at the water’s edge, but there were difficulties with Lord Ardilaun, the Guinness heir, whose estate of St. Anne’s ran to the coast where the line was to be laid. At the time, there was no coastal road, and Lord Ardilaun sought multiple conditions in return for removing objections to the project. He received most of what he sought, including the provision that the trams would not stop along the margin of his property, and line construction proceeded. The line opened on 26 July 1900.” [5]

The company purchased twelve large tram cars (larger than those of the DUTC) “for its operations, each seating 74 passengers, 29 inside and 45 on the upper deck. The enclosed lower deck had a driver’s cab, and separate areas for each of First, Second and Third Class. The journey from Nelson’s Pillar to Howth took 45 minutes, and the price for much of the operating period was 2 shillings and 6 pence.” [5]

The C&HofHT approached Howth on the main road across the isthmus, ran close to St. Mary’s Church and to the railway station, under the viaduct which carried the actual Hill of Howth Tramway, before running along the Harbour wall. [10]
A C&HofHT approaching the terminus at Howth on the main road and passing under the viaduct carrying the Sutton and Howth Electric Tramway just as a tram is crossing that viaduct. This photograph was shared on the Old Howth Photos Facebook Group on 7th March 2021 by Liam McLoughlin. [28]
The terminus of the C&HofHT was at the East end of Harbour Road close to the Martello Tower at the landward end of the East Pier. [10]
Looking East along the harbour wall towards the terminus of the C&HofHT. This image was shared by Hugh Walsh on the Old Howth Photos Facebook Group on 22nd February 2023. [14]
A C&HofHT tram standing at the terminus at the landward end of the East Pier at Howth. This photograph was shared on the Old Howth Photos Facebook Group on 12th October 2020 by Liam McLoughlin. [31]
Another C&HofHT tram standing at the terminus. This photograph was shared on the Old Howth Photos Facebook Group on 13th March 2020 by Liam McLoughlin. [33]

“During the 1930s, the line became unprofitable, and when the GNR put forward a proposal to run a competing bus service on the Howth Road, and launch a bus to Malahide, the Board of the C&HofHT offered to end their service if the GNR agreed not to run a bus to Malahide. The line ceased operation on 29th March 1941, with the last tram to Howth, No. 294, departing Nelson’s Pillar at 11.45 pm, driven by Dick Ward. The company was wound-up on 1st July 1941, and the remaining tram cars were transferred to the DUTC’s Dalkey route, where they served until that line closed in 1949.” [5]

As we have noted already the Hill of Howth Tramway was more correctly called the ‘Sutton and Howth Electric Tramway‘. It was GNR(I) owned but made little or no profit for the Company. When Córas Iompair Éireann (CIÉ) took over GNR(I)’s operations in the Republic of Ireland, it reviewed all of the lines (including this tramway) over which it took control and the Howth Tram was replaced by buses within 8 months. It’s removal opened the way for the construction of a housing estate over a length of the route from Howth to the Summit Station. As we will see, this makes it difficult to be precise about the course of the line over that length. Much of the rest of the line can be followed relatively easily, either on foot or in a car.

The Route of the Hill of Howth Tramway

The Ordnance Survey of Ireland (OSi) have relatively recently released both a 6″ and a 25″ national survey from the early 20th century. We will follow the route of the tramway as shown on the 25″ beginning at Howth and finishing at Sutton.

On this 25″ OSi map extract the ‘headshunt’ of the Hill of Howth Tramway can be seen running alongside the GNR(I) lines from the Claremont Hotel into Howth Railway Station. The C&HofHT  can be seen as a single track tramway with a passing loop on the bed to the East of the Manse. [10]
That headshunt was long, seemingly much longer than necessary. It certainly provided some storage space for the trams owned by the Tramway. This is a second extract  showing the Tramway from the 25″ OSi mapping. [10]
This next extract from the 25″ OSi mapping shows the terminus of the GNR(I) line. The Hill of Howth Tramway can be seen running to the rear of the railway station platform and then turning away onto the viaduct which took it over the Harbour Road. [10]
A very similar area as shown on Google Maps satellite imagery in 2023. [Google Maps, 8th May 2023]

The photograph above shows Tram No. 3 about to leave Howth Station for Sutton via Summit Halt. This image is embedded here from David Bradley’s webpages with his kind permission. [13]

Looking West from the end of the platform at Howth Station. a single tramway line ran parallel to the main GNR(I) lines for some distance beyond the Signal Box before it was lifted with the rest of the tramway tracks. [My photograph, 8th May 2023]
This view of the GNR(I) station at Howth from close to the signal Box, looking East, shows the tram stop backing onto the platform. This photograph was shared on the Old Howth Photos Facebook Group on 22nd December 2020 by Shay Larkin. [27]
A view from adjacent to the Signal Box in 2023, looking East along what was once the tram line. [My photograph, 8th May 2023]
Tram No. 2 and a sister tram at Howth Station. This image was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 6th October 2015. [18]
Tram No. 4 at Howth Station. This image was shared by Hugh Walsh on the Old Howth Photos Facebook Group on 22nd February 2023. [19]
A particularly crisp image of Tram No. 6 at Howth (c) Eamon J. Martin and shared by him on the Old Howth photos Facebook Group on 28th December 2021 [20]
Howth Station with the tram stop backing onto the GNR(I) platform. This photo was shared by Liam McLoughlin in the Old Howth Photos Facebook Group on 22nd August 2020. [24]
A similar view of Howth Station, this time in colour. This picture was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 4th October 2015. [25]
Tram No. 6 at Howth Station. The Signal Box beyond the tram faces out onto the platform of the GNR(I) Station at Howth. This photo was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 8th April 2020. [26]
Tram No. 7 leaving Howth Station with a service for Sutton via the Summit of the Hill of Howth. This photo was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 4th October 2015. [25]
Tram No. 3 arriving at Howth Station just having crossed the viaduct. This photo was shared by Lorenzo Caira on the Old Howth Photos Facebook Group on 4th October 2015. [36]
Tram No. 1 comes off the viaduct on its way to the terminus at Howth Station. This picture was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 25th August 2020. [34]
Looking along the viaduct at Howth from the GNR(I) Railway Station. This photo was shared by Lorenzo Caira on the Old Howth Photos Facebook Group on 4th October 2015. [35]
The Hill of Howth Tramway Viaduct facing West towards Sutton. This photograph was taken in 1902 early in the life of the tramway. [11]
The Hill and of Howth Tramway Viaduct facing East towards the Harbour. This photograph was taken in March 1959 shortly before the closure of the line. It is in the public domain and is held by the National Library of Ireland and shared by them on Flickr [12]
Given the vehicle visble under the viaduct this photo dates from the era when only trams No. 9 and No. 10 remained in the teak livery mentioned above. This probably means that the tram on the viaduct is No. 9 or No. 10. This photo was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 17th June 2021. It was also shared by Gary Hitchcock on the same Group on 1st March 2019, he dates the photo as being taken sometime in 1959. [37]
Looking East under the viaduct in the 1950s. This photograph was shared by Liam McLoughlin on the old Howth Photos Facebook Group on 7th January 2016. [38]
The viaduct, looking West. This must have been taken very early in a morning as there is no sign of any road or tramway users/vehicles. This photo was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 17th June 2021. [39]
Looking across the R105 along the line of the old viaduct (from the South). [My photograph, 8th May 2023]
The abutment of the viaduct hidden by the advertising hoarding. [My photograph, 8th May 2023]
This extract from the 25″ OSi mapping shows the old tramway running away to the South after crossing the Viaduct. [10]
Google Maps staellite imagery for the same area shows a footpath on the alignment of the old tramway. The length of the footpath which follows this length of the tramway is shown in photographs below. [Google Maps, 8th May 2023]
After a short steep length of footpath from the R105 the footpath joins the formation of the old tramway which curves away to the South.[My photograph, 8th May 2023]
These two photographs show that curve which brings the tramway onto a southerly path. [My photographs, 8th May 2023]
The old tramway route heading South, viewed from the North. [My photograph, 8th May 2023]
The footpath continues South. [My photograph, 8th May 2023]
And again, looking South. [My photograph, 8th May 2023]
A view back along the tramway looking North. The fencing is the boundary of Howth Deer Park. [My photograph, 8th May 2023]
Looking South once again, with the Deer Park on the right. [My photograph, 8th May 2023]
And again, further South and looking South. [My photograph, 8th May 2023]
This view looks Southeast alongside the line of the tramway which at this point has begun to curve to the East through the back gardens of properties built after its demise which are on the left of this image behind the trees. The footpath leaves the tramway at this point. A housing estate has been built over the line of the old tramway from this point. [My photograph, 8th May 2023]
Looking back along the old tramway route as it begins to curve to the East. Behind the camera, the footpath heads South away from the tramway, which at this point is approximately under the hedging to the right of the photograph. [My photograph, 8th May 2023]
The 25″ OSI mapping shows the tramway curving first to the East and then back to the Southwest. [10]
The satellite imagery from RialMapOnline.com becomes very useful from this point on as it maps the old tramway over the satellite image of the 1960s estate. The footpath, in grey, can be seen diverting away South from the line of the tramway as it turns East. [4]
Tram No. 6 heads North towards the Howth terminus. The deer park is behind the trees to the left. The tram is just about to enter the straight length of line which bordered the deer park. This image was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 6th October 2015. [21]
Tram No. 4 in the final livery version is heading North towards the camera and Howth Station. The passing loop seen here is not shown on the early OSi 25″ mapping that is available. The school in this image also postdates the mapping. This image was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 8th April 2020. [16]
Looking Northeast on Grace O’Malley Drive with the school on the right. The green line superimposed on the photograph illustrates the line of the tramway. [Google Streetview, July 2019]
This photo is taken looking down the line towards Howth. The low white wall prominent in this image can be seen beyond Tram No. 4 in the photograph of that tram in the last but one image. This image was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 22nd August 2020. [22]
The 25″ OSi mapping then shows another sharp curve which swept the old line back again towards the East. [10]
The same area in the 21st century. The Deer Park is to the left of the image. [4}
Looking Northeast on another length of Grace O’Malley Drive. The green line superimposed on the photograph illustrates the line of the tramway. [Google Streetview, July 2019]
Tram No. 6 in its earliest livery climbing through the curves on its way to the Summit. It is probably travelling along what became Balkill Park. This image was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 8th April 2020. [17]
Looking North on Balkill Park. The old tramway route seems to skirt the left side of the end of terrace above, continuing to bear right through its garden and the properties on Grace O’Malley Drive behind. [Google Streetview, July 2019]
Turning through 180° to look South, Balkill Park follows the line of the old tramway. [Google Streetview, July 2019]
This next extract from the 25″ OSi mapping shows the tramway crossing Balglass Road at a level crossing. [10]
The same area as shown on the map extract above as it appears on RailMapOnline.com. [4]
Looking East-southeast from Balkill Park across Balglass Road/Balkill Road. at the junction the route of the old tramway heads East-southeast. [Google Streetview, July 2019]
An unidentified tram crossing Basglass on 31st May 1959, (c) Barry Lacy. This image was shared on the Old Howth Photos Facebook Group by Kevin Rickard on 27th September 2020. [15]
Very approximately the same view as the monochrome image above but in the 21st century. The route of the old tramway is indicated by the green line. [Google Streetview, July 2019]
Looking ahead to the Southeast along the route of the old tramway from the junction of Balkill Park with Balglass Road/Balkill Road. [My photograph, 7th May 2023]
Looking back towards Howth along the line of the old tramway with Balkill Park ahead. [My photograph, 7th May 2023]
The 25″ OSi mapping shows that the next passing point on the line was Dungriffan Halt which was situated to the North of Dungriffin Road between Cliff House and Boggeen Lane. [10]
The same area in the 21st century shows a similar road layout and the footpath following the route of the old tramway. [4]
Looking Southwest towards what was the location of Dungriffan Road Halt. [My photograph, 7th May 2023]
Trams passing each other at the next halt on the route, Dungriffan Road Halt. This photo was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 9th January 2022. [23]
Tram No. 7 seems to be leaving Dungriffan Road Halt heading South towards the Summit Inn. This photo was shared on the Old Howth Photos Facebook Group on 6th October 2015 by Liam McLoughlin. [43]
Looking Southeast into the site of what was Dungriffan Road Halt. [My photograph, 7th May 2023]
The location of Dungriffan Road Halt as it appears in the 21st century. This view looks Southeast from the centre of the Halt towards Dungriffin Road. [My photograph, 7th May 2023]
Looking South across Dungriffin Road. [My photograph, 7th May 2023]
Looking back North across Dungriffin Road. [My photograph, 7th May 2023]
The view South from Dungriffin Road in 2019. [Google Streetview, July 2019]
This image shows an unidentified tram heading South towards the Summit Inn from Howth. It was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 4th October 2015. [44]
This view looks back towards Howth. Another unidentified tram heads towards the Summit Inn. This photo was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 4th October 2015. [40]
This view looks North down this length of tramway and appears to show Tram No. 6 heading South towards the Summit of Howth Hill. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 6th October 2015. [41]
The view South along the line of the old tramway between Dungriffin Road and Grey’s Lane. [My photograph, 7th May 2023]
Looking South across Grey’s Lane. [My photograph, 7th May 2023]
The view Northwest along Grey’s Lane across the line of the old tramway. [Google Streetview, July 2019]
Looking North across Grey’s Lane. [My photograph, 7th May 2023]
The next length of the tramway Southeast from Grey’s Lane as shown on the 25″ OSi mapping. [10]
The same area as shown by RailMapOnline.com. [4]
Looking South along the line of the old tramway a 100 metres or so from Grey’s Lane. [My photograph, 7th May 2023]
Looking South along the line of the old tramway a 100 metres or so further from Grey’s Lane. [My photograph, 7th May 2023]
In this extract from the OSi mapping the old tramway first crosses Kitestown Road and then turns to cross what was Lighthouse Road and in the 21st century is called Balkill Road. The Summit was reached after crossing Lighthouse Road. [10]
The same area as shown on the map extract above as it appears on RailMapOnline.com. The new road is the route of the R105, Carrickbrack Road, which from this point follows the line of the old tramway. [4]
Looking North along the line of the old tramway across Kitestown Road. [My photograph, 7th May 2023]
Looking Southeast along Kitestown Road across the line of the old tramway. [Google Streetview, July 2019]
Looking Southeast from Kitestown Road along the line of the old tramway. [Google Streetview, July 2019]
Looking North along the line of the old tramway from the junction of Balkill Road and Carrickbrack Road. [My photograph, 7th May 2023]
The view Southwest along Carrickbrack Road (R105). The green line marks the route of the old tramway. [Google Streetview, July 2019]
The Summit Cafe. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 6th October 2015. [42]
The Summit Inn in the 21st century. [Google Streetview, July 2019]
Two trams pass at the Summit. Tram No. 3 is heading for Howth and Tram No. 4 for Sutton. This picture was shared on the Old Howth Photos Facebook Group on 7th September 2016 by Liam McLoughlin. [49]
In this image it is trams Nos. 6 and 7 passing at Summit Station with No. 6 heading for Howth and No. 7 for Sutton. This photo was shared on the Old Howth Photos Facebook Group on 4th October 2015 by Lorenzo Caira. [47]
Tram No. 10 at the Summit Station. This picture was shared by Dermot Kane on the Old Howth Photos Facebook Group on 2nd June 2020. It looks Northeast along Carrickbrack Road. The Summit Inn is visible on the right of the picture. (R105). [50]
A similar view at the Summit in the 2020s. The Summit Inn is visible on the right of both this and the colour photograph above. The single storey building near the centre of this image can be seen behind the tram in the last image. [Google Streetview, March 2023]
What looks like Tram No. 6 at the Summit Station heading for Sutton with two unidentifiable trams behind. This image was shared on the Old Howth Photos Facebook Group on 4th October 2015 by Lorenzo Caira. [46]
Looking Northeast again at the Summit with Tram No. 1 in the foreground, heading for Howth and an unidentifiable sister tram beyond, heading for Sutton. This photo was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 4th October 2015. [45]
Looking Northeast at the Summit Station with Tram No. 10 waiting to set off for Howth. This photograph was shared on the Old Howth Photos Facebook Group on 6th October 2015 by Liam McLoughlin. [48]

The Summit was the usual tourist stop and was accessed either from Howth or from Sutton. Having reached the Summit from Howth, we now start the journey down to Sutton.

Trams left Summit Station in a Southerly direction. The road to the East of the line is Thormanby Road which was not suitable for the bus service which replaced the trams on the closure of the line. [10]
The same area as that covered on the map extract above. This time as it appears on the satellite imagery on RailMapOnline.com. This length of Carrickbrack Road was constructed after the closure of the line. [4]
This next extract from the 25″ OSi mapping shows the line continuing South. [10]
The same area in 21st century. Carrickbrack Road continues to follow the route of the old tramway. [4]
This next extract from the 25″ OSi mapping shows the next passing point on the line which was at the point the line met Thormanby Road. [10]
The same area as it appears on RailMapOnline.com’s satellite imagery. [4]
The confluence of the old tramway and Thormanby Road. The passing point on the OSi mapping is just off the image to the left. The picture was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 4th October 2015. [56]
Tram No. 3 at the same location. The passing loop is just visible beyond the tram. The building on the right appears on the postcard image above. This image was shared on the Old Howth Photos Facebook Group on 9th October 2019 by Padraig Druimeanach. [55]
The same location again, after the lifting of the tramway tracks and before the construction of Carrickbrack Road. This image was shared on the Old Howth Photos Facebook Group on 25th February 2020. [53]
The Tramroad continues in a westerly direction towards the Stella Maris Convent, as shown on the 25″ OSi mapping. [10]
The same area on RailMapOnline.com. [4]
The same location in the 21st century, Carrickbrack Road (R105) eventually replaced the old tramway. [Google Streetview, March 2023]
Stella Maris Convent (Glenavena) owned land on both sides of the old tramway. The tramway was carried over the driveway on a stone arch bridge with retaining walls extending upwards on each side. [10]
Approximately the same area as portrayed in the map extract above. [4]
The tramway leaving Thormanby Road/Carrickbrack Road and crossing the stone arch bridge over the driveway.
Tram No. 7 travelling to the Summit from Sutton is about to cross Thormanby Road/Old Carrickbrack Road. This image was shared by John Maguire on the Old Howth Photos Facebook Group on 22nd January 2021. John tells me that the wall still has the hinges in place for the gate that can be seen in this image. [82]
Looking West on Carrickbrack Road, the high wall on the left behind the speed limit sign is the same wall as shown in the monochrome images above. [Google Streetview, March 2023]
About 100 metres West of the last photograph, this is the route the tramway was followed, alongside the high wall. [Google Streetview, March 2023]
The full height wall and bridge carrying the tramway. The tram in this image is in almost exactly the same position as the one in the monochrome image above. This image was shared on the Old Howth Photos Facebook Group by Shay Larkin on 3rd March 2017. [51]
The next length of the tramway on the 25″ OSi mapping. [10]
And a further length of the tramway on the 25″ OSi mapping. [10]
RailMapOnline.com shows the area covered by the two map extracts above. [4]
Looking West along Carrickbrack Road towards the location of Baily’s Post Office Halt which was sited just beyond the location of the bend ahead. [Google Streetview, March 2023]
The next passing loop at Baily Post Office Halt. [10]
The new Carrickbrack Road somewhat smooths out the tramway alignment through the site of Baily’s Post Office Halt. [4]
Tram No. 9 at the Baily Post Office Halt. This image was taken facing Southeast and was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 23rd October 2018. [52]
Tram No. 1 at Baily’s Post Office Halt. This picture is taken facing West through the location of the Halt and was shared on the Old Howth Photos Facebook Group on 3rd March 2017 by Shay Larkin. [54]
Looking West through the location of Baily’s Post Office Halt in 2023. [Google Streetview, March 2023]
Looking East through the location of Baily’s Post Office Halt in 2010. [Google Streetview, July 2010]
The tramway continued Northwest from Baily’s Post Office Halt. The 25″OSi map extract shows that from this point the old Carrickbrack Road ran alongside the old tramway, with the tramway on its South side. [10]
The tramway continues Northwest on its way towards Sutton. [10]
This RailMapOnline.com satellite image shows the length of the old Tramroad covered by the two map extracts above. [4]
Looking Northwest from the location of Baily’s Post Office Halt along Carrickbrack Road in 2010. [Google Streetview, July 2010]
And again, further to the Northwest. A passing loop can be seen to the Northwest of Rockfell. This was the Barren Hill Halt. [10]
This extract from RailMapOnline.com’s satellite imagery shows much the same area as that in the map extract above. [4]
Two trams pass at Barren Hill Halt. The nearest tram appears to be No. 6, the tram heading towards the camera is either No. 9 or No. 10 ( both of which retained the teak livery through to the closure of the line. The picture was shared on the Old Howth Photos Facebook Group on 15th October 2020 by Phil Hanlon. [57]
The view Northwest through the site of Barren Hill Halt in the 21st century. [Google Streetview, March 2023]
The 25″ OSi mapping continues to show the tramway heading Northwest for Sutton, at this point, before curving round to a northerly trajectory. [10]
The next passing loop was just to the North of St. Fintan’s Well. [10]
This extract from RailMapOnline.com covers the combined length of the two map extracts above, from Barren Hill Halt to the location of St. Fintan’s Halt. [4]
Tram No. 3 at St. Fintan’s Halt, looking South. This photo was shared on the Old Howth Photos Facebook Group on 6th October 2015 by Liam McLoughlin. [58]
The tramway continued Northwest running alongside St. Fintan’s Graveyard. Another passing loop can be seen at the top of this extract from the 25″ OSi mapping. [10]
Tram No. 4 in the passing loop mentioned in the notes to the OSi map extract above, heading for Howth. This photo was shared on the Old Howth Photos Facebook Group on 9th October 2015 by Liam McLoughlin. [59]
The tramway continues heading Northwest. [10]
And again, the tramway runs on towards Sutton in a northwesterly direction. [10]
This extract from RailMapOnline.com covers the same length of the old line as the two map extracts above. [4]
This next extract from the 25″OSi mapping shows the passing loop adjacent to Strand Road. [10]
This RailMapOnline image shows the ame area as the 25″ OSi map extract above. The Strand Halt is in the bottomright corner of each image. [4]
Tram No. 10 sits at the Strand Road Halt on its way Southeast towards the Summit of the Hill of Howth. This image was shared on the Old Howth Photos Facebook Group on 22nd February 2023 by Hugh Walsh [61]
The tram in this picture is just to the Northwest of the Strand Road Halt. It is difficult to make out whether it is travelling towards Howth (ahead via the Summit of the Hill of Howth) or Sutton (behind the camera). The photo was shared on the Old Howth Photos Facebook Group on 6th October 2015 by Liam McLoughlin. [62]
This image is not clear enough to be able to give the tram number. The tram pictured has just left the Strand Halt heading for Sutton. The image was shared on the Old Howth Photos Facebook Group on 18th December 2015 by Liam McLoughlin. [60]
Bus No. 31 heading for Sutton at a similar location after the closure of the tramway. This image was shared on the Old Howth Photos Facebook Group on 9th April 2017 by Liam McLoughlin. [63]

