Tag Archives: 3ft gauge

The Nidd Valley Light Railway

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The short paragraph immediately below appeared in the February 1952 edition of The Railway Magazine in reply to a question submitted by G. T. Kaye.

“The Nidd Valley branch of the former North Eastern Railway (which was closed to passengers on 31st March 1951) terminated at Pateley Bridge, 14 miles from Harrogate. In 1900, a Light Railway Order was obtained for a 2 ft. 6 in. gauge line from Pateley Bridge to Lofthouse-in-Nidderdale, six miles further up the valley, but the promoters had difficulty in finding the necessary capital. At that time, the Bradford Corporation was about to undertake the construction of reservoirs in the Nidd Valley, and a railway was required to carry materials to the sites. The Corporation took over the powers for the light railway, and extended it for a further 6 miles, from Lofthouse to Angram. The railway was laid to the standard-gauge, and was opened to passengers between Pateley Bridge and Lofthouse on 1st May 1907. The remainder of the line did not carry public traffic. The line was worked by two 4-4-0 tank engines and passenger coaches purchased from the Metropolitan Railway. The passenger services were withdrawn on 31st December 1929, and the line was closed completely some months later.” [1: p143]

It appeared close to the back of the magazine in the section called, “The Why and the Wherefore”. It seemed like a good idea to explore what further information there is available about the Nidd Valley Light Railway. …….

The Website ‘WalkingintheYorksireDales.co.uk’ has a page dedicated to the railway which can be found here. [2]

A number of images relating to the line can be found here. [13]

The Oakwood Press published a book by D. J. Croft about the line. [3: p3]

Croft wrote: “The valley of the River Nidd, in the West Riding of Yorkshire, is nearly 55 miles long, beginning at Great Whernside, and ending at Nun Monkton where the Nidd flows into the River Ouse. However, the area known as Nidderdale extends for only about a half of the length, and forms a compact geographical region of its own. Despite this length, and great scenic beauty, it remains to this day one of the forgotten valleys of the Yorkshire Dales.” [3: p3]

“The area of Nidderdale can be divided into roughly two equal sec tions, with the market town of Pateley Bridge between the two. The first substantial historical accounts of Nidderdale appeared in Domesday Book of 1086. However, some of the local lead mines were worked in the time of the Brigantes, whilst several surrounding localities suggest Roman occupation.” [3: p3]

“Nidderdale has several industries, notably quarrying and lead mining. and a small textile industry. There is also a small slate quarry, a marble quarry, and a long, thin ironstone vein stretching along the valley. Through-out the ages, however, Nidderdale has had prosperity alternating with decline. As the early mining industry began to decline, so textiles became important around the thirteenth century. This too tended to decline by the seventeenth century, and mining became important once more. Unfortunately, the prosperity of the lead mining era passed, and so too did the prosperity of Nidderdale.” [3: p3]

“This period of decline lasted until 1862, when the North Eastern Railway opened its line from Harrogate to Pateley Bridge, thus opening this remote valley to the outside world. Prior to this, the only roads out of the dale had been to Grassington, Riponand Kirkby Malzeard, and the only regular connection with the outside world had been the Nidderdale Omnibus, a double-deck horse bus, linking Pateley Bridge with trains of the Leeds & Thirsk Railway at Ripley. This operated from 1st August 1849, until the opening of the railway, and ran twice daily.” [3: p3]

The approach of the 20th century brought a new prosperity to the valley, which was to last for the next thirty years or perhaps a little longer. Thid was the period when the Nidd Valley Light Railway was active.

The story of the line is the story of the thirteen or so miles between Pateley Bridge and the head of the valley, for it was there “that the Nidd Valley Light Railway was conceived, constructed and closed. All this happened within a period of less than forty years.” [3: p3]

The Story of the Line

Wikipedia tells us that the origins of a railway in the upper Nidd Valley “can be traced back to 1887–88, when Bradford Corporation began to investigate the valley as a source for the public water supply. … Alexander Binnie, who was the Waterworks Engineer for Bradford at the time, and Professor Alexander Henry Green, a geologist from Oxford, visited the area, and Green advised Binnie that the valley was suitable for the construction of large dams. The Bradford Corporation Water Act 1890 was obtained on 14th August 1890, authorising the construction of four dams. … A second Act of Parliament was obtained on 27th June 1892, by which time the four reservoirs were Angram, Haden Carr, High Woodale and Gouthwaite. Gouthwaite Reservoir was designed as a compensation reservoir, to maintain flows in the Nidd further down the valley.” [4][5: p76-77]

The first reservoir, Haden Carr, was completed in 1899, together with a 32-mile (51 km) pipeline (the Nidd Aqueduct) to deliver water to Chellow Heights reservoir on the outskirts of Bradford. [4][5: p79] “Gouthwaite reservoir was built … between 1893 and 1901.” [5: p84-85] The activity in the valley attracted attention from outside the region and a company from London, Power & Traction Ltd applied for a Light Railway Order “to construct a line from the terminus of the Nidd Valley Railway at Pateley Bridge to Lofthouse. …  Following a hearing at Harrogate on 9th October 1900, the Light Railway Commissioners awarded an order to Power & Traction for a 2 ft 6 in (762 mm) gauge railway.” [4] Negotiations with Bradford Corporation over a possible £2,000 investment in the scheme ultimately failed. [5: p86]

“In 1903, Bradford invited tenders for the construction of Angram Reservoir, and … reached provisional agreement with the Nidd Valley Light Railway Company to purchase the powers awarded to them to build the light railway. … Bradford wanted to ask the Light Railway Commissioners for permission to increase [the track gauge] to 3 ft (914 mm). … They also wanted to ensure that they bought enough land to allow a standard gauge railway to be constructed ‘at any future time’. The North Eastern Railway, owners of the Nidd Valley Railway, argued that it should be standard gauge from the outset, since they were running excursions to Pateley Bridge twice a week, and these could continue over the Nidd Valley Light Railway. It would also remove the necessity of transshipping goods.” [5: p86]

Then next three map extracts show the railway facilities in Pateley Bridge while the Nidd Valley Light Railway was active. …

The Nidd Valley Light Railway Pateley Bridge Carriage and Engine Shed which were to the North of the railway’s terminus. 25″ Ordnance Survey of 1907/08, published in 1908. [9]
The Nidd Valley Light Railway Pateley Bridge Terminus which was connected to the North Eastern Railway Station by a single line which joined the main line before it crossed the High Street on the level. 25″ Ordnance Survey of 1907/08, published in 1908. [9]
The North Easter Railway Station at Pateley Bridge. [9]
The red line approximates t the line of the railway which left Pateley Bridge Station (behind the camera) to cross High Street and run between Pateley Bridge Mills and Millfield Street to connect with The Nidd Valley Light Railway. [Google Streetview, May 2024]
0-6-0ST locomotive ‘Blythe’, with a passenger train at Pateley Bridge. Humphrey Household collection (1996-7886_529 DS160108), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]

A transfer order was eventually granted, “with powers to borrow up to £30,000 to fund the project. In May 1904, the Board of Trade agreed to a change to standard gauge, and borrowing powers were increased to £66,000 in 1908, because of the extra costs of building the wider formation. The document was signed by Winston Churchill, the President of the Board of Trade.” The contractor working on the Anagram reservoir, John Best, “was awarded a contract to build the light railway to Lofthouse for £23,000, and a tramway from Lofthouse to Angram for £5,385.” [5: p86-87]

Then the intrigue began! A contract had been awarded in April 1902 to Holme and King for the construction of a road from Lofthouse to Angram. Bradford Council “had purchased enough land to allow the light railway to be built beside the road, and although Best was awarded a contact for the railway in 1903, it appears that Holme and King built a 3 ft (914 mm) gauge contractor’s railway beside part or all of the road. They had two locomotives on site, both 0-4-0 saddle tanks, one bought second hand some years earlier and moved to the site in spring 1902, after working on several other projects, [5: p87] and the second bought new for delivery to Pateley Bridge. [5: p89] By mid-1904, there was a 6.5-mile (10.5 km) line from Angram, which crossed the River Nidd on a 20-foot (6.1 m) bridge just before it reached Lofthouse.” [4]

So, Best began extending the line towards Pateley Bridge from the River Nidd rather than starting the work again! Wikipedia tells us that “by 13th July 1904, it had reached a level crossing at Sykes Bank, 0.5 miles (0.8 km) below Lofthouse, and work had commenced at several other sites. On that date, a party of 150 members of Bradford City Council, with invited guests, arrived by train at Pateley Bridge, and were transported to Gouthwaite Dam in carriages. Here there was a ceremony in which the Lord Major cut the first sod for the Nidd Valley Light Railway.” [4] The party “proceeded to Sykes Bank, where a train was waiting, which consisted of 15 wagons fitted with makeshift seats, and two locomotives, one of which was Holme and King’s Xit and the other was Best’s Angram. It took about an hour to reach Angram, where there were presentations, and Alderman Holdsworth cut the first sod for the dam. Refreshments were then served and the party returned to Lofthouse by train and to Pateley Bridge by carriage.” [4][5: p90-91]

The narrow gauge had hardly reached Pateley Bridge and Angram begun its regular duties along the line when standard gauge rails began to be laid starting at Lofthouse and working both up and down the line from there. “When the first standard gauge locomotive arrived, it was towed along the road to Sykes Bank by a Foden steam lorry, its flanged wheels making a mess of the road surface. The main line and sidings became mixed gauge for a while, although the third rail was gradually removed from 1906.” [5: p91 & 93] There was a veritable network of rail lines at the Angram Dam site where, as well as a village built for the workers, “the railway terminated in several sidings, which included a locomotive shed. The sidings were at a similar level to the crest of the dam. A branch left the main line and descended to the valley floor, where there was a cement mixing plant and more sidings. This line included a winch-operated incline which descended on a gradient of 1 in 15 (6.7%). Another incline, of 3 ft (914 mm) gauge, ascended the far side of the valley, giving access to Nidd sluice and lodge. A third incline brought rock down to the main line from a quarry, some 2 miles (3.2 km) below the terminus.” [4][5: p93 & 97]

The village of Lofthouse and its railway station as it appears on the 25″Ordnance Survey of 1907, published in 1909. [6]
0-6-0 side tank steam locomotive ‘Milner’ with a carriage and van at Lofthouse-in-Nidderdale station, ready to leave for Scar House. Humphrey Household collection (1996-7886_531 DS160110), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]
‘Milner’ crossing the bridge above Lofthouse-in-Nidderdale station and beginning the steep climb alongside the road on the private section to Scar House. It is likely that this was taken soon after the previous photograph. Humphrey Household collection (1996-7886_523 DS160104), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]

At the other end of the Light Railway, “at Pateley Bridge, the Nidd Valley Light Railway station was to the north west of the North Eastern Railway’s Pateley Bridge railway station, close to the River Nidd. The two were connected by a single track which crossed a level crossing. There were a series of sidings immediately after the level crossing, with the station and more sidings beyond that. A carriage shed and a locomotive shed were located a little further along the valley of the Nidd.” [4]

Ramsgill Village was served by a stationary Bouthwaite which sat on the opposite side of the River Nidd. This map extract comes from the 25″ Ordnance Survey of 1907, published in 1909. [7]

“Best built two-storey stone buildings for the stations at Pateley Bridge, Wath, Ramsgill and Lofthouse. He built a signal box at Pateley Bridge, with the other stations having ground frames and simple signalling. Operation of the line was controlled by the Tyer’s Electric Train Tablet system, and six machines were ordered at a cost of £360. [5: p101] Both intermediate stations had goods sidings on the eastern side of the main track, while Lofthouse had a passing loop and sidings to the west.” [4]

The Station at Wath sat between the village and the River Nidd. The 25″ Ordnance Survey of 1907/1908 and published in 1909. [8]

“Best had a number of locomotives, both 3 ft (914 mm) gauge and standard gauge, which operated over the entire line from Pateley Bridge to Angram during the construction phase. For the opening of the Nidd Valley Light Railway proper, the 6.5 miles (10.5 km) from Pateley Bridge to Lofthouse, Bradford Corporation ordered six open wagons and two brake vans from Hurst Nelson of Motherwell. Locomotives and carriages were obtained second-hand from the Metropolitan Railway in London. These consisted of ten 4-wheeled coaches and two 4-4-0 Beyer Peacock side tank locomotives. All had become surplus to requirements, as electrification of the line had been completed in 1905. The locomotives were fitted with condensing equipment, for working in the tunnels under London, but the price of £1,350 for the pair included removal of this, and the fitting of cabs. All twelve vehicles arrived at Pateley Bridge, with one engine in steam … The locomotives were named ‘Holdsworth’ and ‘Milner’ after two Aldermen who had served Bradford Waterworks since 1898.” [4][5: p101, 102]

“An official opening took place on 11th September 1907, when a train consisting of three carriages and the Corporation saloon were hauled by ‘Holdsworth’ from Pateley Bridge to Lofthouse, with stops at Wath and Gouthwaite reservoir. At Lofthouse the engine was replaced by one of Best’s engines, and continued to Angram where luncheon was served in the village reading room.” [4][5: p102, 105]

“The two locomotives were much too heavy to comply with the Light Railway Order, which specified a maximum axle loading of 6.5 tons. They weighed 46.6 tons in working order, with 36.7 tons carried by the two driving axles. The Corporation applied for an increase in the axle loading, specifying the weight as “over 42 tons”. Milner, the newest of the two locomotives, dating from 1879, [5: p102] did not perform well, and was replaced by a Hudswell Clarke 0-6-0 side tank, also named Milner in May 1909. The original Milner was sold to the North Wales Granite Company at Conwy in 1914. [5: p102, 111] Following discussions with the Board of Trade in 1906, the Corporation and the North Eastern Railway had obtained permission for three passenger trains per week to pass over the goods yard and sidings at Pateley Bridge, so that excursions could continue up to Lofthouse between June and September only. Despite the agreement, when the first excursion was due to make the journey on 14th September 1907, the NER decided not to allow their stock to pass onto the Nidd Valley Light Railway, nor to allow the Corporation engine and carriages to come to their station, and so the passengers had to walk between the two stations. [5: p110] In order to avoid confusion for parcels traffic, Lofthouse station became Lofthouse-in-Nidderdale on 12th December 1907, and Wath became Wath-in-Nidderdale in February 1908 for similar reasons.” [4][5: p107-108]

Work on Angram reservoir was finally completed in 1916. “Bradford Corporation had already obtained an Act in 1913, allowing them to abandon their plans for a reservoir at High Woodale, and instead to build a much larger one at Scar House. It would submerge the site of Haden Carr reservoir, and the Act allowed them to start construction “when appropriate”. The cost of the new works was estimated at £2,161,500, and although three tenders were received, they decided on 14th May 1920 to build it themselves, using direct labour. Scar village was built between 1920 and 1921, consisting of ten hostels for a total of 640 men, a school, canteen, recreation room, concert hall, mission church and some bungalows.” [4][5: p115]

Scar Village © Nidderdale Museum, courtesy of the RealYorkshireBlog.com. [11]

Plans to electrify the railway using hydro-electric power, were considered in March 1920, but rejected as being too expensive. uneconomic. Holdsworth, was taken out of service in 1866 because it was too heavy for the line, but when no buyers could be found, it was used as a stationary steam supply for another 14 years. There were plans to overhaul Milner, to obtain another lighter engine, and to purchase two railmotor cars. Only one railmotor (‘Hill’) was eventually purchased in 1921. It can be seen in the two images immediately below.

Steam railmotor car ‘Hill’ approaching Wath station on the descent from Ramsgill. It worked the Pateley Bridge to Lofthouse public passenger service. Humphrey Household collection (1996-7886_522 DS160103), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]
Pateley Bridge locomotive shed and water tower, showing steam railmotor ‘Hill’ beside the shed and 0-6-0 steam locomotive ‘Blythe’ at the entrance. Humphrey Household collection (1996-7886_521 DS160102), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]

“From August 1920, work was carried out to improve the line between Lofthouse and Angram. This included easing the alignment on many of the curves, the addition of loops near Lofthouse and at Woodale, just below the Scar House site, and the construction of a 180-yard (160 m) tunnel near Goyden Pot, which was used by up trains only.” [4][5: p119-122]. “The line at Angram was extended to a small quarry in 1921, along the trackbed of Best’s 3 ft (914 mm) gauge line beyond the dam. Stone was extracted for remedial work, caused by wind and wave erosion of the southern bank of the reservoir near the dam.” [4][5: p123]

The entrance at the lower end of Goyden tunnel. The nature of the terrain was challenging, as is evident in this picture, and downhill trains used the original line, which can be seen alongside the road. Humphrey Household collection (1996-7886_527 DS160107)), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]

Close to the Scar House dam site, “a network of sidings were constructed, zig-zagging down to the Nidd, and back up the other side of the valley. A double track self-acting incline provided access to the Carle Fell Quarry, to the north of the reservoir, and as the quarry was worked, two further inclines were constructed. One was single track, with a winding engine at the top, and around 1930, an incline worked by locomotives was added. Above the later quarry face, a Simplex petrol locomotive worked on a 2 ft (610 mm) track, removing overburden.” [4][5: p118]