The tramway ran Northwest along the South side of Carrickbrack Road with the water on its left. [10]
it continued alongside the road heading towards the Strand Hotel. Both these map extracts are from the 25″ OSi mapping. [10]
This extract from the satellite imagery on RailMapOnline.com shows the length of the tramway route covered in the two map extracts above. [4]
Sutton Cross as shown on the 15″ OSi mapping. Its tramway halt was immediately to the Northwest of the junction. It can be seen on the top-left of this extract. [10]
A similar area on RailMapOnline.com. As throughout this article the green line represents the Hill of Howth Tramway, the yellow line indicates the route of the Clontaff and Hill of Howth Tramroad. [4]
Looking through Sutton Cross junction from the Southeast. The halt can be seen ahead. This image was shared on the Old Howth Photos Facebook Group on 18th December 2015 by Liam McLoughlin. [64]
A tram crosses the main road at Sutton Cross. The road to Howth is ahead of the camera. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 12th October 2016. [67]
The view along the R105 towards Howth taken from a similar location to the photograph above. [Google Streetview, November 2022]
No photo description available.
Tram No. 3 just setting off from the Sutton Cross Halt. It appears to have just met and passed another tram heading towards Sutton Railway Station. That tram can be seen in the distance on its way to the terminus. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 28th August 2017. [65]
The site of Sutton Cross Halt in the 21st century. This view looks along Station Road from the junction at Sutton Cross. [Google Streetview, May 2021]
A tram has just crossed the main road at Sutton Cross and is entering the Halt on its way to Sutton Railway Station. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 3rd December 2018. [69]
Tram No. 1 is just leaving Suttion Cross Halt and will cross the main raod before heading for the Hill of Howth. This photo was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 4th October 2015 [70]
Tram No. 5 sits in the loop at Sutton Cross Halt. Given the height of the photographer it is likely that they are at the front of the top deck of another tram which has left Sutton Railway Station on its way to the Hill of Howth and eventually to the Howth terminus of the line. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 21st March 2018. [66]
Tram No. 3 at Sutton Cross Halt heading towards Howth via the Hill of Howth. This image looks to have been taken from the top deck of another tram waiting in the loop at Sutton Cross, looking toward the terminus at Sutton Railway Station. It was shared on the Old Howth Photos Facebook Group by Hugh Walsh on 22nd February 2023. [68]
This extract from the 25″ OSI mapping shows the final approach to the terminus at Sutton Railway Station. [10]
A similar length of Station Road Sutton as it is shown on Google Maps in 21st century. The tramway ran along the South side of the road. [Google Maps, May 2023]
The view Northwest on Station Road in 2023. [Google Streetview, March 2023]
The end of the line, or the beginning of the line, depending on your perspective! This last extract from the 25″ OSi mapping shows the GNR(I) railway station at Sutton, the Tramway Depot and the Electricity Generating Station built for the Tramway. [10]
The same area in the 21st century. [Google Streetview, May 2023]
Thye approach to Sutton Station from the Southeast on Station Road (R106). The tramway lines are represented by the green line superimposed onto the photo. The station building is much as it was when trams were running. The road is probably a little wider. The signal box is still present (in dark green on the left of this image). [Google Streetview, March 2023]

The photograph above shows a tram running parallel to Station Road with Sutton Cross 200 yards to the right and Sutton Station 25 yards to the left on the opposite side of the road. This photo is embedded here from David Bradley’s webpages with his kind permission. [29]

Looking Southeast from close to the point where trams would swing to their right to cross Station Road and enter the tram terminus which sat directly alongside the GNR(I) Railway Station at Sutton. Sutton Cross is some distance ahead of the camera. The photo was shared on the Old Howth Photos Facebook Group by Phil Hanlon on 15th December 2020. [76]
Tram No. 6 or No.8 is just setting off from the Sutton terminus towards Sutton Cross. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 5th August 2019. [75]
Sutton Railway Station with a tram approaching on the Sutton and Howth Electric Tramway. This photograph looks East from what is now the R106. The photo was taken in 1902. [30]
The view of the station approach from adjacent to the level crossing gates in 2023. While the tram tracks are long gone, the station building is very similar in appearance to that shown on the 1902 image above. [My photograph, 8th May 2023]
Tram No. 6 waits at the Sutton Terminus before setting off towards Sutton Cross. This photo was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 4th October 2015. [79]
Sutton terminus once again, this time on the final day of the service. There is a suggestion in the notes under the photo that this is the final tram on that day. It may have been, although the numbers waiting toclimb aboard suggest that there may be other trams in the depot waiting to move forward to take a full load of passengers. This photo was shared on the Old Howth Photos Facebook Group by by Hugh Walsh on 22nd February 2023. [71]
Tram No. 1 leaves the depot and prepares to cross Station Road as it heads for the terminus at the railway station. This photo was shared on the Old Howth Photos Facebook Group by Hugh Walsh on 22nd February 2023. [71]
The 21st century view alongside the signal box looking to where the Tram depot was sited. [Google Streetview, March 2023]
Tram No. 10 leaves the depot and is about to cross Station Road to enter service at the tram terminus at Sutton Railway Station. This photo was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 4th October 2015. [74]
Tram No 10 retained its teak livery until the end of the network’s life, as did Tram No. 9. Tram No. 10 is waiting for the tram to the right of the picture to clear the road from the terminus, before setting off from the depot to collect passengers. This photo was shared on the Old Howth Photos Facebook Group by Lorenzo Caira on 4th October 2015. [78]
The road crossing at the West end of Sutton Station. The tram depot was immediately West of the Station. This image was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 3rd July 2017. [32]
Tram No. 6 sits outside the shed in the tram depot waiting to go out on service. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 13th December 2020. [73]
Two other trams (no. 1 and No. 3) sit outside the shed in the tramway depot. GNR(I) main line carriages sit in the siding adjacent to the shed. This image was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on16th June 2019. [72]
Tram No 10 is being wheeled out of the shed by hand. This photo was taken after closure and after the removal of overhead power lines. It was shared on the Old Howth Photos Facebook Group by by Hugh Walsh on 22nd February 2023. [71]
Tram No. 9 in its teak livery sits in front of sister trams inside the shed at the Tramway depot. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 10th January 2016. [81]
Another view of the interior of the shed at the tramway depot. The rather odd looking tram on what seems to be the central road is Tram No. 11 which was used for maintenance work on the network. This photo was shared on the Old Howth Photos Facebook Group by Padraig Druimeanach on 15th October 2019. [77]
Tram No. 11 out at work on the network at St. Fintan’s. This photo was shared on the Old Howth Photos Facebook Group by Liam McLoughlin on 9th October 2015. [80]
The Tramway Depot seen from the East with the Electricity Generating Station behind. This image was probably taken after the closure of the network. It was shared by Liam McLoughlin on the Old Howth Photos Facebook Group on 7th March 2021. [31]

As we have noted already the Hill of Howth Tramway was GNR(I) owned but made little or no profit for the Company. When the nationalised compnay, Córas Iompair Éireann (CIÉ) took over GNR(I)’s operations in the Republic of Ireland on 1st October 1958, it reviewed all of the lines (including this tramway) over which it took control and the Howth Tram was replaced by buses within 8 months!

References

  1. https://en.m.wikipedia.org/wiki/Hill_of_Howth_Tramway, accessed on 6th May 2023.
  2. http://www.trolleybus.net/hoh.htm, accessed on 6th May 2023.
  3. http://www.trolleybus.net/fullsize/hoh/4.jpg, accessed on 6th May 2023.
  4. https://www.railmaponline.com/UKIEMap.php, accessed on 7th May 2023.
  5. https://en.m.wikipedia.org/wiki/Clontarf_and_Hill_of_Howth_Tramroad, accessed on 7th May 2023.
  6. London: Hansard, vol. 62, c. 1291 – 26 July 1898, House of Lords Sitting, Private Bill Business, “Returned from the Commons agreed to, with Amendments, ‘Clontarf and Hill of Howth Tramroad Bill'”
  7. Michael Corcoran; Through Streets Broad and Narrow — Dublin’s Trams; The Sir John T. Gilbert Commemorative Lecture, Dublin City Public Libraries, 2008.
  8. Hill Of Howth Tramway Closure; in Irish Railfans’ News. Railway Preservation Society of Ireland. Volume 5 No. 3; 6th July 1959.
  9. http://www.nationaltransportmuseum.org/b004.html, accessed on 7th May 2023.
  10. https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 7th May 2023.
  11. http://britbahn.wdfiles.com/local–files/hill-of-howth-tramway/Howth_Bridge_1902.jpg, accessed on 7th May 2023.
  12. https://www.flickr.com/photos/nlireland/6000723105, accessed on 7th May 2023.
  13. http://www.trolleybus.net/fullsize/hoh/4.jpg, accessed on 7th May 2023.
  14. https://scontent-lcy1-1.xx.fbcdn.net/v/t39.30808-6/332138269_781474822813683_7594900785179886915_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=5cd70e&_nc_ohc=Kti5fIFOLxsAX9y2vq6&_nc_ht=scontent-lcy1-1.xx&oh=00_AfAiVn4Lq7dzZ8oHk7a_qSQ_nMbDumx50KqzrXfv7ffFFg&oe=64612DBD, accessed on 10th Mat 2023.
  15. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/120314680_3476515932392167_6048583252892567819_n.jpg?_nc_cat=108&ccb=1-7&_nc_sid=825194&_nc_ohc=Vc1pfk1c7EcAX-S3C-x&_nc_ht=scontent-lcy1-1.xx&oh=00_AfDAflvNw4bPodcS_W0bV_Px246K2E-1_Vc5Cqz__I5lRg&oe=648301AA, accessed on 10th May 2023.
  16. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/92608592_2350623758579057_1280103990276653056_n.jpg?_nc_cat=103&ccb=1-7&_nc_sid=b9115d&_nc_ohc=HQDo7K1noCsAX8D0eDj&_nc_ht=scontent-lcy1-1.xx&oh=00_AfB9b7WbFyspGNTNlRmNMhA2pSL8SSvq10JBAK1paxfoTQ&oe=648300F6, accessed on 10th May 2023.
  17. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/92285449_2350624935245606_269418277661310976_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=b9115d&_nc_ohc=W-s1QE86_14AX8Rc278&_nc_ht=scontent-lcy1-1.xx&oh=00_AfDS9ibQyV8iuVLeHJ0UYwhlb1yyQ2izd-cN8j0zKvn3vg&oe=648318DA, accessed on 10th May 2023.
  18. https://scontent-lcy1-2.xx.fbcdn.net/v/t31.18172-8/11225759_1470144406627001_4217010966951264659_o.jpg?_nc_cat=106&ccb=1-7&_nc_sid=a83260&_nc_ohc=Pe13uOvuck0AX_pW_iD&_nc_ht=scontent-lcy1-2.xx&oh=00_AfCEY2I5Tuhw5BmdjMrtFDnAzY7HDUCbDh3KN1qAjpJu8Q&oe=6482FE7C, accessed on 10th May 2023.
  19. https://scontent-lcy1-1.xx.fbcdn.net/v/t39.30808-6/332258263_2166387556904658_3554003398083739194_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=5cd70e&_nc_ohc=aCwAAGSzGcIAX9g-saL&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBDTqeYwn8d-0M40QqACGBZPuNsrLUSPbpuEx_BF4B7iw&oe=6460D8FB, accessed on 10th May 2023.
  20. https://scontent-lcy1-2.xx.fbcdn.net/v/t39.30808-6/270200129_10227681627003038_1618846555743774232_n.jpg?_nc_cat=106&ccb=1-7&_nc_sid=b9115d&_nc_ohc=9gbw4TD5VtIAX8cUfOQ&_nc_ht=scontent-lcy1-2.xx&oh=00_AfAS8UubPY2ssOOpn9pH-TxmUfqEHymyUXGQpR3wGDBbpA&oe=646072ED, accessed on 10th May 2023.
  21. https://scontent-lcy1-1.xx.fbcdn.net/v/t31.18172-8/12087028_1469862736655168_2834632424379054801_o.jpg?_nc_cat=109&ccb=1-7&_nc_sid=a83260&_nc_ohc=Po7vkMdlJxwAX8_OlOJ&_nc_ht=scontent-lcy1-1.xx&oh=00_AfC8XxTo71VltCAEynUUpCEFSWEZ8usvt_B6zjgdqYCuTA&oe=64830A6E, accessed on 10th May 2023.
  22. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/118152236_2460121740962591_3041099624221525959_n.jpg?_nc_cat=103&ccb=1-7&_nc_sid=b9115d&_nc_ohc=C1Ze9xDAEVkAX9HRDe3&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBUWHViGL8ZTroZQiu18rAo29YcC4NK9guhoEOnwP1y7w&oe=64830674, accessed on 10th May 2023.
  23. https://scontent-lcy1-1.xx.fbcdn.net/v/t39.30808-6/263715958_3055908171290132_916013460003453931_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=730e14&_nc_ohc=WI8C7VQCskYAX8ueV4P&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBCQy2M-mnb4VBxT2VfxOCiTGeyMMWOAy96GYh5-LFcSg&oe=646031D5, accessed on 10th May 2023.
  24. https://m.facebook.com/groups/oldhowth/permalink/2550878295224155, accessed on 10th May 2023.
  25. https://m.facebook.com/groups/oldhowth/permalink/1500149446963717, accessed on 10th May 2023.
  26. https://m.facebook.com/groups/oldhowth/permalink/2442204386091547, accessed on 10th May 2023.
  27. https://m.facebook.com/groups/oldhowth/permalink/2652393495072634, accessed on 10th May 2023.
  28. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/157953100_2611376755837088_4413847847023975715_n.jpg?_nc_cat=104&ccb=1-7&_nc_sid=b9115d&_nc_ohc=V7hPJ9FNNhoAX942DRK&_nc_ht=scontent-lcy1-1.xx&oh=00_AfAxRjSr5XnofVs5IQeEb494jkbwFwEanAdXq8BNrTtDaA&oe=648439B7, accessed on 11th May 2023.
  29. http://www.trolleybus.net/fullsize/hoh/8.jpg, accessed on 7th May 2023.
  30. http://britbahn.wdfiles.com/local–files/hill-of-howth-tramway/Sutton_Railway_Station_1902.jpg, accessed on 7th May 2023.
  31. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/121398184_2502579680050130_7256040956149397184_n.jpg?_nc_cat=109&ccb=1-7&_nc_sid=b9115d&_nc_ohc=F2X2U26u8B0AX90t1w7&_nc_oc=AQm_VPuxSKbFUjLwxJ5oyrjvxdX3JCgla8tEtg3h1iqnm3nrmViHJDk05SYmty_b2gA&_nc_ht=scontent-lcy1-1.xx&oh=00_AfDqxgIgBXSxguFwXjXT6a6554xTvTirKqWHOSAE7YvyzQ&oe=648439D8, accessed on 11th May 2023.
  32. https://scontent-lcy1-2.xx.fbcdn.net/v/t31.18172-8/19679456_1712439672397472_7382406537218510805_o.jpg?_nc_cat=106&ccb=1-7&_nc_sid=b9115d&_nc_ohc=oBhIH9vtalEAX8vd29S&_nc_ht=scontent-lcy1-2.xx&oh=00_AfBUBVsR9WT6R3jxNFRbvzEFRGuWAjS50s1Ao6zgir12Rw&oe=6482FC7B, accessed on 10th May 2023.
  33. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/89261568_2329081807399919_79289017589301248_n.jpg?_nc_cat=104&ccb=1-7&_nc_sid=825194&_nc_ohc=i-MrIRsEpvgAX-MIdRq&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBxYViFYe1YTnwH7SD-cFjcrNOvf5-AHZJdJHpJz8YtLQ&oe=6484419C, accessed on 11th May 2023.
  34. https://scontent-lhr8-1.xx.fbcdn.net/v/t1.6435-9/118329706_2462533027388129_6911617214631017737_n.jpg?_nc_cat=107&ccb=1-7&_nc_sid=b9115d&_nc_ohc=yiSIwTKMzCQAX_F9cKL&_nc_ht=scontent-lhr8-1.xx&oh=00_AfBFqJWpJ6x_RLgpdE55QQ75DsYzqiCg9kIe9tj4zoKiGQ&oe=648456E6, accessed on 11th May 2023.
  35. https://scontent-lcy1-2.xx.fbcdn.net/v/t1.18169-9/12112201_10153778555748777_628094407425354738_n.jpg?_nc_cat=110&ccb=1-7&_nc_sid=a83260&_nc_ohc=mAAWCGa_jAkAX9Q27KJ&_nc_ht=scontent-lcy1-2.xx&oh=00_AfAc05cUiaiRomeQIfZP4t61OFppY90b9Z_am7JxmidS9g&oe=64846D4A, accessed on 11th May 2023.
  36. https://scontent-lhr8-2.xx.fbcdn.net/v/t1.18169-9/12115769_10153778556503777_1045916570579973641_n.jpg?_nc_cat=104&ccb=1-7&_nc_sid=a83260&_nc_ohc=5Vt9Sm9Tkw4AX9rZ-T7&_nc_ht=scontent-lhr8-2.xx&oh=00_AfBfmit0mtYnCQkWMN7zlZaTwsQ3HsIo3_xH2IsSzWQJag&oe=6484670F, accessed on 11th May 2023.
  37. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/202211761_2679474189027344_1998953401478564760_n.jpg?_nc_cat=107&ccb=1-7&_nc_sid=b9115d&_nc_ohc=V2hQgUoi-pYAX_vZbu7&_nc_ht=scontent-lcy1-1.xx&oh=00_AfCtlx5d4oQhqCpDx2ejd6BnSJA-gwvP2Gz_bU1bBt6pqw&oe=64845CC5, accessed on 11th May 2023.
  38. https://scontent-lcy1-1.xx.fbcdn.net/v/t31.18172-8/12401735_1492225121085596_6192053392760203870_o.jpg?_nc_cat=103&ccb=1-7&_nc_sid=a83260&_nc_ohc=x3Gmsnpo4IoAX8y3qhy&_nc_ht=scontent-lcy1-1.xx&oh=00_AfDxrSFKTX-nFzVCSRCJJ5cdDZMcoW7CR_0dfJiwfJoeZw&oe=64845020, accessed on 11th May 2023.
  39. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/201264745_2679475405693889_8559228908770583686_n.jpg?_nc_cat=100&ccb=1-7&_nc_sid=b9115d&_nc_ohc=8VvNzQFJzm4AX9nf96O&_nc_ht=scontent-lcy1-1.xx&oh=00_AfAuVSnPeAjSoCuXH461vObfE-1aUSZM-4jzfH9VgqA-fw&oe=64844213, accessed on 11th May 2023
  40. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/11226040_10153778555183777_8787134550804088000_n.jpg?_nc_cat=109&ccb=1-7&_nc_sid=a83260&_nc_ohc=Xktbf23IpXIAX8tHtDM&_nc_ht=scontent-lcy1-1.xx&oh=00_AfAjUNQBNaj3WQcJQRYUQEnHhNLPIAbvkrk82Lqu_UsgIA&oe=6485795A, accessed on 12th May 2023.
  41. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/12074794_1470144086627033_6718521096357472164_n.jpg?_nc_cat=109&ccb=1-7&_nc_sid=a83260&_nc_ohc=OWrk7Tz_QaoAX9VTJXV&_nc_ht=scontent-lcy1-1.xx&oh=00_AfB2wc78fMEtfezXtYv4ycW6rJ8N5TvFkDfSWAaYCDqmLw&oe=6485747B, accessed on 12th May 2023.
  42. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/12141716_1470048386636603_5133931240463176932_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=a83260&_nc_ohc=0v5ADrdcE5kAX_686ZX&_nc_ht=scontent-lcy1-1.xx&oh=00_AfCYSUng2zFc11umAjH0esQhHlFS6rAVbrU7tAorz330CQ&oe=64857755, accessed on 12th May 2023.
  43. https://scontent-lcy1-2.xx.fbcdn.net/v/t1.18169-9/12109253_1470046376636804_4340750280587626302_n.jpg?_nc_cat=106&ccb=1-7&_nc_sid=a83260&_nc_ohc=Wh84If7y2LMAX9BjUvF&_nc_ht=scontent-lcy1-2.xx&oh=00_AfBY7el00wTKm0Z33etLt0k-t6FDc2Dv89dHRsRTOzsHNQ&oe=64859319, accessed on 12th May 2023.
  44. https://scontent-lcy1-2.xx.fbcdn.net/v/t1.18169-9/12088283_10153778555368777_8008048715188889209_n.jpg?_nc_cat=105&ccb=1-7&_nc_sid=a83260&_nc_ohc=uvXXQXj6nRwAX9vZZv7&_nc_ht=scontent-lcy1-2.xx&oh=00_AfBYxKsgsfbHbIkWHR91Wn8uNyQ3BDE-d2YuVwk8gpxNbw&oe=648573E3, accessed on 12th May 2023.
  45. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/12143295_10153778554773777_8119638306045805768_n.jpg?_nc_cat=109&ccb=1-7&_nc_sid=a83260&_nc_ohc=6Xwx9ffdUUsAX_5Mf6J&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBUWPIotEIdwu8f62fiHe7Zlh7U8aby4qbaW43NhaGC0g&oe=64859033, accessed on 12th May 2023.
  46. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/12112259_10153778554938777_1291818495627132802_n.jpg?_nc_cat=108&ccb=1-7&_nc_sid=a83260&_nc_ohc=qwRVAlG0LPkAX9jc9cX&_nc_ht=scontent-lcy1-1.xx&oh=00_AfABZq1o9of4Cp1b-dTlqdOoSYPwH95pQNcowW4PCMI5Kg&oe=648582BA, accessed on 12th May 2023.
  47. https://scontent-lcy1-2.xx.fbcdn.net/v/t1.18169-9/12109272_10153778556378777_6193051469852839144_n.jpg?_nc_cat=110&ccb=1-7&_nc_sid=a83260&_nc_ohc=BmT_m72LVXEAX8sp9sj&_nc_ht=scontent-lcy1-2.xx&oh=00_AfDHFumcrMWyDYvMaQoSn3xhnSxygCu4XHdkrYdNLSNRaA&oe=64857B6D, accessed on 12th May 2023.
  48. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/12107922_1470144516626990_7051563466933363470_n.jpg?_nc_cat=107&ccb=1-7&_nc_sid=a83260&_nc_ohc=fPR4Kv-6d_MAX-Q7Hz2&_nc_ht=scontent-lcy1-1.xx&oh=00_AfCWJxvxkxGpEdugofZjtcM16r5GeXxtko-zCledVPR-_w&oe=648586BC, accessed on 12th May 2023.
  49. https://scontent-lcy1-2.xx.fbcdn.net/v/t31.18172-8/14289996_1573840592924048_2331252851491517446_o.jpg?_nc_cat=106&ccb=1-7&_nc_sid=a83260&_nc_ohc=ocigjSi0ymsAX9gEHzF&_nc_ht=scontent-lcy1-2.xx&oh=00_AfCttorbxNG1r6A4OvOwyPP5NvrVAHf7SiJIhD925Degag&oe=64858B60, accessed on 12th May 2023.
  50. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/101541128_2939946506054731_6112859036355395584_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=825194&_nc_ohc=xY4oGCwKrAoAX8rHEFh&_nc_ht=scontent-lcy1-1.xx&oh=00_AfCSLlw4lw3bGCapNlXZ_JpOBVQQzlMr0cbaUSLt6ESQNQ&oe=648594E0, accessed on 12th May 2023.
  51. https://m.facebook.com/groups/oldhowth/permalink/1723381874640472, accessed on 12th May 2023.
  52. https://m.facebook.com/groups/oldhowth/permalink/2052004241778232, accessed on 12th May 2023.
  53. https://m.facebook.com/groups/oldhowth/permalink/2407837949528191, accessed on 12th May 2023.
  54. https://m.facebook.com/groups/oldhowth/permalink/1723382104640449, accessed on 12th May 2023.
  55. https://m.facebook.com/groups/oldhowth/permalink/2280163738962280, accessed on 13th May 2023.
  56. https://m.facebook.com/groups/oldhowth/permalink/1500149446963717, accessed on 13th May 2023.
  57. https://m.facebook.com/groups/oldhowth/permalink/2596102837368367, accessed on 13th May 2023.
  58. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/12036496_1470046126636829_3735433009520707313_n.jpg?_nc_cat=103&ccb=1-7&_nc_sid=a83260&_nc_ohc=Y-ZMsXLDCZ8AX9OzHKX&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBa7kSNOYmrzRMG9BevCoiNMlDliRFZKYKLd5Jluad9XQ&oe=64886EDE, accessed on 14th May 2023.
  59. https://scontent-lcy1-1.xx.fbcdn.net/v/t31.18172-8/11052454_1470942876547154_7916957282167969629_o.jpg?_nc_cat=101&ccb=1-7&_nc_sid=a83260&_nc_ohc=vkLXWBVfk1EAX88S7jw&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBihqY6ZV896VPSHOdb1wQFZBoRoSneJf-hwbFPfgPA6A&oe=648862C6, accessed on 14th May 2023.
  60. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/468_1486887924952649_4382328070199440217_n.jpg?_nc_cat=111&ccb=1-7&_nc_sid=a83260&_nc_ohc=cw6ht5S6To0AX-2jfil&_nc_ht=scontent-lcy1-1.xx&oh=00_AfDDOtUxEkw-9NlLLBUUJLkRV_fAqAogfK19QmWLO7TXLg&oe=64887C7C, accessed on 14th May 2023.
  61. https://scontent-lcy1-2.xx.fbcdn.net/v/t39.30808-6/332129495_1303245590455627_1450409140273223192_n.jpg?_nc_cat=110&ccb=1-7&_nc_sid=5cd70e&_nc_ohc=N1XoaMHMMrsAX8iLv5q&_nc_ht=scontent-lcy1-2.xx&oh=00_AfDDxcDuAJrz4BNnpzc-z0HgWn5zyAwR2zW8VEBrkUzi_w&oe=64666F48, accessed on 14th May 2023.
  62. https://scontent-lcy1-2.xx.fbcdn.net/v/t1.18169-9/12063390_1470046483303460_7387504077456516276_n.jpg?_nc_cat=106&ccb=1-7&_nc_sid=a83260&_nc_ohc=jWVv2fjDw74AX8zbBVV&_nc_ht=scontent-lcy1-2.xx&oh=00_AfBB9ebOxDSqTDobVhYHIHU4pZv2EdWdEAQUllwMB4XWWA&oe=64859B5E, accessed on 14th May 2023.
  63. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/17800025_1676397602668346_8827233088944235220_n.jpg?nc_cat=103&ccb=1-7&_nc_sid=a83260&_nc_ohc=6Tx4xX0q3EAAX9r1tns&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBZDxUG3pJ9-aPc8e1yv2tsysawlYXh90raHRxl82wVA&oe=6488509A, accessed on 14th May 2023.
  64. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.18169-9/5665_1486861504955291_909032869941528572_n.jpg?_nc_cat=103&ccb=1-7&_nc_sid=5cd70e&_nc_ohc=_suEkkPwd1YAX-pRUOI&_nc_ht=scontent-lcy1-1.xx&oh=00_AfD8kdcun2SqNi_qHMgptCZKX81as1HYJWl43Ph2sgfvYw&oe=6488946E, accessed on 14th May 2023.
  65. https://scontent-lcy1-1.xx.fbcdn.net/v/t31.18172-8/21083007_1732849310356508_8888331337230755959_o.jpg?_nc_cat=107&ccb=1-7&_nc_sid=825194&_nc_ohc=eWC65CN0mdkAX9XpdwH&_nc_ht=scontent-lcy1-1.xx&oh=00_AfBUTR87WQkoaY0x0UAtd6ALcPN2MVkud4RkxX6_zPNH_w&oe=6488837D, accessed on 14th May 2023.
  66. https://scontent-lcy1-2.xx.fbcdn.net/v/t1.6435-9/29497613_1814493262192112_7828278638054211584_n.jpg?_nc_cat=106&ccb=1-7&_nc_sid=825194&_nc_ohc=5j9B9s4oei0AX9YZeMV&_nc_ht=scontent-lcy1-2.xx&oh=00_AfDlO-nE2WpZxSI66nlsYC8EbNUPF0wzieEMLRphDwrj3A&oe=6488903B, accessed on 14th May 2023.
  67. https://scontent-lcy1-1.xx.fbcdn.net/v/t31.18172-8/14692008_1586806821627425_3276514380063313699_o.jpg?_nc_cat=109&ccb=1-7&_nc_sid=b9115d&_nc_ohc=ngZp8EZQJ-cAX_06TBB&_nc_ht=scontent-lcy1-1.xx&oh=00_AfD683MIbTh5YTG82AHmCGBsZ8lsjuz-bYvkgTGGRKg2og&oe=64887178, accessed on 14th May 2023.
  68. https://scontent-lcy1-1.xx.fbcdn.net/v/t39.30808-6/332488602_593908248877658_5710468339222437488_n.jpg?_nc_cat=107&ccb=1-7&_nc_sid=5cd70e&_nc_ohc=3ZVg21KlAqcAX8HdMWO&_nc_ht=scontent-lcy1-1.xx&oh=00_AfCoiCdvm1mLegZNWSPnGRYOV5rlTwH2UfjAdX_uyDhSSQ&oe=6465DEB2, accessed on 14th May 2023.
  69. https://scontent-lcy1-1.xx.fbcdn.net/v/t1.6435-9/47682899_1978397622468341_2872330065771757568_n.jpg?stp=dst-jpg_p526x296&_nc_cat=104&ccb=1-7&_nc_sid=825194&_nc_ohc=WUKZ4SKKsWQAX8yCoAY&_nc_ht=scontent-lcy1-1.xx&oh=00_AfDbl7ZJPzH5kDa-Iz9IdJfwbSPRw8IIURsAwFMvY3nB-w&oe=648885B5, accessed on 14th May 2023.
  70. https://scontent-lcy1-2.xx.fbcdn.net/v/t1.18169-9/11063891_10153778555033777_8032897379315987747_n.jpg?_nc_cat=110&ccb=1-7&_nc_sid=a83260&_nc_ohc=P9MA6WzpMd0AX_mLuLt&_nc_ht=scontent-lcy1-2.xx&oh=00_AfD5LM3r5pdlbRBCldI7yw4t7CN_Dc6SyXUlY_4YJiHwzA&oe=6488674A, accessed on 14th May 2023.
  71. https://m.facebook.com/groups/oldhowth/permalink/3233142436997734, accessed on 15th May 2023.
  72. https://m.facebook.com/groups/oldhowth/permalink/2198119780500010, accessed on 15th May 2023.
  73. https://m.facebook.com/groups/oldhowth/permalink/2645672392411411, accessed on 15th May 2023.
  74. https://scontent.fbhx4-1.fna.fbcdn.net/v/t1.18169-9/12039573_10153778555608777_5866108753788872843_n.jpg?_nc_cat=110&ccb=1-7&_nc_sid=a83260&_nc_ohc=jrH2BeaFDe8AX-H4WkZ&_nc_ht=scontent.fbhx4-1.fna&oh=00_AfCAY7tQ38r1cFb6qrnL04-lxJT_mrxL1yMvAXTQOlz1eg&oe=6489A5EA, accessed on 15th May 2023.
  75. https://m.facebook.com/groups/oldhowth/permalink/2232247507087237, accessed on 15th May 2023.
  76. https://m.facebook.com/groups/oldhowth/permalink/2647308678914449, accessed on 15th May 2023.
  77. https://scontent.fbhx4-2.fna.fbcdn.net/v/t1.6435-9/72391122_10218006940818972_3112701737308258304_n.jpg?_nc_cat=100&ccb=1-7&_nc_sid=825194&_nc_ohc=Ld-DOe41KzAAX86Wrqo&_nc_ht=scontent.fbhx4-2.fna&oh=00_AfD44nWPGkYVP—6xY9blBOCMBpY2mC14iIfW46M3_ekg&oe=6489BFDC, accessed on 15th May 2023.
  78. https://scontent.fbhx4-2.fna.fbcdn.net/v/t1.18169-9/12109152_10153778555968777_4233616695440264059_n.jpg?nc_cat=106&ccb=1-7&_nc_sid=a83260&_nc_ohc=myPaFEXCrKgAX996tQq&_nc_oc=AQlMffF-bGpXqd96FuxI7uOmMmUj0Dgvb0SpiyR8BW6qH1gUdMzWAFj05FcuO7bwb-1lJssf7ZWcjCgtY2Fd78T2&_nc_ht=scontent.fbhx4-2.fna&oh=00_AfALWk6GdczTnSW5i-kDUr45E4bO37LJzzr8U_pTlJvoA&oe=6489BC48, accessed on 15th May 2023.
  79. https://scontent.fbhx4-1.fna.fbcdn.net/v/t1.18169-9/11218691_10153778556488777_8547068463458119821_n.jpg?_nc_cat=104&ccb=1-7&_nc_sid=a83260&_nc_ohc=jH3Ttvb2zPEAX-00l2V&_nc_ht=scontent.fbhx4-1.fna&oh=00_AfCYQkEHDjmtU6SGhOrvUeJr434o-48Iopd-Ka0RTF_abQ&oe=6489D264, accessed on 15th May 2023.
  80. https://scontent.fbhx4-2.fna.fbcdn.net/v/t1.18169-9/12096064_1470941236547318_863457767469065103_n.jpg?_nc_cat=101&ccb=1-7&_nc_sid=a83260&_nc_ohc=k__X-BfqGe8AX9ZIRLz&_nc_oc=AQll68-IwMpOOUEW1zkeh0fWt_0HF94pPetv_4HcsmhSh2dqEYfechxSLEMv8T1J0519WT1xILQM98ZhFbSAhYfg&_nc_ht=scontent.fbhx4-2.fna&oh=00_AfBbaNJiv6nLYtGvJBYIOPMG4s46K0HzPjDL9sOskOg-Pg&oe=6489A740, accessed on 15th May 2023.
  81. https://scontent.fbhx4-2.fna.fbcdn.net/v/t31.18172-8/12401878_1493308814310560_1698144791519574320_o.jpg?_nc_cat=101&ccb=1-7&_nc_sid=a83260&_nc_ohc=E0MfpPnACHgAX-h8Ym9&_nc_ht=scontent.fbhx4-2.fna&oh=00_AfAvqpz9up0-RnQh4ESz-N5d6hN-OMpugMETaj78I0TClA&oe=6489BE7B, accessed on 15th May 2023.
  82. https://m.facebook.com/groups/oldhowth/permalink/2672890803022903, accessed on 15th May 2023.