The Scar House dam construction site viewed across the valley from the south. The zigzag tracks linking the site with the quarries and stoneyard can be seen, with a locomotive in steam with three trucks in the centre of the picture. Beyond is the extensive stoneyard. In the foreground is a row of new large pipe sections manufactured by Glenfield & Kennedy Ltd of Kilmarnock, Scotland. Humphrey Household collection (1996-7886_537 DS160116)), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]
A general view of Carle Fell quarry above the Scar House dam construction site, showing several railway tracks with two steam cranes, a locomotive and a number of trucks. Humphrey Household collection (1996-7886_539 DS160119)), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]

Power for the works “was generated using water from Angram reservoir, which was discharged into Haden Carr reservoir. A 4,775-foot (1,455 m) pipeline supplied the turbines. This was later supplemented by a steam generating station. [5: p123-124] Two locomotive sheds were built, one near the village and another on the north side of the River Nidd, with a further two at Carle Fell Quarry. All had two tracks. Twelve four-wheeled carriages were bought from the Maryport and Carlisle Railway, to provide transport for the workers and their families from Scar House to Lofthouse, and a two-track carriage shed was built to the east of the main complex.” [4][5: p125]

Scar House dam under construction, showing the full length of the structure viewed from a distance down in the valley. Four steam cranes are seen on top of the dam, and another one below it alongside railway tracks, a truck, a water tank, and a stack of large stone blocks. Humphrey Household collection (1996-7886_535 DS160114)), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]

“Six locomotives worked in the quarry. Allenby, Beatty, Haig and Trotter were based at the shed at the top of the main self-acting incline, while Ian Hamilton and Stringer were based in a shed at a higher level. Three steam navvies were used to load stone into the railway wagons, and there were nineteen or twenty steam cranes, all of which were self-propelled and ran on the tracks either in the quarry or on top of the dam.” [4][5: p129]

The masons’ yard above the Scar House dam construction site, with 0-4-0 saddle tank steam locomotive ‘Craven’ and a steam crane lifting blocks of stone. Humphrey Household collection (1996-7886_540 DS160118). Craven does not appear in Bowtell’s list of locomotives above), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]
A wide view of the Scar House dam construction site across the valley from the quarries high up on the north side, showing the dam below and looking across to the buildings of Scar village, where the workers lived. The zigzag rail tracks linking the construction site with the quarries and stoneyard are clearly visible. Humphrey Household collection (1996-7886_538 DS160117)), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]

The main engineering work at Scar House reservoir closed to completion in September 1931 but it was not until July 1935 that filling of the reservoir commenced. “The official opening was on 7th September 1936. Scar House, which gave its name to the reservoir, was demolished. A new Scar House was built, at the foot of the incline from Carle Fell Quarry, which provided a home for the reservoir keeper, and a boardroom for official visits. [5: p130-131] A project to re-route the waters from Armathwaite Gill and Howstean Beck through a tunnel and into the reservoir began in May 1929. A 2 ft (610 mm) gauge line was laid, on which two battery-electric locomotives and twelve wagons ran.” [4][5: p131]

Two 0-6-0ST locomotives ‘Gadie’ and ‘Illingworth’, head a goods train on the line. [12]

Decline

“The start of work on Scar House Reservoir led to an overhaul of existing stock. Seven of the original Metropolitan Railway coaches were upholstered and repainted, while the remaining five were used for the workmen.  [The] steam railmotor [Hill] … obtained in 1921, … had previously been owned by the Great Western Railway. It … was fitted with electric lights in 1923. It worked on the public section of the railway, and never travelled beyond Lofthouse. Numerous new and secondhand locomotives were purchased, most for use on construction work, but two, Blythe and Gadie, were fitted with vacuum brakes, and so worked goods trains from Pateley Bridge to Scar House, as well as passenger trains between Scar House and Lofthouse and sometimes Pateley Bridge.” [4][5: p133]

“Passenger trains for the residents of Scar village ran on Tuesdays, Thursdays and Saturdays, the mid-week ones connecting with ‘Hill’ at Lofthouse, and the Saturday ones running through to Pateley Bridge. The 1927 printed timetable showed five trains a day between Pateley Bridge and Lofthouse, but also showed the trains onwards to Scar Village, with a note that these were for exclusive use of residents. Saturday trains were hauled by Blythe or Gadie, but were banked at the rear by another engine above Lofthouse because of the steep gradients.” [4][5: p134]

The ‘Scar House special’, 0-6-0T locomotives ‘Milner’ and ‘Blythe’ with a goods train, banked in the rear by two other locomotives for the steep climb alongside the road towards Scar House. This was possibly a more substantial train than usual as it required 4 locomotives rather than the 3 mentioned above. Humphrey Household collection (1996-7886_526 DS160106), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]


“Traffic returns showed 106,216 journeys by workmen in 1921, and 41,051 by ordinary passengers. The figure for workmen was not declared after 1922, as the accommodation at Scar Village was available. The peak year for journeys was 1923, with 63,020, after which there was a gradual decline, with 24,906 journeys for the final nine months before closure. The line made a total operating loss of £36,435 between 1908 and 1924, and then made a modest profit until 1929. Fares were cut by one third in early 1929, in the face of competition from motor buses, and a decision was taken to close the line in April 1929.” [4][5: p

“An approach to the London and North Eastern Railway to take over the railway was unsuccessful, and on 31st December 1929, the railway closed to public passenger and goods services. The sections below and above Lofthouse continued to be run as a private railway. [5: p135] The Saturday train to Pateley Bridge for the residents of Scar Village continued until 1932.” [4][5: p133]

The line to Angram was severed by the works at Scar House in 1933. “By 1936, with construction completed, the railway was lifted, and a sale was held at Pateley Bridge on 1st March 1937, where everything was sold as a single lot. … At its peak, the Scar House reservoir project had employed about 780 men, and the population of Scar Village had been 1,135. By 1936, there were just eight houses occupied, and seven pupils at the school, which closed on 31st January 1938.” [4][5: p130 & 138]

A Journey along the Line

“The railway began in Pateley Bridge, close to the River Nidd, with the goods yard just to the north of the B6265 road. The passenger station was a little further north, and is now occupied by a road called ‘The Sidings’.” [4]

The Nidd Valley Light Railway Station, Transshipment Yard and Goods Yard at Pateley Bridge. 25″ Ordnance Survey of 1907/08, published in 1908. [9]
The Nidd Valley Light Railway Station Platform at Pateley Bridge in 1907. This image was shared on the Railways Around Harrogate & Yorkshire Facebook Group on 18th January 2024 by Ian McGregor, (c) Public Domain. [17]
The same area in the 21st century. ‘The Sidings’ is the cul-de-sac directly above the centre-bottom of the image. The new build further to the North is an extension to Millfield Street. [9]
The Sidings. [Google Street view, May 2024]
The extension to Millfield Street. [Google Streetview, May 2024]
The line’s Carriage Shed and Engine Shed sat to the North of the Station. 25″ Ordnance Survey of 1907/08, published in 1908. [9]
The same area in the 21st century. The area of the Carriage and Engine Sheds has now reverted to farmland. [9]

The line headed North “along the east bank of the river, and this section of it now forms part of the Nidderdale Way, a long-distance footpath. Wath station was just to the south of the minor road that crosses Wath Bridge, and had two sidings.” [4]

Wath Railway Station was on the South side of the road between the Corn Mill and Wath Bridge. 25″ Ordnance Survey of 1907/08, published in 1908. [14]
The same area in the 21st century. ESRI satellite imagery provided by the National Library of Scotland. [14]
Looking South from the minor road into the site of Wath Station. The station building is now a private home. [Google Streetview, May 2024]
The line North of the minor road was on a low embankment. [Google Streetview, May 2024]

“The footpath leaves the course of the railway before the station, and follows the bank of the river, crossing over the railway trackbed by Gouthwaite Dam.” [4]

The line passed close to the Northeast end of Gouthwaite Dam. 25″ Ordnance Survey of 1907/08, published in 1908. [15]
A very similar area in the 21st century. [Google Maps, October 2025]
Beyond the North end of Gouthwaite Reservoir, the route of the old railway can be seen from the minor road which links Coville House Farm to Bouthwaite. This view looks South from the road. The route of the old line is beyond the drystone wall in a shallow cutting. [Google Streetview, May 2024]
Turning through 90° to face West, the end of the cutting can be seen on the left of this image, the line ran on beyond the tree at the right side of the photograph. [Google Streetview, May 2024]
Further North along the same minor road, the old railway ran to the left of the drystone wall, between it and the electricity pole. [Google Streetview, May 2024]

“The trackbed was close to the shore of the reservoir, and the footpath rejoins it after a deviation to the north west. Ramsgill Station was at Bouthwaite, rather than Ramsgill, just to the south of Bouthwaite Bridge, where the Ramsgill to Bouthwaite road crosses Lul Beck.” [4]

Ramsgill Railway Station at Bouthwaite. 25″ Ordnance Survey of 1907/08, published in 1908. [16]
Approximately the same area as it appears on 21st century satellite imagery. The line can easily be picked out close to the bottom-right of this image, to the West of the minor road. The station area remains quite distinct! The route of the line continues Northwest on the North side of the minor road which enters centre-left. [Google Maps, October. 2025]
The Station Building at Ramsgill Railway Station in Bouthwaite, the main running line was to the right of the building and crossed the road to the right of the camera. [Google Streetview, May 2924]
Looking Northwest from approximately the same place these trees sit on the line of the old railway. Just North of the road, the line bridged the stream running through the village. [Google Streetview, May 2924]

“The footpath rejoins the trackbed briefly at Low Sikes, where there was a level crossing over the Ramsgill to Lofthouse road.” [4]

The level crossing adjacent to the River Nidd at Low Sikes. 25″ Ordnance Survey of 1907/08, published in 1908. [18]
The same location in the 21st century. Note the gap in the drystone wall bottom-right which sits on the line of the old railway. [18]
Looking Southeast along Nidderdale at Low Sikes. The redline approximates to the line of the old railway in the photograph. Foreshortening of the image significantly tightens the curve of the line. [Google Streetview, May 2024]
Looking Northwest alongside the River Nidd from Low Sikes. The line ran approximately straight ahead from the sign post in the foreground. [Google Streetview, May 2024]

The next significant location along the line was Lofthouse Station which sat on the South side of the village of Lofthouse, between the road and the river.

Lofthouse Railway Station sat on the Northeast bank of the River Nidd. The railway crossed the River Nidd on a bridge shared with the highway. [6]
A similar area in the 21st century. [6]
Lofthouse Railway Station building in 21st century, seen from the Southeast. [Google Streetview, May 2024]
Lofthouse Railway Station building in 21st century, seen from the Northwest. The railway and platform were on the right of the building. [Google Streetview, May 2024]
This road bridge over the River Nidd was once shared with the light railway, the red line shows the route of the line. [Google Streetview, May 2024]
Once across the river the line turned sharply to the North to follow the road to Scar House. It followed the West shoulder of the road with the River Nidd off to the East of the road. [Google Streetview, May 2024]

The metalled road is owned by Yorkshire Water but open to the public. The line continued North remaining on the West shoulder of the road.

The entrance at the lower end of Goyden tunnel. The nature of the terrain was challenging, as is evident in this picture, and downhill trains used the original line, which can be seen alongside the road. Humphrey Household collection (1996-7886_527 DS160107)), © National Science Museum and licenced for reuse under a Creative Commons Attribution-Noncommercial-ShareAlike (CC BY-NC-SA 4.0) licence. [10]
The same location in the 21st century. This bricked up tunnel was designed to avoid possible accidents. Northbound trains used the tunnel, Southbound trains used the original railway alignment which included a sharp bend just North of this location. [Google Streetview, May 2024]

“The bricked up tunnel can be seen about 2 miles (3.2 km) from Lofthouse, where the road and river turn sharply west. There is a picnic spot near the southern portal of the tunnel.” [4]

Beyond Goyden Tunnel the original line (still used by Southbound trains after the tunnel was built) bears sharply to the West. [Google Streetview, May 2024]
Before the tunnel was constructed a short passing loop was provided on the sharp bend. It was not long enough to allow any significant trains to pass but it mitigated the risk of collision! [19]

Images from two different OS sheets surveyed in the late 1920s show the tunnel noted above. [20]

The line from this point on travelled in a westerly direction. Originally the railway ran through the site of Scar House Reservoir as far as Angram Reservoir. Travellers on the railway would have been able to look down and see a small reservoir formed to secure the intake of the pipeline which served Bradford. Its Dam was called the Nidd Intake Dam.

The Nidd Intake Dam and Reservoir. 25″ Ordnance Survey of 1907/08, published in 1908. This reservoir was swamped by the later Scar House Reservoir. [22]
This map extract comes from the 6″ Ordnance Survey of 1907 which was published in 1910. The Light Railway has been built but there is no sign of construction work on the Angram Reservoir. [23]
A much later OS Map (1956) showing Angram Reservoir with the route of the old railway marked by red dashes. Note that Scar House Reservoir intrudes at the top-right of this map extract. [24]

At Scar Village there is another picnic spot and a car park. The railway followed the most northerly of the two tracks at this point.

A relatively low grade image showing the area close to Scar House Reservoir on which Scar Village was built. The original line of the railway in the track on the northside of the site of the village. The village historical survey report from which this image has been taken provides details (In some depth) of the site of the village and can be found here. [25]

“At Scar Village there is [a] picnic spot and a car park. The railway followed the most northerly of the two tracks at this point. Another track down to the weirs follows the course of one of the zig-zag tracks across the valley. A footpath crosses the dam to the north side of the lake, where the incline to the quarry is still clearly visible. Another road, open to the public on foot, follows the trackbed along the southern edge of Scar House Reservoir, to reach Angram dam. The course of the railway is clearly visible on the modern 1:25,000 Ordnance Survey map for almost the entire length of the railway.”[4]

A short video about Scar Village and the work on Scar House Dam. [21]

References

  1. The Why and the Wherefore; in The Railway Magazine, February 1952; Tothill Press, Westminster, London, p142-144.
  2. https://www.walkingintheyorkshiredales.co.uk/Nidd%20Valley%20Light%20Railway.htm, accessed on 8th October 2025.
  3. D. J. Croft; The Nidd Valley Railway, Locomotion Papers No. 55 (Revised); Oakwood Press, 1987.
  4. https://en.wikipedia.org/wiki/Nidd_Valley_Light_Railway, accessed on 8th October 2025.
  5. Harold Bowtell; Lesser Railways of the Yorkshire Dales; Plateway Press, Gainsborough, 1991.
  6. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=54.15660&lon=-1.84733&layers=168&b=ESRIWorld&o=100, accessed on 9th October 2025.
  7. https://maps.nls.uk/view/125631997, accessed on 10th October 2025.
  8. https://maps.nls.uk/view/125632021, accessed on 10th October 2025.
  9. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=54.09027&lon=-1.76397&layers=168&b=ESRIWorld&o=100, accessed on 10th October 2025.
  10. https://blog.railwaymuseum.org.uk/in-pictures-constructing-the-scar-house-dam, accessed on 11th October 2025.
  11. https://www.realyorkshireblog.com/post/the-story-of-scar-house-reservoir-the-pop-up-village-of-scar-and-the-lost-village-of-lodge, accessed on 11th October 2025.
  12. https://chasewaterstuff.wordpress.com/tag/pateley-bridge, accessed on 11th October 2025.
  13. https://transportsofdelight.smugmug.com/RAILWAYS/RALWAYS-EXCLUDED-FROM-THE-1923-GROUPING/NIDD-VALLEY-RAILWAY, accessed on 11th October 2025.
  14. https://maps.nls.uk/geo/explore/#zoom=16.8&lat=54.10586&lon=-1.77865&layers=168&b=ESRIWorld&o=0, accessed on 12th October 2025.
  15. https://maps.nls.uk/geo/explore/#zoom=16.5&lat=54.11162&lon=-1.78536&layers=168&b=ESRIWorld&o=92, accessed on 12th October 2025.
  16. https://maps.nls.uk/geo/explore/#zoom=17.1&lat=54.13617&lon=-1.81524&layers=168&b=ESRIWorld&o=100, accessed on 12th October 2025.
  17. https://www.facebook.com/photo/?fbid=7478382078862607&set=gm.1030871587986998&idorvanity=371639250576905, accessed on 13th October 2025.
  18. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=54.14957&lon=-1.83232&layers=168&b=ESRIWorld&o=100, accessed on 13th October 2025.
  19. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=54.18475&lon=-1.85057&layers=168&b=ESRIWorld&o=100, accessed on 13th October 2025.
  20. https://maps.nls.uk/view/125630530 & https://maps.nls.uk/view/125630539, accessed on 13th October 2025.
  21. https://youtu.be/8K0yOBaESSo, accessed on 13th October 2025.
  22. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=54.18780&lon=-1.90902&layers=168&b=ESRIWorld&o=100, accessed on 13th October 2025.
  23. https://maps.nls.uk/geo/explore/#zoom=16.2&lat=54.18299&lon=-1.93299&layers=6&b=ESRIWorld&o=100, accessed on 13th October 2025.
  24. https://maps.nls.uk/view/189181725, accessed on 13th October 2025.
  25. http://uppernidderdale.org.uk/wp-content/uploads/2015/10/Scar-Village-Historic-Environment-Survey-Report.pdf, accessed on 13th October 2025.