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

2 Replies

This second article about the Burtonport Extension covers the length from Kincasslagh Road Railway Station to Cashelnagor Railway Station.

The first of these articles can be found at:

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

Kincasslagh Road Railway Station as seen in Joe Begley’s article about the January 1921 ambush. [1]

The next four photographs come from Dave Bell and Steve Flanders book,’The Londonderry and Lough Swilly Railway: A Visitor’s Guide‘. [2: p82]

The passenger building at Kincasslagh Road Station as it appeared in the late 1980s. [2: p82]
The view Southwest through the site of the Station from what was once the level crossing. [2:p82]
Stepping beyond the pillars which supported the crossing gates, this view again looks Southwest through the site of the Station. [2:p82]
The old road and level crossing at the site. The road was diverted to the East of this location. The building on the left is the Crossing Keeper’s Cottage (No. 21). [2:p82]

The undergrowth at this location, (and possibly the garden planting too) has grown significantly in the last 30 years.

These pictures featured at the end of the first article about the Burtonport Extension. [My photographs, 23rd April 2023]

We start this part of the journey with a short time to reflect at Kincasslagh Road Railway Station. The station was the location of the first action in the War of Independence in 1918. The memorial shown below sits on the road at the Northeast end of Kincasslagh Road Station.

The English text on the memorial reads: TO COMMEMORATE THE FIRST ACTION IN THE WAR OF INDEPENDENCE, WHEN THE IRISH VOLUNTEERS RESCUED TWO COMRADES, JAMES WARD & JAMES DUFTY FROM BRITISH TROOPS THIS PLACE ON THE 4TH DAY OF JANUARY 1918.

Joe Begley has written an excellent piece on a later ambush which occurred on 12th January 1921 and the events that surrounded it. [1] That ambush took place in a cutting to the Northeast of Kincasslagh Road Railway Station, known locally as Paddy Ghráinne’s Cutting.

An extract from OSi mapping as shared by Joe Begley. The location of Kincasslagh Road Railway Station is marked in the bottom left of the image. The cutting where the 1921 action took place is marked top-right. [1]
The same area as shown on the map extract above but now on modern satellite imagery. [Google Maps, 30th April 2023]
The cutting where the January 1921 action took place, Paddy Ghráinne’s Cutting. [Google Streetview as shard be Joe Begley][1]

Joe Begley explains that the area close to Kincasslagh Road Railway Station was often in the news in the War of Independence and this latest episode brought a temporary end to services on the Burtonport Extension. [1]

Looking back through the site of Kincasslagh Road Railway Station. The garage sits on the line of the old railway. The old railway crossing is hidden behind the undergrowth beyond. The Crossing Keeper’s Cottage (or Station House) can be seen just above the vegetation to the left of the garage. [Google Streetview, April 2022]
The view Northeast along the old railway from the newer road crossing its route. A road ran parallel to the old railway on its South side. Much of the next length of the old line is overgrown. Google Streetview, April 2022]
Looking Northeast from a point to the East of Kincasslagh Road Railway Station. The old railway ran alongside the road on the left side of the picture. Its route has been reclaimed by nature. [Google Streetview, April 2022]

The satellite image above shows the route of the old railway in today’s landscape. Leaving Kincasslagh Road Railway Station in a Northeasterly direction the line passes through cuttings and over low embankments curving first towards the North and then back to the Northeast. Just before it reaches the cutting where the 1921 action took place it crosses a minor road at level.

This is the view looking Southwest along the old railway from its level crossing with the minor road. Little of value can be seen because of the density of the vegetation. [Google Streetview, April 2022]
The view Northeast from the same minor road. The vegetation disguises the fact that this is the same location as the monochrome Streetview image shared by Joe Begley above. [My photograph, 24th April 2023]
A similar view in April 2022. The track follows the line of the old railway. [Google Streetview, April 2022]
The 6″ Ordnance Survey of Ireland (OSi) of 1906 shows the next length of the old line. I was unable to access the 25″ mapping for this immediate area.  Paddy Ghráinne’s Cutting is at the left of the image. The first road to cross the line to the Northeast of the cutting does so still by means of an underbridge. The second did so by means of a gated level crossing with Crossing Keeper’s Cottage No. 20 immediately adjacent to it. [3]
This satellite image from Google Maps covers the same area as the OSi map extract above. The old railway can easily be picked out along the majority of this length, first running Northeast and then curving round to the Southeast. The roads referred to below are even easier to distinguish as Google Maps shows them as an overlay on the base imagery. At the right side of this image the line of the old railway runs adjacent to the road that paralleled it for a short time East of Kincasslagh Road Railway Station. [Google Maps, 30th April 2023]
The underbridge mentioned above is a stone arched structure with a relatively low headroom. This is the view of it from the Northwest on the road that it spans. [My photograph, 24th April 2023]
The same bridge viewed from the Southeast. [My photograph, 24th April 2023]
At the location of Crossing Keeper’s Cottage No. 20, this is the view Southwest along the route of the old railway. [My photograph, 24th April 2023]
Crossing Keeper’s Cottage No. 20 as seen in 2017. The old railway ran to the left of the single storey building in the distance, © Joe Begley. [4: p171]
The same location in 2023, also viewed from the lane which crossed the railway at this location. [My photograph, 24th April 2023]
The next length of the old railway line as shown on the 1906 6″ OSi mapping. We can see the railway running alongside the highway from the left edge of the map extract to almost the centrepoint. The road turns away to the South with another road crossing the line over another bridge. The Burtonport Extension Railway then heads out into ope country travelling in a Northeasterly direction. [3]
This next satellite image covers the same area as the 6″ OSi map extract above. As in the map extract, the route of the old railway runs close alongside the highway from the left edge of the image to close to the bottom-centre of the image. The two roads shown on the map extract remain but a further narrow road now runs along the line of the old railway. It forms a junction with the older highway just to the North of the bridge over the railway formation. [Google Maps, 30th April 2023]
Looking East along the highway adjacent to the line. The old railway to the left of the road between the rock outcrop and the road. [Google Streetview, 30th April 2023]
The road junction at the bottom-centre of both the map extract and satellit image above. The old railway route is still to the left of the road, now in an overgrown cutting. [Google Streetview, 30th April 2023]
The road turns North and bridges the old railway on another stone-arched bridge. The view is taken looking East. [Google Streetview, April 2022]
The bridge. The stone arch appears to have been partially infilled. [My photograph, 24th April 2023]
The view East over the bridge parapets. The cutting is heavily overgrown. [My photograph, 24th April 2023]
Looking South towards the road bridge over the old railway with the newer road turning off to the East. The white van is about to cross the bridge. [Google Streetview, April 2022]
The view West along the old railway in the late 1980s, © Steve Flanders. [2: p79]
Looking West along the line of the old railway. Its route runs directly ahead of the camera through the bushes which have filled the cutting as far as the bridge we have just crossed and beyond. The road curves round to the right to meet that crossing the overbridge. [Google Streetview, April 2022]
Looking East from approximately the same location with the overbridge behind the camera. For a distance ahead the road uses the old railway’s formation. [My photograph, 24th April 2023]
The route of the Burtonport Extension looking Northeast close to the edge of the map extract and satellite image above. [Google Streetview, April 2022]
The 1906 6″ OSi mapping showing the next length of the old railway line. The line curved slightly further to the Northeast before swing back towards the Southeast and then switching back towards the Northeast as it passed Lough Naglagory/Nagladary. [3]
The same area as covered in the map extract above. Google Maps shows the road which follows the old railway formation snaking across the satellite image and being crossed by two other roads. The first of the two roads appears on the map extract above, the second does not and can be presumed to have been constructed after 1906.
Looking Northeast along the line of the Burtonport Extension at the location of the first crossing point. This was an ungated crossing. [Google Streetview, April 2022]
Looking East along the line of the old railway at the location of the second (more Easterly) road crossing. While the last road crossing the line was tarmacked, this road has a gravel surface. The crossing was again ungated. [Google Streetview, April 2022]
Across this next extract from the 1906 6″ OSi mapping, the old line travelled in a Northeasterly direction. Only one main point of interest appears on the extract, that is a level crossing towards the top-right of the image. [3]
Approximately the same area as shown on the map extract above. The old railway formation continues to be followed by the single track road. There was a ungated crossing in the centre of the image where a track crossed the railway and a gated crossing, top-right, close to Loughanure School. [Google Maps, 30th April 2023]

I have searched a widely as I can and have only found a couple of images of rolling stock on this section of the line, both relate to the same incident in February 1923.

Joe Begley comments: “This accident occurred between Kincasslagh Road and Crolly stations near “milepost 68¾” – this is situated along what is now a narrow road built on the trackbed that runs from Loughanure Gate House (No 19 – just by the start of the Lough Connell railway walk) to near Kerrytown and is about 1½ miles from said gate house. The train, the 8.30 am from Burtonport with only three passengers, was on an 8 ft embankment above the surrounding rock and bog when a tremendous gust lifted three of the four vehicles and tipped them down the bank. Only the Guard’s brake van and engine were left on the rails. The passengers were badly shaken but had escaped serious injury and were assisted into the shelter of the van, while the driver went on light engine to Crolly to summon help. By the time he returned, another great gust had swept the guard’s van off the track, though fortunately by this time, the passengers had been given refuge in a nearby house. Though the railway had suffered numerous attacks during the troubled years of the early 1920’s, this incident was solely down to the hand of Nature.” This photograph was shared on the Lower Rosses/Gweedore History Discussion Forum Facebook Group on 3rd December 2023, and on the Londonderry and Lough Swilly Railway Facebook Group by Peter Boyle on 4th December 2022. [9]
This photograph was taken by J.J. Brady on 7th February 1923. The figure on the right hand side is William Napier, locomotive superintendent of the railway. The other gentleman is the chairman Trew Colquhoun. This photograph was shared on the Londonderry and Lough Swilly Railway Facebook Group on 10th February 2023 by Peter Napier, William Napier’s grandson. [10]
The road continues to follow the old railway formation. This is a view looking Northeast through the location of the ungated crossing at a point close to the centre of the map extract above. [Google Streetview, August 2010]
Crossing Keeper’s Cottage No. 19 in early 2017, © Joe Begley. Very little has changed in the 6 years between this image and the one below. [5]
Looking back to the Southwest, towards Burtonport, at the location of Crossing Keeper’s Cottage No. 19. It seems that a number of trees have been removed from the area to the left of and beyond the cottage [My photograph, 24th April 2023]
The route of the old railway looking Northeast from the location of Crossing Keeper’s Cottage No. 19. Ahead the old railway ran along the North side of Lough Chonail (Connell). A railway walk begins from a car park just to the North of this location. [Google Streetview, September 2021]
The 1906 6″ OSi mapping shows the old railway running along the North shore of Loch Chonail (Connell). [3]
The modern OSi Discovery Series Map No.1 clearly shows the dismantled railway continuing Northeast from the location of Crossing Keeper’s Cottage No. 19 – the road junction at the bottom-left of this image.
A satellite image of the same area as in the two maps above. [Google Maps, 1st May 2023]
The old railway route looking Northeast from the beyond the cycle route sign above. [My photograph, 3rd May 2023]
The old railway route alongside Lough Chonail, © Rosses Historical Tours and shared on Facebook on 15th August 2020. Rosses Historical Tours kindly allowed me to share this image when I thought walking this part of the route would not be possible for me. [7]
The old railway route looking Northeast from approximately the same point as in the image above. [My photograph, 3rd May 2023]
Further to the Northeast. [My photograph, 3rd May 2023]
The old railway route on a ledge above the lough. [My photograph, 3rd May 2023]
The old railway route looking Northeast from beyond the end of the lough. [My photograph, 3rd May 2023]
About 500 metres beyond the end of the lough the old line crossed onto private land. The barrier across the line can be seen in the distance in this image. [My photograph, 3rd May 2023]
A physical barrier across the line of the old railway prevents access along the line towards Crolly Railway Station. This the view along the route taken from the position of the barrier. [My photograph, 3rd May 2023]
As it approached Crolly Railway Station, the line turned towards the North before heading Northeast again. This next extract from the 25″ OSi mapping shows it running alongside what became the N56. It was higher than the road over much of this length but almost at the same level by the top of this map extract. [3]
This satellite image from Google Maps shows a similar area, but extends through to Crolly Railway Station which can be seen top-right. The track leaving the N56 and crossing the route of the old railway appears relatively significant on the satellite image and warranted noting as an ungated crossing on the OSi map extract. [Google Maps, 1st May 2023]
The view North from the N56 where the lane to the level crossing had a junction with the N56. Although visible on the satellite image above, it is difficult to pick out the line of the lane in this image. The darker line of bushes which runs from the left of the image across 75% of the picture is probably the line of the old railway. [Google Streetview, September 2009]
This extract from the 25″ OSi mapping shows a level crossing to the Southwest of Crolly Railway Station, illustrates the track-plan and the siting of the Goods Shed immediately adjacent to the main road. It also, shows the level crossing to the Northeast of the station and the river bridge. [3]
Crolly Railway Station looking Northeast. This picture was shared on the Lower Rosses/Gweedore History Discussion Forum Facebook Group by Séimidh Ó Dubhthaigh on 1st July 2012. It is shared here under a general agreement with Jim McBride of the Donegal Railway Heritage Centre to allow use of Donegal Railway Heritage Centre’s archives in these articles about the Burtonport Extension Railway. [17]
It is very difficult to identify the location of the Goods Shed alongside the N56. The most likely location is some partial remains of a building to which this sign is fixed. The alignment of the building, its angle to the road, make it likely that it’s is all that remains of Crolly Railway Station Goods Shed. [Google Streetview, September 2021]
This satellite image focusses specifically on the site of the passenger railway station, level crossing and river bridge at Crolly. [Google Earth, 1st May 2023]
The location of the level crossing on the N56. The old railway crossed the road at this location and headed Northeast along the track to the right of the image. [Google Streetview, August 2021]
Crolly Station in the late 1980s, © Steve Flanders. [2: p79]
A view of Crolly Railway Station in August 2010, taken looking Southwest from the position of the level crossing on the N56. [Google Streetview, August 2010]
This is the first of a sequence of three photos taken of Crolly Railway Station in 2014. This photograph was taken looking into the station site from the N56, © Joe Begley. [5]
The station house at Crolly Railway Station in 2014, © Joe Begley. [5]
Looking Southwest along what was once the station platform of Crolly Railway Station in 2014, © Joe Begley. [5]

Crolly Railway Station building was gutted by fire in October 2015.

Fire damage to Crolly Railway Station buildings in 2015, © Irish Mirror. [8]
Crolly Railway Station in 2021. The picture is taken from almost exactly the same location as that taken in sunshine in 2010. [Google Streetview, August 2021].
Looking Northeast from the N56 adjacent to Crolly Railway Station. The bridge which carried the old railway over the river is roughly at the centre of this image.  [Google Streetview, September 2021]
The river bridge appears in the bottom-left of this extract from the 25″ OSi mapping. At the centre of the image the old railway crossed a culverted stream. In the top-right it bridged a minor road. [3]
A similar area to the map extract above is shown on this Google Maps satellite image. The minor road in the top-right now provides access to a ready-mix concrete plant among other things. The bridge carrying the railway constrained Headroom and had to be removed. In both the map extract and this image, the old railway route can be seen curving round to the North. The culvert and the road bridge are shown below on enlarged map extracts. [Google Maps, 1st May 2023]
The culverted stream. [3]
The road bridge.[3]
Looking Southwest along the old railway back towards Crolly Railway Station from the location of the demolished bridge. [My photograph, 24th April 2023]
The location of the demolished railway bridge. This photograph is taken facing Northeast. The lorry is sitting on the formation of the Burtonport Extension Railway which heads away to the left. [My photograph, 24th April 2023]
The bridge referred to above is shown at the bottom of this next extract from the 25″ OSi mapping. North of the bridge the line was on high embankment for a short distance before entering a deep cutting. [3]
The deep cutting continues on this 25″ OSi extract before giving way to high embankment. At the third point of the image following the line from the top of the image a bridge can be made out. It is shown in the next photograph below. [3]
This photograph, taken on an overcast day in 2014 shows a bridge carrying the old line high above the houses of Crolly, © Joe Begley. [4: p170]

It is difficult to make out the line of the old railway as it runs North on the East side of Crolly village. RailMapOnline.com can be a real help in these circumstances. An extract from their map base with the line shown in orange is provided below.

RailMapOnline.com is able to show the line of the old railway imposed onto Google Maps satellite imagery. The bridge which has been demolished was close to the concrete works at the bottom of the image. The bridge in the picture above is seen between houses across the N56 from the petrol station. [11]

Not every sheet of the 25″ OSi mapping is available through the OSi historic maps portal so for the next length of the Burtonport Extension Railway we need to rely on the 6″ OSi mapping.

The old railway ran high above the village of Crolly. The road rose as it travelled North and by the top of this map extract road and railway were at the same level. [3]
The same area is shown the base Google Map satellite imagery used by RailMapOnline.com. The route of the old railway is again shown by the orange line. [11]

On its way Northeast the old line crossed what would have been an unmetalled road aas shown on the satellite image above. That track is in the 21st century a metalled minor road as shown below.

What was once more than a track but in the ,21st century is a metalled single track road crosses the line of the old railway at an ungated crossing. [Google Streetview, September 2021]
The line running Northeast away from the minor road. [Google Streetview, September 2021]
This extract from the 1906 6″ OSi mapping shows the level crossing at the point where the Burtonport Extension Railway crossed what is now the N56. Crossing Keeper’s Cottage No. 18 is shown to the East side of the old railway. [3]
The same location in the 21st century. [Google Maps, September 2021] with the line of the old railway drawn on by me.
Crossing Keeper’s Cottage No.18 alongside the N56 in the late 1980s or early 1990s. The old railway ran to the right side of the cottage, © Steve Flanders. [2: p79]
Crossing Keeper’s Cottage No.18 alongside the N56 in September 2021. [Google Streetview, September 2021]
Seen from the N56 in 2021, this side elevation shows that the cottage has been extended. The car sits on the line of the old railway. [Google Streetview, September 2021]
This 1″ map from the 1940s shows the Burtonport Extension Railway taking a wise arc from travellin North to running East. We continue following it in the next few images. [3]
This extract from the 6″ OSi mapping of 1906 shows Crossing Keeper’s Cottage No. 18 near its bottom edge and No. 17 adjacent to its left edge as the old railway curves through North and begins its sweep to the East. [3]
Relatively open moorland means that the route of the old railway can easily be picked out in this Google Maps satellite image from Crossing Keeper’s Cottage No.18 alongside the N56 at the bottom of the image to the point where it crosses the modern R257 and continues curving round toward the East. [Google Maps, 2nd May 2023]
Looking South from the R257 the old railway can be seen to the left of Crossing Keeper’s Cottage No. 17. [Google Streetview, September 2021]
Looking North from the R257, the old railway can be seen curving away in a wide arc toward the East. [Google Streetview, September 2021]
This next extract from the 1906 6″ OSi survey shows the line completing its curve to the East. [3]
This satellite image from Google Maps covers much the same area as the map extract above. The route of the old railway curves in from the left, follows the line of a track noted by Google Maps and then crosses a minor road. It appears then to disappear into trees. North of the line if the old railway in this image is the Clady Canal which provides the water supply to the Clady Power Station.  [Google Maps, 2nd May 2023]
Looking back Southwest along the line of the old railway towards Crolly from the minor road mentioned above. [My photograph, 24th April 2023]
Looking Northeast along the line of the old railway from the same minor road. [My photograph, 24th April 2023]
Looking West along the Clady Canal. [Google Streetview, September 2021]
Looking East along the Clady Canal towards Gweedore. [Google Streetview, September 2021]

As we have already noted the Clady Canal feeds water to the Clady Power Station. The Clady Hydroelectric Station is a 4.2 MW power station situated in the Gweedore area of Co. Donegal.

“Construction started in 1954, with the station going into full operation in 1959, when it also synchronised to the Donegal 38 kV network.
Two lakes form the basis of this hydro scheme: Dunlewey Lough and Lough Nacung are situated in a valley 61m above sea level and are drained by the Clady River, which enters the sea at Bunbeg.” [18]

Both of the lakes were enlarged to create the storage capacity needed to run the station. Dunlewy Lough through the construction of the Cung Dam at the promontory between the two lakes. The Clady River has been partially diverted by Gweedore Weir into a 2.5 km canal which runs across country to the rim of a deep valley which forms the tidal estuary of the Gweedore River. This is the canal that we have noted. As we will see, its route conflicts with what was the route of the Burtonport Extension Railway.

“A 500m steel penstock carries the water from that canal down to the generating station at sea level. … Overall, the normal range of storage is from 60.96m OD (Ordnance Datum) to 63.70m OD. Gweedore Weir has also raised the level of Lough Nacung with a storage range from 60.96m OD to 61.57m OD. … The powerhouse is equipped with a horizontal Francis-type turbine, coupled to a generator with a capacity of 4.2 MW.” [18]

This next extract from the 1906 6″ OSi survey shows the old railway line reaching the Station at Gweedore. [3]
This satellite image covers approximately the same area as the map extract above. The Clady Canal runs adjacent to the N56 and from the left edge of the image to the access bridge at the centre of the image follows the line of the old railway. East of that point the line slips away in a Northeasterly direction,, heading for what was its bridge over the River Claddy to the North. [Google Maps, May 2023]
The minor road bridge over the Clady Canal. To the right of this bridge the route of the old railway slides away to the North. [Google Streetview, September 2021]
The view West along the Clady Canal from the North end of the bridge in the last photo. The old railway and the canal follow a similar line to this point. [My photograph, 3rd May 2023]
The view East from the North end of the same bridge. The old railway route and canal gradually separate from this point. The canal curves away to the right and is crossed by the N56. The railway heads towards its bridge over the River Clady. [My photograph, 3rd May 2023]
This enlarge extract from the 6″ mapping shows the bridge on the approach to the Station from the West. A level crossing took the line over what is now the R258 and the line ran through the station. The track layout shown on this OSi map extract is not correct. A passing loop was provided at the station and there were also goods facilities. [3]
A similar area on the modern satellite images provided by Google Maps. The immediate area of the station has been redeveloped but some signs of the old railway and it’s station remain.
The abutments of the railway bridge over the River Clady seen from the Northeast and looking along the side of the old bridge towards the Southwest. [My photograph, 3rd May 2023]
The Southwest abutment of the bridge over the River Clady seen from alongside the Northeast anutment. [My photograph, 3rd May 2023]
This photograph shows the station throat as seen from the lattice girder bridge over the River Claddy in the 1950s. A road (now the R258) crossed the line between the bridge and the station. The Goods Shed can be seen on the left of the image. A waiting shelter is the next building to the right. The dark structure to the right of centre is the water tower. This photograph was shared on the Burtonport Heritage Facebook Group by Joe Begley on 31st August 2020. [12]
Looking East through Gweedore Railway Station before the closure of the station and the lifting of the railway tracks. The waiting shelter can be seen on the left with the water tower beyond. This photograph was shared by Joe Begley on the Lower Rosses/Gweedore History Discussion Forum Facebook Group on 19th November 2016. [13]
The waiting shelter at Gweedore Railway Station survived the dereliction of the site through to the present day. This is an undated photograph. It was shared by Joe Begley on the Lower Rosses/Gweedore History Discussion Forum Facebook Group on 19th November 2016. [13] It also appears in the book about the line that Joe Begley co-authored with Steve Flanders and E.M. Patterson. 4: p169]
This modern photograph shows the station site in May 2023 as viewed from the West. The Goods Shed appears to have been replaced by houses, the western end of the station appears to be in the grounds of a newer property which can just be seen on the right side of the image. Carefully preserved in the grounds of that property is the waiting shelter noted in the three images above. The platform edge has been retained as a dwarf wall in front of the waiting shelter. [My photograph, 3rd May 2023]
This photo was shared on the Burtonport Old Railway Walk Facebook Page on 26th November 2011 with the following comment: “‘An Mhuc Dubh’, the Black Pig, at Gweedore Station – very very hard to imagine, when you look at the wild countryside, that big trains like this used to travel back and forth to Derry every day. We will never see their like again.” [21]
Looking West through Gweedore Railway Station before the closure of the station and the lifting of the railway tracks.bThe station name is carried by the building on the left. The wooden structure on the right probably houses a ground frame which controlled the points in the vicinity of the station. This photograph was shared by Joe Begley on the Lower Rosses/Gweedore History Discussion Forum Facebook Group on 19th November 2016. [13]
Looking West through Gweedore Station in the early 1970s. At that time the platforms remained, if grassed over. The two buildings noted below are present as is the watchtower, This photo was shared as a comment by Pete Leigh on a post on the Londonderry and Lough Swilly Railway Facebook Group in April 2022. [16]
This picture shows the building of which a gable end fronted onto the platform on the South side of the railway station. In 2017, Joe Begley and Steve Flanders commented that this building was still present along with the waiting shelter shown above. [4: p169] As can be seen in the image below it has survived at least until 2023! This photograph was shared by Joe Begley on the Lower Rosses/Gweedore History Discussion Forum Facebook Group on 19th November 2016. [13]
A slightly wider angle view of the station site from the East. The building on the left in this image is on the left of the older image above. The platform has gone on both sides of what would have been the running lines where the articulated lorry trailer is standing. [My photograph, 3rd May 2023]
The East end of Gweedore Railway Station with Errigal in the distance. This photograph was shared by Liam O Siadhail on the Lower Rosses/Gweedore History Discussion Forum Facebook Group on 18th November 2016. [14]
Leaving Gweedore Railway Station heading East. This photograph was shared on the Lower Rosses/Gweedore History Discussion Forum Facebook Group by Séimidh Ó Dubhthaigh on 15th October 2015. [15]
This photograph shows Locomotive No. 2 at the East end of Gweedore Railway Station. The loco is possibly running round a train or shunting at the station. This picture was shared as a comment about the picture immediately above, also by Séimidh Ó Dubhthaigh in October 2015. [15]
This photograph is my attempt to replicate the three monochrome images above in May 2023. The track ed of the old railway East of Gweedore Railway Station is overgrown with gorse bushes. [My photograph, 3rd May 2023]

Beyond Gweedore Railway Station, the line of the old railway has become overgrown. It runs along the North side of the N56 for some distance.

The next length of the Burtonport Extension Railway as shown on the 6″ OSi mapping of 1906. The Gweedore Hotel of 1906 is,in the 21st century, the An Chuirt Hotel. [3]
A similar area to that shown on the 6″ mapping above. [Google Maps, May 2023]
We know that this photo is taken close to Gweedore Railway Station. The exact location is not clear. It is at least possible that Londonderry & Lough Swilly Railway 4-6-2T No. 14 had only just left Gweedore with a passenger train for Letterkenny in September 1938, © Gordon Tucker. This image was shared by Donegal Railway Heritage Centre on their Facebook Page on 25th April 2021. [19]
This view of the first road junction to the East of Gweedore Railway Station shows the proximity of the line of the old railway to the modern N56. The road centre-line shows that the first few metres of the side road climb steeply to meet the formation level of the old railway before leveling out at the point where the road crossed the old railway at an ungated crossing. Once across the old railway formation the road begins to rise again. [Google Streetview, 3rd May 2023]

It seems as though the An Chuirt Hotel has expanded and that its site now includes what was once railway land. The Errigal View Pet Zoo also straddles the line of the old railway.

The An Chuirt Hotel and the Errigal View Pet Zoo. The line of the old railway is illustrated by the orange line at either side of this Google Maps image. [Google Maps, 3rd May 2023]

Immediately to the East of the Errigal View Pet Zoo two larger properties straddle the route of the old railway.

This is an enlarge satellite view of the two properties mentioned above. The line of the Burtonport Extension Railway is marked by the two orange lines, one at each side of the satellite image. [Google Maps, 3rd May 2023]
This next length from the 1906 6″ OSi mapping takes us as far East as the Crowmore Burn. [3]
This satellite image covers approximately the same area as shown in the map extract above. The line of the old railway can easily be seen on the North side of the N56. [Google Maps, 3rd May 2023]
An enlarged extract from the 1906 6″ survey which shows the arch bridge which spanned Crowmore Burn. [3]
The bridge crossing Crowmore Burn which outfalls into Lough Nacung Upper is highlighted by the red circle in the top-right of the satellite image. This image focusses on the bridge and its immediate vicinity. [Google Maps, 3rd May 2023]
The bridge which carried the old railway over the Crowmore Burn still stands today, although it seems to have quite. growth of gorse above the spandrel walls and parapets. [My photograph, 24th April 2023]
To the East of Crowmore Burn the old railway and the road gradually converged both in height and plan until the Burtonport Extension Railway crossed what is now the N56 at level. The crossing was gated and Crossing Keeper’s Cottage No.16 sat adjacent to it. [3]
Approximately the same area as shown in the map extract above. The route of the old railway can be seen north of the N56 until crossing it towards the left of the satellite image. [Google Maps, 3rd May 2023]
The view back towards Gweedore from the location of the level crossing close to Crossing Keeper’s Cottage No. 16. [My photograph, 24th April 2023]
Joe Begley shared this photograph of Crossing Keeper’s Cottage No. 16 on the Londonderry and Lough Swilly Railway Facebook Group on 10th March 2022. It was taken in 2017, © Joe Begley. [20]
These two images show Crossing Keeper’s Cottage No.16 after the relatively recent removal of surrounding trees and shrubs and a partial renovation. [My photographs, 24th April 2023]
The view along the line of the old railway looking East. [Google Streetview, September 2021]
The view along the line of the old railway from beyond the conifers on the line of the railway, looking East. [Google Streetview, September 2021]
To the East of Crossing Keeper’s Cottage No. 16, the main road and the old line separated quite quickly. The road turned a way to the North and the railway set an East by Northeast course as this extract from the 1906 6″ OSi mapping shows. [3]
Approximately the same area as shown in the map extract above as it appears on modern satellite imagery. [Google Maps, 4th May 2023]
This next extract from the 1906 6″OSi mapping shows that within a very short distance the old railway crossed a minor road at a gated crossing. Crossing Keeper’s Cottage No.15 sits to the North of the line. [3]
A similar area to that shown on the map extract above. The 21st century narrow roads are clearly marked and the route of the old railway can be made out running East-northeast across the image. [Google Maps, 4th May 2023]
Looking back along the route of the old railway towards Crossing Keeper’s Cottage No. 16. [Google Streetview, September 2021]
Looking forward along the route of the old railway towards Cashelnagore. The railway ran to the right of Crossing Keeper’s Cottage No. 15. [Google Streetview, September 2021]
As this next map extract shows, the old railway skirted the Eastern shore of Lough Trusk, curing round to travel in a Northeasterly direction. [3]
Lough Trusk sits at the bottom edge of this satellite image. The line of the Burtonport Extension Railway can be seen to the immediate right of the lake and the heading Northeast. [Google Maps, 4th May 2023]
Looking back along the line of the old railway towards Crossing Keeper’s Cottage No. 15 which can be seen just below the horizon. [Google Streetview, September 2021]
These two views (both from Google Streetview) of the old railway as it runs alongside Lough Trusk were taken a couple of hundred metres apart. I have included both because they emphasise that when the weather was good a ride on the Burtonport Extension Railway would have been quite a special way to experience the beauty of Co. Donegal. [Google Streetview, March 2010]
This next extract from the 1906 6″ OSi mapping shows the line to the Northeast of Lough Trusk passing through the gap between Edenbane and Truskmore. [3]
This satellite image covers the same area as the map extract above. The photographs below are taken from the minor road which can be seen running South to North through the centre of the image. The old railway runs alongside that road at a lower level before passing to the West of Lough Doo which can be seen at the top-right of the image. as can be seen in the photographs below this is a particularly beautiful length of the Burtonport Extension Railway. [Google Maps, 4th May 2023]
Looking Southwest through the gap between Truskmore, on the left, and Edenbane, on the right, towards Lough Trusk. The old railway can be seen on embankment running across the East face of Edenbane. [Google Streetview, September 2021]
Looking East toward Edenbane. The old railway can be made out beneath the rock face. [Google Streetview, September 2021]
Ahead is Crossing Keeper’s Cottage No. 14 which sits high above the route of the old line which ran across the bottom of the slope supporting the house and road. [Google Streetview, September 2021]
Crossing Keeper’s Cottage No. 14. [Google Streetview, September 2021]

It seems that there were two crossings close together at the bottom of the slope to the left of the road. These can be seen on the map extract to the left below, either or both may have been gated but I have not been able to establish whether either were.

It is possible to see the more northerly of the two crossings from the road close to the Crossing Keeper’s Cottage and I have provided a photo below which also shows the route of the old railway in orange.

The location and f one of the crossings adjacent to Crossing Keeper’s Cottage No. 14. [Google Streetview, September 2021]

North of the Cottage the minor road splits with one arm crossing the railway on a stone arch bridge and the other heading towards Cashelnagor Railway Station passing on the Southeast side of Lough Doo.

The stone arch of the bridge can be seen through the trees on the left of the road as one approaches by road from the South. [My photograph, 24th April 2023]
The bridge parapets seen from the East. [My photograph, 24th April 2023]
The South face of the structure seen from the Southwest corner. [My photograph, 24th April 2023]
Looking South over the bridge parapets back towards Lough Trusk. [My photograph, 24th April 2023]
Looking North over the bridge parapets. The railway cutting is overgrown. [My photograph, 24th April 2023]
The railway continues North on the West side of Lough Doo. The 25″ OSi mapping is still unavailable for this length of the line on-line. This is the 6″ OSi mapping of 1906. When we reach Cashelnagor we will be able once again to view the 25″ mapping. [3]
This satellite image covers much the same area as the map extract above. Both the old railway route and the present day road can be seen either side of Lough Doo at the bottom of the image. [Google Maps, 4th May 2023]
Looking back Southwest along the old railway towards Lough Doo. [Google Streetview, March 2010] This length of the route is in private hands, despite this it seems as though the Google camera car covered the metalled track South from Cashelnagor twice in 2010.
At the end of the metalled length of private road, looking Northeast towards Cashelnagor. [Google Streetview, March 2010]
About 200 metres further Northeast. [Google Streetview, March 2010]
And again, a further 200 metres Northeast. [Google Streetview, March 2010]
Cashelnagor Railway Station comes into sight on the horizon. [Google Streetview, March 2021]
Cashelnagor Railway Station features towards the top of this 1906 6″ OSi map extract. [3]
Cashelnagor Railway Station as shown on the 25″ OSi mapping. It had reasonably substantial buildings, both passenger and goods, and stood in a remote position high in the moorland if Co. Donegal. [3]
The station site as it appears on Google Earth. In 2923, the passenger facilities have been restored and now provide a unique holiday rental property. The outline of the old goods shed is still marked [Google Earth, May 2023]
Looking back to the Southwest along the line of the old railway from the road outside Cashelnagor Railway Station. [My photograph, 24th April 2023]
Cashelnagor Railway Station as it appeared in 2010. [Google Streetview, March 2010]

The next few photographs show Cashelnagor Railway Station as it appeared in the late 1980s/early 1990s.

The four monochrome photos above are courtesy of Steve Flanders and Dave Bell and are used with the kind permission of Jim McBride acting on behalf of the Donegal Railway Heritage Centre. [2]

Joe Begley very kindly sent this next series of photos by email. They represent the condition of the buildings in 2004.

The four photos above are shared courtesy of Joe Begley and show Cashelnagor Railway Station in 2004, © Joe Begley. [5]

These next three photos show the Station buildings as they appear in 2023

The three photos above were taken at the end of a day following part the route of the Burtonport Extension Railway. [My photographs, 24th April 2023]

It is just possible that you might enjoy staying at this remote location, if so you could check out Cashelnagor Railway Station’s website:

https://cashelnagore-railway-station.business.site/

Alternatively you might want to finish reading this article by watching a video or two:

https://fb.watch/kkwHnqUIgT/

References

  1. https://donegalheritage.com/2021/01/12/train-ambush-1921, accessed on 30th April 2023.
  2. 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…
  3. https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 30th April 2023.
  4. Joe Begley, Steve Flanders & E.M. Patterson; The Lough Swilly Railway: Revised Edition; Colourpoint Books, Newtownards, 2017.
  5. Joe Begley very kindly sent me a number of photographs as attachments to an email which were taken during the preparation of the book immediately above.
  6. https://watchingthedaisies.com/2019/04/10/52-weeks-of-thankfulness-week-30, accessed on 1st May 2023.
  7. https://m.facebook.com/RossesHistoricalTours/posts/1353976138126584/?force_faceweb=true#, accessed on 1st May 2023]
  8. https://www.irishmirror.ie/news/irish-news/home-paedophile-john-barrow-gutted-6710075.amp, accessed on 1st May 2023.
  9. https://m.facebook.com/groups/788818974978955/permalink/1452142765313236, accessed on 1st May 2023.
  10. https://m.facebook.com/groups/788818974978955/permalink/1501615597032619, accessed on 1st May 2023.
  11. https://www.railmaponline.com/UKIEMap.php, accessed on 2nd May 2023.
  12. https://m.facebook.com/groups/burtonportheritage/permalink/2989672094470982, accessed on 2nd May 2023.
  13. https://m.facebook.com/groups/historyforum/permalink/1226599440735034, accessed on 2nd May 2023.
  14. https://m.facebook.com/groups/historyforum/permalink/1225392974189014, accessed on 2nd May 2023.
  15. https://m.facebook.com/groups/historyforum/permalink/960069370721377, accessed on 2nd May 2023.
  16. https://m.facebook.com/groups/788818974978955/permalink/1285672935293554, accessed on 30th April 2023.
  17. https://m.facebook.com/groups/historyforum/permalink/387912997937020, accessed on 2nd May 2023.
  18. http://wikimapia.org/31733160/Clady-Hydroelectric-Station, accessed on 3rd May 2023.
  19. https://m.facebook.com/story.php?story_fbid=pfbid02NdK5qyv67AADMsuHxZXE3mZwiXw755zAaods3rqCEP3VJYqia5Ju79GZskYhagXel&id=1223882780981294, accessed on 3rd May 2023.
  20. https://m.facebook.com/groups/788818974978955/permalink/1264392730754908, accessed on 4th May 2023.
  21. https://m.facebook.com/burtonportrailway/photos/a.272196396164954/272196459498281/?type=3, accessed on 4th May 2023.
  22. https://fb.watch/kkwHnqUIgT, accessed on 5th May 2023.
  23. https://youtu.be/qTxN-T1_eNQ, accessed on 5th May 2023.

The Donegal Railway Heritage Centre

8 Replies

On Saturday 22nd April 2023, I had the pleasure of dropping into the Railway Heritage Centre in Donegal Town. We had planned a holiday in Co. Donegal in 2020 but we were foiled by the COVID-19 lockdown. This visit was well overdue.