The Railways of Skye and Adjacent Islands – Part 5 – The Quartzite (Silica) Quarry Tramway at Ord

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There was a short tramway in the quartzite quarry close to Ord which was operational in the mid-20th century. …

The small village of Ord sits on the Northwest side of the Sleat Peninsula. [1]
The small building shown on this map near to Coille a’ Chuaraidh is the approximate location of the quarry. [6]
A road from the village runs Southeast across the Sleat Peninsula. The quartzite quarry was on the North side of the road at Coille a’ Chuaraidh. [1]

J.G. Stein & Co. of Bonnybridge commenced quarrying at Ord, Sleat Peninsula, Isle of Skye in 1944 and this continued until 1960. Silica was extracted from the quartzite ore and used as a heat resistant substance in industrial furnaces, fire bricks, cements, boilers etc. Only the explosives store and a storage building, now used as a bothy, survive. [1]

Ore was removed from the quarry in trucks that ran on a very short rail track to the road where it was loaded onto lorries and taken to the pier at Armadale. The ore was then loaded into a waiting puffer (coastal trading boat). [1]

The high cost of transport away from Skye meant that the quarry was uneconomic and it closed in 1960. [2]

The tramway/railway was very short – only 110 metres in length. [4]

The Ord Quartzite Quarry in 2024, © Copyright Richard Webb and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [7]
A stone shed at Ord Quarry which remained in use in 2010, although Ord Quartzite Quarry was disused, © John Allan and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [8]

Rolling Stock

The tramway was operated by manpower, no mechanical propulsion was employed. Rolling stock consisted of a number of wooden-framed tipper wagons, allegedly used on the Skye Marble Railway. [3]

This image is a postcard view of the Skye Marble Quarry.At the centre of the image is one of the tipper wagons used at Kilchrist and which may well have been bought for use at Ord Quarry. [5]

Until the 1970s, there were a number of these wagons gradually deteriorating on the beach at Ord, although there is no longer any sign of them. [4]

References

  1. https://her.highland.gov.uk/Monument/MHG55558, accessed on 3rd June 2025.
  2. http://www.sleatlocalhistorysociety.org.uk/index.php/township/36, accessed on 3rd June 2025.
  3. https://hlrco.wordpress.com/scottish-narrow-gauge/constructed-lines/skye-marble-railway, accessed on ,3rd June 2025.
  4. https://hlrco.wordpress.com/scottish-narrow-gauge/constructed-lines/ord-quarry-tramway, accessed on 3rd June 2025.
  5. https://www.facebook.com/share/1G4ECRkrPn, accessed on 1st June 2025.
  6. https://helpful-mammal.co.uk/2018/07/29/cxcv-armadale-to-isleornsay, accessed on 3rd June 2025
  7. https://www.geograph.org.uk/photo/7761899, accessed on 3rd June 2025.
  8. https://www.geograph.org.uk/photo/2102114, accessed on 3rd June 2025.

The Railways of Skye & Adjacent Islands – Part 3 – The Skye Marble Railway

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The featured image for this article is the only photograph I have been able to find of ‘Skylark’, the locomotive which for a matter of only a few years operated on the Skye Marble Railway. Further notes about the locomotive can be found in this article. This information board across the road from Kilchrist Church, features Skylark at the head of a train of wagons. [5]

Some sources say that in 1904, an aerial ropeway was constructed to transport marble to Broadford Pier from Kilchrist Quarries (alternatively known as Kilbride Quarries or Strath Suardal). The quarries were used to excavate marble. [1][2] Other sources talk of the line being worked first by horses. [14] There was an incline between the upper and lower Quarries at Kilchrist which appears to have been rope-worked. It is most likely, given the length of line from Kilchrist to the quay at Broadford and the relatively shallow gradients, that the line from the marble works down to Broadford was worked by horses, but it is entirely possible that an aerial ropeway was employed. Nothing remains of the line beyond the formation which now carries a footpath once South of Broadford, and, as will be seen below, some rails in the surface of the pier at Broadford.

The main length of the line was converted to a tramway/railway in 1910. It was, in total, over 6 km in length. [4] Some sources quote 3.5km [viz. 2] and probably take that length from the length of the footpath which follows the route of the old railway. The Skye Marble Railway was a 3 ft (914 mm) narrow gauge [5] line which only operated from circa. 1910 to 1912/1913. [6][7]

The Northern half of the Skye Marble Railway as shown on railmaponline.com’s satellite imagery. [8]
The Southern half of the Skye Marble Railway as shown on railmaponline.com’s satellite imagery. [8]

A closer look at the line

We start at the pier/quay at Broadford.

Remnants of the old railway can be seen in the road surface at the East end of the pier at Broadford. [Google Streetview, 2012]
Looking West from the same location towards the landward end of the pier a short section of rail can be seen in the bottom-left of the photograph. The alignment of the railway shown on railmaponline.com’s satellite imagery above suggests that the railway ran uphill from the pier to a point beyond the houses shown on the left of this image before then turning South. It seems more likely to me that the old railway turned South immediately at the end of the pier. [Google Streetview, 2012]
Looking West from the West end of the pier the gradient ahead is more evident. Railmaponline.com shows the old railway turning South close to the boat which can be seen at the end of the tarmac ahead. It is this route that appears in the video at the conclusion of this article. I could find no clear evidence of the route taken by the railway but it seems to me that it is more likely that the railway ran immediately adjacent to the shore as it travelled South. If so, then there is a footpath which follows the old railway. This can be seen in the bottom-left of this image. [Google Streetview, 2012]
The footpath adjacent to the seashore which probably follows the line of the old railway. The footpath runs from this location as far as the mouth of the River Broadford. [Google Streetview, 2012]
The steam locomotive ‘Skylark’ which was used to transfer marble from the Kilchrist quarries to Broadford. The locomotive is probably standing close to the landward end of the pier at Broadford. ‘Skylark’ was a Hunslet Engine Company 0-4-0ST locomotive (manufacturer’s No. 564) which was built in 1892. It was acquired second-hand from Ireland where it had been used in construction of the County Donegal Railway and various contractors projects. It was finally scrapped in 1925 after having been owned by two further contracting companies. [4][5] This image was shared on the Elgol and Torrin Historical Society Facebook Page on 27th May 2024, © Public Domain. [14]

It seems appropriate at this point to take a break from our journey along the line to find out as much as possible about the locomotive which was used on the Skye Marble Railway for a short time in the early 20th century. The website of the Industrial Railway Society (IRS) has some more information about this locomotive which the Skye Marble Company knew as ‘Skylark’. … The engine was first known as ‘Bruckless’, the notes which follow come from the IRS archives and were pulled together by D. Cole in 1965, in part from work undertaken by Dr. Iain D. O. Frew: “Delivered to T.S. Dixon in May 1892 through the agency of Josiah Buggins as ‘Bruckless’ for the Donegal-Killybegs contract of the County Donegal Railways, it was sold in 1894 after the completion of the contract and later worked for the Preston Corporation Waterworks Department on the construction of the Spade Mill No.1 Reservoir at Longridge. There it was named ‘Skylark’. Subsequently, in 1907, it went … to the Skye Marble Company and was used firstly by a contractor in building the Company’s railway from Torrin to Broadford, and then, from 1909, to work the railway itself. In 1913, following the failure of the quarries, the line was lifted and the locomotive sold to W.N. Jackson, a Glasgow metal merchant. He in turn sold it to J. Mackay, contractor for the Roundwood Reservoir in County Wicklow. This contract passed to H. & J. Martin Ltd. in 1915, and after its completion in 1925 the locomotive was scrapped.” [15]

D. Cole undertook further research into Hunslett’s records and was able to ascertain that “from July 1897 – the date from which the earliest detailed Hunslet spares records have survived – to March 1905 spares were sent to the Newcastle & Gateshead Waterworks. Delivery was sometimes to Otterburn, and the name of the locomotive was frequently quoted as ‘Bruckless’. No name was quoted by Preston Corporation when ordering spares between March 1907 and March 1910.” [15]

Cole was also able to confirm that:

  • from November 1910, spares were sent to W.R. Herring with the locomotives name quoted as ‘Dilworth’; [15]
  • in January 1911 and May 1911, spares were sent to Skye Marble Ltd. but no name was quoted; [15]
  • in August 1913, spares were ordered for the locomotive named ‘Skylark’ by W.H. Jackson, Glasgow, but sent to Mr. Easter, Skye Marble Cottages, Broadford, Isle of Skye; [15]
  • from May 1914 to May 1916, spares were sent to John Mackay, Dublin Waterworks, Roundwood, Co. Wicklow; [15] and
  • the last spares of all were sent out in January 1921 to H. & J. Martin Ltd., Roundwood Reservoir. – K.P.P. [15]