The Donegal Railway Heritage Centre records and celebrates “the operations of the County Donegal Railways Committee which operated two narrow-gauge railways in County Donegal from 1863 until 1959. The County Donegal Railway Restoration Society restored the centre, which opened in 1995 and is housed in the old station house in Donegal Town. Today, it operates as a visitor attraction comprising a museum, information centre and shop. On display are rolling stock, historical artefacts and an audio-visual presentation on the railways’ history.” [1]

Over the period of lockdown quite a lot happened at the Heritage Centre.

The most significant event was the home-coming of No. 5, ‘Drumboe’, the Co. Donegal Railway Joint Committee 2-6-4T Locomotive on 9th October 2021. This locomotive was originally built by Nasmyth, Wilson and Company [2] in 1907 and served on the railways of Co. Donegal until the end of 1959. Now cosmetically restored, ‘Drumboe’ has pride of place at the entrance to the Heritage Centre.

No. 5, ‘Drumboe’ in service at Barnesmore Gap in the late 1950s. [5] [My photograph, 22nd April 2023]
‘Drumboe’ underwent an extensive restoration job in Whitehead, Co. Antrim. The locomotive is shown here at the Works prior to being returned to Donegal. [3]
‘Drumboe’ on its way home. [4]
‘Drumboe‘ settled in its new home. It is undercover to protect it as much as possible from the elements! The text on the display board reads: Built in 1907,
Nasmyth Wilson/Manchester. Drumboe’s original name was No. 17 Glenties. She was renamed in 1937 to No. 5, Drumboe. In 1907/8 the CDRIC ordered 5 new modern steam locomotives to deal with the growing traffic as the CDR network expanded. They were called the Class 5 locomotives and numbered 16-20. All of them were 2-6-4Ts: the numbers stand for the wheel arrangement and the T for tank engine. On the evening of 31 December 1959 Drumboe hauled the very last train from Stranorlar to Strabane and back as the CDR finally closed as a railway.  [My photograph, 22nd April 2023]

Preparing for Drumboe’s arrival at the Heritage Centre required a significant re-organisation of the centre’s outside exhibits. All are now protected from the worst that the elements can throw at them by a series of different roof structures. Just a few photographs from 222nd April 2023.

The Red Van in its new location: the text on its display board reads: Built in 1887, Metropolitan Carriage & Wagon Company for the Clogher Valley Railway. Red Vans only transported goods. They were for lighter use, up to the capacity of 2 tons.
The Clogher Valley Railway (1887-1941) was a 37 Mike long narrow-gauge railway in County Tyrone and County Fermanagh. After the closure of the Clogher Valley Railway in 1942 the County Donegal Railway (CDR) bought all the red vans. These covered vans were converted to run behind the CDR Railcars. Our red van retains its original wooden chassis from 1887 and all original metalwork. [My photograph, 22nd April 2023]
The Grey Van (No. 84) in its new display position: the text on its display board reads: Built in 1893, the Oldbury Carriage & Wagon Company. The grey vans were used for heavy freight up to 7 or 8 tons this could be the transport of livestock or general goods. Grey vans were normally only used in steam hauled freight trains. Our grey van 84 was built as a sliding door van.It was withdrawn in 1960 and sold off before being rescued by the NWIRS (North West Irish Railway Society) in the early 1990s. Grey Van 84 was stored in Derry where it was set on fire in the early 2000s. After the closure of the Foyle Valley Railway it was moved to Donegal town. [My photograph, 22nd April 2023]
Coach No. 58</strong>: the text on its display board reads: Built in 1928, Coach 58 was built on a second-hand frame 41 feet and 3 inches in length. The CDR bought this coach along with two others in January 1952 from the NCC numbering them 57-59. Formerly Coach 318 became CDR 58. Coach 58 was one of the three most modern on the whole of the Irish narrow gauge lines. It came to the County Donegal Railway on the closure of the NCC (Northern County Committee) lines near Larne in 1950. Though Coach 58 was built on an original chassis from 1879, it provided modern accommodation for Donegal excursions, and later on as a railcar trailer until the railway closed. [My photograph, 22nd April 2023]: the text on its display board reads: Built in 1928, Coach 58 was built on a second-hand frame 41 feet and 3 inches in length. The CDR bought this coach along with two others in January 1952 from the NCC numbering them 57-59. Formerly Coach 318 became CDR 58. Coach 58 was one of the three most modern on the whole of the Irish narrow gauge lines. It came to the County Donegal Railway on the closure of the NCC (Northern County Committee) lines near Larne in 1950. Though Coach 58 was built on an original chassis from 1879, it provided modern accommodation for Donegal excursions, and later on as a railcar trailer until the railway closed. [My photograph, 22nd April 2023]
Railcar No.15 passenger unit: the text on the railcar body’s display board reads: Built in 1936, Walker Brothers & the Dundalk Works (GNR). Railcar 15 was the first articulated Railcar. This means that the driver’s cab was separated from the railcar body. The railcar cost £2,275, seated 41 passengers and could transport a weight of 12 tons. The County Donegal Railway pioneered the use of diesel railcars introducing the first one in 1931. The passenger unit of railcar 15 survives here at the museum, restored after a period of dereliction following the railway’s closure in 1959. Railcar 15 was withdrawn in 1960 and was sold at auction in 1961.The body of Railcar 15 was acquired by the CDRRS in 1995 and moved to Donegal Town. [My photograph, 22nd April 2023]

On entering the museum, which occupies the ground floor of the old passenger station building, one has the opportunity to look at an excellent model railway which depicts Donegal Town Railway Station and Inver Station. Inver Station was on the branch from Donegal Town to Killybegs. All six of the pictures immediately below were taken by me on 22nd April 2023.

As well as this working model a number of other models of railway vehicles are on static display. Just a couple of examples here. The first is a Walker Brothers Railbus, the second is Phoenix a unique diesel shunter. Both of the pictures below were taken by me on 22nd April 2023.

Phoenix was built by Atkinson-Walker Wagons Ltd of Preston in September 1928 as one of their Class A3 engines. After a short trial on the Clogher Valley Railway, it was found to be totally unsuitable. No buyer to be found and the engine lay idle at Aughnacloy coach and wagon shed until 1932. It was bought by Henry Forbes for the County Donegal Railway and converted at the Great Northern Railway’s Dundalk workshop to diesel power. It was fittingly named the “Phoenix” and worked on the County Donegal Railway till its closure in 1959. It can now be seen in the Ulster Folk & Transport Museum.

The major part of the indoor space at the Heritage Centre is dedicated to a series of displays centring on the different stations on the network. Each includes a track plan and a series of photographs of the location. Carefully placed around the Centre are artifacts and railwayana from the Co. Donegal Railways.

Of particular interest to me were the track plans of the various stations on the network. Some of these are shown below. Much of the text attached to each station plan comes from the Heritage Centre’s displays …

Donegal Town Railway Station was opened in 1889 and closed in 1959 it was about 19 miles from Stranorlar. The West Donegal Railway was opened between Stranorlar and Lough Eske (Druminin) on the 25th April, 1882. From 1882 to 1889, the journey between Stranorlar and Lough Eske took some 40 minutes and then passengers transferred to horse-drawn road cars for the last four miles down into Donegal. The fare was 6 pence. The final section to Donegal town was inspected on the 9th of September 1889 and opened on the 16th of September 1889. [My photograph, 22nd April 2023]
Killybegs Railway Station opened in 1893 and closed in 1959. The journey from Killybegs to Donegal was 19 miles. The line out to Killybegs from Donegal Town was the result of government intervention some forty years after the famine. For the promotion of the local food industries (agriculture, fishing and food processing) a good transport infrastructure was needed. Railway travellers were reminded of their arrival in Killybegs by the intense smell of the fishmeal factory when entering the town. The Killybegs line served the local communities it passed with regular passenger and freight. In summer it was often the destination for excursions from Derry and Strabane. There are many fond memories of steam-hauled specials cautiously winding their way along the Atlantic coast. There is very little evidence of the station in Killybegs in the 21st century. Killybegs is now a thriving port which has seen major redevelopment. [My photograph, 22nd April 2023]
Stranorlar Railway Station was opened in 1863 and was due to close in 1959, however, it remained open to goods until 6th February 1960 because road improvements necessary for lorries had not been completed by 31st December 1959. It was 13 miles from Strabane. Stranorlar Station was first constructed as a branch from the GNR station at Strabane. With the construction and operation of the West Donegal Railway to Donegal Town the station became an important junction. Stranorlar was at the heart of the Co. Donegal Railway network. The extensive layout of Stranorlar reflected its key role in all of the operations of the railway and it was the headquarters for all administration and the running of the system. Skilled jobs specific to the railway were signalmen, drivers, guards and shunters. Stranorlar Station and the associated offices, depots and fitters’ shops was a major employer. Practical skills included engineering, joinery, coachbuilding, foundry work, smithies and clerical workers. [My photograph, 22nd April 2023]
Glenties Railway Station opened in 1895 and closed in 1952. It closed to passengers in 1947 and all traffic 1952. Glenties is 24 miles from Stranorlar. I have covered the branch in two previous articles.

(https://rogerfarnworth.com/2020/05/27/co-donegal-railways-ireland-part-1-the-glenties-branch-stranorlar-to-ballinamore, and https://rogerfarnworth.com/2020/06/22/co-donegal-railways-ireland-part-2-the-glenties-branch-ballinamore-to-glenties)

The line never paid its way and services were lightly used at all times though there were occasional heavy workings associated with market days. Hugging the valley floor and in company with the river and road it continued north-westwards from Stranorlar. Proceeding on through the now bleak and windswept moorland the line continued alongside Lough Finn down into Glenties Station.

I have covered the branch to Glenties in two previous articles.

https://rogerfarnworth.com/2020/05/27/co-donegal-railways-ireland-part-1-the-glenties-branch-stranorlar-to-ballinamore, and

Co. Donegal Railways, Ireland – Part 2 – The Glenties Branch – Ballinamore to Glenties

Letterkenny Railway Station was opened in 1909 and closed in 1959. The Strabane and Letterkenny Railway began life to promote the prosperous farmland north-west of Strabane. Letterkenny to was 19 miles. It was intended to facilitate trade and agriculture in the area of south-east Donegal north of the Finn Valley. Letterkenny was also served by the Lough Swilly Railway to Derry and Burtonport. [My photograph, 22nd April 2023]

I have covered the line between Strabane and Letterkenny in a series of three previous articles:

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

https://rogerfarnworth.com/2020/10/05/co-donegal-railways-ireland-part-5-strabane-to-letterkenny-part-b-raphoe-to-convoy, and

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

Strabane Railway Station opened in 1863 and was due to close in 1959, however, it remained open to goods until 6th February 1960 because road improvements necessary for lorries had not been completed by 31st December 1959. Strabane was approximately 13 miles from Stranorlar. Strabane to Stranorlar was the first stretch of line in Co. Donegal. The line was built by Finn Valley Railway as 5’3″ gauge. It was re-gauged to the narrow (3′) gauge in the summer of 1894 over only one weekend to match with the rest of the Donegal network! The partition of Ireland in 1922 led to serious delays and other complications for the Railway. All of its extensive freight traffic and all passengers had to clear through customs at Lifford (Republic of Ireland) and Strabane (Northern Ireland). [My photograph, 22nd April 2023]
Derry Railway Station was opened in 1900 and closed.in 1954. It was just under 15 miles from Strabane. The County Donegal Railway’s own line to Derry improved the handling of the substantial through goods traffic of imported coal from the Foyle quayside to the many customers throughout the system. This station was adjacent to the twin-deck Craigavon Bridge which, at its lower level, gave rail access to Derry’s three other railway stations and the Harbour Commissioners’ own lines. The Derry line was always steam worked for both passenger and freight services. This was to gain maximum benefit from cheaper coal in Northern Ireland and to save depleting stocks at the company’s depot at Strabane. [My photograph, 22nd April 2023]

References

  1. https://en.m.wikipedia.org/wiki/Donegal_Railway_Heritage_Centre, accessed on 29th April 2023.
  2. https://en.m.wikipedia.org/wiki/Nasmyth,_Gaskell_and_Company, accessed on 29th April 2023.
  3. https://www.steamtrainsireland.com/members/galleries/56/whitehead-news-2021, accessed on 29th April 2023.
  4. https://www.donegaldaily.com/2021/10/09/train-coming-the-beautiful-drumboe-is-on-her-way-home, accessed on 29th April 2023.
  5. From a display board alongside the loco at the Donegal Railway Heritage Centre.

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

7 Replies

The featured image shows No. 14 on the turntable at Burtonport. The photograph was taken in April 1940 and was shared by Joe Begley on the Burtonport Heritage Facebook Group on 21st October 2020. [15]

In April 2023 we stayed close to Burtonport, adjacent to Loch Meela, in Co. Donegal. On the first full day of our stay, we walked the Burtonport Old Railway Walk. [1] A 6km length of the Burtonport extension of the Londonderry & Lough Swilly Railway has been made into an accessible path. The weather was great and the walk very enjoyable. We were impressed by the investment in the walk made by the local community and Donegal County Council.

After the closure of the line it seems that it remained undisturbed for many years. Apparently, in 2009, however, “there was a heavy snowfall, and some of the old railway line was cleared to access water mains that needed repairing. The remaining section was later cleared and gradually developed as a walkway with the support of the local community. A massive effort has gone into creating this beautiful and peaceful walk.” [1]

This first length of the old railway extends from Burtonport as far as Kincasslagh Road Station and, apart from a short length close to the latter, can be walked with relative ease.

The route of the old railway between Burtonport and Kincasslagh Road Station as shown on historic mapping provided by the Ordnance Survey of Ireland dating from the early 1940s. The latter station was located to the East of Lough Waskel, to the top right of this map extract. [6]
The map displayed on the information board in Burtonport shows the length of the old railway covered in this first article. [My photograph, 23rd April 2023]

The whole of the Burtonport Extension features in a guide written in the late 1980s by Dave Bell & Steve Flanders. [2] In that guide, they provide a series of relatively low resolution monochrome photographs of the railway in operation and as they found it in the 1980s. This article is the first in a series looking again at the line and what can be found along its route.

At Burtonport, Bell and Flanders provide a station plan and a number of photographs from before closure and at the time of their survey.

A schematic plan of Burtonport Railway Station. [2: p84]
Burtonport Railway Station Elevation, as shown by Begley, Flanders and Patterson. [10: p113]
The historic 6″ mapping provided by the Ordnance Survey of Ireland shows that the station was not aligned North-South but a little more to a North-northwest-South-southeast axis. Immediately beyond the Station throat the line curved away to the East. [6]
The historic 25″ mapping provided by the Ordnance Survey of Ireland shows the station layout more clearly. [6]
A first length of the Burtonport Old Railway Walk as it appears on Google Maps. [Google Maps, 27th April 2023]
Burtonport Railway Station viewed from the South in around 1960. At this date the station building, platform and goods shed all appear to be in reasonable condition. Two cars are parked on the former railway formation. This image is the last of a series of images in Jim McBride’s recent book, “The Lough Swilly Remembered,” © HMRS (Eric S. Russell, LNWR Society). [9: p64]
Burtonport Railway Station in July 1971 viewed from the South, © Peter Leigh and scanned by Roger Geach it was originally forwarded to Jim McBride (on behalf of the Donegal Railway Heritage Centre). The image was shared on the Londonderry & Lough Swilly Railway L&LSR Facebook Group by Colm McDaid on 25th October 2021. In 1971 much of the infrastructure, except the trackwork remained in reasonable condition. The turntable well is in the left foreground, the water tower and engine shed feature centre-stage and the station building and platform can be made out on the right side of the image. [3]

Bell and Flanders describe arriving at the station from the South in the 1980s by car, the old trackbed now being a narrow road: “You drive through a small cutting before entering the railway’s terminus at Burtonport. … Just before the station itself you drive through a fish processing plant then, suddenly, on the left, you can see the engine shed, recognisable by its characteristic round-top windows and door.” [2: p83]

They go on to describe the station as they found it on their visit: “In the middle distance is the terminus station itself with a length of platform still in existence on the right-hand side of the road. The station house and offices still stand but are now derelict. They and the [engine] shed are now the only railway structures left at Burtonport. … Originally a siding ran along the quayside so that fish vans could be loaded directly from the fishing boats. Burtonport is still an important centre for Ireland’s fishing industry but today refrigerated articulated lorries haul the catches to their markets. It’s also from here that the ferry service runs to Aran Island, known as Arainn Mhór, Big Aran.” [2: p84]

A view of Burtonport Railway Station from the North while still in use, although some tracks appear to have been removed, © H.C.A. Beaumont and shared on the Londonderry & Lough Swilly Railway L&LSR Facebook Group by Jonathan Beaumont on 17th November 2021. [4]
The old railway station platform edge is still visible beneath the palisade fencing in April 2023. [My photograph, 23rd April 2023]
Locomotive No. 12 at Burtonport in 1937, readying its train for departure, © H.C. Casserley, shared on by the Donegal Railway Heritage Centre on their Facebook page on 9th June 2020. [5]
A low resolution copy of a print showing Loco No. 12 leaving Burtonport with the 8.30am to Derry sometime in 1937, heading South past the engine shed, © H.C. Casserley reproduced by Bell and Flanders. [2: p83]
A similar low resolution view of the water tower and engine shed. [2: p84]
A 1980s view of the engine shed with what look like palleted loads stored close to its end wall, © Dave Bell & Steve Flanders. [2: p83]
The engine shed viewed from the South in April 2023. The remnants of the station platform can be seen in the distance to the right of the engine shed. [My photograph, 23rd April 2023]
A view of the North end of the engine shed in the 1980s in a South-facing view, © Dave Bell & Steve Flanders. [2: p84]
The engine shed viewed from the North in April 2023. [My photograph, 23rd April 2023]

A number of other photographs of Burtonport Railway Station site can be found on Flickr by following these links:

The road South of the engine shed follows the formation of the old railway line. [My photograph, 23rd April 2023]
The route of the old railway is now very well signed for walkers. [My photograph, 23rd April 2023]
The historic 6″ mapping provided by the Ordnance Survey of Ireland shows the line curving first to the East and then towards the Southeast. [6]
As it ran South and East sway from Burtonport Railway Station, the line stayed close to the rocky shore, alternating between rock cuttings and embankments. [My photograph, 23rd April 2023]
At some locations embankments have become causeways with water on each side. [My photograph, 23rd April 2023]
The old railway formation now covered in tarmac and running across another short causeway. [My photograph, 23rd April 2023]
The historic 6″ mapping provided by the Ordnance Survey of Ireland shows the line continuing in a Southeasterly direction, before beginning to curve to the East. Southeast of Mile Point 74 on the line we encounter the first gatekeeper’s cottage which can be made out on the South side of the crossing adjacent to the benchmark. [6]
A second length of the route as it appears on Google Maps. [Google Maps, 27th April 2023]
Crossing keeper’s cottage No. 24 is the first encountered after leaving Burtonport Railway Station. The original was damaged by fire but it was refurbished after the fire largely to match the original. [10: p172][My photograph, 23rd April 2023]
A short distance beyond Crossing No. 24 the modern footpath has to leave the old railway formation which, for a short distance is in private hands. The route of the old line runs through the flowering gorse ahead and to the left of the modern house beyond. [My photograph, 23rd April 2023]
The view of the old line from the footpath diversion. It runs on shallow embankment which is now overgrown with gorse. [My photograph, 23rd April 2023]
The old formation is quickly regained after the short diversion. This photograph looks back toward Burtonport across the land in private ownership. [My photograph, 23rd April 2023]
Looking ahead along the footpath which follows the old railway. [My photograph, 23rd April 2023]
The historic 6″ mapping provided by the Ordnance Survey of Ireland shows the line curving through East and then East-northeast. [6]
Crossing points where access across the old railway could be expected were marked either by stone pillars or, as here, by large timber baulks. [My photograph, 23rd April 2023]
The historic 6″ mapping provided by the Ordnance Survey of Ireland again shows the line heading East-northeast and then East. To the left of the map extract is what is now the main road (R259) between Burtonport and Dungloe which crossed the line at level. [6]
A third length of the walk as it appears on Google Maps. The crossing at the R259 is at the centre of the satellite image. [Google Maps, 27th April 2023]
The first warning sign of the approach to the main road. [My photograph, 23rd April 2023]
The approach to the R259. [My photograph, 23rd April 2023]
Gatehouse No. 23 as it appears in the 21st century. When the railway was in operation this was not the main route between Dungloe and Burtonport. As we will see, the more important road at the beginning of the 20th century warranted the construction of a bridge over the railway adjacent to Dungloe Road Railway Station. [My photograph, 23rd April 2023]
The route of the old line heading away from the R259. [My photograph, 23rd April 2023]
A minor track crosses the route of the old railway. This track appears on the early 6″ OSi map extract and on the satellite imagery below on the approach to Dungloe Road Station.
The historic 6″ mapping provided by the Ordnance Survey of Ireland again shows the line heading East-northeast and shows Dungloe Road Station at its Eastern edge. Detail at the station site is rather lacking. [6]
The historic 25″ mapping provided by the Ordnance Survey of Ireland again shows Dungloe Road Station and the bridge immediately to its East. There was no run-around facility for passenger trains but a reasonable provision was made for goods. The Goods Shed has its own siding with a short loop to aid shunting. [6]
The satellite imagery shows the route of the old railway line but at this scale it can at times be difficult to make out. The roads are highlighted on Google Maps and so are easier to make out than the route of the old railway. The route of the railway appears as a narrow beige line entering the Western edge of the image which increasingly is surrounded by trees as it travels East. The station is immediately to the left of the road shown towards the right side of the image. [Google Maps, 27th April 2023]
Dungloe Road Railway Station Elevation, as shown by Begley, Flanders and Patterson. [10: p113]
Approaching Dungloe Road Railway Station site along the old track bed in April 2023. [My photograph, 23rd April 2023]
Dungloe Road Station as it appeared immediately after the lifting of the railway tracks in the early 1940s. Beyond the station building is the road overbridge and to the right of the image the goods shed can be seen. This image was shared by on the Burtonport Old Railway Walk Facebook page on 26th November 2011. [7]
An April 2023 view along the formation of the old railway at approximately the same location as shown in the monochrome image immediately above. The hedge follows the line of the platform edge. The station building is substantially the same as when it was in use as a public facility. [My photograph, 23rd April 2023]
Dungloe Road Station building viewed from the South in the early 1940s after the track had been lifted. This image was shared by Patrick Boner on the Burtonport Heritage Facebook Group on 30th March 2015. [8]
An earlier view of the Dungloe Road Goods Shed, taken from the South. This image was shared by Patrick Boner on the Burtonport Heritage Facebook Group on 30th March 2015. [8]
Dungloe Road Railway Station: the view towards Burtonport in the last years of the 20th century. The Goods Shed is on the left, the passenger station building on the right. [2: p82]
Dungloe Road Railway Station Goods Shed as it appeared in June 1995, © Andy Cundick. The goods shed, looking rather dilapidated in this and the next image, is now a fine private dwelling as can be seen below. This image was shared on the Burtonport Heritage Facebook Group by Joe Begley on 4th July 2014. [11]
Dungloe Road Railway Station Goods Shed as it appeared in June 1995, © Andy Cundick. The goods shed, looking rather dilapidated in this and the previous image, is now a fine private dwelling as can be seen below. This image was shared on the Burtonport Heritage Facebook Group by Joe Begley on 4th July 2014. [11]
The same view in the 2020s as taken by the Google roving camera. The Goods Shed is much changed. [Google Streetview, April 2023]
Dungloe Road Railway Station: the view of what was the passenger station building from the road to the North of the overbridge in the last years of the 20th century. The subsequent growth of vegetation makes the image impossible to replicate in 2023 without significant trespass onto private land. [2: p82]
The road overbridge seen from the West in the late 20th century. [2: p83]
The road bridge again seen from the West on the footpath on the old railway formation in 2023. [My photograph, 23rd April 2023]
Dungloe Road Railway Station site viewed from the South. The camera is on the road which crosses the old railway route on the overbridge noted above. The bridge parapets can be seen the right of the image. On the left of the image is the old goods shed which has been transformed into a modern home. To the right of the old goods shed, the passenger facilities can be made out among the trees. [Google Streetview, April 2023]
The same bridge viewed from the Southeast in theater years of the 20th century. [2: p83]
The view of the bridge from the East in April 2023, looking along the old trackbed. The Railway Station is just beyond the bridge. [My photograph, 23rd April 2023]
The historic 25″ mapping provided by the Ordnance Survey of Ireland again shows the line heading East-northeast and then turning towards the North. One crossing point is marked L.C. towards the right edge of the map extract. [6]
The historic 25″ mapping provided by the OSi again shows the line heading North-northeast. The crossing point noted on the last map extract appears again to the left of this image. A further crossing point is marked L.C. towards the centre of the extract. [6]
The historic 25″ mapping provided by the Ordnance Survey of Ireland again shows the line heading North. A more significant crossing point is marked ‘Level Crossing close to the bottom of this extract. [6]
This satellite image covers the same length as the three OSi map extracts above. At the very top of this image, crossing keeper’s cottage No. 22 can be made out alongside a very short diversion of the footpath from the line if the old railway. [Google Maps, 28th April 2023]
The approach from the South to the Level Crossing shown at the bottom of the map extract above. [My photograph, 23rd April 2023]
This photograph is taken looking North towards the top of the OSi map extract above. The crossing keeper’s cottage peeps out above the vegetation in the top left of the image. Trees have encroached onto the line of the old railway and the modern footpath has been diverted over a very short distance. [My photograph, 23rd April 2023]
Looking South along the line of the old railway from close to the crossing keeper’s cottage. The diverted path is off to the right of the photo. [My photograph, 23rd April 2023]
Crossing keeper’s cottage No. 22. [My photograph, 23rd April 2023]
The old railway is shown curving round to the East as it travels on from crossing keeper’s cottage No.22. Lough Nacloghmore is Northwest of the line. This is another extract from the 25″ OSi mapping. The level on the Lough was taken on 25th August 1902. [6]
This satellite image covers the length of the old railway from Crossing Keeper’s Cottage No. 22 Northeast to the point where the modern footpath leaves the route of the old railway, just to the West of the crossroads shown in the top-right of the image. This includes the area cover by the map extract above and the next two map extracts below. [Google Maps, 28th April 2023]
Looking Northeast along the line of the old railway from a point adjacent to crossing keeper’s cottage No. 22. [My photograph, 23rd April 2023]
The stone pillars shown in this photo are typical of those used along the line to mark crossing points. [My photograph, 23rd April 2023]
Continuing Northeast this next extract from the 25″ OSi mapping shows another accommodation crossing (marked L.C.) and shows the line on high embankment from that point East. [6]
Further to the Northeast, this extract from the historic 25″OSi mapping shows the line running straight through three further crossing points.At the first of these the modern footpath leaves the line of the old railway and follows the road to its South side. [6]
The old railway continues Northeast but across private land the footpath route follows the road which runs bottom-left to middle-right of this satellite image. [Google Maps, 28th April 2023]
The topography changes again and the line runs on embankment over the length beyond the Level Crossing shown on this next map extract. From a point just inside the left edge of this extract, the route of the old line enters what, in the 21st century, is private land the footpath is diverted away from the line and follows the road running East in the bottom part of the map extract. [6]
Looking Northeast, this is the point at which the footpath leaves the line of the old railway. A modern home is built across the line ahead. [My photograph, 23rd April 2023]
The footpath diversion from the display board adjacent to Crossing Keeper’s Cottage No. 21. [My photograph, 23rd April 2023]
Looking ahead, Northeast, along the old railway, it’s route passes between the four stone bollards, which mark the crossing point shown on the map extract below, and then follows the line of gorse bushes toward the right edge of the photo. [My photograph, 23rd April 2023]
Further to the Northeast, this extract from the historic 25″OSi mapping shows the line running straight through the landscape at the same level as the surrounding land. This length of the railway is in private hands in the 21st century. [6]
A further crossing point is shown on this next map extract, this length is also in private hands. [6]
A further level crossing is marked at the top-right of this next extract adjacent to Meenbannad School. At the time that this part of the 6″ and 25″ OSi mapping was surveyed there was only a crossing cottage (No. 21) at this location. It was ultimately chosen as the location of an additional railway station/halt which was built in 1913. [6][10: p113]

Kincasslagh Railway Station and Crossing Keeper’s Cottage No. 21 are now in private hands. This article finishes with some older pictures of the site and some taken in 2023.

Kincasslagh Railway Station looking Southwest along the line towards Burtonport The Goods Shed is to the left and the passenger facilities are towards the end of the platform on the right. The station was built in 1913 and closed with this length of the line in 1940. This image was shared on the Burtonport Heritage Facebook Group by Patrick Boner on 15th February 2013. [12]
The remains of the Goods Shed in the 21st century, seen from the public road to the South. [My photograph, 23rd April 2023]
A 1959 view through the site of Kincasslagh Railway Station from Southwest of the Goods Shed seen in the right foreground. The Crossing Keeper’s Cottage is partially masked by the Goods Shed and the passenger facilities are on the left. This photo was taken in May 1959 by Michael Davis and was shared by Patrick Boner on the Burtonport Heritage Facebook Group on 1st September 2018. [13]
A view looking Northeast through the site of the station from the location of the goods shed. The passenger building is on the left and crossing keeper’s cottage on the right. The photograph was taken in 1965 by Michael Davis and was shared by Patrick Boner on the Burtonport Heritage Facebook Group on 3rd September 2018. [14]
This satellite image is at a slightly larger scale than similar images above it shows the location of what was Kincasslagh Railway Station. [Google Maps, 28th April 2023]
The passenger station building and platform as they appear in the 21st century. The site is very well maintained. [My photograph, 23rd April 2023]
Crossing Keeper’s Cottage No.21. [My photograph, 23rd April 2023]
The view from what used to be the Level Crossing, looking Southwest into the site of the station. [My photograph, 23rd April 2023]
Turning through 180°, this is the view Northeast from the old level crossing location. The modern road is ahead beyond the gorse bushes.
The view Southwest from the modern road. The Crossing Keeper’s Cottage is just visible above the gorse. The garage is on the line of the old railway. [My photograph, 23rd April 2023]
This is a memorial adjacent to the line of the old railway to the first action in the War of Independence. [My photograph, 23rd April 2023]

The next article in this short series can be found on this link:

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

References

  1. https://emmafcownie.com/2019/12/15/the-burtonport-old-railway-walk-donegal-ireland, accessed on 23rd April 2023.
  2. Dave Bell & Steve Flanders; Donegal’s Raulway 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…
  3. https://m.facebook.com/groups/788818974978955/permalink/1178313109362871, accessed on 25th April 2023.
  4. https://m.facebook.com/groups/788818974978955/permalink/1193387747855407, accessed on 24th April 2023.
  5. https://m.facebook.com/story.php?story_fbid=pfbid0KVungzAVHUePoRjDphqZ3topTijYW7y56LuREeDGJRBMWv2g7pEtfcMPQhGGW9UVl&id=1223882780981294, accessed on 24th April 2023.
  6. https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 25th April 2023.
  7. https://m.facebook.com/burtonportrailway/photos/a.272196396164954/272197266164867/?type=3, accessed on 25th April 2023.
  8. https://m.facebook.com/groups/burtonportheritage/permalink/683856108385937, accessed on 25th April 2023.
  9. Jim McBride; The Lough Swilly Remembered; County Donegal Railway Restoration CLG, 2021. Illustrations from this book are reproduced here with the kind permission of Jim McBride.
  10. Joe Begley, Steve Flanders & E.M. Patterson; The Lough Swilly Railway: Revised Edition; Colourpoint Books, Newtownards, 2017.
  11. https://m.facebook.com/groups/burtonportheritage/permalink/548660425238840, accessed on 27th April 2023.
  12. https://m.facebook.com/groups/burtonportheritage/permalink/339803386124546, accessed on 28th April 2023.
  13. https://m.facebook.com/groups/burtonportheritage/permalink/1648247588613446, accessed on 28th April 2023.
  14. https://m.facebook.com/groups/burtonportheritage/permalink/339803386124546, accessed on 28th April 2023.
  15. https://m.facebook.com/groups/burtonportheritage/permalink/3138712962900227, accessed on 28th April 2023.

The Cavan and Leitrim (C&L) Railway again – Belturbet Railway Station …..

1 Reply
Belturbet Railway Station viewed from the West. The main passenger facilities are on the left behind an unidentified C&L locomotive with its mixed goods/passenger train. The 3ft gauge C&L entered Belturbet Railway Station from the West and it’s trains used the North face of the platform. Great Northern Railway (GNR) trains entered the station from the East and were able to make use of the protection afforded by the station roof as they used the South face of the station platform. The GNR water tower, shown here on the right of the image was relocated during the renovation of the site to occupy the location of the C&L Engine Shed which would, at the time of this picture been some distance behind the photographer and over to the right. [5]
Taken from further Northwest this photograph, which was shared by the Heritage Railway Magazine on its Facebook page on 8th August 2021, shows the transshipment platform and shed at Belturbet with the broad gauge on the right of the platform and the 3ft gauge C&L to the left. On the right are the C&L Engine Shed and Water Tower and in the distance to the left, the GNR Engine Shed and at the extreme left of the image the passenger station’s roof. [6]
A view of Belturbet Station from the East, only GNR broad gauge is visible in this image. [7]

In April 2023 we were able to drop in at Belturbet Railway Station on our way to Co. Donegal. The Station Museum was open Fridays, Saturdays and Sundays from 12noon to 5pm throughout the Summer season. [1][2][3] A small group of enthusiast’s have turned a derelict site into a good museum and rescued the majority of rail related buildings on the site. A patient wife allowed me a pleasant hour or so looking round the Museum.

Belturbet was the terminus for two different railway lines: the Irish standard gauge (5ft 3in) line from Ballyhaise on the Cavan Branch of the Great Northern Railway (GNR), and the Cavan and Leitrim Railway (C&L) – a 3ft gauge line which served Dromod to the Southwest and Arigna to the West with its three 3ft gauge lines meeting at Ballinamore in Co. Leitrim). At Dromod the C&L connected to the Midland Great Western Railway mainline from Dublin to Sligo.

Closure of the Station occurred in 1959. The site remained derelict for 36 years until, in 1995, Belturbet Community Development Association commenced restoration work. That work was completed in 1999. Further development of the site is planned which will see original track being relaid and with the intention of seeing trains running once again in Belturbet.

Belturbet Railway Station as shown in publicity material for the Station Museum. A North point has been added to the plan so as to avoid confusion if comparing the plan with maps of the location. [4]

The plan of the Station Site is numbered to allow easy identification of different buildings. The 3ft gauge line enters the schematic plans from the West (the right side of the image), the 5ft 3in gauge line enters from the East (the left side of the image). The buildings are:

  1. The Main Station Building and Museum – the dressed stone buildings were the main reception area, office and waiting rooms for the Great Northern Railway (GNR) at Belturbet. What is now a single reception room was originally two separate rooms, the first being the main concourse for access to the platforms. To the East were two waiting rooms, one for the general public and one (with toilet) for ladies holding first class tickets. To the West of the main reception area (behind the museum reception desk was the ticket office leading to the Station Master’s office, which had a connecting door to his house.
  2. The Station Master’s House – has been restored. It would have originally been a family home but can now be booked for self-catering holidays.
  3. Railway Lines and Platform – Belturbet railway station, which opened in 1885, was built and operated by the Great Northern Railway Company of Ireland (GNR). It was the last station of the GNR broad-gauge railway line – 5ft. 3 in. (1.6 m.). In 1887 the Cavan & Leitrim (C&L) narrow-gauge line – 3 ft. (0.9 m.) was built, Belturbet was the first station on this line. On the newly extended platform, passengers transferred from one line to the other. GNR and C&L trains stopped on opposite sides of the platform. There was a roof over the platform immediately adjacent to the station buildings.
  4. GNR Goods Shed/Store – Goods Wagons were positioned alongside the small platform in front of the Goods Store. Wagon floors were level with the platform which made it easy for the porters with their barrows to move goods on and off the wagons. A crane was used to load and unload heavy items.
  5. Cattle Dock and Ramp – The Cattle Dock was virtually unchanged from its opening in 1885 until its closure on March 31st, 1959. The dock was used to load livestock onto the wagons. This was particularly useful on the first Thursday of every month, when Belturbet Fair took place on the Fair Green.
  6. GNR Signal Box – this building was no longer on site when the preservation work commenced.
  7. GNR Turntable – The circle of stones indicate the position of the turntable. It was so well balanced that one man could single- handedly turn around a 50 ton engine.
  8. GNR Engine Shed – The GNR Engine Shed, refurbished to original specifications, is where an engine was housed at night. The large vent in the roof allowed smoke and steam to escape when the engine was in steam.
  9. Transshipment Shed – For many years GNR coal trains were filled from C&L coal wagons by local men using only shovels, barrows and planks of timber. The demand for Arigna coal ensured that Belturbet Station remained open five or six years longer than many similar stations.
  10. C&L Engine Shed and Water Tower – the C&L shed and water tower were demolished before renovation of the station site commenced.
  11. GNR Water Tower – In 1997 the GNR water tower was dismantled and reassembled on the site of the original C&L Engine Shed and Water Tower, which had been demolished.
  12. C&L Turntable – this had been removed before renovation commenced.
  13. C&L Goods Shed/Store – this was the only building on the station site to have survived the period of dereliction with its original slate roof and wooden doors.

There are a significant number of historic photographs on display cover both the broad gauge line and the narrow gauge line.

The following photos were taken by me on 21st April 2023.

The viaduct which carried the C&L across the River Erne on its approach to Belturbet Railway Station. [My photograph, 21st April 2023]
Crossing the viaduct on the C&L on the way to Belturbet Railway Station. [My photograph, 21st April 2023]
Continuing our approach to Belturbet Railway Station. [My photograph, 21st April 2023]
The historic 25″ OSi mapping shows the C&L approach to Belturbet Railway Station across a level crossing which had an associated Crossing Keeper’s Cottage. [8]
Crossing the road on the C&L’s final approach to the station. The Crossing Keeper’s Cottage still stands in very good condition in the 21st century. [My photograph, 21st April 2023]
The Station site at Belturbet close to the turn of the 20th century as recorded on 25″ OSi mapping. [8]
The Transshipment Shed viewed from beyond the West end of its platform. It was primarily used for the transfer of Arigna coal from the C&L to the GNR. [My photograph, 21st April 2023]
Just a little closer in. The GNR engine shed is visible just to the left of the roof of the Transshipment Shed. C&L trains from Arigna drew in to the near face of the platform. GNR trains approached the rear of the platform from beyond the Shed. On the right, the water tower base can just be made out. [My photograph, 21st April 2023]
The GNR water tower base was dismantled and reassembled (in 1997) on the site of the original C&L Engine Shed and Water Tower, which had been demolished. [My photograph, 21st April 2023]
The GNR Engine Shed as seen from the Southwest. The stones which mark the location of the GNR turntable can just be seen beyond. [My photograph, 21st April 2021]
The GNR Engine Shed viewed from the East. [My photograph, 21st April 2023]
The location of the GNR turntable. The building beyond the turntable to the left is the roof which covered the GNR passenger platform. The buildings directly behind the turntable were built on the site a long time after closure. The house a men’s charity. The GNR water tower was relocated to allow this building to be built. [My photograph, 21st April 2023]
The Transshipment Shed, seen from the East with broad gauge track in evidence to the left of the platform.  [My photograph, 21st April 2023]
The trainshed roof over the GNR platform is on the left of this image with the passenger facilities beyond. The two storey building is the Station Master’s House. [My photograph, 21at April 2023]
The GNR Goods Shed to the East of the main station buildings. [My photograph, 21st April 2023]
Two views from the station approach roads, both show the main facade of the station. [My photographs, 21st April 2023]

References

  1. https://belturbetheritagerailway.com, accessed on 21st April 2023.
  2. https://www.discoverireland.ie/cavan/belturbet-heritage-railway-museum, accessed on 22nd April 2022.
  3. http://www.discoverbelturbet.ie/about-belturbet/belturbet-railway-station, accessed on 22nd April 2022.
  4. Belturbet Railway Station Museum publicity leaflet, (www.belturbetheritagerailway.com).
  5. https://www.anglocelt.ie/2021/02/13/railway-group-on-track-with-funding-plan, accessed on 23rd April 2023.
  6. https://www.anglocelt.ie/2021/08/08/belturbet-train-crash-in-1879?fbclid=IwAR2o6BJftonlCnh4RvghHx2FvBwFgJvqDN47ucVbmwHKKY-OOUi5zeasd0Q, accessed on 23rd April 2023.
  7. https://bizlocator.ie/listings/belturbet-railway-museum, accessed on 4th June 2019
  8. https://osi.maps.arcgis.com/apps/webappviewer/index.html?id=bc56a1cf08844a2aa2609aa92e89497e, accessed on 28th April 2023.

Teelin Bay, Teelin Pier and Co. Donegal Railways

Leave a reply
Teelin Pier, Co. Donegal. … [My photograph, 26th April 2023]

What happened to the proposed extension to the Killybegs branch of the Co. Donegal Railways to Teelin Pier?

The short answer is that it did not really get beyond the imaginations of a few folk in the Glean Cholm Cille (Glencolumbkille) and Carrick area of Co. Donegal.

There was a government scheme which provided support to fishermen in the area, first in the Congested Districts Board establishing Teelin as the principal fish-curing station and then in supplying fisherman with large fishing smacks (and associated gear). [1]

Local parties could not countenance this investment going to waste for the want of a short railway extension from Killybegs. Revd C. Cunningham of Glencolumbkille expressed the feeling of a meeting of the Glencolumbkille and Kilcar Industrial Committee, held at Carrick, Co Donegal when he said that “with such efforts being made to make Teelin a fishing centre of unequalled importance with a fleet of first class fishing vessels, it was sad to reflect that the rich harvest which would naturally be expected from the broad Atlantic shall be in a great measure fruitless through the want of this short extension.” [1].

He went on to argue at that meeting that should the extension from Killybegs to Teelin be made “not only would existing industries be re-invigorated but others would be developed, and thus the people instead of having, in case of failure of crop, to appeal for relief to the Government, would become self-supporting, happy and independent.” [1]

It seems that the authorities turned a deaf ear to the appeals of local people. The reason given in histories of the line, for the failure to extend the line beyond Killybegs is that the topography would have required serious civil engineering features making it too expensive to construct. [1]

However, some maps of the Co. Donegal Railways show a dotted line between Killybegs and Teelin Pier, following the coastline. A typical example is shown below. …

The Railways of County Donegal. This map of the lines in Co. Donegal includes those which were considered as possible extensions and shows them as dotted lines. The line between Killybegs and Teelin Pier is shown bottom-left of this image. [2]

But … What if? … What if it had been built soon after the completion of the line to Killybegs? I am given some encouragement in following this flight-of-fancy by the publication in 2022 of the Donegal Railway Heritage Trail by the Donegal Railway Heritage Centre which seems to show a line from Killybegs to Teelin Pier, not as a possible or proposed line but as a line which seemingly got built. [4]

Is my flight-of-fancy possible?

I guess that I want to be able to imagine a parallel universe in which every proposed railway line not only was built, but remains in operation today.

Is there anything else that might encourage my flight-of-fancy? … I think there might be! Here are a few things to contemplate ….

1. Have another look at the photograph at the top  of this article which shows Teelin Pier as it was in April 2023 when we visited. What might the substantial stone structure be which sits just in from the right edge of the image, if not the base of a long disused water tower? Might it not be good to imagine one of the Co. Donegal locomotives idling alongside the water tank while it’s crew refill it’s tanks for the long run through to Killybegs and on to Donegal?

2. And, just peeping into the same image is another building. The photograph below shows that building close to the “water tower” base. What might it be if not an engine shed?

Teelin Pier buildings in April 2023. [My photograph, 26th April 2023]
The same building before it was re-roofed recently. [3]

Yep, it does look very much like a typical small engine shed. Might the plastic panels in the corrugated iron roof have marked locations where steam and smoke were allowed to vent as an engine was being prepared, early in the morning, for its next duty on the line?

3. Close to the road to Killybegs (R263), to the East of Carrick there is an old stone bridge which clearly carried an earlier incarnation of the R263 but could so easily have carried a 3ft-gauge railway as well! The two images below are taken from Google Streetview …

Please understand, this is just a ‘what-might-have-been’ and understand too that even if it had been true, these little indications of a possible old railway would probably be all that remained in the 21st century.

What I do need to do to complete this short fairytale is to look again at the three possible indications of the presence of an old railway and clarify their actual use, and then to allow Dr. E.M. Paterson a final word …

1. The stone base for a water tank. That might just be what it was, although with no railway connotations. It is more likely that it was an ice house, needed to allow fish catches to be preserved for onward transport. [3]

2. The engine shed. Sadly, the origins of this building are well documented and have nothing to do with any old railway. It is a detached gable-fronted single-bay single-storey former coastguard boathouse, built in 1871, originally associated with Teelin Coastguard Station. Now in use as a private boathouse. When surveyed it was described as having a “pitched corrugated metal roof. Roughcast rendered finish over rubble stone construction with rock-faced ashlar sandstone block-and-start quoins to the corners of the front elevation (north) with dressed margins. Single segmental-headed window opening to the centre of each side elevation (east and west) having rock-faced ashlar sandstone block-and-start surrounds with dressed margins, cut stone sills; openings now blocked. Segmental-headed carriage-arch to the front elevation (north) having rock-faced ashlar sandstone block-and-start surrounds with dressed margins, and with replacement timber double-doors.” [3]

Obvious, really, when you see the same building from a different angle ….

The view, from Teelin Pier, of the two structures discussed above. The use of the building on the right as a boathouse is emphasised by the ramp which would have permitted the launch of a coastguard vessel and which makes the building ideal for its private use today.

3. The stone bridge did indeed carry a previous incarnation of the R263 but never saw use as a railway structure!

Dr E.M.Paterson tells us that Barton’s 1896 map of the Co. Donegal railway network, “drawn on a scale of 4 miles to 1 inch and measuring 30 in by 22 in, shows four probable Government Railways, none of which was built as shown. … [The fourth of these] was a westerly extension of the Killybegs branch … out to the coastal villages of Kilcar and Teelin, where there was a ‘government’ pier. … Had the Killybegs-Teelin extension been constructed, it would have been a spectacular one, reaching into some of Donegal’s wildest scenery and ending near the mighty sea cliffs of Slieve League, which rise 2,000 ft above the Atlantic. It would justifiably have rivalled the Valentia branch and the Mallaig extension of the West Highland Railway.” [5: p31-32]

References

  1. https://carrickonline.net/history?view=article&id=295:the-story-behind-the-proposed-rail-line-to-teelin-pier&catid=11, accessed on 26th April 2023.
  2. https://twitter.com/PMacoscair/status/1049570854030454784?t=at2TWDk8-c3LbDi5IUSUGA&s=19, accessed on 26th April 2023.
  3. https://www.buildingsofireland.ie/buildings-search/building/40909615/staisiun-garda-costa-an-teileann-rinnakill-donegal, accessed on 26th April 2023.
  4. https://www.govisitdonegal.com/blog/february-2022/donegal-railway-heritage-trail-guide-launched, 26th April 2023.
  5. Joe Begley, Steve Flanders, E.M. Patterson; The County Donegal Railways Revised Edition; Colourpoint Books, Newtownards, 2014.