We now continue the journey along the old railway route. …

This view looking South towards the village of Broadford shows the footpath below the road (to the left beyond the dwarf wall) which probably follows the line of the old railway. [Google Streetview, December 2021]

The alignment of the railway which I have proposed here is supported by Railscot. On their page about the railway the alignment is shown adjacent to the shore rather on the higher ground to the West. [7]

The probable route of the old railway continues along the seashore. [Google Streetview, December 2021]
As can be seen in this image, while the road gains height on its way towards the village, the presumed route of the old railway keeps its place and level close to the water. [Google Streetview, December 2021]
The footpath following the line of the old railway can be seen at the centre of this image. [Google Streetview, December 2021]
It curves round between the road to the pier and the water’s edge. [Google Streetview, December 2022]
And runs away from the road towards its bridge over the River Broadford. [Google Streetview, December 2021]
The descriptive sign close to the footbridge in Broadford during its construction in 2010, © Richard Dorrell and licensed for reuse under a Creative Commons Licence {CC BY-SA 2.0). [9]
The footbridge under construction in 2010, the Skye Marble Railway bridge was on this site. One of the abut.rnts of the railway bridge remained in position. It can be seen on the right side of this image, just above the water line, © John Allan and licensed for reuse under a Creative Commons Licence. (CC BY-SA 2.0). [10]
The completed footbridge, seen in December 2012, which sits on the line of the Skye Marble Railway at the same location as the railway bridge, © Richard Dorrell and licensed for reuse under a Creative Commons Licence {CC BY-SA 2.0). [11]

The yellow-brick abutment on the Northside of the river is original, the modern footbridge sits on that abutment but is on a different alignment to the old railway. There is no remaining abutment on the South side of the river, so a new smaller abutment was constructed to support the footbridge. A comparison is made and pictures are provided, on this site. [5] The photographs towards the bottom of that webpage give an idea of the alignment of the old railway bridge. Which crossed from the North abutment to a point on the South bank of the River Broadford marked by the young tree in the image below.

The modern footbridge sits on one of the abutments of the old railway bridge beyond the river in this picture. The old railway bridge spanned the river on a line between the North abutment and the young tree, in leaf, at the centre of this image which looks North from the A87. [Google Streetview, May 2022]

From the South bank of the river and running South the line shown on railmaponline.com’s satellite imagery seems to be realistic, following, as it does, a curved route to the East of the location pictured above. …

Crossing the modern A87, the old railway ran Southeast crossing the modern Glen Road (which did not exist at the time the railway was operating) close to Broadford (Church of Scotland) Church and then curved round to the East of Strath Suardal Way (which also did not exist when the railway was working). [8]

The next two images show the formation of the old railway on a low embankment on the East side of Strath Suardal Way.

This photograph was taken at the roundabout looking South-southwest along Strath Suardal Way. The low embankment runs behind the street lighting. [Google Streetview, December 2021]
Further along Strath Suardal Way and looking Southwest, the low embankment is again visible blue beyond the street lighting columns. [Google Streetview, December 2021]
Towards the end of Strath Suardal Way the line of the old railway turned away to the Southwest. [8]
The old Railway’s route runs through the evergreen trees on the left side of this West-southwest facing photograph. [Google Streetview, December 2021]
The line then ran over open moorland to the East of the road to Elgol (the modern B8083). [8]
Initially the route of the old railway and the modern B8083 converge as they head South-southwest. [8]
The footpath access to the line of the old railway can be seen just as the old railway route and the B8083 begin to diverge. [8]
The footpath access to the line of the old railway as seen from the B8083. Just beyond the second gate the footpath turns to the right and follows the old railway formation. The first length of the footpath runs through a protected plantation of young trees. [Google Streetview, December 2021]

The four photographs immediately below show the first few hundred metres of the footpath along the old railway – as far as the plantation boundary fence which can be seen beyond the two low gateposts in the fourth photograph.

This series of four photographs (above) show the first few hundred yards of the path along the line of the old railway. [My photographs, 5th May 2025]
The next length of the line continues to the Southwest. [8]
Looking back along the line of the old railway towards the plantation area. [My photograph, 5th May 2025]
Looking ahead along the line of the old railway – it can be seen curving round along the flank of the hillside as shown on the next railmaponline.com satellite image below. [My photograph, 5th May 2025]
A few hundred metres Southwest along the line of the old railway. [My photograph, 5th May 2025]
Looking back round the curve of the old railway towards Broadford. [My photograph, 5th May 2025]
And the line curved to the West towards the B8083 running along the flank of the hillside on a steady climbing grade. [8]
Heading West on the line of the old railway. [My photograph, 5th May 2025]
Close to the point where the line curved round to the Southwest again, at the left edge of the satellite image above, © David Medcalf and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [12]
Back on a Southwesterly heading, the old railway continued its gradual climb [8]
Close to the top of the satellite image immediately above, this is the view Southwest along the old railway formation. [My photograph, 5th May 2025]
Continuing on a Southwesterly course, railmaponline.com shows the old line continuing up the valley. [8]
Close to the top of the satellite image immediately above, this view looks Southwest along the line of the old railway. [My photograph, 5th May 2025]
A few hundred metres further Southwest, and continuing to look Southwest along the old railway formation. [5th May 2025]
The building visible on the last few Southwesterly facing photographs is Swardale House B&B. [My photograph, 5th May 2025]
The view Northeast from the same location as the picture immediately above. [My photograph, 5th May 2025]
Again looking Southwest, Swardale B&B is on the right edge of this photograph, with the old line running ahead. [My photograph, 5th May 2025]
Looking back towards Broadford from the same location with the B8083 on the left. [My photograph, 5th May 2025]
The first junction on the old railway saw a line branch off the main line to the quarries, to serve the Marble Works. The extent of what was once railway land is still evident on the satellite images from railmaponline.com. The main line to the quarries curves away to the South. [8]

When marble was discovered near Kilchrist in Strath Suardal on the slopes of Ben Suardal about 3 miles (5 kilometres) Southwest of Broadford, a large factory was built near the quarry for cutting and polishing the quarried blocks. The Marble was formed by the heating of limestone by igneous intrusions in the Tertiary Era. It appears that small scale workings were active as early as the 18th century, developing throughout the 19th century. [14]

“On level ground by the South side of the Broadford to Torrin road are the remains of an industrial complex belonging to the old marble quarries. The remains consist of a ruinous concrete shed/warehouse 60m long, a railway platform, traces of the railway line and sidings, and four brick-built circular bases 2.4m in diameter.” [17]

The branch to the Marble Works as shown on railmaponline.com’s satellite imagery. I am not sure of the source of the mapping of the old railway. The yellow line superimposed by railmaponline.com onto the Google satellite imagery does not take account of the island platform which can be seen on the Northwest side of the Marble Works. It doe however follow the boundary lines evident on the satellite imagery. [8]
Pulling out somewhat to look at a larger area round the works, and removing a length of railmaponline.com’s superimposed yellow line, there appears to be a whole series of man-made markings on the landscape. It is possible to imagine a series of sidings at this location. Clearly there was some sort of connection between the platform to the Northwest of the main Works’ building and the line to the site which seems most probably to have run along the Southeast side of the Works. [Google Maps, June 2025]
A much closer view of the remains of the Marble Works and railway platform at Kilchrist. The edges of the platform are clearly visible in the top-left of the satellite image. The Southeast wall of the main building remains forming a shelter for a small modern yard. [Google Maps, June 2025]
The platform as it appears on Google Earth and Streetview. [Google Streetview, December 2021]
The platform edge at the Skye Marble Works near Kilchrist Quarries in the hills above Broadford, © Lesbardd and licensed for reuse under a Creative Commons Licence (CC BY-SA 4.0). [13]
The Southeast wall of the abandoned Marble Works. [Google Streetview, December 2021]
Associated structural remains. [Google Streetview, December 2021]

Sadly, very little detail about the layout of the site and its railways appears to have survived.

We return to the junction to follow the line up to the quarries which deviates sharply from the line to the Marble Works.