The Fintona Tram

5 Replies

The featured image above shows Fintona Railway Station from Main Street, Fintona in June 1957, (c) Wilson Adams. The image is used here under the Creative Commons Attribution-Share Alike 2.0 Generic license (CC BY-SA 2.0). [7]

The Londonderry and Enniskillen Railway [2] opened the railway station in Fintona on 5th June 1853. A short time after the Londonderry to Enniskillen Railway completed its mainline to Enniskillen (in 1854 [2]). mainline services were withdrawn from Fintona (in 1856 [1]), and the link to Fintona became a branch from the mainline at Fintona Junction railway station. [3] Most passenger services on this branch line were then provided by a horse-drawn tram car. [1] Since the line’s closure, the tram has been preserved at the Ulster Folk and Transport Museum at Cultra, County Down. [2]

Wikipedia notes that the branch line to Fintona was taken over by the Great Northern Railway (Ireland) in 1883 when it took control of the Londonderry and Enniskillen Railway. [1]

The branch-line and the station at Fintona were closed on 1 October 1957. [1] The whole area comprising the Fintona Train station is now a car park and public toilet. [4]

As we have noted, “Passenger services on the half mile Fintona branch were worked by horse traction throughout the 104 years of its existence up to closure in 1957.” [4]

Timetables were worked out on what a horse could reasonably be expected to achieve. This meant that rail authorities “allowed 10 minutes for the slightly downhill trip to Fintona, and 15 minutes for the return working. Seven trips per day were scheduled in summer 1951.” [5]

The tramcar which was used for the majority of the life of the service, “entered service in 1883, had longitudinal seating, back to back on the upper deck and with seats facing each other on the lower deck. Originally the latter was divided into 1st and 2nd class, and the top deck was 3rd class. The car is estimated to have covered 125,000 miles in its ambulation’s on the branch.” [5]

“Goods wagons for Fintona were worked by a steam engine which, in later years at least, made a return trip in the morning before passenger services started.” [5]

The Line between Fintona and Fintona Junction

The first image below shows the route of the line on an extract from the GSGS maps of 1941-1943 produced by the British War Office at a scale of 1″ to 1 mile. [6] The second picture is a matching 21st century satellite image which shows how little of both the mainline and the branch remain in the 21st century.

The Fintona Branch: a map extract from the British War Office (G.S.G.S 4136) 1″ to the mile survey published 1941-1943. [6]
The location of the Fintona Branch on modern satellite imagery. [6]
A similar area on the Satellite imagery with the route of the mainline (The Londonderry and Enniskillen Railway) and the alignment of the Fintona Branch illustrated by redlines. [6])

Fintona Junction

The next image below shows the approach road to what was Fintona Junction Railway Station from the B46. Immediately to the right of this road was a level-crossing which took the mainline across the B46. The Londonderry and Enniskillen Railway ran under the location of the bungalow on the right, parallel to the station approach road.

The access road shown above now only provides access to a farm. At one time it was the public access to the junction station.

Fintona Junction Station site. The line of the railway to Enniskillin can be seen crossing the B46, Dromore Road in the bottom left of this satellite image. The line to Fintona is indicative rather then accurate. [Google Maps]
Fintona Junction: GNR 4-4-0 goods engine No.73 of Class ‘P’ stands in the bay, having shunted its train to await the passing of the two passenger trains of the evening of August Bank Holiday Saturday, 1954. [12]
A Still image from a 1950s cinefilm which shows the signal box, station sign and porters trolleys at Fintona Junction, (c) The Huntley Archives, Film No.96367. [13]

The line

AS we have already noted, the journey from Fintona Junction to Fintona Railway Station was timetabled as just a 10 minute journey. The tram was usually waiting for connections at Fintona Junction as in the first picture below.

0953-4 Horse Tram Fintona Ireland (JW Armstrong) 102
The view from the mainline of Fintona Junction Station. The tram is waiting to offer a connection for the train arriving from Londonderry, (c) J.W. Armstrong/ARPT – this link is to the image as held on Ernie’s Railway Archive on Flickr. [8]
The tram for Fintona with horse”Dick” (apparently all the horses used on the service were called ‘Dick’) waiting with the branch connection at Fintona Junction, while PPs class 4-4-0 No.44 arrives with 1.45pm Omagh – Enniskillen local train (c) L.King,5th July 1955. [4]
Fintona Junction Railway Station in April 1964 (c) Roger Joanes. The image is included here under a creative Commons Licence, Attribution-NonCommercial-NoDerivs 2.0 Generic (CC BY-NC-ND 2.0). [9]

In the picture above the line can be seen to be in a shallow cutting soon after leaving the railway station. As can be seen below, this was a very shallow and short cutting.

Lookin ahead down the line from Fintona Junction in the 1950s, (c) The Huntley Film Archive Film No. 96367. [13]
The tram transporting military personnel leaves Fintona Junction and runs along the section of track being inspected in the image above, (c) Mr Gallagher c1941-45. [4]
Now just beyond the cutting mentioned above. The line continues to curve towards Fintona, (c) The Huntley Film Archive Film No. 96367. [13]
Leaning out of the tram window, we can see the line continuing to curve westwards, just ahead, shrubs are beginning to encroach on the line, (c) The Huntley Film Archive Film No. 96367. [13]
This satellite image shows the current landscape around the next section of the old railway linejust south of the junction station. [Google Maps]
A hazy view from the top deck of the tram looking back along the line towards Fintona junction, (c) The Huntley Film Archive Film No. 96367. [13]
Postcard View circa 1930 which shows the tram rounding the curve after leaving Fintona Junction Station on the way to Fintona. It is in the midst of the shrubs mentioned above, (c) Public Domain. [1]
A little further ahead along the line is again in a shallow cutting, (c) The Huntley Film Archive Film No. 96367. [13]
The next length of the line sees the old railway leave the curve and straighten up heading for Fintona in a southeasterly direction. [Google Maps]
Over this next length of the old railway it is much more difficult to determine the precise alignment of the line. The redline cannot be taken as accurate in anyway. The vast majority of the buildings shown to the southwest of the line all postdate the removal of the old railway. [Google Maps]
The north end of Sherwood Close. The old railway probably ran approximately on the line of the green fence between the two properties shown here. [Google Streetview]
A view from the north on Ashfield Gardens. The farm access track referred to on the image appears in the bottom right of the satellite image above. It can also be seen at the top left of the satellite image below. [Google Streetview]
This final satellite image shows the approximate line of the railway as it enters the station throat and runs through to the terminus buffer stops. The station used to front onto Main Street. The area is now the premises of Lisdergan Butchery (https://lisderganbutchery.com), Eurospar and the town car park. The building which fronts onto Main Street being Fintona’s public toilets. [Google Maps]
A short distance further along the line, the land has dropped away once again and the station at Fintona is in sight, (c) The Huntley Film Archive Film No. 96367. [13]
GNRI 1952-06-26 Fintona station 049
The view Southeast towards Fintona Station from along the line. The permanent way between the two rails is filled with earth up to sleeper level or just above to create a suitable surface for the horse. Notice how, at the point ahead, hoof marks show that the horse has avoided crossing the switch rail until the last possible moment, (c) Ernie’s Railway Archive – this link is to the image as held on Ernie’s Railway Archive on Flickr. [8]
Arriving at Fintona. The tram is a few yards closer to the station than it was in the image above, (c) David Bradley, September 1957. [4]
Closer again to the station platform now. Do not be deceived by the platform visible close to the camera, this was a goods loading point which is described on the plan below as ‘The Beach’, (c) The Huntley Film Archive Film No. 96367. [13]
We are now close-in to the covered station platform at Fintona. This a picture of the Railway Station in April 1964 a good few years after the closure of the line, (c) Roger Joanes. The image is included here under a creative Commons Licence, Attribution-NonCommercial-NoDerivs 2.0 Generic (CC BY-NC-ND 2.0). [9]
A similar image to the Roger Joanes’ photograph above, this time in colour. As the vegetation encroachment is greater on this image it is probably a summer-time image. [Public Domain] [11]
A plan of Fintona Railway Station as shown on the Irish Railway Modellers Forum. It is taken from from Norman Johnston’s book on the Tram, “The Fintona Horse Tram.” [10]
Fintona Railway Station as shown at the head of this article, (c) Wlison Adams. The image is included here under The image is included here under a creative Commons Licence (CC BY-SA 2.0). [14]
This is approximately the same view but taken in 2007. (c) Kenneth Allen. The image is included here under The image is included here under a creative Commons Licence (CC BY-SA 2.0). [15]
Approximately the same location but this time in June 2021. The toilet block has been replaced with something which looks a little more as though it belongs in the heart of Fintona. [Google Streetview]

The Return Journey to Fintona Junction

Just a few photographs now which show the return journey to Fintona Junction.

The line’s horse stands in Fintona station ready to depat with a baggage truck and the tramcar in 1926. This consist does not appear in any other images but it is how the tram is displayed in the Museum at Cultra, (c )the Tramway and Light Railway Society. The image was seen on the Tramway Badges and Buttons website. [16]
“Dick” leaving Fintona with the 4.14pm to Fintona Junction, (c) N.W.Sprinks taken on 25th June 1952. [4]
GNRI 1952-06-26 Fintona CURC trip 052
The journey back from Fintona to Fintona Junction on 26th June 1952 (c) Ernie’s Railway Archive. This link is to the image as held on Ernie’s Railway Archive on Flickr. [8]

And finally. …

After closure of the line, Fintona’s tram was preserved and now sits in Ulster Transport Museum, Cultra.

Fintona’s tram on display in Ulster Transport Museum, Cultra. [11]

References

  1. https://en.m.wikipedia.org/wiki/Fintona_railway_station, accessed on 24th May 2022.
  2. https://en.m.wikipedia.org/wiki/Londonderry_and_Enniskillen_Railway, accessed on 24th May 2022.
  3. https://en.m.wikipedia.org/wiki/Fintona_Junction_railway_station, access on 24th May 2022.
  4. http://www.trolleybus.net/subhtml/picture9.htm
  5. Irish Railway Record Society; Irish Railways in Pictures No.1 – Great Northern; Irish Railway Record Society [London Area],1976.
  6. https://maps.nls.uk/geo/explore/#zoom=14.476527836102857&lat=54.50393&lon=-7.33038&layers=14&b=1, accessed on 26th May 2022.
  7. https://upload.wikimedia.org/wikipedia/commons/3/3f/Fintona_Station_-geograph.org.uk-_333213.jpg, accessed on 26th May 2022.
  8. https://www.flickr.com/photos/irishswissernie, accessed on 26th May 2022.
  9. https://www.flickr.com/photos/110691393@N07/12908937435/in/photolist-kEHFmP-kEKVcj, accessed on 26th May 2022.
  10. Norman Johnston; The Fintona Horse Tram; Omagh: West Tyrone Historical Society, 1992; https://irishrailwaymodeller.com/topic/10057-minimally-interesting-track-layouts, accessed on 26th May 2022.
  11. https://stringfixer.com/tags/fintona, accessed on 26th May 2022.
  12. https://chasewaterstuff.wordpress.com/2014/04/22/some-early-lines-six-counties-scenes, accessed on 26th May 2022.
  13. The Huntley Archives: https://www.youtube.com/watch?v=bcv_XjOpcBE, accessed on 27th May 2022.
  14. https://commons.wikimedia.org/wiki/Category:Fintona_railway_station#/media/File:Fintona_Station_-geograph.org.uk-_333213.jpg, accessed on 24th May 2022.
  15. https://upload.wikimedia.org/wikipedia/commons/8/8d/Public_Toilets%2C_Fintona_-geograph.org.uk-_552343.jpg, accessed on 27th May 2022.
  16. http://www.tramwaybadgesandbuttons.com/page148/page149/styled-241/page664.html, accessed on 27th May 2022.

The Owencarrow Viaduct Accident in 1925. ….

2 Replies

The featured image above shows the Viaduct in good condition. [7]

In the February 1963 edition of The Railway Magazine there was a letter from L. Hudlass which said: “The accident on the Owencarrow Viaduct, on the Letterkenny & Burtonport line, Ireland, of January 30, 1925, involved a westbound train running from Londonderry to Burtonport, on the Burtonport extension of the Londonderry and Lough Swilly Railway. The 380 yd.-long viaduct, sited between Kilmacrenan and Creeslough in County Tirconaill is in wild and open country and, on the day in question, a gale of 100mph caught the train broadside on and one carriage plunged through the parapet, pulling another with it. The couplings held and neither of the vehicles fell into the valley, but roof destruction caused several passengers to be thrown out, three people being killed outright, a fourth dying later in hospital. Being situated on a north-south section of the line, the 30ft.-high viaduct, across Glen Lough and over the Owencarrow River, caught the full force of the westerly gales. When the line was in operation a wind velocity of 60mph meant the exclusion of open wagons from the train, while a wind speed of 80mph caused the suspension of all traffic. The breach in the viaduct parapet was still visible in 1949. Other derailments due to gales gave been recorded on the west coast of Ireland.” [1]

One day, I will get round to covering the route of the Londonderry and Lough Swilly Railway (L&LSR) which ran from Derry to Burtonport through some of the wildest of Co. Donegal scenery.

This article is by way of a taster and focusses on an incident at Owencarrow Viaduct in the 1920s.

The Londonderry and Lough Swilly Railway ran from Derry to Burtonport via Letterkenny. [2]

The Owencarrow Viaduct was sited between Barnes Gap and Creeslough and was, other than earthworks, the major civil engineering structure on the L&LSR.

The Owencarrow Viaduct with a Burtonport train crossing. From an old postcard. The photographer is not known. [8]
 

The Google Maps satellite image and Google Street view images below show what remains of the structure in the 21st century.

The Owencarrow Viaduct in Co. Donegal. [Google Maps]
The remains of the Owencarrow Viaduct, seen from the Northwest on the L1332. [Google Streetview]
The remains of the Owencarrow Viaduct seen from the West on the L1332. [Google Streetview]

Wikipedia/Wikiwand covers the accident in a single paragraph: “Disaster occurred on the night of 30 January 1925 at around 8pm at the Owencarrow Viaduct, County Donegal. Winds of up to 120 mph derailed carriages of the train off the viaduct causing it to partially collapse. The roof of a carriage was ripped off throwing four people to their deaths. The four killed were: Philip Boyle and his wife Sarah from Arranmore Island, Una Mulligan from Falcarragh and Neil Duggan from Meenbunowen, Creeslough. Five people were seriously injured. The remains of the viaduct can today be seen from the road (N56) which carries on from the Barnes Gap on the road to Creeslough.” [2]

The scene of the accident. This picture was taken on 31st January 1925, the day after the disaster. The photographer is not known. [3]

There are a number of accounts of the accident available online which provide a bit more detail of the tragic events of 30th January 1925.

Walking Donegal looks at the event through the eyes of fireman John Hannigan who was on the footplate that day. [4] Long after that day Hannigan recalled “vividly the events of the night, the passing years ha[d] not erased the memory of the harrowing scenes or stilled the sound of the screams of agony. He still relive[d] the feeling of hopelessness he endured as he surveyed the scene of desolation in the fleeting moments, oblivious to his own danger, he scrambled over the wreck-strewn terrain to run the two odd miles to Creeslough to raise the alarm.” [4]

Hannigan was interviewed in 1984. [5] He was 85 when he gave that interview, a few years before he died in 1987 at the age of 88. Much of the text of the interview was reproduced in a Donegal Daily news item on 14th November 2019 and was extracted from a Christmas Annual published by Letterkenny Community Centre in the 1980s.

Hannigan spoke eloquently of his experience of working on the railway, first joining the staff of the L&LSR when he was just 15 years old, he was just 26 the night the train left the rails in the storm. After years of efficient service on the footplate, he realised his youthful ambition and was promoted to the position of driver the following year.

John Hannigan. [5]

Speaking of the first part of the journey from Derry, Hannigan said, “We left Derry that evening around 5.15pm, we had two wagons of bread next to the engine. They were sent out from Derry by Stevensons and Brewsters Bakeries. After that was three carriages, a first, a second and a third class, behind that were six wagons of general merchandise and the guards’ van at the end. Neilly Boyle was in charge as guardsmen who was from Burtonport, who later was a conductor on the buses.” [5]

When the train reached Letterkenny a bit of shunting was required to remove the six wagons and replace them with others. Hannigan remembered that they were using locomotive No. 14 which was a 4-6-2T and is shown below.

Locomotive 4-6-2T No 14 seen here at Pennyburn, Derry, 1931. Donegal Railway Heritage Centre (DRHC) Collection. [8]

By the time that they reached Kilmacrennan Station the wind was starting to blow hard and Hannigan and the train driver, Bob McGuinness, consulted about the state of the weather, wondering about whether it would be safe to go ahead.  Hannigan commented: “I had often gone over the viaduct in a smaller engine. We decided to proceed. Bob slowed down to a snails pace and as we crossed the bridge we did not think that the storm was all that bad.”

From Hannigan’s recollection of the evening it seems as though a freak gust of wind hit the train close to the end of the viaduct. He said:  “The carriage behind the two bread wagons was raised up on the line, it was like a hump on its back. It then fell against the parapet and the roof was smashed, two passengers were thrown out, Phil Boyle was killed, his wife was injured and died afterwards.” [5]

“A Mrs Mulligan also lost her life, they had fallen through the roof and into the river below. Another man, Andy Doogan, was found dead near the viaduct, he must have also been on the train.” [5]

As the minutes ticked by, the wind continued increasing in strength, the hostility of the gale made it hard for voices to be heard. Hannigan remembered managing to stumble across the bridge to the end of the train to free Neilly Boyle jammed against the bridge railing. He then trekked the two miles to Cresslough Station for help. “Between running, walking and falling I finally made it. On the way, I called at the homes of the two-level crossing men and brought them with me. We told John Gallagher the Station Master what had happened. Next we alerted the local guards and doctors. I got a lift back to the scene. It was about quarter to eight. A young priest, Fr. Gallagher was attending to the dead and injured.” [5]

The ‘Why Donegal?’ Facebook page carries a less personal account of events. [6] The train apparently left Letterkenny at 7:05PM. The journey to Kilmacrennan was uneventful, but “by the time they reached Barnes Gap, the driver remarked that the wind was bad. As the train approached the Owencarrow viaduct a strong gale was blowing. He slowed down to 10m.p.h. and was a few dozen yards from the Creeslough side of the viaduct and almost clear of it, when a sudden gust came so strong that it blew the carriage nearest to the engine off the rails. Two were derailed in all. One somersaulted and the roof was smashed. The four occupants of the coach were thrown through the roof into the rocky ravine forty feet below. The victims were Philip and Sarah Boyle from Arranmore Inland, Una Mulligan from Falcarragh and Neil Duggan from Meenbunowen, Creeslough. Duggan’s home was only a stones throw from the crash.” [6]

“Six of the injured were taken to Letterkenny General Hospital. Of the 14 passengers, just one was unhurt, a young woman who was flung from the upturned carriage and landed on the soft boggy soil.” [6]

The ‘Why Donegal’ Facebook page includes a few photographs of the viaduct as it remains today which were taken by Jacqui Reed.

The Owencarrow Viaduct in the 21st century (c) Jacqui Reed. [6]
The Owencarrow Viaduct in the 21st century (c) Jacqui Reed. [6]

References

  1. L. Hudlass; Owencarrow Viaduct Accident; a letter in The Railway Magazine, February 1963, p148-149.
  2. https://www.wikiwand.com/en/Londonderry_and_Lough_Swilly_Railway, accessed on 30th May 2021.
  3. https://www.monreaghulsterscotscentre.com/owencarrow-viaduct, accessed on 30th May 2021.
  4. http://www.walkingdonegal.net/owencarrow-viaduct-disaster-by-john-hannigan
  5. https://www.donegaldaily.com/2019/11/14/dd-motoring-brian-mcdaid-recalls-the-owencarrow-viaduct-disaster, accessed on 30th May 2021.
  6. https://m.facebook.com/story.php?story_fbid=416203555247099&id=358197231047732, accessed on 30th May 2021.
  7. https://twitter.com/Donegalcomuseum/status/956480040069488640?s=09, accessed on 30th May 2021.
  8. https://donegalheritage.wordpress.com/2020/01/31/the-owencarrow-viaduct-disaster, accessed on 30th May 2021.

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

7 Replies

As we noted at the start of the two previous articles about this line, Wikipedia gives us a very short history of the line from Strabane to Letterkenny and provides a single image – the Railway Clearing House map with stations in Strabane and Letterkenny:

The Railway Clearing House map with stations in Strabane and Letterkenny. [3]

This series of articles seeks to expand our understanding of the route of the various Co. Donegal Railways through combining old images and modern views. Satellite images also give us a good understanding of what remains of the infrastructure of these lines.

The previous articles about this line which cover the length from Strabane to Convoy can be found by following these 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)

A Journey Along the Line – Strabane to Letterkenny – Part C – Convoy to Letterkenny

We return to Convoy Railway Station which sits to the East of the Village. While we are waiting for our train, a railcar from Letterkenny stops at the station.

Convoy Railway Station in 1959 (c) Roger Joanes, (CC BY-NC-ND 2.0) Railcar No. 20 from Letterkenny stops at Convoy. [14]

I have found two further pictures of Convoy Railway Station and its site in Anthony Burges’ book, ‘The Swilly and The Wee Donegal’. Both of these photos were taken in 1957 and were either taken by the author or are from his collection. [8: p34 and 35]

The second photograph [8: p35] shows the goods shed, water tower and a number of sidings, but only the goods shed was standing in 2010 when Google Streetview cameras visited the site.

Convoy Railway Station Goods Shed is shown to the right of center in this image taken in 2010 (Google Streetview).

The line out of Convoy Railway station travelling to the West crossed the R236 at a shallow angle protected by Crossing Gates. The Crossing keeper’s cottage (or Gatehouse) is still standing. It has been extended to better be used as a modern family home.

The Gatehouse and the road crossing to the West of Convoy Railway Station. The photograph looks from the Northeast, (Google Streetview).

The Gatehouse guards the route of the old railway which ran just to the right of it in this picture. The image looks from the West back along the old line. (Google Streetview).

The next image shows the centre of Convoy on a Google Maps satellite image. The approximate route of the old railway is shown as a red line running across the image.

The approximate route of the old line through Convoy (Google Maps) The location of the Gatehouse is marked close to the centre of the image. To the West, the line passed under the two bridges which I have numbered 1 and 2 in black type. Clicking on the image will enlarge it sufficiently to allow these locations to be identified easily.

Shortly after crossing the R236, trains passed under the first of two road-over-rail bridges in Convoy. This bridge carried the Letterkenny Road. The railway cutting has been filled-in and there is no evidence of the bridge in the early 21st century.

The old railway cutting has been infilled and to the West of the location of the bridge it is now used as a car park for one of the local churches. It is shown here in 2010, (Google Streetview).

This image is one taken by Kerry Doherty and kindly sent by him to me by email. It shows the same location in the years following the Google Streetview image. [6]

A short distance further along the line a bridge carried a lane heading Northwest from Convoy towards Falmore.

This first view shows the bridge parapet on the East side of the bridge in January 2010 (Google Streetview). The parapet is in a very poor condition.

This later view, a picture taken by Kerry Doherty, shows that some local pride has resulted, more recently in a cosmetic refurbishment of the old parapet. [6]

To the West of the old bridge the cutting is still infilled and no sign of a bridge parapet can be found.

Looking West along the line of the old railway from the road to Falmore in 2010, (Google Streetview).

Heading away from Convoy the line quickly turned to the North as shown on the next satellite image. It soon crossed the road to Falmore once again, this time at level. The Gatehouse for this road-crossing is indicated on the satellite image and can be seen in the Google Streetview image which follows.

The old line to the West of Convoy, (Google Maps).

Kelly’s Gatehouse on the road to Falmore. The line ran to the right of the cottage in this image, (Google Streetview).

The line now heads in a northerly direction as the satellite images show.

The first length to the North of the Gatehouse on the road between Convoy and Falmore, (Google Maps).

The second length north of the road, (Google Maps).

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

The line continued in a northerly direction passing over the Cloghcore to Cornagilagh road, (Google Maps).

 

Further North, the line crossed the road from Cloghcore to Cornagilagh. Either side of this road, the line was on an embankment which has now been removed but the bridge which carried it over the road is still in place – an elegant small stone arch bridge bears excellent testimony to the route of the old railway. The location of the old bridge is at the point where the line (red) crossed the road (light blue) in the bottom left of the adjacent satellite image.

Photographs of this bridge follow below. Two of which are taken from Google Streetview and one sent to me in an email by Kerry Doherty. The light in his photograph shows the bridge at its best.

Very soon after crossing this bridge, trains entered Cornagillagh Halt which was only a short distance from the hamlet/village which bears the same name.