The line to the quarries heads South from the line to the Marble Works. We might imagine that ‘Skylark’ managed its train down from the quarries sitting to the North end of a train of wagons, before reversing back down the line to the Marble Works. [8]
Beyond a single gate, the line to the quarries ran across open farmland towards the quarries. [My photograph, 5th May 2025]
Looking East from the line to the quarries towards the erstwhile Marble Works. [My photograph, 5th May 2025]
Further South along the line to the quarries. [My photograph, 5th May, 2025
Further South again. [My photograph, 5th May 2025]
Further along the flank of the hills to the South. [My photograph, 5th May 2025]
Looking back along the old line again towards Broadford. [My photograph, 5th May 2025]
This next extract from the railmaponline.com’s satellite imagery shows the line closing in on the quarries at the end of the line. A very short branch served the lowest level, with the line continuing through the lower quarries on to an incline which was rope-worked and served the upper quarry. [8]
The junction shown on the satellite image extract above. The lower line on the right served the crusher location and some earlier earthworks. The climbing main line headed on through the quarries as it continued South. [My photograph, 5th May 2025]
Further down the short branch towards the crusher, looking South. [My photograph, 5th May 2025]
Turning round to look North along that short branch. [My photograph, 5th May 2025]
The view West, down through the lower quarry towards the crusher and earlier workings, © Ian Taylor and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [16]
The line continued South beyond the lower quarry as a rope-worked incline. [8]
The location of the lower quarry which appears at the top of the last satellite image. [Google Earth, June 2025]
Postcard image of the marble quarry at Kilchrist. One of the wagons used on the railway can be seen at the centre of the image. The rail tracks were 3ft gauge. This image was shared on the Elgol and Torrin Historical Society Facebook Page on 27th May 2024, © Public Domain. [18]
The crusher sat in the midst of dramatic scenery! [My photograph, 5th May 2025]

From adjacent to the lower quarry, with its own branch, spoil heaps and concrete bases, [22] the line continued South but as a rope-worked incline.

Looking South up the incline towards the upper quarry. [My photograph, 5th May 2025]
The view South up the incline to the upper quarry. This image is embedded from here. [19]. Clicking on the image takes you directly to the original image which is one of a series of photographs of the route of the old railway can be found here. [5]

In a rocky cleft immediately to the East of the track to Boreraig, are the remains of two former dynamite stores, one within the other. The older, larger building with walls of rubble construction, envelopes a smaller concrete blockhouse. Close to these are the remains of the ot for the winding wheel for the rope-worked incline.

The winding wheel pit at the top of the rope-worked incline that linked the upper and lower Kilchrist quarries, © Sheila (swanscot.wordpress.com) and used by kind permission. [23]

Also located at the upper quarry (but of which I did not get photographs) are two machinery stands:

  1. 2m square with 11 bolts protruding
  2. 6.5m by 5.2m with 4 stanchions protruding.

The Demise of the Line

The operation was not a commercial success. The railway line was abandoned by 1914 when the operating company became bankrupt. The line was offered for sale as part of the liquidation of the business. The sale comprised a 9½-in, 4-wheeled locomotive, 500 tons of 35 pounds (16 kg) and 56 pounds (25 kg) flat-bottomed rail and 9,000 6-foot creosoted sleepers. [4][20]

Extracting the marble proved difficult and expensive and quarrying finally ended here in 1939. [21]

A short video about the line. [24]

References

  1. https://canmore.org.uk/site/75416/skye-broadford-kilchrist-quarries, accessed on 4th May 2025.
  2. https://www.isbuc.co.uk/Sights/Rail.php, accessed on 4th May 2025.
  3. https://www.hows.org.uk/personal/rail/incline/sky.htm, accessed on 4th May 2025.
  4. https://en.m.wikipedia.org/wiki/Skye_Marble_Railway, accessed on 5th May 2025.
  5. https://hlrco.wordpress.com/scottish-narrow-gauge/constructed-lines/skye-marble-railway, accessed on 5th May 2025.
  6. https://web.archive.org/web/20120307102020/http://www.ambaile.org.uk/en/item/item_writtenword.jsp?item_id=15980, accessed on 5th May 2025.
  7. https://www.railscot.co.uk/companies/B/Broadford_Marble_Quarry_Railway, accessed on 5th May 2025.
  8. https://www.railmaponline.com/UKIEMap.php, accessed on 5th May 2025.
  9. https://www.geograph.org.uk/photo/1956455, accessed on 6th May 2025.
  10. https://www.geograph.org.uk/photo/1944765, accessed on 6th May 2025.
  11. https://www.geograph.org.uk/photo/2732942, accessed on 6th May 2025.
  12. https://www.geograph.org.uk/photo/7490601, accessed on 1st June 2025.
  13. https://commons.m.wikimedia.org/wiki/File:Marbleplatform.jpg, accessed on 5th May 2025.
  14. https://www.facebook.com/share/p/18nfSEb5Tz, accessed on 1st June 2025.
  15. https://www.irsociety.co.uk/Archives/8/ireland.htm, accessed on 2nd June 2025.
  16. https://www.geograph.org.uk/photo/6174399, accessed on 2nd June 2025.
  17. https://her.highland.gov.uk/api/LibraryLink5WebServiceProxy/FetchResourceFromStub/1-2-3-6-5-8_bbb88b186fd2f2b-123658_cfeb7c1add15a5b.pdf, accessed on 1st June 2025.
  18. https://www.facebook.com/share/1G4ECRkrPn, accessed on 1st June 2025.
  19. https://farm8.staticflickr.com/7410/8725631309_1419a300d2.jpg, accessed on 2nd June 2025.
  20. https://www.britishnewspaperarchive.co.uk/viewer/bl/0000540/19130628/370/0003, paid subscription required (3rd June 2025).
  21. https://www.scottish-places.info/towns/townfirst9418.html, accessed on 3rd June 2025.
  22. https://canmore.org.uk/site/74987/skye-kilchrist-lower-quarry, accessed on 3rd June 2025.
  23. https://wp.me/pusRh-Qj, accessed on 5th May 2025
  24. https://youtu.be/EA_XhkwQwNc, accessed on 13th April 2025.

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

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

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

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

Writing in 1950, Evans says that:

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

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

The Giants’ Causeway, Portrush, & Bush Valley Railway & Tramway Company. [1: p 185]
The Portrush Railway Station in the 1890s. The tramway terminus is in the foreground and on the left of this image, © W. Lawrence, Public Domain. [4]
A similar view in the 21st century. [Google Streetview, July 2023]

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

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

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

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

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

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

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

Evans tells us that:

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

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

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

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

Evans continues:

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

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

The main line station at Portrush appears in this map extract from the 6″ Ordnance Survey revised 1931 and published in 1934. The tramway terminus can be seen in Eglington Street. A harbour tramway can be seen on the West side of the Station. The Giants’ Causeway tramway ran North on Eglington Street before turning sharply to the right.[19]
The sharp turn to the right can be seen at the bottom of this extract from the 6″ Ordnance Survey. This is a different map sheet to the one above, also revised in 1931 but published in 1935. The tramway ran Southeast on Causeway Street. [20]
The area of Portrush covered by the map extracts above, as it appears on 21st century satellite imagery. The station is on the left, alongside Eglington Street, Causeway Street runs Southeast from close to the top-centre of the image. [Google Maps, January 2025]
Eglington Street looking North with the railway station on the left and a tram in the centre of the image, © Public Domain. [21]
Looking North along Eglington Street with the railway station on the left. [Google Streetview, July 2023]
The tramway turned sharply to the right at the junction shown in this photograph. The road beyond the memorial and leaving the right side of the image, is Causeway Street which the tramway followed out of town. [Google Streetview, July 2023]
A tram negotiating the tight curve close to the Methodist Church in Portrush, © Unknown. [21]
A very similar view in the 21st century. [Google Streetview, July 2023]
Looking Southeast along Causeway Street in the 21st century. [Google Streetview, July 2023]
Causeway Street led out of Portrush to the Southeast. The Gas Works sat on the North side of the tramway with the tramway depot just to the East. The depot was provided with two connections to the tramway. [19]
Looking North from Causeway Street at the tram depot building, © Public Domain. [21]

Evans continues:

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

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

The tramway depot can be seen on the left side of this extract from the 6″ Ordnance Survey revised in 1931 and published in 1934. Top-right of the extract the tramway is back very close to the coast. [19]
White Rocks and the coast are just to the North of the edge of the map sheet. [22]
The junction on the left of the map extract is shown in this view which looks Northeast towards the sea. [Google Streetview, September 2022]
The tramway ran East along the coast and the White Rocks.[20]
Beyond the White Rocks it ran a little further from the cliff edge passing on the landward side of Dunluce Castle and Dunluce House and then on the seaward side of Gallows Hill. [20]
A steam-powered tram runs towards the Causeway and is seen here passing Dunluce Castle in 1890, © W. Lawrence, Public Domain. [3]

Evans continues, again:

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

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

The tramway dropped back to the cliff edge at Gortnabane Cove and Peggy’s  Hole before turning inland. [20]
Gortnabane Cove and Peggy’s Hole as they appear on Google Maps. [Google Maps, January 2025]
The view out to sea from the sharp bend on the A2 which appears on the satellite image above. The tramway ran along this section of road. [Google Streetview, September 2022]
Turning away from the coast the tramway headed for Bushmills. This is the next 6″ OS Sheet to the East. It was revised in 1921 and published in 1935. [23]
A close up of the station at Bushmills (bottom-right). The branch to the Giants’ Causeway runs away North at the West end of the station site. The road to the South side of the station became the A2. [23]
The same location in the 21st century. The station occupied the area between the A2 and Ballaghmore Road. The tramway serving the Giants’ Causeway headed away to the North on a curve just to the West of the station building which is now a private home. The building show under the lilac flag for a Red Phone Box straddles the line of the old tramway. The tramway then crossed Ballaghmore Road before turning the Northwest to run adjacent to the road. [Google Maps, January 2025]
A tram on the curve heading off to the left of the door image for Giants’ Causeway, the original station was located off to the right of this image alongside the modern A2, © Public Domain. [21]
The location of the old Bushmills Tram Station. The station buildings are now a private home. [Google Streetview, June 2023]

Evans continues:

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

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

Looking North from Ballaghmore Road along the line of the old tramway. A modern standard gauge tourist line makes use of the formation of the old tramway from this level caution to its old terminus close to the Giants’ Causeway. The station platform for this modern railway can be seen on the right side of this image.  The tourist line was still in operation in December 2024. [Google Streetview, June 2023]
The line North of Bushmills ran on an independent formation over private land. For a distance it ran on the Northeast side of Ballaghmore Road before turning to the Northeast. It ran on the Northwest side of Bush River to the Victoria Jubilee Bridge. This is the 6″ Ordnance Survey again, revised in 1921 and published in 2935. [23]
The line ahead, at the end of the modern station car park. A footpath closely follows the line of the railway. [Google Streetview, June 2023]
For a few hundred metres the line runs parallel to Ballaghmore Road. It then turns away to the Northeast running across open country. [Google Streetview, June 2023]
The Victoria Jubilee Bridge was a fine lattice girder structure, carried on masonry piers, the centre span was 70 feet long and about 25 feet above the river. The extension to the Causeway opened in 1887 and as this was Queen Victoria’s golden jubilee year, Mr Traill named the bridge ‘The Victoria Jubilee Bridge’. It was constructed by P & W MacLennan at their Clutha Iron Works in Glasgow, the bridge withstood the test of time facing as it did Atlantic storms and sea spray.  It was finally demolished by the army in the 1970’s and replaced by a footbridge – now since itself replaced – by a new railway bridge for the heritage railway,© Public Domain. [21]
The relatively new replacement bridge over the River Bush as it appears on Google Earth (3D). The heritage line has a passing loop  on the North side of the river. [Google Earth, January 2025]
The 11.30am on 14th August 2012 from Bushmills passing the little-used (and rusty) Bushfoot Golf Links loop bound for the Causeway. This section, close to the public path and Bushfoot golf course is passed at walking pace, © Albert Bridge and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [26]

And, Evans again:

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

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

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

An enlarged detail from the OS map above showing the Causeway terminus of the line. [23]
The terminus of the modern preservation line sits on the site of the old terminus. It has a slightly more significant footprint! [28]
A number of carriages/trailers standing at the Causeway Hotel terminus of the line, © W. Lawrence, Public Domain. [7]
Another view of the terminus. The unique tramway terminal building was constructed of corrugated iron (known locally as ‘wriggly tin’) and served as both booking office and waiting room. It had a steeply pitched roof curving up to a sharp point when viewed on the gable and had been purchased in and brought from Switzerland at a cost of £400, © Public Domain. [21]

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

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

Operation

Evans describes the operation of the original line:

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

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

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

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

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

Rolling Stock

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

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

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

The electric stock was all single deck, single truck:

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

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

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

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

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

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

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

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

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

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

A motorised tramcar on display at Cultural, © Milepost98 and licenced for use here under a Creative Commons Licence (CC BY-SA 4.0). [15]
A trailer car on display at Cultural, © Milepost98 and licenced for use here under a Creative Commons Licence (CC BY-SA 4.0). [16]

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

Evans concludes:

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

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

Preservation

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

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

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

Rolling Stock

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

The Locomotives owned by the preservation line. [27]

References

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

The Cavan and Leitrim Railway at Dromod again. …

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

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

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

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

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

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

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

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

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

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

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

Dromod Iarnrod Eireann Railway Station seen from the road-bridge over the approach to the station from the South. The Cavan & Leitrim Station building is hidden behind the mainline building. The Goods Shed associated with the mainline station can be seen beyond the footbridge sitting at the end of the platform. [Google Streetview, September 2019]
A platform level view of the Iarnrod Eireann Station looking North. The Cavan & Leitrim Railway Station sits behind the Station buildings in this view. Just visible above the train is the roofline of the mainline Goods Shed. [1]
The Station Approach seen from the East. The Cavan & Leitrim Railway terminus can be seen on the right of the picture, the Iarnrod Eireann Station building is on the left. [Google Streetview, May 2009]
The Cavan & Leitrim Railway terminus buildings at Dromod as seen from the Station Approach to the mainline station. The platform face was approximately on the line of the picket fence.[Goggle Streetview, May 2009]
The street side approach to the station building. The photograph is taken looking North. [My photograph, 6th May 2023]
The two stations as they appear on the 25″ OSi survey of the early 20th century. The northern approach to each station seems to have been guarded by an abattoir! [2]
Three enlarged extracts from the same mapping make it easier to pick out details at the two station sites. North of the mainline Goods Shed, there appears to have been a goods transfer platform with the 3ft gauge siding on its East side and an Irish standard-gauge line on its West side. These three map extract do not properly show the Cavan & Leitrim Railway carriage and engine shed. The next map extract shows both these buildings which were to the North of the passenger facilities. [2]
This map extract from the 25″ OSi survey shows the Cavan & Leitrim carriage shed, engine shed and turntable close to the centre of the image, the standard-gauge Goods Shed and the transfer platform are to the left of the image. [2]

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

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

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

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

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

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

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

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

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

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

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

The information sheet on the side of Carriage No. 47c. [My photograph, 6th May 2023]
Carriage No. 47c alongside the platform at Dromod. This photograph was shared on The 3ft Gauge Enthusiasts Facebook Group by Philip Bedford on 2nd October 2021. [6]
The Cavan & Leitrim Railway logo on the side of Carriage No. 47c. [My photograph, 6th May 2023]
Ex-Bord Na Mona locos at Dromod on Saturday 22nd April 2023, © Gareth James and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [7]
More ex-Bord Na Mona at Dromod on 6th May 2023. [My photograph, 6th May 2023]
A Wickham Trolley in the shed at Dromod. This is number W6/11-4 (Works No. 9673). It was once based at Lochaber and was used for inspection duties on the 3ft gauge Lochaber system which included a section of railway going up Ben Nevis! It arrived at Dromod in the winter of 1996. [My photograph, 6th May 2023]
Affixed to the front window of the Wickham Trolley is a picture of it in use on Ben Nevis. [My photograph, 6th May 2023]

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

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

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

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

A Great Northern Railway Gardner bus sits in front of carriage 10T in the carriage shed. [My photograph, 6th May 2023]
One of the Bergbolagen Rail Tricycles restored by volunteers at the Cavan and Leitrim Railway. This tricycle was last in use by Bord na Mona on Clonsast Bog in County Kildare. [My photograph, 6th May 2023]

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

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

A replica 3 ft gauge rail inspection bicycle built by Cavan and Leitrim volunteers using the frames of 2 1920s “High Nelly’s” and original early 1900s american Teetor & Hartley wheels. [My photograph, 6th May 2023]
The Guinness Steam Loco (No. 22) at the Cavan & Leitrim at Dromod was 100 years old in 2012 which made it 111 years old in 2023. This is it, in storage at Dromod on 6th May 2023. Loco No. 22 was built in Spense’s foundry, Cork Street, Dublin in 1912.
It was part of an extensive network of locos in the Guinness brewery at St. James’s Gate in Dublin and continued in operations until 1957. In August 2003, No. 22 arrived in Dromod and since then, hard work began to restore it back to its former glory. So far the bodywork has been restored. No. 22 isn’t fully restored. Its Boiler is missing. The task of replacing it has proven challenging as it is designed to run on a 1ft 10in track, slightly narrower than the standard of 2ft. However that doesn’t mean it will never be restored. The Cavan & Leitrim continue in their search for the best replacement boiler and hope some day soon No. 22 will return to steam. [10]

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

A chassis and frame from a 5 ton covered wagon from the West Clare Railway in storage at Dromod. [My photograph, 6th May 2023]
A 2-plank China Clay wagon from North Devon built by Marshalls in 1880 in store at the Cavan & Leitrim Railway at Dromod. [My photograph, 6th May 2023]
A restored two-plank wagon No.4318. [My photograph, 6th May 2023]

References

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

References

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

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

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

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

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

Newtoncunningham to Tooban Junction Station

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

.

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

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

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

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

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

Inch Wildfowl Reserve

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

References

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