The rail-over-road bridge on the …. road. This image shows the bridge from the Southwest in March 2011, (Google Streetview).

The same bridge also viewed in March 2011 from the Northeast (Google Streetview).

A much more recent picture taken of the same bridge by Kerry Doherty. [6] Kerry comments: ‘The over bridge just before Cornagillagh halt. The embankment at either side has been taken away but the bridge has been kept..’

The next length of the old line is featured in this satellite image which shows it passing in cutting under two road bridges marked ‘3’ and ‘4’ either side of and close to Cornagillagh Halt, (Google Maps).

The road-over-rail bridge close to Cornagillagh Halt is marked on the Google Maps image as No. ‘3’. The vertical alignment of the road gives away the bridge location. The image is a telephoto lens view because of a slight glitch in the Google Streetview image sequence close to the bridge location. This picture was taken from the Southeast in December 2009 in what looks like late afternoon sunshine, (Google Streetview). This image shows the same bridge (No. ‘3’) from the Northwest just a few weeks after the image which precedes it. The road alignment changes at the bridge and on this image it is easier to see the bridge parapets,(Google Streetview).

The next few photographs come from the location of the road-over-rail bridge that I have marked ‘4’ on the satellite image. All of them were taken as part of Google’s survey in March 2011.

Bridge numbered ‘4’ viewed looking North along the road, (Google Streetview)

Then same bridge but viewed from the North on the same day, (Google Streetview).

This picture shows the formation of the old railway between the bridge numbered ‘3’ by me and bridge ‘4’, (Google Streetview).

Looking to the Northeast, the formation of the Strabane and Letterkenny Railway has been overtaken by small trees and shrubs. (Google Streetview).

Kerry Doherty comments that this is a view of the bridge close to the site of Cornagillagh Halt (now impossible to photograph as its so overgrown). Pictured is former railcar driver Michael Gallen (recently dec’d, and one of the very last railcar drivers). The picture comes was taken by Dave Bell and comes from the CDR visitors guide book. [6][4]

The old railway route begins to turn North again soon after passing under the road-bridge and heads for Glenmaquin (Glerundorum) station.

Beyond the road-bridge the old formation turns to the North once again, (Google Maps).

The line South of Gerundoram Railway Station. The location of the station can still be picked out at the top of this satellite image, (Google Maps).

The adjacent satellite image shows the route of the old line to the South of Glenmaquin (Glerundorum) Station. The first location to note is the at-level crossing of a local road towards the bottom of the image. The gatehouse can be picked out just to the West of the route of the old line.

The Gatehouse (N0. 57) has been extended to make it suitable as a small modern dwelling. and pictures from Google Streetview show it in really good condition with well-tended gardens.

The line shows up as a tree-lined track crossing the road at this point. The third image below is the closest that Google Streetview gets to providing a view along the length of the line North of the Level-Crossing towards Glenmaquin Railway Station.

 

The old line passes to the East of the old crossing cottage (No. 57) which has been refurbished and extended, (Google Streetview). This view is taken looking from the Northwest across the line of the old railway which ran on the far side of the crossing cottage.This view shows the same location but from the road to the Southeast of the Railway Crossing. The line ran in front of the cottage in this view, (Google Streetview).Looking North along the old railway from the Crossing-keepers cottage, (Google Streetview).

A short distance further North trains entered Glenmaquin (Glerundorum) Station, shown here on the old GSGS mapping from the 1940s. …Glenmaquin (Glerundorum) Station was location close to a road junction and was framed by a road-over-rail bridge to its Northwest. [2]

Kerry Doherty has kindly provided a view across the old station site which was taken in the early 21st century.

The old station site taken from the fields to the Northwest, (c) Kerry Doherty. [6] The old platform is still clearly visible in this photograph.

Google Streetview shows that the space between the railway station and the road-over bridge is, in the 21st century, filled by a modern home. That property sits just out of view to the left of Kerry Doherty’s picture above.Glenmaquin Station, (Google Streetview).The road bridge just North of the Station, (Google Streetview).A much earlier view of Glenmaquin Railway Station which comes from the Dave Bell collection, taken from the CDR visitors guide book. Kerry Doherty’. [6]

The continues in cutting North of the road bridge at Glenmaquin Station.Cutting to the North of Glenmaquin Station. This photograph was taken from the road bridge, (c) Kerry Doherty. [6] Just out of sight the railway bridged a small river.

Beyond Glemaquin Station, the old line continued heading Northwest, (Google Maps).

After crossing another minor road the old track-bed curved round towards the Northeast, (Google Maps).

The road crossing visible at the bottom right of the satellite image immediately above was un-gated. A closer image o the crossing location is provided immediately below this text. The Google Streetview images here show an extended property based on a typical Gate-keeper’s Cottage. This location is not recorded in the Visitor’s Guide {4} as a Crossing with Gatehouse. Interestingly the cottage is sited out of alignment with the railway as the satellite image below shows.Un-gated Crossing Northwest of Glenmaquin Railway Station, (Google Maps)

These next few images are taken at the location above – all are from Google Streetview. This may well be the location of Gatehouse No. 58.

The distinctive form of a Gatehouse is visible in this photograph which is taken looking from the North, (Google Streetview).Still looking from the North, this view shows the line of the old railway. The garage to the left of the road is built over the old formation, (Google Streetview).This view shows the old formation beyond the road-crossing and is taken from close to the property in the earlier images above, (Google Streetview).

We noted in the satellite images above that, to the Northwest of the road crossing, the old line turn round to the Northeast.The next length of the line as shown on the GSGS mapping from the 1940s. [7]

We pick it up again in the next satellite image on the left. The track follows a sinuous course over the next kilometre or so, as can be seen on the next satellite image below.

 

 

 

 

 

 

 

 

 

These two image show the line passing under the road from Listillion to Lyons Court and then crossing the road between Listillion and Drumerdagh at Gatehouse No. 59. Kerry Doherty comments that the first of these two locations is a “bridge now filled in and the road re-aligned.”

Doherty provides two photographs from that location:

At this location the old road has been realigned when the bridge over the railway cutting was filled in. Both photographs were taken by Kerry Doherty, (c) Kerry Doherty [6]

A close-up Satellite image shows the old road alignment across the bridge. ….

The next feature along the line is Gatehouse No. 59 which is shown on the second of the two adjacent satellite images above.

Another extract from the GSGS Maps of the 1940s shows the length of the old line to the South of Gatehouse 59. [9]

Gatehouse 59 is at the bottom of this enlarged extract from Google’s satellite imagery, (Google Maps).

Beyond the infilled road bridge, the formation of the old line snaked northwards before reaching Gatehouse 59. Both the GSGS map and the satellite image above show that route. Gatehouse 59. The adjacent enlarged satellite image shows the location of Gatehouse 59 just to the North of the road at the bottom of the image.

The first Streetview image below shows the Gatehouse from the South. It is followed by a short series of views mainly from Google Streetview of the same Gatehouse. One image was generously provided by Kerry Doherty.

As the adjacent satellite image shows the old railway continued North from the location of Gatehouse No. 59. A modern bungalow and farm building straddles the old line and before it runs at the back of the gardens of a further two properties.

The first satellite image below show the route of the old railway as it begins to approach Letterkenny. After continuing North for a short distance the line turned sharply to the West running to the South side of what is today the N13/N14 dual carriageway and the L1114 local road.

Gatehouse 59 seen from the road immediately to the South, (Google Streetview).Gatehouse 59 seen from the road junction to the East of the location in 2011, (Google Streetview).A telephoto view of the Gatehouse taken more recently from the same position, (c) Kerry Doherty. [6]Gatehouse No. 59 seen from the Northeast, (Google Streetview).

The Strabane and Letterkenny Railway turned sharply to the left a short distance beyond Gatehouse No. 59, (Google Maps). The route is highlighted by a linear woodland which appears once the buildings close to the Gatehouse have been passed.

The old line was initially on a small embankment to the North of Gatehouse No. 59, but by the time it stared to curve to the West is was in cutting. Its route is now a linear woodland, as the satellite image above shows. I am really grateful to Kerry Doherty who visited this location on my behalf in October 2020. The next few images are taken by him.This picture is taken from the old track-bed looking towards the bridge, (c) Kerry Doherty. [6] The old formation can be seen curving to the left in this image. This is one of the more substantial structures along the length of the Strabane to Letterkenny Railway.Looking back to the South from the 3-arch Bridge, (c) Kerry Doherty. [6]The substantial stone parapets belie the use of the over bridge which carries no more thana local track, (c) Kerry Doherty. [6]Looking ahead towards Letterkenny from the track carried by the old bridge, (c) Kerry Doherty. [6]Looking back towards the bridge from the old railway formation, (c) Kerry Doherty. [6]The structure still retains its old number – 279! (c) Kerry Doherty. [6]

Beyond structure No. 279 the old railway continued to curve round to a westerly direction and still in cutting encountered another road over rail bridge. The location of that bridge is to the right of the satellite image below.The Eastern outskirts of Letterkenny with the route of the Strabane & Letterkenny Railway highlighted in red, (Google Maps). 

The cutting at the Eastern side of the satellite image above has been partially infilled but the old bridge still has a void underneath it. Although the bridge is clearly of an age commensurate with having been built at the same time as the line, it does not appear on the 1940s GSGS map below.GSGS 1940s Map of the Strabane and Letterkenny Railway on its early approaches to Letterkenny. At the western extremity of the map extract the point where the line begins to run immediately parallel to the Londonderry & Lough Swilly Railway can just be seen. [10]

Kerry Doherty commented that the filling of the cutting seems to have cut off drainage runs and as a result there is a small body of water in the cutting. This does not show up on the pictures below.

 

The old railway cutting with the bridge just visible in the distance (Google Streetview)The bridge. This Google image shows the void underneath the structure. It is taken from the road which runs alongside the cutting (on its North side) for a short distance, (Google Streetview)This is Kerry Doherty’s photo of the bridge taken from the South side of the railway cutting in October 2020, (c) Kerry Doherty. [6]This view shows the overgrown cutting looking back towards Strabane from the bridge above, (c) Kerry Doherty. [6]Finally at this location, another of Kerry Doherty’s photographs. This shows the route of the old railway taken from over the bridge parapet and looks towards Gatehouse 60 and Letterkenny, (c) Kerry Doherty. [6]Looking back along the route of the old line towards the two bridges shown above, (Google Streetview).A View from the old main road South showing the route of the old line as it crossed the road and a much extended Gatehouse 60 which appears to make an excellent private home, (Google Streetview). There is little sign here of the main N13 road which runs behind the trees which are just beyond property.Google Maps shows how close the Gatehouse No. 60 is to the new N13 road,(Google Maps).This view is taken from the N13 looking back along the old railway alignment towards Strabane. Gatehouse No. 60 can just be made out among the trees, (Google Streetview).Looking across the N13 and on along the route of the old line towards Gatehouse 61 and Letterkenny, (Google Streetview).

Beyond Gatehouse No. 60, the railway curved round from a Southwesterly trajectory towards the North before crossing the modern day L1114. On the way it crossed a single track lane by means of a bridge.The locations of a bridge and Crossing No. 61, (Google Maps)

Reaching the L1114 (at Bonagee Lane) the old railway was now running roughly North/South. The picture below shows the approximate alignment of the old railway where it crossed the L1114. A bungalow has now been built over the line of the old railway. The line was still on embankment at this point and a bridge took it over the L1114.The approximate route of the old railway where it crossed the L1114. A bungalow has now been built on the route of the old line, (Google Streetview).The 6″ OS Map of the location of the bridges and Gatehouse No. 61. [16]

Gatehouse No. 61 sits some distance North of the Bridge which carried the old railway over the L1114, (Google Maps).

North of the L1114 the railway alignment is not obvious. It ran 50 metres or perhaps less to the East of Bonagee Lane. Travelling North along Bonagee Lane leads to the discovery of what was Gatehouse No. 61. An accommodation lane crossed the railway at this point.

Kerry Doherty very kindly pointed out the location of the Gatehouse, without that help, I doubt that I would have located it. The building has been much extended as the Google Streetview image below shows.

Kerry missed the location himself, despite driving along Bonagee Lane from the North a few days ago. The clue is in the property name on the gatepost which can only be seen from the South and which appears in the image below.

An extended and refurbished Gatehouse No. 61 seen from the South, (Google Streetview).Gatehouse No. 61 is much extended. This photo is a 2011 view from the West on Bonagee Lane, (Google Streetview).

Kerry Doherty provided this link to the location in the archives of the National Library of Ireland – http://catalogue.nli.ie/Record/vtls000731777/MooviewerImg?mobileImage=vtls000731777_001 – on which at the top centre of the image Gatehouse No. 60 is visible. The two arched bridges mentioned above can also be picked out and, in the centre foreground, Gatehouse No. 61 can be seen in its original form. [17]

After Gatehouse No. 61 the old line continued North a short distance to the East of Bonagee Lane, until that lane turned from the North to the Northeast in Bonagee where Gatehouse No. 62 was sited. The crossing was known as Baird’s Crossing and the Keeper’s house can still be seen beyond the railway. It is heavily screened by trees and shrubs but can be seen from the Northeast, as the second image immediately below this text shows.The location of Gatehouse No. 62. the red line is a very approximate representation of the route of the old railway at this point, (Google Streetview).Baird’s Crossing Cottage (Gatehouse No. 62) seen from the Northeast in 2011. The original cottage has been extended at ground level. The railway ran behind the cottage in this view. Its route is over grown by trees and shrubs, (Google Streetview).

The Strabane and Letterkenny Railway crossed the Londonderry and Lough Swilly Railway by means of an over-bridge, (Google Maps).

Close to the final approach to Letterkenny, the Strabane and Letterkenny line ran parallel to the Londonderry & Lough Swilly Railway. The point where they meet is illustrated on this GSGS 1940s map extract in the bottom right corner. [11]The two lines are shown entering the sketch plan from the right. The lighter dashes represent the Strabane and Letterkenny Railway and the heavier dashes, the L&LSR. (the North Point is at the top of the sketch map) (c) John Baird, Dave Bell, Steve Flanders & Blanche Pay. [12]A later OS Ireland Map showing the routes of the two railways. [13]

The Strabane and Letterkenny Railway approached the Londonderry and Lough Swilly Railway from the South at a point which appears in the bottom right of the adjacent map extract from the 1940s. The scale of the map is such that it is impossible to distinguish any indication of the track arrangement at this location and beyond towards Letterkenny.

The Visitor’s Guide to the Londonderry and Lough Swilly Railway [12] shows the Strabane and Letterkenny Railway running for a short distance on the South side of the Londonderry and Lough Swilly Railway (L&LSR), the Strabane and Letterkenny Railway is then shown crossing the route of the Lough Swilly line by means of an over-bridge and then running parallel to it into Letterkenny on the North side of the L&LSR.

That route is illustrated on the adjacent sketch Map. [12]

Other mapping suggests that the point at which the Strabane and Letterkenny Railway crossed the Lough Swilly line was further to the East, close to the point where the former met the L&LSR . This is illustrated on the adjacent later OS Ireland Map. [13]

The location of the rail over rail bridge is shown on Google Maps Satellite imagery of 2020 in the next image below.

From this point on the two lines converged gradually in both vertical and horizontal directions.

The Strabane and Letterkenny Railway crossed the Londonderry and Lough Swilly Railway by means of an over-bridge, (Google Maps).

I have only been able to find a couple of pictorial records of the rail-over-rail bridge myself. both of these are of a relatively poor print quality. They both appear in the same publication: The Londonderry and Lough Swilly Railway: A Visitor’s Guide. [12: p46]. The first shows the bridge as it was in the 1980s, the second in the years when it was still in use.

Kerry Doherty very kindly sent me a colour copy of a photograph of a S&LR train crossing the bridge in May 1959 with No. 5 Drumboe in charge of a goods train.This picture kindly supplied for use in this article by Kerry Doherty. It shows No. 5 Drumboe crossing the rail-over-rail bridge in 1959. By this time the Swilly line was already closed, (c) J.G. Dewing, Color-rail. [6]

To the West of this point the two railways passed under an accommodation road. The next photo shows the remains of the bridges at that location. The Swilly railway bridge parapets are close to the camera. The S&LR parapets can be seen in the distance with the metal fencing on the top.

The old road-over bridges on the eastern approaches to the River Swilly, looking North, (Google Streetview).  Dave Bell and Steve Flanders describe the location in the 1980s: “There is a small side road behind the filling station which runs over two bridges, carrying the road over both railway lines. The Swilly used a single arch overbridge here while, conversely, the CDR used a three-arched bridge: two smaller arches either side of the main arch.” [12:p46] The filling station is long-gone, replaced by more modern buildings alongside the N56.The S&LR railway bridge parapets can still be seen. Concrete with metal fencing is on the East face of the old bridge, Google (Streetview)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 CDR 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.” [12: 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 S&LR bridge inside the garage facility, (c) Dave Bell. [6]

The two railways then encountered the River Swilly and the main road into Letterkenny from the East. Twin structures carried the two railways over the river and the main road. The modern N56 main road and a large roundabout have obliterated almost all of the railway infrastructure at this location. There are some clues as to what it was like in Bell and Flanders book which was written before much of the infrastructure here had been removed. [12:p47]The modern N56 bridge over the River Swilly sits on the line of the two old railways, (Google Streetview). The roundabout ahead has almost entirely obliterated the rail-over-road bridges which carried the two railway lines over the Port Road. The only remnant appears in the next image.The North abutment of the S&LR bridge over the old road is all that remains of the two railway bridges at this location, (c) Kerry Doherty. [6]Looking back along the old railway with the remaining bridge abutment to our right, (c) Kerry Doherty. [6] 

The plaque which is visible in both these two photographs carries a drawing of what the old bridge(s) looked like.

The plaque in the images above, (c) Kerry Doherty. [6]The historic OS Ireland Map extract show both of the two lines on the approach to the two Letterkenny Railway Stations which sat right next to each other at the Eastern edge of Letterkenny.. [13]The routes of the L&LSR and the S&LR shown on a 21st century satellite image, (Google Maps). The S&LR terminated in Letterkenny. The L&LSR continued further to the West and North.The Letterkenny Railway Stations. [13]

The two railway stations sat next to each other just to the East of the centre of Letterkenny. The two lines approached the stations on the South side of the R940. Their approximate route is highlighted on the Google Streetview image below.

Close to the junction between the R940 and Ashlawn the two railways ran very close to the road. Their route is now covered by the tarmac surface of the car parks of the Letterkenny Institute of Technology, (Google Streetview). The blue/mauve and red lines show the approximate alignment of the railways.

The location of the two railway stations includes the car parks of Letterkenny Shopping Centre and the bus station. Two building from the railway ear remain on the site. The old S&LR goods shed is one of these, it has been refurbished and is now called Railway House.The old S&LR goods shed has been refurbished and is now known as Railway House. This image was taken in 2017 from the R940, (Google Streetview).The same building as seen from the car park of the Letterkenny Shopping Centre, (c) Kerry Doherty. [6]

The old passenger facilities at the station have been converted in recent years into the town’s Bus Station. This required an extension to the building on what was the track-facing side. Kerry Doherty has generously provided three photographs of the modern building. [6]The front facade of the old Station Building, looking from the Southwest in 2020, (c) Kerry Doherty. [6]Inside the extension. The picture shows the old building’s Northeast facing aspect form roughly the position of the buffers stops on the old line. The platform canopy columns have been retained in the new building. The filigree detail has been retained, (c) Kerry Doherty. [6]Looking along the line of the old platform towards the Passenger Station Building. This facade is modern, (c) Kerry Doherty. [6]This final present-day image was again provided by Kerry Doherty and shows the station yard crane almost swamped by vegetation, (c) Kerry Doherty. [6]

We finish this article with a series of pictures of the old S&LR facilities at Letterkenny.

This first image was provided by Kerry Doherty and shows the length of the station platform at Letterkenny in 1959, (c) B. Hilton, Colorrail. [6]This monochrome photograph was taken by Roger Joanes in 1959. The photo was taken from close to the Station building. The railcar is No. 14 and in the distance, under a plume of steam, No. 4 can be seen shunting the yard, (c) Roger Joanes (CC BY-NC-ND 2.0). [14]Also by Roger Joanes, the inscription states: “The former CDR loco ‘Erne’ at Letterkenny, freshly painted for preservation but subsequently scrapped. 2.4.63.” (c) Roger Joanes (CC BY-NC-ND 2.0). [14]The disused S&LR station at Letterkenny in 1963 seen from the location of ‘Erne’ (c) Roger Joanes (CC BY-NC-ND 2.0). [14]An overall shot of the Station and Goods Yard in 1959. Loco No. 4, ‘Meenglas’ is preparing to set off for Strabane in charge of a goods train, (c) Roger Joanes (CC BY-NC-ND 2.0). [14]

Donegal Railway Heritage Centre posted this next photograph on their Facebook page. In this series of articles about the Co. Donegal Railways, photographs from the Donegal Railway Heritage Centre’s Facebook page are ‘linked-to’ after discussion with and kind permission from Jim McBride.

References

  1. Edward M Patterson (original author), Joe Begley & Steve Flanders (authors of additional material in the Revised Edition); The County Donegal Railways; Colourpoint Books, Newtownards, Co. Down 2014. As noted in my first article about the Co. Donegal Railways this was to have been my holiday reading while walking different parts of the network, but 2020 has been a strange year!
  2. https://maps.nls.uk/geo/explore/#zoom=16&lat=54.91092&lon=-7.65886&layers=14&b=1, accessed on 11th October 2020.
  3. https://commons.wikimedia.org/wiki/File:Athlone,_Cavan_%26_Clara._LetterKenny_Strabane_RJD_113.jpg#/media/File:Athlone,_Cavan_&_Clara._LetterKenny_Strabane_RJD_113.jpg, accessed on 14th July 2020.
  4. The County Donegal Railways Visitor Guide to the Strabane and Letterkenny Railway is now out of print and i have not been able to find a copy.
  5. Edward M Patterson (original author), Joe Begley & Steve Flanders (authors of additional material in the Revised Edition); The Lough Swilly Railway; Colourpoint Books, Newtownards, Co. Down 2017. This was also to have been part of my holiday reading, but 2020 has been a strange year!
  6. Kerry Doherty of Ballindrait very kindly sent me a series of pictures of the Strabane and Letterkenny Railway route. Each of these, in this article, bears the reference number [6]
  7. https://maps.nls.uk/geo/explore/#zoom=15&lat=54.92484&lon=-7.66844&layers=14&b=1, accessed on 12th October 2020.
  8. Anthony Burges; The Swilly and the Wee Donegal; Colourpoint Books, Newtownards, Co. Down, Second Impression, 2010.
  9. https://maps.nls.uk/geo/explore/#zoom=15&lat=54.93626&lon=-7.67260&layers=14&b=1, accessed on 12th October 2020.
  10. https://maps.nls.uk/geo/explore/#zoom=15&lat=54.94389&lon=-7.68287&layers=14&b=1, accessed on 14th October 2020.
  11. https://maps.nls.uk/geo/explore/#zoom=15&lat=54.94758&lon=-7.70755&layers=14&b=1, accessed on 27th October 2020.
  12. Dave Bell and Steve Flanders; The Londonderry and Lough Swilly Railway: A Visitor’s Guide; County Donegal Railway Restoration Society; an small extract from the sketch plan on p42, rotated through 90 degrees.
  13. http://geohive.maps.arcgis.com/apps/webappviewer/index.html?id=9def898f708b47f19a8d8b7088a100c4, accessed on 27th and 28th October 2020.
  14. https://www.flickr.com/photos/110691393@N07, accessed on 27th October 2020.
  15. https://www.facebook.com/DonegalRailwayHeritageCentre/photos, accessed on 28th October 2020.
  16. http://geohive.maps.arcgis.com/apps/webappviewer/index.html?id=9def898f708b47f19a8d8b7088a100c4, accessed on 10th November 2020.
  17. http://catalogue.nli.ie/Record/vtls000731777/MooviewerImg?mobileImage=vtls000731777_001, accessed on 10th November 2020 – a thumbnail is provided here , the full size image can be viewed by clicking on the link